FAA

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    FAA and Port Authority of New York and New Jersey Reach Agreement on Airport Safety Violations

    WASHINGTON – The Federal Aviation Administration (FAA) and the Port Authority of New York and New Jersey (PANYNJ) have reached a settlement agreement about aircraft rescue and firefighting (ARFF) violations from December 2010 to June 2012 at four New York area airports owned and operated by the PANYNJ — John F. Kennedy, Teterboro, LaGuardia, and Newark Liberty International.

    “We expect all airports to comply with our safety regulations and to correct any deficiencies immediately,” said U.S. Transportation Secretary Ray LaHood. “These violations were egregious, and they will not be tolerated.”

    Under the agreement, the PANYNJ agrees to pay a $3.5 million fine within 30 days. If there is a violation of the settlement agreement, the FAA will impose an additional fine of $1.5 million and will assess an additional $27,500 daily for each violation. In addition to the fine, the PANYNJ has agreed to take the following actions, with FAA approval, to address the underlying problems that led to systemic noncompliance with ARFF requirements at the four airports:

    • The Port Authority will create a dedicated ARFF force to carry out airport-related ARFF functions with no collateral police officer duties.
    • The staff will report directly to the Department of Aviation and be operational no later than March 31, 2014.
    • The Port Authority will hire an ARFF fire chief and facility captains as soon as possible, but no later than March 31, 2014.
    • The Port Authority will submit a curriculum for training to the FAA on or before December 31, 2013, which includes at least 75 hours of initial ARFF training and 40 hours of annual recurrent firefighting training in addition to Part 139 training, pertaining to an airport’s operational and safety standards and providing for such things as firefighting and rescue.
    • The ARFF personnel will work a 12-hour shift.
    • The Port Authority will amend the airport certification manuals for the four airports to include: an organizational chart; a process to maintain ARFF training records; and a description of ARFF operations, including shift assignments, personnel training records management, and Department of Aviation oversight.
    • The Port Authority will conduct monthly internal audits of ARFF training and shift assignments and annual external audits to ensure that all ARFF personnel assigned to a shift are trained.

    “We expect the Port Authority to have trained safety personnel to ensure the safety of the travelling public and airport personnel, just like we have at all airports in the United States,” said FAA Administrator Michael P. Huerta.

    The FAA became aware of ARFF violations as a result of an annual airport certification safety inspection of JFK in December 2011. The FAA also discovered similar violations at Teterboro, which prompted a full review of training at LaGuardia, Newark Liberty International, and Stewart International Airports. The review of ARFF training revealed violations at LaGuardia and Newark, with no violations at Stewart.

    The FAA believes the settlement agreement provides the best long-term solution to ensure ARFF compliance, given the systemic nature of the PANYNJ airport problems.

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    FAA Approves Boeing Certification plans

    Although the Federal Aviation Administration approved Boeing Company’s certification plan for the redesigned 787 battery system, after thoroughly reviewing Boeing’s proposed modifications, the National Transportation Safety Board said Boeing didn’t inform investigators about what it planned to say in the March 15 briefing in Tokyo, which is “inconsistent with our expectations.”

    On March 15, Boeing reps provided their own analysis and conclusions regarding the NTSB investigation but they apparently signed paperwork that “must refrain from providing opinions or analysis of the accident.”

    The NTSB was not amused.

    Boeing plans to demonstrate that the system will meet FAA requirements but they are also concerned with damage control.

    The certification plan is the first step in the process to evaluate the 787’s return to flight and requires Boeing to conduct extensive testing and analysis to demonstrate compliance with the applicable safety regulations and special conditions.

    The Jan. 7 fire in Boston was composed of three-inch flames on the front of the connector’s battery box.

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    Wildlife Outreach by FAA

    The FAA recently launched a wildlife poster outreach campaign for the general aviation (GA) community — pilots, airport sponsors, mechanics, engine manufacturers, students at aviation schools, and aviation organizations — to increase wildlife strike reporting among this important segment of aviation. For the last 50 years, the FAA has worked to reduce wildlife strikes at airports and periodically conducts studies to gauge the effectiveness of its program. The latest study shows that the general aviation population accounts for only six percent of the total strikes reported, which is more than 100,000 reports. Through increased and concentrated educational outreach, the FAA hopes to close the reporting gap between the more than 2,000 GA airports and certificated airports that operate with an increased level of safety and oversight.
    This year’s poster “Report Wildlife Strikes” depicts a caution sign with a bird inside and the simple message to report wildlife strikes. Copies of the poster have been delivered to the general aviation community and are designed to be placed in highly-used areas such as training rooms and break rooms.
    The FAA wants to hear from airport sponsors why reporting is low and encourage them to work with the FAA to increase reporting and reduce wildlife strikes. The strike information will tell the airport sponsors and the FAA what types of wildlife are involved, the amount of damage to the aircraft, and how many strikes occur at general aviation airports annually. This information will allow the FAA to help airport sponsors develop wildlife mitigation plans to reduce wildlife strikes.
    In addition to the poster outreach, the FAA encourages GA airports to conduct a wildlife hazard assessment to help airport sponsors understand and determine the wildlife hazards on their airports. The FAA may support GA airports by making Airport Improvement Program grants available to conduct an assessment.

    The Federal Aviation Administration’s (FAA) Wildlife Hazard Mitigation Program

    Background
    The FAA’s wildlife hazardmanagement program has been in place for more than 50 years and focuses on mitigating wildlife hazards on or near airports through habitat modification, harassment technology, and research.
    FAA Wildlife Hazard Mitigation Efforts
    The FAA has a number of initiatives underway.
    Wildlife Strike Awareness Posters
    Toencourage and increase wildlife strike reporting in the general aviation (GA) community, the FAA’s Office of Airports developed a “Report Wildlife Strikes” awareness poster 2011. As part of the outreach effort, the FAA printed and distributed approximately 12,000 posters to general aviation airports, aviation schools, other organizations and associations, and Part 139 certificated airports that receive an operating certificate from the FAA because they operate with an increased level of oversight and safety.
    Wildlife Hazards at General Aviation Airports
    As an additional part of the outreach effort, the Office of Airports encourages GA airports to conduct Wildlife Hazard Assessments to determine what, if any, wildlife mitigation is needed. The FAA may support GA airports by making Airport Improvement Program grants available to conduct an assessment.
    Airport Cooperative Research Program (ACRP) Reports
    The FAA provided funding and expertise for two Airport Cooperative Research Program reports, Bird Harassment, Repellent, and Deterrent Techniques for Use on and Near Airports (2011) and Guidebook for Addressing Aircraft/Wildlife Hazards at General Aviation Airports (2010). The reports are available on http://wildlife.faa.gov.
    National Wildlife Strike Database Goes Public
    On April 24, 2009, the FAA made its entire bird strike database available to the public. Over the last three years the FAA has received, 27,979 strike reports – 10,735 in 2009; 10,890 in 2010; and 6,354 through August 2011.
    Wildlife Hazard Assessments
    The FAA initiated rulemaking in June 2009 to make assessments mandatory whether or not an airport has had a triggering event. The FAA will publish a Notice of Proposed Rulemaking later this year for certificated airports.
    Level of Reporting and Mandatory Reporting
    Dr. Richard Dolbeer, wildlife hazard mitigation expert and former USDA National Coordinator for the Airport Wildlife Hazards Program, conducted a study on behalf of the FAA and issued a report in December 2009 that estimated that the number of reported strikes has increased from 20 percent during the period from 1990-1994 to 39 percent from 2004-2008 at certificated airports. Although the number of reports has increased, the number of damaging strikes has not. Dolbeer attributed this to the implementation of professionally-run wildlife hazard programs. Dolbeer determined the current level of reporting (39 percent) is statistically valid and is sufficient for the FAA to develop national trends and mitigation policies, making mandatory reporting unnecessary. However, Dolbeer noted that there is a reporting gap among GA airports. The FAA is working with the GA community, through educational outreach, to emphasize the importance of reporting strikes and to close the reporting gap.
    Redesigned Web Site
    The FAA redesigned the wildlife hazard web site to make it more user-friendly and to allow more advanced data mining. The site, http://wildlife.faa.gov, has search fields that enable users to find data on specific airports.
    Online Strike Reporting
    The FAA developed mobile application software to make strike reporting easier. The FAA also placed a Quick Response (QR) code scanner on the bottom of the 2011 “Report Wildlife Strikes” for smart phone users who have the QR application. Now, anyone can report a wildlife strike via the web or their personal data device.
    Continuing Wildlife Hazard Efforts
    Avian or Bird Radar Technology
    In 2006, the FAA tasked the Center of Excellence for Airport Technology (CEAT) at the University of Illinois to develop and execute a performance assessment for commercially available avian radar. The FAA deployed the initial avian radar systems at Seattle-Tacoma and Whidbey Island Naval Station in 2007, Chicago O’Hare in 2009, and John F. Kennedy and Dallas-Fort Worth in 2010. The performance assessments will continue at these airports over the next two years. A new research effort will begin at the end of 2011 to examine the feasibility and practicality of pilots and air traffic controllers using bird radar data. The FAA published Advisory Circular 150/5220-25 Airport Avian Radar Systems in November 2010 as a performance specification that airports can use to competitively purchase bird radar systems.
    FAA-Smithsonian Interagency Agreement
    The Smithsonian identifies the bird species from remains after a strike. Bird identification helps airfield personnel implement habitat management programs and provides information so aircraft manufacturers can better design engines and aircraft to withstand the impact of likely bird collisions. The FAA provides financial support to the Smithsonian to identify bird remains from civil aviation bird strikes as a free-of-charge service to any U.S. registered aircraft, regardless of where the strike occurred, and foreign carriers if the strike occurred at a U.S. airport.
    United States Department of Agriculture (USDA)
    The FAA and the USDA collaborate on research to make airports safer by reducing the risks of aircraft-wildlife collisions. The research efforts include:
    Methods for making airport habitats less attractive to species that are the most dangerous in terms of aircraft collisions.
    Technologies for harassing and deterring hazardous species.
    Ongoing research projects include the compatibility of growing biofuel crops on airport property, assessing the movement behavior of large birds using satellite telemetry, studying the response of geese to approaching objects, and reviewing deterrent technology such as loud acoustical devices to deter birds.
    FAA Partnerships and Outreach
    Bird Strike Committee USA
    The FAA co-sponsors the Bird Strike Committee-USA as part of its continued public outreach and education effort to increase awareness within the aviation community about wildlife hazards.

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    Fatigue Understanding between NATCA and FAA

    The Federal Aviation Administration (FAA) and the National Air Traffic Controllers Association (NATCA) announced agreement on important fatigue recommendations that were developed by a joint FAA-NATCA working group which was established under the 2009 collective bargaining agreement.

    “The American public must have confidence that our nation’s air traffic controllers are rested and ready to work,” said Transportation Secretary Ray LaHood. “We have the safest air transportation system in the world but we needed to make changes and we are doing that.”

    The agreement reinforces existing FAA policy that prohibits air traffic controllers from sleeping while they are performing assigned duties. The FAA will continue to provide air traffic controllers breaks on the midnight shift based on staffing and workload. While on break, air traffic controllers are expected to conduct themselves professionally and be available for recall at all times.

    The FAA and NATCA also agreed that all air traffic controllers must report for work well-rested and mentally alert. It is the employee’s responsibility to notify their supervisor if they are too fatigued to perform their air traffic control duties. As a result of this agreement, air traffic controllers can now request to take leave if they are too fatigued to work air traffic.

    This agreement marks the completion of the tasks required by this joint FAA-NATCA fatigue working group. The FAA and NATCA will continue to collaborate to reduce the risk of fatigue in the workplace.

    “Air traffic controllers have the responsibility to report rested and ready to work so they can safely perform their operational duties,” said FAA Administrator Randy Babbitt. “But we also need to make sure we have the right policies in place to reduce the possibility of fatigue in the workplace.”

    “We are pleased that the efforts of the joint NATCA-FAA fatigue workgroup that produced these science-based recommendations have resulted in an agreement and their implementation into the schedules and work environments of our nation’s dedicated and highly professional air traffic controller workforce,” said NATCA President Paul Rinaldi.

    “We supported the FAA’s action to enhance aviation safety by eliminating single staffing on the midnight shift and we fully support these recommendations that address fatigue. They are common sense solutions to a safety problem that NATCA and fatigue experts have consistently raised for many years.”
    Air traffic controllers will also now be allowed to listen to the radio and read appropriate printed material while on duty during the hours of 10PM and 6AM as traffic permits.

    The FAA had previously adjusted work schedules to give air traffic controllers a minimum of nine hours off between shifts. The FAA and NATCA will develop new watch schedule principles that incorporate fatigue science for schedules beginning no later than September 1, 2012. The FAA and NATCA are already beginning to work with local facilities on watch schedules that reduce the possibility of fatigue in the transition from the day shift to the midnight shift.

    The FAA has also agreed to develop policies that will encourage air traffic controllers to seek medical help for sleep apnea. Currently, air traffic controllers lose their medical qualification if they are diagnosed with sleep apnea. The FAA will work to develop a process for most air traffic controllers with sleep apnea to regain their medical qualification once they receive proper medical treatment. The FAA’s Office of Aerospace Medicine will also develop educational material to raise awareness of the symptoms and the physical effects of sleep apnea.

    As a result of this agreement, the FAA will develop a Fatigue Risk Management System for air traffic operations by January of next year. This management system will be designed to collect and analyze data associated with work schedules, including work intensity, to ensure that the schedules are not increasing the possibility of fatigue. Systems like these are commonly used in other areas of aviation to evaluate levels of risk. The FAA is also designing a comprehensive fatigue awareness and education training program for employees.

    Read the agreement pdf here.

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    FAA Updates Lightning Protection Airworthiness Standards


    The Federal Register

    The Federal Aviation Administration is amending the lightning protection airworthiness standards.

    New lightning protection regulations are beibg estabkusged for electrical and electronic systems installed on aircraft certificated under parts 23, 27, and 29.

    Revised lightning protection regulations are also established for electrical and electronic systems installed on airplanes certificated under part 25.

    Two levels of lightning protection for aircraft systems based on consequences of system function failure will be established by this rule.

    1.) Catastrophic consequences which would prevent continued safe flight and landing;
    2.) Hazardous or major consequences which would reduce the capability of the aircraft or the ability of the flightcrew to respond to an adverse operating condition.

    Lightning protection for aircraft systems are to be established according to the aircraft’s potential for lightning exposure. Airworthiness standards establish consistent lightning protection requirements for both aircraft electrical and electronic systems.

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    FAA Expands Air Traffic Education Program

    April 12–The Federal Aviation Administration announced today five new colleges and universities will be part of the Air Traffic Collegiate Training Initiative (AT-CTI). This is the third year the FAA has added schools to the AT-CTI program bringing the total number of schools participating to 36.

    The FAA AT-CTI program was first established in 1990 at Minneapolis Community and Technical College. The program helps recruit candidates for terminal and en route air traffic controller positions.

    Twenty-one institutions submitted applications early last year to join AT-CTI. The applications were evaluated based on the school’s organizational foundation and resources, organization credibility, air traffic basic curriculum and facilities.

    The five schools joining the program are: Sacramento City College, (Sacramento, CA), Florida Institute of Technology College of Aeronautics (Melbourne, FL), Texas State Technical College (Waco, TX), Western Michigan University (Battle Creek, MI), and Hesston College (Hesston, KS).

    CTI institutions are not given federal funds to teach air traffic control courses, however the FAA does provide curriculum and instructor notes on air traffic basics. The institutions independently incorporate the material into their aviation programs.

    The AT-CTI curriculum provides appropriate education, experience, and training which meet the basic requirements for the terminal and en route air traffic occupations. As a result, AT-CTI graduates may be permitted to bypass the initial five-week air traffic basics training when they report to the FAA Academy in Oklahoma City.

    No jobs are promised to students, but from fiscal years 2005 until 2009 over 3,000, or 41 percent, of the air traffic controllers hired graduated from an AT-CTI school.

    AT-CTI programs are currently available at these institutions: Aims Community College (Colorado), Arizona State University, Broward Community College (Florida), Community College of Baltimore County (Maryland), Community College of Beaver County (Pennsylvania), Daniel Webster College (New Hampshire), Dowling College (New York), Eastern New Mexico University, Embry Riddle–Daytona Beach (Florida), Embry Riddle–Prescott (Arizona), Florida Community College of Jacksonville, Green River Community College (Washington), Hampton University (Virginia), Inter-American University of Puerto Rico, Mount San Antonio (California), Jacksonville University (Florida), Kent State University (Ohio), LeTourneau University (Texas), Lewis University (Illinois), Metropolitan State College of Denver (Colorado), Miami Dade County College (Florida), Middle Georgia College, Middle Tennessee State University, Minneapolis Community and Technical College (Minnesota), Purdue University (Indiana), St. Cloud University (Minnesota), Tulsa Community College (Oklahoma), University of Alaska, University of North Dakota, University of Oklahoma, and Vaughn College of Aeronautics (New York).

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


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

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

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

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

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

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

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

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

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

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

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

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

  • FAA OKs Four More Portable Oxygen Concentrators

    WASHINGTON — The Federal Aviation Administration (FAA) announced today that passengers needing medical oxygen now have the option of using four additional portable oxygen concentrators while traveling, bringing the total number of approved units to 11.

    The newly authorized devices are DeVilbiss Healthcare’s iGo, International Biophysics Corporation’s LifeChoice, Inogen’s Inogen One G2 and Oxlife’s Independence Oxygen Concentrator.

    “This is our latest step toward making air travel more accessible for people who need medical oxygen,” said FAA Administrator Randy Babbitt. “We want these passengers to have as many options as possible while ensuring all of our safety guidelines are being met.”

    Portable oxygen concentrators are small, portable devices that separate oxygen from nitrogen and other gases in the air and provide oxygen to users at greater than 90 percent concentration. They do not use compressed or liquid oxygen, which the government classifies as hazardous material.

    The Department of Transportation requires that U.S. carriers allow passengers to use portable oxygen concentrators approved by the FAA during all phases of a flight – including taxiing, takeoff and landing – if the unit displays a manufacturer’s label that indicates it meets FAA requirements for portable medical electronic devices, is properly stowed, and meets certain other applicable safety-related conditions.

    For example, passengers must ensure the unit is in good working order and must be able to respond to the unit’s warning alarms. They must protect extra batteries in carry-on baggage from short circuits and physical damage. Carriers also must let passengers operate these FAA-approved concentrators while moving about the cabin whenever the captain turns off the “Fasten Seat Belt” sign.

    Carriers can legally refuse to allow inflight use of an FAA-approved portable oxygen concentrator that does not have a manufacturer’s label indicating that the device complies with FAA requirements. However, the Department encourages airlines to voluntarily allow the inflight use of such devices. Inflight use of an FAA-approved portable oxygen concentrator, whether labeled or not, poses no safety danger so long as carriage of the device is in accordance with instructions provided by the FAA.

    The FAA previously approved these portable oxygen concentrators for use:

    Delphi Medical Systems RS-00400
    Invacare XPO2
    AirSep Lifestyle
    AirSep Freestyle
    Inogen One
    SeQual Eclipse
    Respironics EverGo
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