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Public, government, national and international agencies

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    Press Release – FAA Proposes $664,000 Civil Penalty

    Press Release – FAA Proposes $664,000 Civil Penalty Against Parachute Center

    For Immediate Release
    October 12, 2010

    LOS ANGELES – The Federal Aviation Administration (FAA) is proposing a $664,000 civil penalty against William C. Dause, doing business as The Parachute Center of Acampo, Calif., for allegedly failing to perform required aircraft parts replacements and failing to comply with safety directives.

    “Putting parachutists at risk by neglecting to follow safety procedures is unacceptable,” said U.S. Transportation Secretary LaHood. “We expect aircraft operators to comply with our safety rules and will take enforcement action when they do not.”

    The FAA alleges that The Parachute Center operated a DeHavilland DHC-6 Twin Otter when critical parts were well past their life limits and without inspecting portions of the wings for corrosion.

    In all, the FAA alleges that The Parachute Center operated the aircraft on approximately 2,121 flights between March 21, 2008 and Nov. 4, 2009 with elevator control cables that were overdue for replacement and when the plane was not in compliance with Airworthiness Directives requiring visual inspections of the wing main spar, lower spar cap extensions and wing support strut for possible corrosion.

    The FAA also alleges that the company operated the aircraft on at least 500 flights between April 16, 2009 and Nov. 4, 2009 with aileron control cables that were overdue for replacement.

    “Passengers and crew have to be able to trust that an operator has done the right thing and has complied with all the rules,” said FAA Administrator Randy Babbitt. “Safety and compliance are the right choices, every time.”

    The Parachute Center has 30 days from receipt of the FAA’s enforcement letter to respond to the agency.

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    NASA WANTS STUDENT INNOVATORS FOR 2011 GREAT MOONBUGGY RACE

    HUNTSVILLE, Ala. — Four decades after the first NASA lunar rover
    rolled across the surface of the moon, innovative students are
    preparing to design and build a new generation of wheeled wonders.

    Registration is open for the 18th annual NASA Great Moonbuggy Race,
    set for April 1-2, 2011, in Huntsville, Ala. Participating schools
    and institutions may register one or two vehicles and teams.
    Registration closes Feb. 1.

    For complete rules, vehicle design parameters and registration for the
    race, visit:

    http://moonbuggy.msfc.nasa.gov

    NASA’s Marshall Space Flight Center organizes the races held at the
    U.S. Space & Rocket Center, both in Huntsville. The event challenges
    high school and college students to design, build and race
    lightweight, human-powered “moonbuggies.”

    The first rover was developed, built and tested at Marshall in just 17
    months. The rover’s inaugural trip across the moon’s surface took
    place on July 31, 1971. It was driven by Apollo 15 astronauts David
    Scott and James Irwin. Two more rovers followed, enabling expanded
    scientific exploration during the Apollo 16 and 17 missions in 1972.

    NASA Great Moonbuggy Race teams carry on the tradition of engineering
    ingenuity. The teams attempt to post the fastest vehicle assembly and
    race times in their divisions, while incurring the fewest penalties
    on a challenging course simulating the rocky, unforgiving surface of
    the moon.

    Prizes are awarded to the three teams in each division that finish
    with the fastest race times. NASA and industry sponsors present
    additional awards for team spirit, best newcomer, most memorable
    buggy wipeout and other achievements.

    In 2010, for the first time, the victors in the high school and
    college divisions were both from outside the continental United
    States. The International Space Education Institute of Leipzig,
    Germany, raced to a winning time of just 3 minutes, 37 seconds in the
    high school category. The University of Puerto Rico in Humacao, the
    only school to enter a moonbuggy every year since the races began in
    1994, won the college division with a time of 4 minutes, 18 seconds.

    Participation in the race has increased from just eight college teams
    in 1994 to more than 70 high school and college national and
    international teams in 2010. The high school division was added in
    1996.

    More than 32,000 people watched live, streaming coverage of the 2010
    race on UStream, an interactive, real-time webcasting platform. For
    archived footage of the competition, visit:

    http://www.ustream.tv/channel/the-great-moonbuggy-race-2010

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    IATA Press Release: IATA Applauds ICAO Agreement

    Montreal – The International Air Transport Association (IATA) applauded the 190 contracting states of the International Civil Aviation Organization (ICAO) on achieving the first global governmental agreement with aspirational goals to stabilize carbon emissions. The achievement was formalized in a resolution of the 37th ICAO Assembly, which concluded its deliberations in Montreal today.

    “Governments have taken an historic decision. For the first time, we have globally agreed aspirational goals to stabilize emissions. No other industry sector has a similar globally agreed framework for managing its response to climate change in a manner that takes into consideration the needs of both developed and developing states. Moreover, it recognizes the need for governments and industry to work together. This is a good first step that prepares the way for future achievements,” said Giovanni Bisignani, IATA’s Director General and CEO.

    The ICAO Resolution

    The ICAO resolution calls for:

    • Improving fuel efficiency by 2% annually to 2050
    • Striving to achieve a collective medium-term aspirational goal of capping aviation’s carbon emissions from 2020
    • A global CO2 standard for aircraft engines with a target date of 2013

    The ICAO resolution also calls for the development of a global framework on market based (economic) measures by the 38th Assembly (2013) based on 15 agreed principles. These principles are designed to:

    • Minimize market distortions
    • Safeguard the fair treatment of aviation relative to other sectors
    • Ensure that aviation’s emissions are accounted for only once and
    • Recognize both past and future efforts of carriers

    Closing the Gap with Industry

    In 2007, IATA announced a vision for aviation to achieve carbon-neutral growth on the way to a carbon-free future with a four-pillar strategy based on technology investments, efficient infrastructure, effective operations and positive economic measures. In 2009, IATA’s membership committed to three goals: a 1.5% average annual improvement in fuel efficiency to 2020, capping net emissions with carbon-neutral growth from 2020 and cutting net emissions in half by 2050 compared to 2005.

    The global aviation industry united around this approach, putting aviation at the forefront of industrial sectors responding to climate change. “The four-pillar strategy and targets are not just airline commitments. The entire aviation industry—airlines, airports, air navigation service providers and manufacturers—have made a common commitment that UN Secretary General Ban Ki-moon commended as a role model for others to follow. Aviation takes its environmental responsibility seriously. With today’s agreement, governments have taken a significant step in support of the industry’s ambitions,” said Bisignani.

    Bisignani addressed the gap in the industry’s commitment to a 1.5% average annual improvement in fuel efficiency and the ICAO goal of a 2% annual improvement. “We are confident that achieving a 1.5% average annual improvement in fuel efficiency is possible with efforts of the industry. The 2% ICAO goal means that governments must come to the table with much needed infrastructure improvements such as the Single European Sky or NextGen in the US,” said Bisignani.

    Next Steps

    The agreement’s principles on market based measures have implications for all governments with, or seeking to implement, environmental schemes or taxes. “In light of this agreement, all states should review any economic measures, planned or implemented, to conform to today’s agreed principles. The only effective long-term solution remains a global approach, which states agreed to work towards under ICAO’s leadership,” said Bisignani.

    “We must recognize that a long journey still lies ahead. Industry’s ambitious targets are still ahead of governments. Our commitment to cut emissions in half by 2050 compared to 2005 remains the global benchmark. The entire aviation industry is committed to working under the leadership of ICAO as we move forward to achieve both the aspirations outlined in today’s agreement and the industry’s targets. We will take this strong message to the United Nation Framework Convention on Climate Change in Cancun later this year,” said Bisignani.

    In addition to this global agreement on environment, the ICAO Assembly marked notable progress with a global declaration on security and a milestone agreement on sharing safety information among IATA, ICAO, the EU and the United States. “I congratulate the ICAO leadership for their hard work and leading role within the UN system. President Roberto Kobeh Gonzáles, Secretary General Raymond Benjamin, and Assembly President Harold Demuren have concluded a landmark Assembly with major achievements on the industry’s top priorities of safety, security and environmental leadership.”

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    For Immediate Release: Emas Fact Sheet


    Background

    The Federal Aviation Administration (FAA) requires that commercial airports, regulated under Part 139 safety rules and federally obligated, have a standard Runway Safety Area (RSA) where possible. At most commercial airports the RSA is 500 feet wide and extends 1,000 feet beyond each end of the runway. The FAA has this requirement in the event that an aircraft overruns, undershoots, or veers off the side of the runway. The most dangerous of these incidents are overruns, but since many airports were built before the 1,000-foot RSA length was adopted some 20 years ago, the area beyond the end of the runway is where many airports cannot achieve the full standard RSA. This is due to obstacles such as bodies of water, highways, railroads, and populated areas or severe drop-off of terrain.

    The FAA has a high-priority program to enhance safety by upgrading the RSAs at commercial airports and provide federal funding to support those upgrades. However, it still may not be practical for some airports to achieve the standard RSA. The FAA, knowing that it would be difficult to achieve a standard RSA at every airport, began conducting research in the 1990s to determine how to ensure maximum safety at airports where the full RSA cannot be obtained. Working in concert with the University of Dayton, the Port Authority of New York and New Jersey, and the Engineered Arresting Systems Corporation (ESCO) of Logan Township, NJ, a new technology emerged to provide an added measure of safety. An Engineered Materials Arresting System (EMAS) uses materials of closely controlled strength and density placed at the end of a runway to stop or greatly slow an aircraft that overruns the runway. The best material found to date is a lightweight, crushable concrete. When an aircraft rolls into an EMAS arrestor bed, the tires of the aircraft sink into the lightweight concrete and the aircraft is decelerated by having to roll through the material.

    Benefits of the EMAS Technology

    The EMAS technology provides safety benefits in cases where land is not available, where it would be very expensive for the airport sponsor to buy the land off the end of the runway, or where it is otherwise not possible to have the standard 1,000-foot overrun. A standard EMAS installation extends 600 feet from the end of the runway. An EMAS arrestor bed can still be installed to help slow or stop an aircraft that overruns the runway, even if less than 600 feet of land is available.

    Current FAA Initiatives

    The Office of Airports prepared an RSA improvement plan for the runways at approximately 575 commercial airports in 2005. This plan allows the agency to track the progress and to direct federal funds for making all practicable improvements, including the use of EMAS technology. Of the approximately 1,000 RSAs at these airports, an estimated 60 percent have been improved to full standards, and an estimated 79 percent have been improved to the extent practicable.

    Presently, the EMAS system developed by ESCO using crushable concrete is the only system that meets the FAA standard. However, FAA has conducted research through the Airport Cooperative Research Program (ACRP) that examined a number of alternatives to the existing approved system. ACRP Report 29, Developing Improved Civil Aircraft Arresting Systems, published in January 2010, provides the industry with the most up-to-date and complete resource on potentially viable materials that can be used in future arresting systems. More information on the project, including a free copy of the report, can be found at the Transportation Research Board web site at http://www.trb.org/ACRP/.

    Many of the EMAS beds installed prior to 2006 need periodic re-painting to maintain the integrity and functionality of the bed. FAA is working with ESCO to develop a retrofit of the older beds with plastic lids that are used on newer installations. The lid should eliminate the need for the periodic re-painting. The FAA’s Technical Center and ESCO continue to conduct research that will further improve EMAS.

    EMAS Arrestments

    To date, there have been seven incidents where the technology has worked successfully to arrest aircraft which overrun the runway and in several cases has prevented injury to passengers and damage to the aircraft.

    • May 1999: A Saab 340 commuter aircraft overran the runway at JFK
    • May 2003: A Gemini Cargo MD-11overran the runway at JFK
    • January 2005: A Boeing 747 overran the runway at JFK
    • July 2006: A Mystere Falcon 900 overran the runway at Greenville Downtown Airport in South Carolina
    • July 2008: An Airbus A320 overran the runway at ORD
    • January 2010: A Bombardier CRJ-200 regional jet overran the runway at Yeager Airport in Charleston, WVA
    • October 2010: A G-4 Gulfstream overran the runway at TeterboroAirportinTeterboro, NJ.

    EMAS Installations

    Currently, EMAS is installed at 51 runway ends at 35 airports in the United States, with plans to install 8 EMAS systems at five additionalU.S.airports.

    Airport Location # of Systems Installation Dates
    JFK International Jamaica, NY 2 1996(1999)/2007
    Minneapolis St. Paul Minneapolis, MN 1 1999(2008)
    Little Rock Little Rock, AR 2 2000/2003
    Rochester International Rochester, NY 1 2001
    Burbank Burbank, CA 1 2002*
    Baton Rouge Metropolitan Baton Rouge, LA 1 2002
    Greater Binghamton Binghamton, NY 2 2002
    Greenville Downtown Greenville, SC 1 20023**
    Barnstable Municipal Hyannis, MA 1 2003
    Roanoke Regional Roanoke, VA 1 2004
    Fort Lauderdale International Fort Lauderdale, FL 2 2004
    Dutchess County Poughkeepsie, NY 1 2004**
    LaGuardia Flushing, NY 2 2005
    Boston Logan Boston, MA 2 2005/2006
    Laredo International Laredo, TX 1 2006
    San Diego International San Diego, CA 1 2006
    Teterboro Teterboro, NJ 1 2006+
    Chicago Midway Chicago, IL 4 2006/2007
    Merle K (Mudhole) Smith Cordova, AK 1 2007
    Charleston Yeager Charleston, WV 1 2007
    Manchester Manchester, NH 1 2007
    Wilkes-Barre/Scranton Intl. Wilkes-Barre, PA 2 2008
    San Luis Obispo San Luis Obispo, CA 2 2008
    Chicago-O’Hare Chicago, IL 2 2008
    Newark Liberty International Newark, NJ 1 2008
    Charlotte Douglas International Charlotte, NC 1 2008
    St. Paul Downtown St. Paul, MN 2 2008+
    Worcester Regional Worcester, MA 2 2008/2009**
    Reading, Regional Reading, PA 1 2009**
    Kansas City Downtown Kansas City, MO 2 2009+/2010
    Smith Reynolds Winston-Salem, NC 1 2010
    New Castle County Wilmington, DE 1 2010
    Key West International Key West, FL 1 2010
    Arcata-Eureka Arcata, CA 1 2010
    Telluride Regional Telluride, CO 2 2010

    ( ) Bed replaced

    * Widened in 2008

    ** General aviation airport

    + Reliever airport

    Additional projects currently under contract

    Location Number of Systems Expected Installation Date
    Farmingdale, NY 1 2010
    Stuart, FL 2 2011
    Augusta State, ME 2 2011
    Teterboro, NJ 1 2011
    Groton-New London, CT 2 2011
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    Number of Serious Runway Incursions Cut in Half

    Thank you, Laura (Brown). And thank you to everyone for coming to Logan today.

    I want to share with you some very good news about runway safety in the United States.

    This year we have cut the number of serious runway incursions in half. It’s the second year in a row we’ve cut the number by 50 percent.

    A serious runway incursion is when a collision is narrowly avoided.

    We are down to six serious incursions in the entire country. And that is down from 67 ten years ago.

    This marked increase in safety would not have been possible without the concerted efforts and partnership of the aviation industry.

    The FAA made a call to action in 2007 to ask the entire industry to focus on reducing runway incursions.

    And the entire industry really came together—airlines, pilots, air traffic controllers, airport vehicle operators, associations, management, labor and the FAA. We all worked together to reduce these occurrences. We have maintained the focus and we have cut the number.

    Our goal is to get the number down to zero.

    That brings me to some great safety innovations we are rolling out in Boston.

    We just finished 90 days of testing a new warning system at Logan International that will keep our runways safe. Boston is among the first airports in the country to get this new safety technology.

    This runway safety system consists of three types of safety lights that give pilots direct warnings about possible dangers on the runway.

    In a simplified explanation, the new safety lights work much like a traffic light. They warn a pilot if it’s not safe to cross, enter or proceed down a runway.

    Boston is the first and only airport in the country to install these lights at intersecting runways.

    A series of red lights embedded in the pavement at Logan will provide 3,000 feet of warning leading up to the runway intersection.

    If there is a potential safety problem, the red lights come on and stay on as long as the collision potential exists. You stop what you’re doing and stay where you are.

    Boston has added two more types of safety lights. It now joins Dallas/Fort Worth, San Diego and Los Angeles airports with these safety features.

    Boston added safety lights for planes leaving a taxiway and entering a runway. The lights turn red if it’s not safe to enter or cross the runway.

    The third type of safety lights are called takeoff hold lights. These lights turn red if it’s unsafe to begin or continue to takeoff on a runway.

    These three types of runway status lights are going to give us an additional layer of safety. They will help us improve the exceptional work we are already doing with runway safety in this country.

    By working together we have markedly reduced the serious incursions and we’re making progress on all of them.

    We want to get at the root cause of an incursion, no matter how serious or minor, in order to improve our procedures and training.

    Why do incursions happen, you may ask?

    Why can’t a pilot tell if a danger exists on a runway?

    Ideally the air traffic controller will tell the pilot where to taxi and the correct runway to use. And ideally the pilot will hear it correctly and follow through.

    But we are all human. And with larger airports there is a lot more to keep track of, including vehicles and people.

    These lights will make it very plain that a pilot should stop and avoid the runway intersection.

    If you see a red light, the typical human reaction is to stop. That’s the whole idea.

    We plan to add runways status lights to an additional 19 of our busiest airports in the country over the next five years.

    These lights provide a direct and immediate indication to pilots and vehicle drivers that a potentially unsafe condition is developing and they should avoid it.

    They will help us to continually improve safety.

    I’m happy that you will have the chance to board a plane today and see how they work.

    Thank you for your time.

    Next I’d like to introduce Congressman Michael Capuano who represents Massachusetts’ 8th District, including Logan International Airport. We have worked closely together on many issues and I’m pleased he could be here today.

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    Fact Sheet – FAA Initiatives to Improve Helicopter Air Ambulance Safety

    For Immediate Release
    October 7, 2010

    Helicopter air ambulance operations are unique due to the urgent nature of the flight. The FAA, operators, and the medical community all play a vital role in promoting a positive safety culture that ensures the safety of passengers, flight crews, and medical professional on these flights.

    Since August 2004, the FAA’s has:

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

    Background

    The helicopter air ambulance industry grew by 54 percent between 2003 and 2008. There are currently 74 air ambulance companies that operate approximately 850 helicopters in the United States. The NTSB estimates that 400,000 patients and transplant organs are transported by helicopter each year.

    The Role of the Medical Community

    Aviation safety decisions are separate from medical decisions. The decision to conduct a flight with a patient on board does not mean that flight safety can be compromised in any way. Once the medical need for air transportation is determined, it is up to the operator to make the air transportation decision based on pre-flight factors such as weather conditions, maintenance, and crew readiness.

    FAA Oversight

    The FAA inspects air ambulance operators, but the agency’s oversight goes beyond inspection and surveillance. Rather, the FAA uses a risk-based system that includes the initiatives outlined below which focus on the leading causes of accidents.

    FAA Actions

    • In August 2004, the FAA established a task force to review and guide government and industry efforts to reduce air ambulance accidents.
    • On January 14, 2005, the FAA hosted a meeting with 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 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 revised standards for inspection and surveillance of air ambulance 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. The FAA has begun hiring aviation safety inspectors with specific “helicopter only” experience in order to keep pace with industry growth.
    • 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 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 Medical 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 air ambulance operations and training standards (Notice 8000.317, Operator Training Provided by Part 142 Training Centers for Helicopter Emergency Medical Services.)
    • Public air ambulance operators:On March 2, 2006, the FAA issued guidance to inspectors on the surveillance and oversight of public aircraft operators for air ambulance 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 VFR operations and for off-airport/heliport landing zone operations.
    • 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 air ambulance 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 air ambulance 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 air ambulance operators in establishing their control centers and training their specialists.
    • FAA/Association of Air Medical Service (AAMS) Safety Meeting: On July 11, 2008, 80 representatives from the FAA and operators met in response to recent accidents. Discussions focused on night operations in poor or deteriorating weather, risk management, complacency, the agency’s policies on the use of NVGs, as well as helicopter shopping.
    • Notice to FAA Inspectors:On January 12, 2009, the FAA issued a notice (Notice 8900.63) to agency inspectors with oversight of air ambulance operators to find out how many operators have adopted FAA-recommended best practices. With reports in from all of the 74 operators surveyed, the percentages that have adopted various programs are:

    –Decision-making skills and risk assessment programs – 94 percent

    –Response to FAA guidance on Loss of Control (LOC) and Controlled Flight Into Terrain (CFIT) avoidance – 89 percent

    –Integration of operation control center – 89 percent

    –Installation of Flight Data Recorders and devices that can re-create a flight. – 11 percent

    –TAWS equipage – 41 percent

    –Use of radar altimeters – 89 percent

    Operations Specifications

    On November 14, 2008, the FAA published a Notice in the Federal Register that advised operators of important mandatory changes to air ambulance flights. The agency also included a provision to encourage the use of NVGs and Terrain Awareness Warning Systems. Consistent with NTSB recommendations, all air ambulance operators will comply with Part 135 weather minimums, including repositioning flights with medical crew onboard. The FAA is also providing greater access to weather reporting facilities, and requiring the flight crew to determine a minimum safe altitude and obstacle clearance prior to each flight. The compliance date is no later than February 22, 2009.

    Weather

    In March 2006, the FAA and the University Corporation for Atmospheric Research hosted a weather summit in Boulder, Colorado to identify the air ambulance-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. It improves the quality of go/no-go decisions for air ambulance operators. The tool was fielded in November 2006.

    Night Vision Goggles

    The FAA has a solid record of facilitating safety improvements and new technologies for EMS helicopters, including certification of 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 approximately 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 approximately $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).

    While the FAA encourages use of NVGs where appropriate, they are not a one-size-fits-all solution. Flying at night is not inherently dangerous if rules and procedures are followed. In fact, many operators who do not use NVGs have never had an accident at night.

    Flight Data Recorders

    Flight Data Recorders (FDRs) are not required for air ambulance 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 considering 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 TAWS and did consider the possibility of including rotorcraft in the previous 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 use in air ambulance operations required study of TAWS interoperability within the lower altitude environment, and possible 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 were subsequently reviewed by the FAA’s Aircraft Certification Service and on December 17, 2008, the FAA issued Technical Standards Order (TSO) C-194 to standardize the manufacture of H-TAWS within the industry.

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    FAA Proposes Safety Systems for Certificated Airports

    The FAA has proposed requiring airports certificated under Part 139 to put in place safety management systems (SMS) for all airfield and ramp areas.

    There are currently 553 airports in the U.S. that hold Part 139 certificates. These certificate holders serve scheduled and unscheduled air carrier aircraft with more than 30 seats. These certificate holders also may serve scheduled air carrier operations with air carrier aircraft with more than nine but less than 31 seats.

    SMS is a formal approach to managing an organization’s safety through four key components — safety policy, safety risk management, safety assurance, and safety promotion.

    This proposal will help airports enhance safety by developing an organization-wide safety policy; implementing methods to mitigate airport hazards; and analyzing and mitigating risks before they change airport procedures or infrastructure. The proposed rule requires that SMS be used for airport movement and non-movement areas which includes runways, taxiways, ramps, aircraft parking aprons, and fuel farms. The FAA believes that SMS will provide an additional layer of safety at airports and help reduce airport incidents and accidents. Airports will have the flexibility to implement a SMS plan that considers their unique operating environment.
    While the proposed SMS requirement will not take the place of regular FAA Part 139 inspections, this proactive emphasis on hazard identification and mitigation will provide airports with robust tools to improve safety.
    Airports are identified by four classes, depending on the type of air carrier service at the airport. The proposal states that Class I airports would be required to develop a SMS implementation plan within six months and implement within 18 months after the final rule is published. The remaining Class II, III, and IV airports would be required to develop a SMS implementation plan within nine months and implement within 24 months after the final rule is published. The FAA will review and approve the SMS implementation plans.

    The NPRM is published in today’s Federal Register and open for a 90-day public comment period that ends on January 5, 2011. To view the NPRM, Economic Evaluation, and make comments go towww.regulations.gov using docket # FAA-2010-0997.

  • |

    Press Release – FAA Proposes Comprehensive New Helicopter Safety Rules

    For Immediate Release
    October 7, 2010

    WASHINGTON–The U.S. Department of Transportation’s Federal Aviation Administration (FAA) today proposed broad new rules for helicopter operators, including air ambulances, which, if finalized, would require stricter flight rules and procedures, improved communications and training, and additional on-board safety equipment.

    “This is a significant proposal that will improve the safety of many helicopter flights in the United States,” said Transportation Secretary Ray LaHood. “The FAA’s initiatives have helped the helicopter industry make progress on many safety issues, but it’s time to take steps towards mandating these major safety improvements.”

    Under the proposed rules, operators would use the latest on-board technology and equipment to avoid terrain and obstacles. The proposal also contains provisions which, if finalized, would require operators to use enhanced procedures for flying in challenging weather, at night, and when landing in remote locations.

    “We can prevent accidents by preparing pilots and equipping helicopters for all of the unique flying conditions they encounter,” said FAA Administrator Randy Babbitt. “These new rules are designed to protect passengers, patients, medical personnel, and pilots.”

    The FAA document includes new proposals covering a variety of helicopter operators.

    The proposed rules would require air ambulance operators to:

    • Equip with Helicopter Terrain Awareness and Warning Systems (HTAWS).
    • The proposal seeks comments on requirements for light-weight aircraft recording systems (LARS).
    • Conduct operations under Part 135, including flight crew time limitation and rest requirements, when medical personnel are on board.
    • Establish operations control centers if they are certificate holders with 10 or more helicopter air ambulances.
    • Institute pre-flight risk-analysis programs.
    • Conduct safety briefings for medical personnel.
    • Amend their operational requirements to include Visual Flight Rules (VFR) weather minimums, Instrument Flight Rules (IFR) operations at airports/heliports without weather reporting, procedures for VFR approaches, and VFR flight planning.
    • Ensure their pilots in command hold an instrument rating.

    Under the proposal, all commercial helicopter operators would be required to:

    • Revise IFR alternate airport weather minimums.
    • Demonstrate competency in recovery from inadvertent instrument meteorological conditions.
    • Equip their helicopters with radio altimeters.
    • Change the definition of “extended over-water operation” and require additional equipment for these operations.

    The proposed rules would require all Part 135 aircraft, i.e. helicopter and fixed wing on-demand operators, to:

    • Prepare a load manifest.
    • Transmit a copy of load manifest documentation to their base of operations, in lieu of preparing a duplicate copy.
    • Specify requirements for retaining a copy of the load manifest in the event that the documentation is destroyed in an aircraft accident.

    In addition, the proposal would require Part 91 general aviation helicopter operators to revise the VFR weather minimums.

    Since August 2004, the FAA has promoted initiatives to reduce risk for helicopter air ambulance operations. While accidents did decline in 2005 and 2006, 2008 proved to be the deadliest year on record with six accidents that claimed 24 lives. Overall, from 1992 through 2009, 135 helicopter air ambulance accidents claimed 126 lives. From 1994 through 2008, there were also 75 commercial helicopter accidents (excluding air ambulances) that resulted in 88 fatalities.

    The estimated cost of the proposal in present value for the air ambulance industry is $136 million with a total benefit of $160 million over 10 years. The cost for other commercial operators is $89 million with a total benefit of $115 million over 10 years.

    The Notice of Proposed Rulemaking is on display at the Federal Registerat www.archives.gov?federal-register. It’s also available at http://www.faa.gov/regulations_policies/rulemaking/recently_published/ and will be published in the Federal Register on October 12. A fact sheet on the FAA’s past initiatives is available at www.faa.gov/news/fact_sheets

    The 90-day public comment period closes on January 10, 2011.

  • |

    The FAA Adjusting Separation

    The 787 Dreamliner and the new 747-8 will have adjusted separation distances, according to the FAA which is adjusting the recent separation guidelines.

    The FAA is gathering data on Boeing’s flight-test flights to determine the minimum spacing between the Boeing jets and planes following behind. The original document which has been rescinded— has incorrect data about the weights of the 787 Dreamliner and the new 747-8. The final standard has yet to be announced.

    For more information check the briefing guide

  • |

    Fact Sheet – Airport Surface Detection Equipment, Model X

    For Immediate Release
    October 5, 2010

    The potential for collisions on airport runways and taxiways increases every year as airports become busier. To combat the impact of this trend, the FAA is deploying ASDE-X, a new runway-safety tool.

    ASDE-X enables air traffic controllers to detect potential runway conflicts by providing detailed coverage of movement on runways and taxiways. ASDE-X collects data from a variety of sources to track vehicles and aircraft on the airport movement area and obtain identification information from aircraft transponders.

    The ASDE-X data comes from surface movement radar located on the air traffic control tower or remote tower, multilateration sensors, ADS-B (Automatic Dependent Surveillance-Broadcast) sensors, the terminal automation system, and aircraft transponders. By fusing the data from these sources, ASDE-X is able to determine the position and identification of aircraft and transponder-equipped vehicles on the airport movement area, as well as aircraft flying within five miles of the airport.

    Controllers in the tower see this information presented as a color display of aircraft and vehicle positions overlaid on a map of the airport’s runways, taxiways and approach corridors. The system creates a continuously updated map of the airport movement area that controllers can use to spot potential collisions. This technology is especially helpful to controllers at night or in bad weather when visibility is poor.

    ASDE-X Safety Logic (AXSL) is an enhancement to the situational awareness provided to air traffic controllers by ASDE-X. AXSL uses surveillance information from ASDE-X to determine if the current or projected positions and movements of aircraft or vehicles that are being tracked present a potential collision situation. Visual and audible alerts are provided to the controllers that include critical information about the targets, such as aircraft identification and where aircraft and vehicles are on the surface.

    The first use ASDE-X was at General Mitchell International Airport in Milwaukee, Wis. in October 2003. The FAA recently accelerated the ASDE-X schedule and now projects that all systems will be deployed by the end of 2010 – one year earlier than originally anticipated.

    ASDE-X Deployment Sites
    The 35 major airports that will receive, or have already received, ASDE-X include:
    (* Indicates ASDE-X is operational at these sites)
    Baltimore-Washington International Thurgood Marshall Airport (Baltimore, MD)
    Boston Logan International Airport (Boston, MA)*
    Bradley International Airport (Windsor Locks, CT)*
    Chicago Midway Airport (Chicago, IL)*
    Chicago O’Hare International Airport (Chicago, IL)*
    Charlotte Douglas International Airport (Charlotte, NC)*
    Dallas-Ft. Worth International Airport (Dallas, TX)*
    Denver International Airport (Denver, CO)*
    Detroit Metro Wayne County Airport (Detroit, MI)*
    Ft. Lauderdale/Hollywood Airport (Ft. Lauderdale, FL)*
    General Mitchell International Airport (Milwaukee, WI)*
    George Bush Intercontinental Airport (Houston, TX)*
    Hartsfield-Jackson Atlanta International Airport (Atlanta, GA)*
    Honolulu International –Hickam Air Force Base Airport (Honolulu, HI)*
    John F. Kennedy International Airport (Jamaica, NY)*
    John Wayne-Orange County Airport (Santa Ana, CA)*
    LaGuardia Airport, (Flushing, NY)
    Lambert-St. Louis International Airport (St. Louis, MO)*
    Las Vegas McCarran International Airport (Las Vegas, NV)
    Los Angeles International Airport (Los Angeles, CA)*
    Louisville International Airport-Standiford Field (Louisville, KY)*
    Memphis International Airport (Memphis, TN)
    Miami International Airport (Miami, FL)*
    Minneapolis St. Paul International Airport (Minneapolis, MN)*
    Newark International Airport (Newark, NJ)*
    Orlando International Airport (Orlando, FL)*
    Philadelphia International Airport (Philadelphia, PA)*
    Phoenix Sky Harbor International Airport (Phoenix, AZ)*
    Ronald Reagan Washington National Airport (Washington, DC)
    San Diego International Airport (San Diego, CA)*
    Salt Lake City International Airport (Salt Lake City, UT)*
    Seattle-Tacoma International Airport (Seattle, WA)*
    Theodore Francis Green State Airport (Providence, RI)*
    Washington Dulles International Airport (Chantilly, VA)*
    William P. Hobby Airport (Houston, TX)*

  • | |

    Airworthiness Directive: Eurocopter France (Eurocopter) Model AS332C, L, L1, and L2 Helicopters

    Published: 09/30/2010
    Subject: Hydraulic pump
    Effective: 10/15/2010
    Summary: This amendment adopts a new airworthiness directive (AD) for the specified Eurocopter model helicopters. This action requires replacing each affected hydraulic pump with an airworthy hydraulic pump. This amendment is prompted by the loss of the proper functioning of a hydraulic pump because of the deterioration of the pump seals and the loss of hydraulic fluid caused by incorrect positioning of the piston liner. The actions specified in this AD are intended to prevent loss of hydraulic power and subsequent loss of control of the helicopter.

    SUPPLEMENTARY INFORMATION:

    Discussion

    The European Aviation Safety Agency (EASA), which is the Technical Agent for the Member States of the European Community, has issued EASA Emergency AD No. 2010-0043R1-E, dated March 26, 2010, to correct an unsafe condition for the specified Eurocopter model helicopters. EASA advises of the loss of the right-hand (RH) hydraulic power system on an AS332L2 helicopter. The pilot saw the hydraulic system “low level” warning light come on during the approach phase. Investigation revealed a hydraulic fluid leak from the hydraulic pump casing due to deterioration of the pump seals resulting from an incorrectly positioned compensating piston liner. EASA states that this non- compliant repair process was used by the following repair stations: HELIKOPTER SERVICE, ASTEC HELICOPTER SERVICE, and HELI-ONE. They further state that if this condition occurs on both pumps of a helicopter, it could result in loss of the RH and left-hand (LH) hydraulic power systems and consequently may lead to the loss of helicopter controllability.

    Related Service Information

    Eurocopter has issued an Emergency Alert Service Bulletin (EASB) with two numbers (01.00.78 and 01.00.43), dated March 11, 2010. EASB No. 01.00.78 applies to United States type-certificated Model AS332C, L, L1, and L2 helicopters; civil Model AS332C1 not type-certificated in the United States; and military Model AS332B, B1, M, M1, and F1 helicopters that are not type-certificated in the United States. EASB No. 01.00.43 applies to military Model AS532A2, U2, UC, AC, UL, AL, SC, and UE helicopters that are not type-certificated in the United States. The EASB specifies identifying affected hydraulic pumps, prohibiting flights for all helicopters fitted with two of the affected hydraulic pumps until at least one of the affected pumps is replaced, replacing all affected hydraulic pumps with airworthy pumps within 10 months, and returning any affected hydraulic pump to have it checked and, where necessary, reconditioned.
    EASA classified this EASB as mandatory and issued EASA Emergency AD No. 2010-0043R1-E, dated March 26, 2010, to ensure the continued airworthiness of these helicopters.

    FAA’s Evaluation and Unsafe Condition Determination

    These helicopters have been approved by the aviation authority of France and are approved for operation in the United States. Pursuant to our bilateral agreement with France, EASA, their technical representative, has notified us of the unsafe condition described in the EASA AD. We are issuing this AD because we evaluated all information provided by EASA and determined the unsafe condition exists and is likely to exist or develop on other helicopters of these same type designs.

    Differences Between This AD and the EASA AD

    We refer to flight hours as hours time-in-service (TIS). We require each affected hydraulic pump be replaced with an airworthy pump within 15 hours TIS. We do not use the calendar date used in the EASA AD because that date has already passed.

  • |

    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.

  • |

    NASA AWARDS $3.3 MILLION TO TRIBAL COLLEGES AND UNIVERSITIES

    WASHINGTON — NASA will award $3.3 million over three years to support
    academic excellence in science, technology, engineering and
    mathematics (STEM) education at tribal colleges and universities.

    The awards are part of a Cooperative Agreement Notice released by the
    NASA Office of Education’s Minority University Research and Education
    Program for the Tribal Colleges and Universities Project (TCUP).

    Three institutions were selected through a merit-based, peer-reviewed
    competition for funding. Awards will go to Kiksapa Consulting, LLC of
    Mandan, N.D.; Salish Kootenai College of Pablo, Mo.; and the American
    Indian Higher Education Consortium in Alexandria, Va. The awards have
    a three-year period of performance and range in value from $215,000
    to $592,000.

    NASA’s TCUP is a STEM education grant and mentoring program
    specifically targeting tribal colleges and universities. The goal of
    the project is to expand opportunities to academic institutions that
    prepare Native Americans to enter the nation’s STEM workforce through
    internships, fellowships, research experiences, outreach, information
    exchange, capacity building and infrastructure development.

    The first round of awards is valued at $1.107 million. Each award is
    expected to use NASA’s unique contributions in STEM education to
    enhance tribal college academic experiences and improve educators’
    abilities to engage their students.

  • |

    IATA Press Release: Opportunity for a Global Framework on Environment – IATA Urges Agreement at ICAO Assembly

    Montreal – The International Air Transport Association (IATA) urged the governments of the world to reach an agreement on a global framework to manage international aviation’s emissions at the 37th Assembly of the International Civil Aviation Organization (ICAO).

    “The biggest challenge for this Assembly is to reach an agreement on a global solution to manage emissions from international aviation. A united aviation industry of airlines, airports, air navigation service providers, manufacturers and general aviation has made ambitious commitments to cap and eventually cut its emissions. To be successful, governments must endorse these commitments in a globally agreed framework,” said Giovanni Bisignani, IATA’s Director General and CEO, to a group of delegates attending the ICAO Assembly in Montreal.

    The aviation industry is united behind three targets: (1) a 1.5% average annual improvement in fuel efficiency to 2020, (2) capping net emissions from 2020 with carbon-neutral growth and (3) cutting emission in half by 2050 compared to 2005. “No other industrial sector has made such ambitious global commitments. Even UN Secretary General Ban Ki-moon commended the aviation industry as a role model for other industries to follow,” said Bisignani.

    Bisignani highlighted several key elements which could help facilitate global consensus:

    • Place and Process: The Executive Secretary of the United Nations Framework Convention on Climate Change (UNFCCC), Christiana Figueres, confirmed that ICAO is the forum for dealing with emissions from international aviation and that any agreement at ICAO would not, in any way, impact the position of any state on non-aviation issues discussed in the UNFCCC process.
    • Developing Nations: Even within a global agreement, ICAO has a track record of accommodating the needs of developing states. For example, ICAO’s global framework for noise reduction included extended timelines for developing states.
    • Growth: The industry’s global solution will facilitate growth and the economic benefits it brings even while reducing emissions. This will be achieved through the industry’s four- pillar strategy of investments in technology, more efficient infrastructure, more effective operations and globally coordinated positive economic measures.

    “Major blockers are being removed. The industry is ready. And most governments agree that a global framework is needed. There are still some hurdles to overcome, but we are moving in the right direction,” said Bisignani who noted that important regional groupings and individual states have indicated their wish for an agreement.

    The planned inclusion of aviation into the European emissions trading scheme in 2012 has helped to focus governments on the urgency of a global solution. “If this Assembly ends without an agreement, the next opportunity is 2013. In the meantime the industry would be faced with a growing patchwork of conflicting and overlapping measures. For example, against global opposition, Europe would have to try to move forward with its unilateral emissions trading scheme,” said Bisignani.

    “No government or industry player will want to face the consequences of such a development. It would lead to a breakdown of the global standards on which global aviation was built, a patchwork of uncoordinated taxes and schemes, strained bilateral relations and serious challenges on sovereignty issues,” said Bisignani.

    “The livelihoods of 32 million people and $3.5 trillion in economic activity depend on the success of global aviation. As leaders, everyone attending this Assembly has a great responsibility to continue building a safe, secure, efficient and sustainable future for this wonderful industry. The industry is committed to supporting governments in reaching agreement on a responsible solution for aviation and the environment. I am optimistic that we will be successful,” said Bisignani.

    The ICAO Assembly will discuss environmental issues in its Executive Committee on Thursday 30 September with conclusions to be reported by the Assembly’s conclusion on 8 October.

  • |

    IATA Press Release: Global Safety Information Exchange Launched

    Montreal – The International Air Transport Association (IATA), along with three governmental aviation safety organizations, today signed an agreement to launch the Global Safety Information Exchange. Creating a comprehensive global information exchange to improve safety is the most ambitious private/public safety partnership in aviation history.

    IATA, together with the International Civil Aviation Organization (ICAO), the US Department of Transportation (DOT), and the Commission of the European Union (EC), signed a Memorandum of Understanding (MOU) to create the framework and path forward to launch the Global Safety Information Exchange. The MOU signing took place following the opening session of the ICAO Assembly and was signed by IATA Director General Giovanni Bisignani, ICAO Secretary General Raymond Benjamin, US DOT Secretary Ray LaHood, and EU Vice President Siim Kallas.

    “Air is the safest way to travel. We achieved this level of safety precisely because governments and industry have cooperated transparently to identify risks and implement solutions. Today’s agreement takes the long history of cooperation to a new level by tearing down silos around the data that we have and sharpening our focus on the greatest risks to aviation safety,” said Giovanni Bisignani, IATA’s Director General and CEO.

    “We have a long history of working together with governments using global standards to lower the accident rate. In 1945, there were 9 million passengers and 247 fatalities. In 2009, 2.3 billion people flew with 685 fatalities. Every fatality is a human tragedy and reminds us that we must do better. Today’s agreement signals a new era of multilateral cooperation between industry and government to make the skies safer,” said Bisignani.

    The four organizations will start their cooperation by selecting the safety information each group currently collects, which would be the most relevant to the goal of improving safety by risk reduction. IATA will make the largest contribution of airline data by providing de-identified information from the IATA Operational Safety Audit (IOSA) program. This will include de-identified information from the 345 airlines that are on the IOSA registry (230 IATA members and 115 non-members). IOSA sets the standard of safety for airlines and aggregated IOSA audit information will complement audit information from the other partners in developing global safety priorities.

    A steering group will be formed and will have representatives from each of the four organizations. ICAO will act as the coordinator of the information exchange.

    The 2009 global accident rate, measured in hull losses per million flights of Western-built jet aircraft, was 0.71. Through the first six months of 2010, the accident rate was 0.64. Compared to 10 years ago, the accident rate has been cut 36% from the 1.11 rate recorded in 2000.

  • |

    Press Release – FAA Announces Over $2.5 Million in Additional Recovery Act Airport Grants

    For Immediate Release
    September 28, 2010

    WASHINGTON – The U.S. Department of Transportation’s Federal Aviation Administration (FAA) today announced that three additional airport projects have been selected for funding, paid for with more than $2.5 million in American Recovery and Reinvestment Act dollars that became available because of airport projects that came in under budget nationwide.

    “With these additional Recovery Act dollars, we can provide a bigger boost to economic growth while we modernize more of our nation’s airports,” said U.S. Transportation Secretary Ray LaHood.

    Earlier this month, the FAA announced that five other airport projects would receive $9 million in Recovery Act funding that became available thanks to low bids and under-budget airport projects.

    “We are thrilled that we have been able to stretch Recovery Act dollars to meet the needs of more airports. These projects will improve airport operations and help our airspace system to run more efficiently,” said FAA Administrator Randy Babbitt.

    The three additional rehabilitation projects are:

    • Lawrence, Mass., Municipal Airport
      An ARRA grant for $1.2 million will fund several pavement rehabilitation projects on airport taxiways and aircraft parking aprons.
    • Hartsfield-JacksonAtlanta International Airport
      This $1 million ARRA grant will fund the ongoing construction and paving of the new international terminal apron.
    • CharlesM. Schulz-Sonoma County Airport, Santa Rosa, Calif.
      A $379,000 ARRA grant will allow the airport to complete the second phase of its terminal rehabilitation and replace the terminal building roof.

    Under the Recovery Act, more than $1.3 billion has been made available nationwide for both airport improvement projects and air traffic control facility and system upgrades. Because of low construction bids for projects, more Recovery Act dollars were available for additional facilities, equipment and airport projects. These grants have been distributed to airports that serve commercial passengers, cargo and general aviation.

  • |

    NASA INVITES VIRGINIA STUDENTS TO BECOME 2011 AEROSPACE SCHOLARS

    NEWS RELEASE: 10-089

    HAMPTON, Va. — Are you looking for an experience that is out of this world? Planning a mission to Mars and gaining college credit are just two perks high school juniors in Virginia can experience through The Virginia Aerospace Science and Technology Scholars (VASTS) program.

    The program, in its fourth year at NASA Langley Research Center in Hampton, Va., is now accepting applications for its interactive on-line science, technology, engineering and math program. The semester-long curriculum teaches students about aerospace exploration. Learning takes place through simulations, weekly reading assignments, online games, video segments and online quizzes. The program is open to high school juniors, including homeschoolers, across the Commonwealth. Deadline for application is Nov. 5.

    Based on course performance, scholars may be selected to spend a week at NASA Langley where they will work with scientists and engineers, design and build robotic rovers, learn about NASA careers and plan a human mission to Mars.

    Student comments are the best testimonial for the program:

    “This program has prepared me by opening my eyes to the type of requirements that I must meet in order to pursue a career in math and science,” said Iriat Faisal of George C. Mason High School in Bridgewater, Va.

    “I loved the academy,” said Courtney Maimon from Osbourn Park High School in Manassas, Va. “Everyone here is so driven. It’s fun getting to work with people who have the same interests as me.”

    “The curriculum helped me improve many of my skills, such as focusing, writing, communicating with others and listening to what other people have to say,” said Anthony Guadino-Sullivan from West Springfield High School in Springfield, Va. “The academy prepared me to think the impossible can be done, to respect others’ ideas and input and taught me the importance of teamwork.”

    Upon completion of the program, students can receive up to four college credits from Thomas Nelson Community College.

    The Virginia Aerospace Science and Technology Scholars program uses a NASA-developed curriculum with a space-based theme and is aligned with Virginia Standards of Learning. Master educators work with students online, providing guidance and feedback on assignments.

    VASTS is a partnership between the Virginia Space Grant Consortium and NASA Langley Research Center with assistance from the Virginia Department of Education and industry partners.

    For more information on the VASTS program and for an application, visit

    www.vasts.spacegrant.org

  • |

    NASA INVITES PUBLIC TO DISCUSS “WHAT MATTERS NEXT” AT TEDxNASA

    HAMPTON, Va. — NASA is inviting the public to join agency leaders and innovators from a variety of fields on Nov. 4 to discuss “What Matters Next.” Discussions and presentations on the theme will be the centerpiece of the second TEDxNASA, a daylong event modeled on the TED (Technology, Entertainment and Design) conferences that bring together leading thinkers to create a dialogue on important global challenges.

    NASA’s Langley Research Center and the National Institute of Aerospace, both in Hampton, Va., are sponsoring TEDxNASA at the Ferguson Center for the Arts in nearby Newport News. It is free and open to the public and will also be streamed on the TEDxNASA website. Registration opens on Oct. 11 and runs through Oct. 24. For more information on the event and how to register or view, visit:

    http://tedxnasa.com

    “At TEDxNASA we’re able to bring together artists and engineers, rocket scientists and musicians,” said Lesa Roe, director of Langley. “Together we can create extraordinary conversations about what matters next and ideas to help us meet world challenges.”

    More than 20 top speakers — focusing on education, innovation, family, technology, literature art and NASA — will share inspiring and thought-provoking stories as they do at a full TED event. The challenge of those presenting is to give the talk of their lives in 18 minutes or less, based on the theme. NASA’s Chief Technologist Bobby Braun and Jim Green, director of the Planetary Science Division in the Science Mission Directorate at NASA Headquarters in Washington, are among those slated to speak. Green will present at the same time NASA’s EPOXI spacecraft is flying by and snapping close-up images of comet Hartley 2, more than 11 million miles away from Earth.

    Last year’s TEDxNASA event attracted international best-selling author Mitch Albom, Carnegie Hall humorist and guitar virtuoso Mike Rayburn and Virginia Tech robotic pioneer Dennis Hong, among others.

    Reporters interested in attending the event should contact Kathy Barnstorff at kathy.barnstorff@nasa.gov.

    TED is a nonprofit organization devoted to “ideas worth spreading.” Started as a four-day conference in California 25 years ago, TED has grown to support those world-changing ideas with multiple initiatives. Conference presentations are made available for free at TED.com. TED speakers have included Bill Gates, Al Gore, Jane Goodall, Sir Richard Branson, and many others. The “x” in TEDxNASA indicates it is an independently organized TED event.

    -end-

  • |

    Press Release – FAA Celebrates Recovery Act Funded Airfield Upgrades at Kentucky’s Georgetown-Scott County Regional Airport

    WASHINGTON, D.C. — The U.S. Department of Transportation’s Federal Aviation Administration celebrated the completion of an airfield upgrade at Georgetown-Scott County Regional Airport in Kentucky, paid for with $3 million in American Recovery and Reinvestment Act funds.

    “Airport Recovery Act projects are helping boost local economies all across the country,” said U.S. Transportation Secretary Ray LaHood. “The Recovery Act is helping us keep our runways safe and well maintained.”

    Recovery Act funds provided the full cost of repaving Georgetown-Scott County Regional Airport’s 5,500 foot-long runway. The runway had deteriorated and had not been fully repaved in nearly 17 years. The construction also included the widening of the ends of the parallel taxiway, which will now be able to accommodate larger aircraft turning on and off the runway.

    “General aviation is incredibly important to local communities nationwide and the Recovery Act is funding necessary safety improvements and upgrades that otherwise might not get done,” said FAA Administrator Randy Babbitt.

    Nationwide, $1.3 billion in Recovery Act money has been made available for both airport improvement projects and air traffic control facility and system upgrades. Because of low construction bids for projects, more Recovery Act dollars were available for additional facilities and equipment as well as airport projects. These Recovery Act grants have been distributed to airports that serve commercial passengers, cargo and general aviation.
    ###

  • |

    Press Release – FAA Proposes $4.855 Million Civil Penalty Against Evergreen Airlines

    For Immediate Release
    September 24, 2010

    EATTLE — The Federal Aviation Administration (FAA) has proposed a $4,855,000 civil penalty against Evergreen International Airlines of McMinnville, Ore., for allegedly using pilots on 232 revenue flights who had not been trained in accordance with an FAA-approved training program.

    The flights were made between Feb. 19 and July 9, 2009, on aircraft equipped with a new flight management system (FMS) that was different enough from the prior system that it required a specific training program for pilots who were flying the aircraft. The FAA alleges Evergreen did not complete its FAA-approved training for pilots before assigning them to fly revenue trips using the new FMS.

    “We put rules and regulations in place to keep air transportation safe and we expect airlines to comply,” said U.S. Transportation Secretary Ray LaHood.

    The FAA alleges Evergreen line pilots received ground training and a check ride on the new FMS, but that the company did not provide required familiarization flights supervised by the company’s check pilots despite being told to do so by the FAA.

    The familiarization flights are part of the FAA-approved training program for Evergreen aircraft equipped with the FMS. Evergreen also failed to distribute copies of the required system manual to crews who would be using the FMS.

    Subsequent to these improperly conducted flights, Evergreen has ensured that its pilots are trained in accordance with its FAA-approved training program and continues to operate under an FAA-approved training program.

    “Even though Evergreen now complies with its training program, this penalty is appropriate because requiring operators to complete required, approved training is the only way to make sure crews are fully qualified to operate the equipment and systems to manage flights safely,” said FAA Administrator Randy Babbitt.

    Evergreen has 30 days from the receipt of the FAA’s civil penalty letter to respond to the agency.

  • |

    Press Release – FAA Celebrates Recovery Act Funded Airfield Upgrades at Kentucky’s Georgetown-Scott County Regional Airport

    For Immediate Release
    September 23, 2010

    WASHINGTON, D.C. — The U.S. Department of Transportation’s Federal Aviation Administration celebrated the completion of an airfield upgrade at Georgetown-Scott County Regional Airport in Kentucky, paid for with $3 million in American Recovery and Reinvestment Act funds.

    “Airport Recovery Act projects are helping boost local economies all across the country,” said U.S. Transportation Secretary Ray LaHood. “The Recovery Act is helping us keep our runways safe and well maintained."

    Recovery Act funds provided the full cost of repaving Georgetown-Scott County Regional Airport’s 5,500 foot-long runway. The runway had deteriorated and had not been fully repaved in nearly 17 years. The construction also included the widening of the ends of the parallel taxiway, which will now be able to accommodate larger aircraft turning on and off the runway.

    “General aviation is incredibly important to local communities nationwide and the Recovery Act is funding necessary safety improvements and upgrades that otherwise might not get done,” said FAA Administrator Randy Babbitt.

    Nationwide, $1.3 billion in Recovery Act money has been made available for both airport improvement projects and air traffic control facility and system upgrades. Because of low construction bids for projects, more Recovery Act dollars were available for additional facilities and equipment as well as airport projects. These Recovery Act grants have been distributed to airports that serve commercial passengers, cargo and general aviation.

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    Press Release – Pilots and Air Traffic Controllers Share Safety Data

    For Immediate Release
    September 22, 2010

    WASHINGTON — The Federal Aviation Administration (FAA) today announced a safety program that for the first time will integrate voluntary safety information self-reported by pilots and air traffic controllers. This data-sharing program will give the FAA a more complete picture of the national airspace system by collecting, assessing and reviewing safety events from the perspective of both pilots and air traffic controllers.

    United Airlines and its pilots have the first agreement in place to participate in a demonstration program. The FAA expects to sign similar agreements with other carriers in the future.

    “Safety is our number-one priority,” said U.S. Transportation Secretary Ray LaHood. Having pilots and controllers provide information abut potential air safety problems will help us correct them before they become accidents.”

    “This revolutionary program will give us an incredible amount of data that will help us find problems, make corrections and avoid incidents,” said FAA Administrator Randy Babbitt. “I applaud air traffic controllers, pilots and airlines for their dedication to keeping our aviation system as safe as possible.”

    For the first time, information from the Aviation Safety Action Program (ASAP) and the Air Traffic Safety Action Program (ATSAP) will be merged, so input from both pilots and controllers can help guide safety decisions. The program will develop processes and policies to share and analyze relevant safety information in a non-punitive way, consistent with the basic principles of Safety Management Systems. These systems are widely used within the FAA and the aviation industry.

    ASAP encourages aviation employees to voluntarily report safety information that may help identify potential precursors to accidents. The ASAP process resolves safety issues through corrective action rather than through punishment or discipline. Each program is based on a safety partnership that includes the FAA and the aviation operator, and usually includes a third party, such as the reporting employee’s labor organization. In today’s agreement, the airline’s labor organization is the United chapter of the Air Line Pilots Association (ALPA). Today, 73 air carriers have 169 ASAP programs for pilots, mechanics, flight attendants, and dispatchers.

    ATSAP is an agreement between the FAA and the National Air Traffic Controllers Association (NATCA) that is designed to foster a voluntary, cooperative, non-punitive environment for FAA air traffic employees to openly report safety concerns As a result of ATSAP, all parties have access to valuable safety information that otherwise might never have been discovered or reported. The FAA analyzes the information to develop skill enhancements or system corrective actions that will help solve safety problems.

    Voluntary reporting programs have significantly contributed to the nation’s impressive aviation safety record, including improvements to training and enhanced operations and maintenance procedures.

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    FAA: “Line Up and Wait” Training Now Available

    “Line Up and Wait” Training Now Available
    On Sept. 30, 2010, the familiar ATC instruction “taxi in position and hold” will become history. Instead, expect to hear “line up and wait” when ATC issues instruction for a pilot to taxi onto a departure runway and wait for takeoff clearance. Another procedure change that occurred on June 30, 2010, requires ATC to issue an explicit clearance to aircraft crossing any runway (active, inactive, and closed). To help pilots with these important procedure changes, FAA added an online training module to www.FAASafety.gov. The course is titled “Line Up and Wait: Taxi Authorization and Runway Clearance Guidance for Airmen,” and is listed in the Featured Courses portal on the FAASafety.gov home page.

    The course provides a good review of safe taxi operations, ATC procedures and phraseology, and pilot responsibilities. It also reviews best practices for avoiding runway incursions, such as knowing and understanding the meaning of the runway hold markings. Some three-fourths of runway incursions result from a failure to comply with this marking.

    Additional details on both procedure changes are available in the Aeronautical Informational Manual (AIM) and Pilot/Controller Glossary, located under the Air Traffic section of www.faa.gov. You can also reference more specific information on line up and wait with FAA Notice JO 7110.536.

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    FAA: Testimony – Statement of Peggy Gilligan

    September 16, 2010
    Statement of Peggy Gilligan, Associate Administrator for Aviation Safety Before the House of Representatives, Committee on Transportation and Infrastructure, Subcommittee on Aviation on Pilot Fatigue

    Chairman Costello, Congressman Petri, Members of the Subcommittee:

    Thank you for inviting me to appear before you this morning to discuss the Federal Aviation Administration’s (FAA) efforts to mitigate the impacts of pilot fatigue to enhance aviation safety. Updating FAA’s regulatory requirements on pilot fatigue has been a high priority for Secretary LaHood and Administrator Babbitt. As you know, Administrator Babbitt was formerly a commercial pilot, so his interest in and insights about pilot fatigue have been longstanding, and were helpful in making rulemaking on this matter an Administration priority. Their assistance and guidance on this matter have been invaluable. I am pleased that their focus has enabled the FAA to publish a Notice of Proposed Rulemaking (NPRM) on September 14, 2010, that proposes changes to the current flight duty and rest regulations. The NPRM represents a comprehensive proposal that is the result of extensive outreach to the aviation industry, labor and the scientific community. Unlike the existing requirements, the proposal would establish a single, scientifically-based regulatory approach for all Part 121 operators, including domestic and international passenger and cargo operations, as well as supplemental carriers.

    While the publication of this NPRM is a huge step forward, I want to stress that it is the latest step in a long history of FAA efforts to mitigate fatigue. We held symposia on fatigue and worked with aviation industry and the scientific community to gather data to meet the scheduling demands of the industry (including ultra long-range flights), without compromising safety. As the science of fatigue matured, we worked to educate the industry to mitigate risks as they were identified. The new proposal reflects our drive to reach consensus across different facets of the aviation industry.

    In the past, I have said something that is worth repeating now: regardless of what regulatory framework is in place, mitigating the effects of fatigue is a shared responsibility. The FAA has the responsibility to put the framework in place. The air carrier has the responsibility to schedule its flight crews responsibly and in accordance with that framework. The pilot has the ultimate responsibility to use the hours set aside for rest to actually rest, to report for duty in a fit condition, and to notify the airline when he or she is too fatigued or otherwise not fit for duty. Nothing about the latest proposal changes those basic responsibilities.

    In the aftermath of the Colgan Air Flight 3407 accident in February 2009, the FAA placed great emphasis on all safety factors that either were, or could have been, a contributing cause to the accident. Secretary LaHood and Administrator Babbitt issued an Airline Safety Call to Action for the foremost aviation safety experts to discuss the best ways to make an already safe industry even safer. Fatigue was clearly a factor of some concern, given that one member of the Colgan flight crew commuted from the West Coast prior to reporting for duty and the evidence suggested that she may not have had sufficient rest.

    In addition to the Call to Action, Administrator Babbitt convened an Aviation Rulemaking Committee (ARC) comprised of representatives from airline management and pilot labor unions to review fatigue-related issues and to make specific scientifically-based recommendations that could be the basis of rulemaking. The ARC delivered its report and recommendations in September 2009. The report and recommendations reflected consensus on many issues, but there were a handful of issues where the ARC did not reach consensus. In addition, the ARC was not charged with performing any type of economic analysis, which the FAA must provide in any rulemaking initiative.

    The NPRM utilizes accepted assumptions as to what causes fatigue and creates a framework that addresses those risks. For example, it is generally accepted that higher levels of activity cause more fatigue and that most people need eight hours of sleep in a 24 hour period in order to perform effectively and remain alert. It is also acknowledged that an average person needs in excess of nine hours of sleep in order to recover from accumulated sleep deprivation and the quality of the sleep an individual gets is usually affected by the time of day in which it occurs, with nighttime sleeping being more restorative.

    Using these assumptions as a basis, the NPRM focuses on the nature of the operation. During a duty period, how many take-offs and landings does the pilot fly? Do the operations involved cross time zones and, if so, how many? Are the operations during the day or at night? The proposal recognizes that basing hourly restrictions solely on the total number of hours of duty time or flight time does not have as much meaning as factoring in what kind of operations were being flown during that period. Different operations result in different fatigue levels and that reality must be recognized in any new regulatory framework.

    The NPRM would impose requirements for rest, flight time, and duty time. There is a proposed nine hour rest requirement prior to flying related duty. In addition, flight time restrictions include limits for every 28-day period, as well as annual limits. The flight time restrictions also reflect all operations flown for the carrier by the pilot, even if some of those flights are ferrying operations or other flights not flown under Part 121. Finally, both the flight time and duty time restrictions proposed would reflect differences in the types of operations flown as well as when they are flown, and require shorter duty periods for certain times of day and quantities of takeoffs and landings.

    The proposal would also gives carriers the option of integrating a Fatigue Risk Management System (FRMS) into their scheduling systems. FRMS is a carrier-specific method of evaluating how best to mitigate fatigue, based on active monitoring and evaluation by the carrier and flightcrew members. In this case, the carrier would model its schedules to determine where there may be risk from fatigue. The carrier would develop mitigation strategies to eliminate or mitigate that risk. The FAA will determine that the FRMS provides an equivalent level of protection as afforded by the rule and approve the carrier’s system. FRMS were strongly supported by both labor and management in the ARC, because it ensures that each schedule is analyzed and proper mitigation is implemented.

    This approach has the potential to provide a cooperative and flexible means of monitoring and mitigating fatigue during operations when the prescriptive approach is not optimal. We are seeking public comments about how best to realize that potential. An FRMS requires a carrier to develop numerous processes and structures within an operation. These measures lead to effective management and mitigation of fatigue on the part of both the carrier and its employees that might affect the operation.

    One area that I know is of great interest to this Committee is pilot commuting, which our NPRM discusses in the preamble. The ARC made no recommendation on commuting. However, the ARC did point out that pilots are required to report to work fit for duty; and that means rested. Although our proposal does not include specific restrictions on commuting, it does make some modifications to ensure that all pilots, including those who commute, are meeting the existing requirements to report fit for duty.

    As I noted at the beginning of this statement, pilot personal responsibility is critical to whatever fatigue rule is ultimately adopted, whether or not commuting restrictions are imposed. Pilots must commute responsibly, but this proposal broadens that responsibility to include the air carrier, who must be aware of how pilots are commuting to work and must make a determination that each pilot is fit for duty. It is unreasonable to assume that a pilot is resting while commuting, either locally or long distance, and our proposal requires air carriers to consider the commuting times pilots needs to reach their home base while still receiving the required opportunity for rest. It also calls on co-workers – other crew members, dispatchers, etc. – to determine that pilots they’re working with are fit for duty. We believe mandating this shared responsibility will address the risks posed by a pilot failing to identify that he or she is not sufficiently rested – and therefore not fit for duty.

    Finally, one of the most challenging issues we have had to resolve in order to move forward with a new fatigue regulatory proposal is that of the costs associated with a new rule compared with the benefits that are expected to accrue from a new requirement. All of us in government and industry associated with aviation are dedicated to enhancing aviation safety. This is what we work for day in and day out. At the same time, we seek to ensure that rules do not impose excessive, unjustified, or unnecessary costs on airlines, airline employees, and consumers. We are required to provide the public with information about the projected costs and benefits associated with any regulatory proposal. Reducing fatigue, through whatever means, may result in the carriers having to add more pilots to comply with new standards, thus adding costs. We believe, however, that carriers will optimize their crew schedules within any new regulatory requirements to continue to be as efficient as possible.

    While we prefer and seek out regulatory options that result in net benefits, there is no absolute requirement that monetary benefits of regulatory proposals outweigh monetary costs. But the benefits, both quantifiable and nonquantifiable, must justify the associated costs. While we have explicitly sought public comments about possible improvements in the proposed rule, we believe it meets that standard. It is important to understand that increasing airline safety creates a number of important social benefits, some of which are hard to quantify.

    Though producing this NPRM did take longer than we expected, we believe we have a solid starting point for a new and better way forward in this area. While this is not the last step in this process, I am extremely proud of the FAA team for this achievement. I would like to thank the many, many members of the Administration, the aviation and labor community, and the scientific community for their tireless efforts to assist Secretary LaHood and Administrator Babbitt in moving forward with the proposed fatigue NRPM. I would also like to acknowledge the support of Congress and the families of victims of the Colgan accident and other family groups in this area.

    There is work to be done in order to make the NPRM ultimately into a final rule, but I am confident that this comprehensive proposal is a step forward and I look forward to receiving public comments and to working with all interested parties, including this Committee, to finalize improved flight duty and rest standards that will enhance safety because that is our shared ultimate goal.

    Thank you for this opportunity to appear before you. I would be happy to answer any questions at this time.

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    FAA Release: Speech – “Respect and Consideration”

    “Respect and Consideration”
    Michael Huerta, Indianapolis, IN
    September 15, 2010

    National Black Coalition of FAA Employees National Convention

    Good morning, and thanks for inviting me.

    You’re holding this conference at an important juncture for our society. And you’re holding it in a place that’s been a lightning rod for the very things that are perplexing our nation at this time.

    I’m going to raise some hot button issues today, and I by no means am poising myself as the One Who Holds the Answer. But what I am doing – and what I’m hoping that you’ll do alongside me – is to discuss these issues – the ones that are turning up the heat on the kettle we call America.

    As everybody knows, all last week there was a horrendous display of religious, ethical and cultural intolerance in Florida. No one can say that terrorism is the answer. But burning a holy book – a book held near and dear by millions of Americans – well, that did nothing to bring about healing, much less win an argument. Pouring salt into an open wound is not, in my opinion, the springboard to intelligent discourse.

    Instead of raising a concern, they raised the temperature – put fuel to the fire – agitated – whatever you want to call it.

    And in New York City, we have another situation of equal tension. The plans to build a mosque near Ground Zero have both sides in an uproar.

    So here’s my question to you: we are indeed the land of the free and the home of the brave. We are a land of religious tolerance. We’re a land where equality is supposed to be the law of the land.

    So if all this is true, why is it that we’re having the same argument over and over and over again?

    It comes down to respect. And by “respect,” I mean consideration – thinking about something from someone else’s point of view.

    As far as both of those issues are concerned, I must say that just because you have a right doesn’t make you right; that just because you can, doesn’t mean you should.

    If you remember the movie, you know that this is what caused the problem in Jurassic Park. One of the more memorable lines from the movie was delivered by an eccentric mathematician who thought cloning dinosaurs was a bad idea. He said, “You were so busy wondering whether or not you could create these things that you never stopped to wonder if you should.” In the haste to make a buck – or a statement – they plowed ahead without thinking about long-term consequences. Or maybe even short-term consequences.

    That’s a fictional example, but it fits. We’re talking about something that is scary, and has really, really big teeth. Both sides on these issues – the books and the mosque, not the dinosaurs – are raising points that are at the very core of our freedoms.

    But, and this is unfortunate for us, there’s more time spent slinging mud than there is building a bridge.

    You can build a bridge with brick and mortar, with concrete and steel.

    But the bridge between opposing sides must be built with respect. You must be considerate of what the other person has to say.

    Everyone here who’s faced discrimination of any kind knows this to be true. Screaming an epithet at someone who just screamed one at you is not the answer. But it’s our nature to say, You hurt me, I hurt you. An eye for an eye. A tooth for a tooth.

    All of which leaves you with a bunch of one-eyed guys trying to gum each other to death.

    At the agency, we’re not necessarily facing things that are quite that blatant, but we are indeed in an era of change – not just for our work place, but for the entire NAS. The things that we’ve grown comfortable with, like ground-based radar – well, they’re changing as new technology comes along. We’re obligated to change along with them. We’re obligated to see things from a different perspective.

    There was a time, I’m sure, that the idea of horseless carriages seemed pretty strange. And cable TV? Why on earth would anyone pay for cable when you can get TV for free with an antenna? I’ve heard more than once about moms and grandmas who said, “Don’t even take that microwave oven out of the box. I don’t need it, and I won’t use it. And you shouldn’t either.”

    Those examples make us smile, but there are others in our workplace that grate against the grain. For those of you who are used to filling out the paperwork with an actual piece of paper, you’re butting heads with a new generation that can’t figure out why anyone would use paper when you can do it on-line.

    And what about tracking systems that are leading us to cost accounting? We never had to do that before, why should we do it now? Don’t you trust me? Don’t you think I’m doing my job?

    Those are just a couple of things rolling our way. As we know, in an era where the budget isn’t getting any bigger and the work we’re being asked to do isn’t getting any smaller, well, change is upon us.

    It’s a NextGen workplace, and I’m not just talking about satellites. Randy says, “Be ready for Destination 2025,” and he’s right. It’s time for us to recognize that we must adapt to new scenarios, even ones that make us a little uncomfortable – maybe a lot uncomfortable. If we’re going to provide safe, efficient, secure, environmentally friendly service, there’s no other way. We know that the approach we’ve taken has worked so far, but it is indeed time for a change.

    And just like the larger social issues I raised at the beginning, some of the changes we’ll agree with and some we won’t. Some we’ll like and some we might even despise. But at the core of this must be respect – consideration for co-workers, colleagues, friends, supervisors, managers, even – even someone who works for a different line of business. We laugh at that one, but we’re not going to get to Destination 2025 unless and until we learn to work across organizational boundaries.

    I’m looking to you for the support that will make it happen. The kind of support that ripples through an organization and energizes it. Raising the level of those around you is one of the strong themes I see at this conference, and that is definitely the right way to go, definitely the right thing to do.

    So let me close with this. I know where I stand on these issues, but where I stand is not as important right now as it is for us to remember that what makes us great is that we allow differing opinions, differing views, differences of race and creed; and that while we might not respect the opinion on the other side of the argument, we still have respect for that person.

    This is a time for us to show ourselves for what it is we are supposed to be: the land of the free, and a land big enough to have room for ideas with which we disagree, even ideas that we despise with the very essence of our being.

    Let me close again by saying thank you for the invitation. Thank you for holding a conference where important ideas can be raised. You have my respect and my best wishes for success. Thank you.