Alaska UAS Test Site Announcement

Thank you, Vice Chancellor Mark Myers, for that introduction.

It’s great to be here with all of you in Alaska, where aviation is a way of life. I’m here today to share some great news.

Continuing with the heritage of aviation and exploration that’s so much a part of Alaska, I am delighted to announce that the FAA is granting an authorization to allow a test site run by the University of Alaska to start flying unmanned aircraft. This site is one of six nationally that will conduct research on the best way to integrate unmanned aircraft into our nation’s airspace. Alaska is positioned to make great contributions to our knowledge of unmanned aircraft.

The first topic of research will be ecology. The University of Alaska will conduct flights of the unmanned Aeryon Scout – a 2.5 pound helicopter with cameras. It will test the ability to locate, recognize and count populations of wild animals such as caribou, reindeer, musk ox and bear. This work will take place at the University of Alaska Fairbanks Large Animal Research Station. Researchers expect to use it in several geographic areas around the state during the summer. Taking a census of wild animals is very tedious work and involves flying over very rough terrain far from assistance. The test will demonstrate whether the unmanned aircraft can improve upon the quality of the data.

This site also will collect safety-related operational data. Since the research station is located within five miles of Fairbanks International Airport, the flights will evaluate procedures for coordination with air traffic controllers, as well as the type and frequency of operational data it transmits. This information will help the FAA analyze current processes for establishing the airworthiness of small unmanned aircraft.

These vehicles are a revolutionary technology. We all see the potential, yet there are operational goals as well as safety issues that we must consider when planning the expansion of unmanned aircraft in our nation’s airspace.

We need to make sure that pilots are properly trained. We also need to make sure that unmanned aircraft sense and avoid other aircraft, and that they operate safely if they lose the link to their pilot.

The FAA, as the provider of air traffic services, must ensure the safety and efficiency of the entire airspace, including all aircraft, people and property – both manned and unmanned – in the air and on the ground.

This test site, and the others across the country, will provide invaluable information to help us develop policies and procedures to ensure safe, responsible and transparent integration.

You have a wide base of aviation knowledge here in Alaska. Operators in this state already have permission to use an unmanned aircraft in the Arctic region for commercial purposes. A Scan Eagle completed a flight last year to view marine mammals and survey ice above the Arctic Circle. Such surveys are needed to meet environmental and safety requirements before drilling for oil on the sea floor.

This flight was coordinated by ConocoPhillips, Insitu – the manufacturer of the Scan Eagle – the FAA, and other federal and international agencies. The Arctic region is the only area to date where we have authorized the use of small unmanned aircraft for commercial purposes.

With the University of Alaska test site, we will expand our knowledge. We are working to establish goals to integrate both small and larger unmanned aircraft, and to foster America’s leadership in advancing this technology.

Thank you again for coming out today to learn about the great work that’s happening in Alaska. And thank you to the FAA employees who have worked so hard to make this day happen.

I’d now like to turn it over to Ro Bailey, Director of the Pan-Pacific UAS Test Range Complex.

Launch of General Aviation Weather Campaign

Thank you for joining us this afternoon. It’s a pleasure to be here at this great gathering.

Alaska has definitely got weather.

You’ve got winds, extreme temperatures, lots of icing, and even ice fog. That is why we knew this was the perfect place to officially launch a joint national safety campaign for GA pilots to focus on weather and weather-related dangers when flying this year.

GA leaders such as AOPA, NBAA, EAA and about a dozen others are taking part – asking pilots to join the cause  and prepare for potential weather challenges as this year’s flying season begins.   

Now I know that every season is flying season in Alaska.  The Cessna 180 is your minivan. This state has the greatest concentration of GA pilots in the country. And that is why it is so appropriate that we kick off this national awareness campaign about weather here in the Last Frontier.

While most GA accidents are caused by a loss of control, weather is the most lethal of all major causes. Nearly 75 percent of weather-related GA accidents are fatal, according to our partners at AOPA. Our nation has the busiest and most complex airspace in the world, with 188,000 GA pilots. It’s a robust community.

But we are not where we want to be on our general aviation fatal accident rate.  Last year there were 259 fatal G.A. accidents across the nation, with 449 fatalities.  This is way too many. This year, we are down below where we were at this time last year – and that’s good, but that’s no reason for complacency.

Our goal has been to reduce the GA fatal accident rate by 10 percent by 2018. This is a 10-year effort. During the last five years, the rate has been mostly stagnant. It’s not getting worse – but we’re not making progress either.

We all need to join together to raise awareness of the dangers of weather and the best way to prepare for it and handle it. We can’t do it alone. We need your help.

As part of our awareness campaign – “Got Weather?” – we are asking you to talk to your fellow pilots about the dangers of weather. Or to take a course and improve your pre-flight decision making skills. Be honest about your own capabilities and set a personal weather minima.  If you’re comfortable with visual flight rules, but you think you’ll fly into meteorological conditions – plan another route or go another time.

This safety campaign will run through December and each month we’ll ask you to focus on a different weather topic: turbulence, thunderstorms, icing, or crosswinds, for example.

Here in Alaska you have unique conditions and several different climate zones. Winds can be very disruptive because of the terrain. You’re flying fairly low – and significant wind shear and gusts can create an obstacle.

You also have complete whiteout conditions during snow storms in the Arctic, making it very difficult to distinguish sky from terrain.

As everywhere, icing is an issue, but it’s normal to see very low temperatures here, as cold as 70 below in the winter. Plus in the higher latitudes it can be dark 24 hours a day. You even have ice fog, where the humidity in the air freezes but stays suspended.

During the summer, the temperature can reach 100 degrees in some areas. Lightning strikes can spark massive forest fires with smoke that impacts visibility, not to mention the occasional volcano eruption with ash fallout.

This is not a place for the faint of heart.

Every area of the country has its own challenges. But what unites us all is the need to respect the weather.

With your help we can lower the fatal accident rate, and all of us can enjoy the skies safely. We look forward to working with you, and we appreciate your support for this campaign and your dedication to improving your own skills and helping others become the best pilots they can be.

Thank you for your attention. I’d now like to turn it over to the next speaker.

Global Aviation: Safer, More Efficient and Greener

Thanks Jerry [Murphy].  I’m happy to be here.  2014 marks the 100^th year since the dawn of commercial flight.  We’ve seen great advancements – the jet age … the jumbo jet … and non-stop routes across the globe.  Since its first flight, commercial aviation has carried over 65 billion passengers.  We can only imagine what the next 100 years will bring. 

Today, as we stand between the past and future, we have an opportunity, in this moment, to leave our mark on global aviation.  The FAA is committed to making it safer, more efficient and greener.  The FAA is doing many things to make it happen.  And we look to you in industry to do your part and work with us so we can deliver greater benefits throughout the world. 

And that’s exactly where our focus needs to be – on the world.  This industry is increasingly becoming more globalized.  International traffic is on the rise.  We see more international partnering of manufacturers and suppliers.  Airline route structures, alliances and partnerships are spanning the globe.  We understand the need to take a global perspective on aviation issues.  It’s more pressing now than ever. 

To respond to this need, the FAA has set a strategic priority to enhance our global leadership.  We’re committed to increasing global safety, efficiency, and environmental sustainability.

These are the three areas I’d like to focus on today.  I’ll discuss the efforts and progress we’re making both here at home and around the world. 

Let me start with what we’re doing to make aviation safer and smarter – which is our top priority.  It wasn’t that long ago that our approach to safety was to understand why an accident happened.  And with that approach, we’ve driven down the rate of commercial airline accidents to an exceedingly low level.  That’s a credit to government and industry working together.  But we know there are still safety risks within our global aerospace system.  And no matter how great the record is, none of us should be satisfied.  We have to build on it. 

Our focus is on identifying and mitigating safety risk before an accident has a chance to occur.  Building off already well-established safety efforts at the FAA, we’ll continue to tap the wealth of safety data now available from voluntary safety reports by air traffic controllers, technicians and aviation industry professionals.  We also have automated air traffic data gathering tools and we have safety data exchange partnerships with industry.  Through these data sources, we will identify areas of highest risk … and then redirect and prioritize our safety efforts toward these areas.   

With this approach, the FAA will evolve to a safety oversight model where we prioritize our safety inspection efforts.  We’ll have the decision tools to consider stopping certain oversight activities for known system operators that have strong safety management systems of their own.  This way, we can achieve compliance more efficiently. 

And we’re promoting these risk-based safety efforts globally.  For instance, through ICAO, the FAA is involved in a regional group that coordinates aviation safety efforts across North, Central, and South America, as well as the Caribbean.  One of the group’s main goals is to address accident risks.  This team uses a data-informed, risk-based approach to address four key areas: runway excursions, controlled flight into terrain, loss of aircraft control and mid-air collisions.  When safety enhancements are implemented, the group will use data again to measure the success.   

We also want to measure success from modernizing our infrastructure.  This includes delivering on prioritized NextGen benefits, which of course, benefits all equipped and capable operators that fly through U.S. airspace. 

We have been working for several years to upgrade the foundational programs that we need to transition our airspace from a system of ground based navigational aids to a satellite based system that shares more precise information with more users.  We’re nearing the completion of these very important programs that are foundational to NextGen.  This includes upgrading the automation capabilities in our en route and key terminal service facilities by next year.

Right now, 18 of our 20 en route centers have started running the new En Route Automation Modernization.  And 15 of those 18 are using it exclusively to control air traffic, instead of the legacy system of the 1960s.  We expect that all 20 centers will be running exclusively on ERAM by March of next year, which will allow us to retire the legacy HOST system.

We’re also upgrading the computer system that runs the lower altitude airspace closer to airports.  This project – Terminal Automation Modernization and Replacement, or TAMR, is implementing a common automation platform at over 150 terminal facilities throughout the country.  These upgrades are essential for us to really unleash the benefits of NextGen.

Why is this important?  Our legacy automation was limited by its processing speed and many air traffic facilities could only accept a limited number of radar inputs.  In the terminal environment, some facilities only receive input from the one radar that sits at that airport.  Trying to run NextGen on this legacy platform would be like trying to connect to the internet using a 20-year-old laptop with dial-up.

But with ERAM and TAMR completed, we can process more data, more efficiently, from more sensors.  This includes processing multiple radar inputs and a key NextGen technology known as Automatic Dependent Surveillance-Broadcast.    

ADS-B, this enables us to track aircraft much more precisely than by using radar.  We can also track aircraft in places where radar can’t go, including in the mountains and over water.  I’m proud to say the FAA completed the baseline installation of our ADS-B ground infrastructure this past March.  This is a big accomplishment.  More than a hundred facilities are currently using the technology to separate traffic.  When it’s fully implemented, and all operators are equipped, we’ll be able to make even more efficient use of our nation’s airspace. 

To achieve global harmonization, we’ve worked with our European, Canadian and Australian partners on standards for ADS-B.  And we’re seeing that many countries including Iceland, Singapore, Vietnam, Japan and others are adopting ADS-B technology.  This helps to drive the equipage of ADS-B avionics globally. 

We all have the same goal, which is a seamless global airspace with interoperable systems.       

The benefits of ADS-B are many.  In airspace over the Pacific, we’re partnering with United Airlines to document the fuel saving benefits of ADS-B In, which enables pilots to see traffic and weather information in the cockpit.  The trial is taking place over oceanic airspace controlled by Oakland en route center.  United has equipped 12 of their 747’s with ADS-B In, which the FAA supported and certified.  With ADS-B In, these pilots can see 200 miles in all directions, as compared to only about 40 miles ahead without it.  By knowing the location of nearby aircraft, the pilots can safely request climbs into more fuel efficient cruise altitude more often.  As part of the trial, United has been requesting about 12 of these procedures a month.  They are seeing a savings of about 500 pounds … or 71 gallons … of fuel on each flight.  This translates into a savings of about 1500 pounds of carbon emissions. 

This is pretty significant.  And we need to ramp it up.  We should be using these procedures more than a dozen times a month on these international long hauls. We ask you to work with us so we can accelerate these kinds of benefits.  It benefits all of us.     

In 2016, we plan to expand this ADS-B In capability to oceanic airspace controlled by New York and Anchorage Centers.  U.S. bound flights over the Pacific and the Atlantic that are equipped with ADS-B In will be able to take advantage of these fuel saving procedures.  This spring, we expect that ICAO will officially approve this procedure, which should encourage greater interest in using this technology.     

Just as we are seeing the benefits of NextGen over the Pacific, we are also seeing it in our control towers. We are conducting a trial of Data Communications at Newark and Memphis airports.  Data Comm allows controllers and pilots to communicate by sending and receiving digital data instructions, in addition to voice communications.  With this capability, we are able to increase overall efficiency, reduce congestion on the airwaves, and reduce the likelihood of communication errors that can occur from voice exchange. 

Right now, we are testing Data Comm’s departure clearance capability. Our airline partners include United, FedEx, UPS, British Airways, Lufthansa, and Scandinavian Airlines. They’re seeing the benefits, including faster taxi out times, reduced delays, and reduced pilot and controller workload.  We’re in the process of documenting these benefits, as well as lessons learned, as we prepare for testing at additional towers in Houston and Salt Lake City next spring. 

I think some of you are saying, “What … more testing?”  We recognize that we have to go beyond testing.  We have a plan that gets us to deployment.  And we’re delivering on that plan.  We’re on target to start regular operations of Data Comm in equipped control towers beginning in 2016 and in en route control centers in 2019.  We’re in this for the long term and we will partner with you for the long term.   

A good example of our commitment to international collaboration is how we worked to standardize data communications.  The FAA and SESAR have agreed on the final destination for data communications, and together we are working to meet that mutual goal.  We have provided the additional material and engagement that RTCA and EUROCAE (Euro-Kay) need to move to a final standard next year.  Understanding that this standard is just the first step to these advanced data communications capabilities, the FAA is committed to maintaining this cooperation throughout development and deployment to assure that implementation challenges are addressed together across the Atlantic.          

NextGen means greater efficiency … it paves the way for greater interoperability … and it also makes aviation greener.  We are promoting a greener aviation system, both here at home and across the world through a combination of air traffic management innovation … fostering new aircraft technology … and developing sustainable alternative fuels. 

In air traffic, we have an Asia and Pacific Initiative to Reduce Emissions.  We call it ASPIRE.  Through this effort, we’re working with international partners, both air navigation service providers and airlines, to promote fuel saving procedures available on daily flights across the Pacific Ocean.  Since ASPIRE started in 2008, we’ve identified 19 city pairs, like Los Angeles-Singapore and Sydney-San Francisco, where we can apply a minimum of three fuel saving procedures on these flight operations.  These procedures include user preferred routings – which are customized profiles that meet the specific needs of the operator. 

We continue to work with our partners to identify new city pairs and to develop modeling and metrics to measure these benefits.  On this note, I’d like to call on our air carriers, both domestic and international, to work with us to come up with a way to share information about these benefits.  This includes sharing any performance data from these ASPIRE flights that will illustrate the fuel-saving benefits so that more users will take advantage.

The FAA is also taking steps to promote quieter and cleaner aircraft.  We set up the Continuous Lower Energy, Emissions and Noise program.  We call it CLEEN, and it’s a joint effort with industry to share the costs required to advance alternative fuels … and mature more efficient and quieter airframe and engine technologies to speed their entry into the fleet.  We’re also supporting the work of ICAO in various environmental areas including the development of a new aircraft standard for CO2 emissions and a proposal for a Global Market Based Measure for international aviation.

The things I mentioned today are just a few of the many things the FAA is doing to make aviation safer … more efficient … and greener, both in the U.S. and around the world.  These efforts are important.  Consider that while it took one hundred years for commercial aviation to carry its first 65 billion passengers … it’s been forecast that this industry will carry its next 65 billion passengers in the next 15 to 20 years.        

The success of commercial aviation over the past century has been largely due to the exponential growth and innovation of technology.  Today, success will be a function of how we collaborate.  We can achieve our collective goals more rapidly when we collaborate and leverage each other’s efforts globally.  

One hundred years from now, our successors will celebrate the bicentennial anniversary of commercial aviation.  The aviation system they will have … and the benefits they will enjoy … will be shaped by the decisions and choices we make today.  By working together, as an aviation community, we can give them something we can all be proud of.          

Pioneering Advances in NextGen

Thank you, Kim [Day]. I’m happy to be here.

?When this airport opened in 1995, it really was an investment in the future. The vision was to build a different kind of airport … one that could operate in a wide variety of weather conditions … and one that would have room to grow. And it has been a great success story. Denver International Airport is the fifth busiest airport in North America, serving more than 52 million passengers in 2013. For the country, Denver International symbolizes the benefit of long-term strategic thinking. I want to congratulate Denver on its foresight.

?Today, DIA remains an investment in the future. The FAA is proud to support these efforts. And we’ve always had a proud partnership with the people here. I’ll give you two great examples. Mayor Hancock has joined the FAA’s Management Advisory Council, or MAC, as we call it. The MAC’s purpose is to advise the FAA on the key strategic questions we face. Questions like “what does the future of aviation look like?” And “what kinds of services will the FAA need to provide in the future?”

?We also have a NextGen Advisory Committee, which Kim Day has been a part of. This committee advises us on our modernization efforts … and helps us to establish greater collaboration with the aviation industry.

?These two committees are essential as we look to shape national policy on aviation. We’re thinking about how the decisions we make today will shape aviation for decades to come.

This idea that we are shaping aviation today for future generations is really the foundation of my agenda as administrator of the FAA.

We are in the midst of a process that I'm sure the initial creators of DIA went through as well. They saw potential, they had a vision and they had a whole list of challenges and issues that stood between them and their goal of creating a world class airport.

At the FAA we are experiencing daily the changes and growth in our aviation industry. We need to ensure that the FAA has the right structure, a trained workforce and the global standing to both support the industry and guide it into the future. This is no small task.

?As part of this effort, one of my priorities is to deliver benefits to the aviation system through technology.

This may seem like an obvious priority for the agency. I'm sure all of you are thinking that–wouldn't it be odd if the FAA Administrator didn't focus on technology?

But–I'm not just challenging the FAA's workforce to embrace and promote technology. I'm demanding that the technology brings benefits and does so quickly. With the budget environment being what it is in Washington we can't invest in technologies that don't bring a return. I also cannot ask airlines to invest if they aren't seeing the benefits.

There is no better place to talk about technology than right here at DIA.

?Users here at Denver are enjoying the benefits of NextGen technology. This effort includes expanding the use of satellite-based NextGen procedures, which allow equipped aircraft to fly on more direct paths across the country and in congested airspace.

?Here in Denver, we have 51 of these satellite-based NextGen procedures. We estimate that the use of these procedures will save operators up to $9.8 million dollars per year, by using up to 3.2 million gallons less fuel.

?For just one airline, the savings are estimated between 14-21 gallons of fuel for each satellite-based arrival flown into Denver International. This may not sound like a lot. But when you consider that United did about 120 of these arrivals into DIA each day last year, that’s a savings of up to 1,700 gallons of fuel a day! With the price of jet fuel around three dollars a gallon, the savings can really add up.

?These more precise procedures also help us to deconflict traffic heading to neighboring airports. This means that flights to and from DIA … Centennial … Rocky Mountain … and other nearby airports can take off and land more efficiently.

The Denver Area Navigation Project is one of the largest collaborative efforts ever undertaken in the National Airspace System. Through cooperation of the Federal Aviation Administration (FAA), the National Air Traffic Controllers Association (NATCA), our airline partners, industry, and local government, Denver has executed the largest area navigation/required navigation performance (RNAV/RNP) airspace redesign ever accomplished.

?This is good progress and we intend to build on it right here. So watch this space for even further efficiencies in Denver's airspace. You all are serving as a model for collaboration and I know it will only continue to bring further success.

Let me briefly tell you about some other key NextGen initiatives. One of NextGen’s core technologies is Automatic Dependent Surveillance Broadcast, or ADS-B, which enables us to track aircraft much more precisely than we can with radar. I’m proud to say that, as pledged, the FAA completed the baseline installation of our ADS-B ground infrastructure last month. When it’s fully implemented, and operators are equipped, we’ll be able to make more efficient use of our nation’s airspace.

?One of ADS-B’s benefits is that we can track aircraft in places that don’t have radar coverage, like in the mountains or over water. Here in Colorado, you’ve seen the benefits of a similar technology called Wide Area Multilateration, or WAM.

WAM improves access to ski town airports like Eagle, Montrose, Hayden and several others in bad weather. As you know, a lot of those flights carry passengers coming to and from DIA. You can think of ADS-B as giving us the benefits of WAM on a national level.

?Also, here at DIA, 55 ADS-B units were installed on ground vehicles, including fire trucks and snow plows. These units became operational this past fall, supported by an FAA airport grant. Like the transponder on an aircraft, these units allow the control tower and the airport operations center to see the ground vehicle’s position. With a tablet computer, the ground vehicle operators can see their own position as well. This capability helps to ensure the safety of the vehicle operator and the aircraft on the airport surface. Here in Denver, it’s especially helpful during the snow plow season.

?Another improvement to surface operations comes through a NextGen program called SWIM – System Wide Information Management. We’ve made it easier for airspace users to access live surface information from most of our largest airports. They can go to one portal and access very detailed information about aircraft location on runways and taxiways in an easy to use format. This “bird’s eye” view of the airport surface allows airlines to better manage their operations, particularly during adverse conditions. An efficient operation minimizes delays and reduces environmental impact by reducing exhaust and noise.

The technologies I've described are yielding benefits–benefits that will only increase as the technology matures and our procedures and processes become even more nimble.

Beyond efficiency though, I am very eager to see what role future technology will play in making our extremely safe aviation system even safer.

My top strategic priority at the FAA is to make aviation both safer and smarter. We’ve reached a point where commercial airline accidents are exceedingly rare. The FAA and the aviation community have worked together to produce this result and it's one we should be extremely proud of. Our focus now is on preventing accidents before they have a chance to occur.

?We’re living in a time where we have access to a wealth of safety data. We’re obtaining data from several sources including voluntary, confidential safety reports by air traffic controllers, technicians, pilots and other aviation professionals. We also have automated air traffic data gathering tools. And we benefit from the exchange of safety data with the aviation industry.

?Our goal is to make use of this data so we can identify areas of highest safety risk. As we do this, we’ll be in a position to more effectively target our efforts and resources toward these higher risk areas. We’re building on efforts already well-established and well underway as part of the FAA’s proactive safety approach.

Given DIA's proactive and collaborative approach I know you all share our commitment to doing everything we can to work together to promote and ensure the safety of our aviation system.

?DIA is a place where innovation happens. Whether it's safety or efficiency or the greening of aviation, I know that if big things are happening, DIA is likely leading the pack. In the wide open spaces of the Rocky Mountains, there’s always been a belief in limitless opportunity. This can-do spirit is what created Denver International. And with the leadership here, I’m confident that this airport will go from “great to greater.”

Roundtable Remarks

Thank you, Senator Heitkamp, for that kind introduction.

It’s great to be in western North Dakota. There’s a lot of growth happening in the oil patch here, and we’re seeing the impact on the area’s airports. They’re humming with activity.  

Building and maintaining America’s runways, taxiways and terminals helps foster the growth of our economy. Civil aviation in America is responsible for $1.3 trillion in economic activity and more than 10 million jobs.  I think that story is clearly illustrated here in Williston. Better air service helps open up areas like this to more growth, more jobs and more prosperity.

You’ve had tremendous growth here at Sloulin Field. Five years ago, about 11,000 people boarded planes here. Last year that number was up to more than 94,000. Both United and Delta have four daily flights now.

I enjoyed the tour of the airfield and terminal this morning. The tremendous growth at Williston is clearly presenting challenges here. We are working in close partnership with you and the state to determine the best airport development plan that will address Williston's airport capacity issues.

We know this region is growing. In the last decade the FAA has granted $73 million to airports in North Dakota’s oil-producing region. We have supported the terminal and taxiway that’s under construction in Minot. More than 220,000 people flew to Minot last year – up from 66,000 per year five years ago. It’s getting busy.  

In Dickinson, United and Delta began regional jet service last summer, and the airport is growing. We’re working with that airport as it progresses on its master plan, to see what improvements we need, including work on the runway safety areas.

There’s a lot that needs to be done here and I’m encouraged by the activity in Williston and around the oil patch. The entire state of North Dakota has a proud aviation heritage. That dedication to aviation continues with the test site for unmanned aircraft that we visited this morning in Grand Forks.  The research there will help form the policies we’ll use to integrate unmanned systems all over the country.  

North Dakota has taken a leadership role in aviation. Your airports are booming and we’re delighted to partner with local and state leaders to work on the best solutions to upgrade the facilities and continue to foster economic growth.

Thank you very much for your time.

Unmanned Aircraft Systems

Good morning and thank you to Senators Heitkamp and Hoeven for inviting me to visit the Roughrider State. It’s great to be here with you and to share some exciting news.

Today, the FAA is granting the first authorization in the country to allow a test site to start flying unmanned aircraft. That test site is right here in North Dakota. It’s one of six sites nationally that will conduct research on the best way to integrate unmanned aircraft into our nation’s airspace.

This state has really taken a leadership role in supporting the growing unmanned aircraft industry, and we look forward to the contributions you will make.

The first topics of research will be in agriculture and ecology. The universities here will conduct flights of the unmanned Draganflyer to check soil quality and the status of crops. This unmanned aircraft is a small type of helicopter with cameras.  During the summer the Draganflyer will collect data to help develop an automated count of the state’s deer, elk and bison populations.

This research will happen west of here in Carrington, at the University of North Dakota’s Extension Center and at the Sullys Hill National Game Preserve near Devils Lake.

Unmanned aircraft are a revolutionary technology. We all see the potential of this technology, yet there are  operational goals as well as safety issues that we must consider when planning to expand the use of unmanned aircraft in our nation’s airspace.

We need to make sure that pilots are properly trained. We also need to make sure that unmanned aircraft sense and avoid other aircraft, and that they operate safely if they lose the link to their pilot.

The FAA, as the provider of air traffic services, must ensure the safety and efficiency of the entire airspace, including all aircraft, people and property – both manned and unmanned – in the air and on the ground.

This test site, and the others across the country, will provide invaluable information to help us develop policies and procedures to ensure safe, responsible and transparent integration.

There is a long history of dedication to aviation in North Dakota, with the founding of this aerospace school in the 1960s. The number of students in the university’s unmanned aircraft program has grown exponentially in the last five years. And you have a wide knowledge base here, and the ability to collaborate and share resources with the Grand Forks Air Force Base.

The expanded work that will happen at this test site is crucial. We are working to establish goals to integrate both small and larger unmanned aircraft, and to foster America’s leadership in advancing this technology.

Thank you again for coming out today to learn about the great work that’s happening in North Dakota.

I’d now like to turn it over to the next speaker.

Asian Business Aviation Conference & Exhibition

Thank you very much for the introduction.  I appreciate the opportunity to speak with you today.  It is a pleasure to be here in Shanghai – it is a fascinating city. 

The link between Asia and the United States continues to grow stronger by the day, and this is largely thanks to aviation.  Our forecast, in fact, shows that air travel between Asia and the United States will continue its robust growth over the next decade.  And, as Asian economies expand, we’ll see this increase in air travel and linkages between our aviation sectors.  Given this strong expansion, an open dialogue is more important than ever. 

In addition to creating safe, efficient, and reliable commercial air links between our countries, the United States also wants China to benefit from expanded general and business aviation sectors.  In the United States, we have a fleet of about 220,000 general aviation aircraft, two thirds of which are for "personal use".

This group forms the foundation of our aviation system.  It supplies pilots and mechanics, it supports and maintains infrastructure, and it embodies the enthusiasm and passion that sustains the industry.

While China's general aviation industry remains relatively young, it is poised for tremendous growth.  We look forward to more policies being implemented that will help the industry safely grow to its full potential.

As our ties grow, and as the world becomes more interconnected, we must ensure a strong dialogue and partnership between government and the aviation industry if we are to deliver the economic and social benefits to our citizens on either side of the Pacific.  Neither can deliver the full benefits that aviation offers by operating alone; rather, there must be an effective partnership and complimentary roles.  General and business aviation is a perfect example of where this dialogue must take place.

To steer the growth and changes in aviation, I recently rolled out my vision for the FAA for the next several years.  Safety and global leadership are two of the main components of my vision.  We have to be engaged internationally.  In the United States, we want global aviation to be safer, more efficient and environmentally friendly.  We want to work with other countries to help set the standards for safety and technology around the world.   

Given the increase in air traffic around the globe, we need to ensure that all of our efforts are well-coordinated across borders.  We need to foster harmonized standards and an open, consultative approach to facilitate the safety of air travel across the globe.  No one country or region can do it alone – we must work together to improve safety and efficiency, and to protect the environment. 

We’ve seen rapid changes in aviation over the last several decades.  Safety has made great improvements.  New aircraft are more cost effective and more energy efficient.  The latest technologies are transforming the way we manage air traffic.  And, we now enjoy expanded aviation networks across the globe that link us to one another, and to the far reaches of the world.

Despite these great advances, we must not lose sight of the basic foundation, which is safety.  It is our main priority at the FAA, as I know it is elsewhere.  We all face the challenge of how to accommodate growth, while always enhancing safety.  But, we need to recognize that these are not two different goals.  Ultimately, effective safety is just plain good business. 

And, this extends to general and business aviation, as well.  As general and business aviation continues to grow, and aircraft become more sophisticated, this is crucial.  Just two weeks ago, the FAA announced the start of a year-long general aviation project aimed at safety data-sharing.  We are demonstrating the capabilities of the Aviation Safety Information Analysis and Sharing program for the general aviation community.  Along with industry, we are working through the General Aviation Joint Steering Committee to use data to identify safety risks and emerging trends.  It is a proactive way to measure and analyze safety.  We will use this information to help prevent accidents in the future, rather than waiting for the next accident to happen and then responding and determining its cause.

This proactive approach is also part of the strategic initiatives for the FAA.  To maintain and improve our safety record, we want to use safety data before accidents and incidents occur. 

We are also addressing the human factors area of aviation, as well.  Fatigue is an important safety issue and we addressed this through new flight and duty time limitations and rest requirements for commercial pilots.  This rule became effective on January 14 of this year, and it revised pilot flight and duty regulations.  It is one of the biggest shifts in pilot requirements in the last 20 years.  It addresses duty time and rest issues that directly affect pilots of U.S. commercial operators.

In November 2013, we also issued a rule noting that carriers must implement training programs within five years to train pilots to recognize, avoid and recover from stalls.  This is an area where we cannot lose focus.  Manual handling skills are still important in today’s automated environment.

Additionally, we have published advisory circulars to address fitness for duty, fatigue awareness, flight crew rest facilities, and fatigue risk management.  These circulars will deal with key issues that can have a direct impact on safety.  These improvements will help us to maintain and advance safety as aviation continues to expand and grow. 

The challenge is to keep the system safe going forward, especially as our airspace grows and utilization changes.  Our risk-based initiative does just that – it seeks to gather and review data before an accident or incident occurs.  It also creates a program that is more transparent to system users. 

As our system continues to evolve, we are also focusing on the introduction of new users into the National Airspace System.  Unmanned Aircraft Systems and commercial space operators offer new opportunities for us.  Our primary focus is to introduce these users safely into our airspace. 

We must ensure that unmanned systems are integrated in a measured, systematic manner.  These aircraft are distinctly different from manned aircraft.  They offer great benefits to many, but we must ensure that we first have enough data to effectively integrate them.      

Space transportation is another area with great possibilities.  As this business grows, we face important decisions.  One of our main tasks is to accommodate the increased number of launches.  Usable airspace is a limited resource, and safety considerations require careful coordination of aviation and space activity. 

Influencing all of our changes in aviation is modernization.  Back in the U.S., for example, we are transforming the way we manage air traffic through NextGen, the Next Generation Air Transportation system.  We are evolving from ground-based radar to a satellite-based system, and one of the key goals of my agency is to continue NextGen’s implementation.  

NextGen is moving air traffic more efficiently, while reducing flight times and reducing emissions.  This has a direct impact on both the safety and environmental footprint of flight, and industry is actively involved in this program.  There are many NextGen benefits for all aviation. 

In today’s world, our growth and upgrades must be done in the context of responsible environmental policies.  We owe it to one another, and to future generations, to ensure that changes are done prudently, while minimizing the impact to our environmental footprint.  We need to continue to research and develop alternative fuels.  The way of the future is to invest in equipment and aircraft that create more efficient routes and fewer emissions.  We strongly support the work ongoing at ICAO to find ways to address international aviation’s greenhouse gas emissions–including a global market-based measure.  We are encouraged by the good participation across the world–including China–in this effort to find practical, cost-effective solutions.

As you can see, we have much to be proud of in aviation.  We have come a long way in just decades.  And, new changes will continue to transform our industry.  We should embrace these changes, while remembering our fundamental safety mission.  

Thank you, again, for your kind invitation–it is a pleasure to be with you today.  I appreciate the opportunity to speak with you, and I look forward to our continued collaboration.  Thank you.

Steady and Reliable

Remarks As Prepared for Delivery

Good morning.  Thank you, Todd, for the introduction.  It is a pleasure to be here, and I would like to express my gratitude to you and AAAE for hosting this conference.  The forecast for aviation looks good, which, given the vibrancy of this industry, is not surprising.  We anticipate steady growth and a healthy international market.  That is very good news for all of us.  The impact of aviation literally touches every aspect of our lives.  It is indeed the tie that binds our national economy. 

The Forecast points to a very busy future.  Managing the National Airspace System is becoming increasingly complex, and not just because of the activity that we see in the system.  While we’re not facing the capacity and delay challenges that burdened the system years ago, we are facing a fundamental change in the complexity of the system overall which includes the integration of new users in the system—commercial space vehicles and unmanned aircraft systems. 

Concerning the Forecast itself, as the economy recovers from the recession, aviation grows as well.  Air carriers are maintaining their profitability, from a combination of strong yield and fees. They have learned new ways of managing the ever-changing mix of passengers and destinations, and we see that load factors continue at record highs, contributing to both profitability and congestion. 

Keep in mind that aviation is more than a 5 percent chunk of America’s GDP.  It’s a 1.3 trillion dollar industry with 10 million jobs.  That’s an impact that makes this business a driving force, an economic engine with a lot of horsepower.  In a lot of ways, America’s bottom line and aviation’s bottom line are inextricably linked.  We don’t often stop to think about this, but it’s true:  There are very few products that haven’t been touched at some point by an airplane on their journey to our homes and our businesses.  That’s a broad swath, and with that as context, this forecast is a very clear mandate for the strategic actions we’re taking to shape aviation over the coming decades. 

We anticipate steady growth in passengers and operations.  We expect passengers to grow at an average rate of just over 2 percent, with even higher growth rates in international travel and nearly 4 percent for enplanements. 

The international market is indeed a bright spot as growth in passengers for all world regions is strong, with the Latin region growing fastest and the Pacific region just behind. 

Today, the number of international passengers on U.S. airlines is 50 percent greater than in 2000, and more than 80 percent higher than it was 20 years ago. The advent of faster, more efficient jets is literally changing our ideas about what a “long flight” is.  Lindbergh crossed the Atlantic in 34 hours.  Nowadays, the flying public doesn’t think twice about an early morning flight out of Paris that gets them to Washington, D.C. for lunch.

Our domestic airports … especially the busiest ones … are on an upward trend.  At our top 30 airports we see passenger numbers growing 2 percent a year over the forecast period.  Take a look at the names that are popping to the top of the list:  Newark, Washington Dulles, Orlando, New York’s Kennedy Airport and Las Vegas.  We’re seeing new faces at the table when we’re talking about the hot spots.  Time was when that was a discussion about New York, Chicago and Atlanta.  As the forecast shows, the rest of the system is growing as well.

In thinking about forecasts for aviation, it’s important to remember we are not only talking about the Commercial National Airspace System.  Our forecast shows why.  GA includes everything from two-seat trainers to intercontinental biz jets.  In the U.S. alone, GA racks up 24 million flight hours … and much of those are for businesses that deliver employees and services to communities across our country. 

General Aviation is a proving ground.  It’s the place where our commercial pilots get valuable training.  All of that is to say that this isn’t just a commercial forecast, it’s an aerospace forecast, and it would be unwise to overlook the role GA plays in forming the backbone of aviation and aviation safety here in the U.S. and abroad.

The forecast tells us the GA is alive and well, with more than 200,000 active aircraft in the U.S.  While pistons dominate, there is a decided upward tick in the number of turbine aircraft.  That’s confirmation that investments we’re making in technology are the right thing at the right time. 

Stepping back just a bit from the numbers … system safety continues to be strong.  That’s a tribute not just to how well we maintain the infrastructure, but it shows quite clearly that the players … all the players … are bringing their A game to work.  Pilots, mechanics, flight attendants, dispatchers, technicians, engineers and controllers … every person who touches the airplane has a direct hand in the safety of the system.

Our goal is to continue to proactively become smarter about safety and recognize and mitigate hazards before they become a problem.

What the forecast shows is a growing industry.  What it doesn’t show yet is the growing complexity in the system and the need to accommodate new entrants.  There was a time when that phrase – new entrant – referred to an airline.  But in this context, we need to think directly about the advent of commercial space travel and the increasing use of unmanned aircraft systems.  We’re taking steps to establish processes and procedures to integrate space traffic into the system.  As the headlines have been indicating lately, there’s also a need to integrate unmanned aircraft into the national airspace system.   Frankly, these are a new breed of “new entrants,” and they bring a kind of complexity to the system that we’ve never faced before.  Integrating them into the system is a challenge that we’ll be facing now and into the future, but one that I'm confident we'll be able to meet. 

We’ve developed a set of strategic initiatives that will lay a foundation for the aerospace system of the future, today.  We stand at a unique point in time. The industry is changing.  In addition to new users we face a much more constrained and unpredictable fiscal environment.  And new technologies that bring benefits to the system are rapidly evolving.  I believe that this confluence of events puts us at a unique point in time where the decisions we make today will shape aviation for a very long time.      

We’ve adopted four strategic initiatives … four goals that were crafted with our stakeholders in mind.  And we’ll be looking to our stakeholders as we move forward with refining and implementing them. 

As always, safety needs to come first, and we need to make aviation even safer by being smarter about how we do safety.  To do this, we must focus on risk-based decision making.  When you’re faced with a system in which commercial fatalities are the rarest of the rare events, moving forward with safety management systems is the right thing to do.  We need to rely on safety data from the people who work in the system … the pilots and flight crews, the controllers and technicians, the mechanics, the manufacturers.  Instead of waiting for accidents, we’re instead studying data … looking for emerging trends … identifying the hazards before they become an accident. 

We’re not tip-toeing into this.  We’re pushing to decrease the safety risk, decrease the commercial fatal accident rate, and to put a priority on our resources based on where we see the risk.  Ultimately, I expect us to develop a new safety oversight model that prioritizes safety inspection efforts based on risk.  This model will provide us with the tools to consider stopping certain oversight activities for known system operators that have strong safety management systems and safety management cultures.  This is a bold step, but as we all know, it’s the right step.

Following on the heels of safety is our second strategic priority … the pledge to deliver benefits through technology and infrastructure.  We’re talking about completing NextGen’s foundational programs by 2015 … upgrading our en route airspace with ERAM, completing the instillation of ADS-B ground stations, and upgrading our terminal airspace with TAMR.  Those might be unfamiliar acronyms, but what those systems do is deliver improvements that directly address the requests from the people who use the system most.  Better software, smoother transitions, putting us in a better position to handle the forecast that we see. 

This priority also entails integrating new types of users into the our airspace—namely unmanned vehicles and commercial space operations…ensuring that these operations are safe while balancing their needs with the needs of current airspace users. 

It’s also time to take a look at the national airspace system so we can deliver more efficient, streamlined services.  Historically, the FAA has provided all services to all users in many different locations with little differentiation.  We are increasingly being asked to do more and do it with less.  It’s time for us to have a robust discussion about what services the FAA should be providing … and what we might be able to stop doing … or do differently through innovative business methods and new technologies.  This approach will require a shift in traditional thinking.  We’ll have to prioritize services, knowing that the agency cannot continue doing everything we’ve done in the past the same way. 

Internationally, you heard that the numbers are up.  Our third initiative – global leadership – recognizes the increasing globalization of the aviation industry.  Frankly, it’d be shortsighted of us not to spread the net of safety as far as we possibly can.  As the global marketplace becomes more and more of a reality, we need to take specific and direct steps to influence the standards for safety and technology throughout the world.  But just like our other initiatives, there is no blank check.  We have to be more strategic about how and where we spend.  You can’t establish yourself as a global leader from the back seat.  This initiative keeps us at the forefront.

None of these initiatives is possible without all of us in the industry supporting a first-class workforce, a workforce that’s pushing the envelope with creativity and innovation.  We know that the need to establish a workforce for the future is upon us.  At the FAA, we must ensure that the technical, functional and leadership skills are in place.  We are moving to make sure that happens.  We’re moving to make sure that we hire the right people and that we retain them. 

In closing, let me say with emphasis that aviation has never been stronger.  The numbers point to a brighter future.  We anticipate steady growth in passengers and steady growth in operations.  The international market is up.  General aviation is also trending upward.  Each of these confirm the need for us to focus on how we plan for that future.  As prospects go, steady and reliable is a very good place to be.  What you’ll hear today and tomorrow is that we are indeed headed in that very direction.  What we are looking at is a very bright future. 

Before the House Transportation & Infrastructure Committee Subcommittee on Aviation concerning Moving NextGen Forward: Leveraging the Assets of the William J. Hughes Technical Center

Good afternoon, Chairman LoBiondo and Ranking member Larsen.

Thank you for the opportunity to testify today.

Before we begin, I would like to take a moment on behalf of the agency, to say that our hearts go out to the families of those on Malaysian Air flight 370.  On Saturday, the FAA sent representatives as part of the NTSB investigative team, supporting the Malaysian government with the accident investigation.  The United States Government is in communication across agencies and with international officials to provide any additional assistance necessary.

Turning to the matter at hand—the Tech Center—I’m pleased to have the opportunity to highlight this facility’s vital role in deploying NextGen … and in integrating unmanned aircraft into our nation’s airspace.   

Let me start by noting that we are nearly complete with the foundation of NextGen.  This foundation includes a much-needed upgrade of the automation in our air traffic control facilities … and the building of ground stations to enable the transition from a radar-based to a satellite-based system.

• Right now, 18 of our 20 en route centers have started running ERAM to control traffic in high altitude airspace.  More than half are using it exclusively to control air traffic, instead of the legacy system from the 1960s.  All 20 en route centers are expected to be running ERAM exclusively by March of next year, which will allow us to pull down the legacy Host system.
• We’re also upgrading the computer system that runs the lower altitude airspace closer to airports.  This project – TAMR – requires switching out computer processors, screens and software in more than 150 TRACON facilities across the country.
• And throughout the United States, we have installed more than 95 percent of the ground stations for ADS-B … and we will complete the baseline installation this month.  With this technology, we’ll achieve more precise surveillance of aircraft, which will make the air traffic system safer and more efficient.
• In addition to this foundation, we continue to implement performance based navigation procedures.  PBN allows NextGen-equipped aircraft to fly on more direct paths across the country and in congested airspace.  These advanced navigation procedures are cutting flight time and reducing fuel burn and emissions. 

This is all good progress … but it’s just the beginning.  Completing NextGen’s foundation will enable new capabilities that will make aviation safer, more efficient, and more environmentally friendly. 

NextGen technologies are also making it possible to safely introduce unmanned aircraft into the airspace system.  Let me give you a few examples of the connection between NextGen and unmanned aircraft systems. 

In order for many unmanned aircraft to operate safely in shared airspace, we must develop technologies that enable them to “detect and avoid” other airborne vehicles.  The agency is researching and developing a collision avoidance system specifically designed for unmanned aircraft.  It’s a technology called ACAS-Xu.  The Tech Center will be aiding this effort by conducting flight testing.  

Also, ADS-B can help achieve collision avoidance through more precise surveillance – and separation – of both manned and unmanned aircraft in the same vicinity.        

Another NextGen technology that will support unmanned aircraft is NAS Voice System.  NVS modernizes the voice communication capabilities that we use for air traffic services.  It will enable controllers to communicate with the ground pilot of an unmanned vehicle … even if that pilot is located on the other side of the country. 

With its world-class laboratories and engineering expertise, the FAA’s Tech Center plays a central role both in the deployment of NextGen … and in the safe introduction of unmanned aircraft.  As you mentioned, this past December, we announced the selection of six test sites for unmanned aircraft across the country.  These test sites, which include state governments and public universities, will provide data to help us determine the safety certification and navigation requirements for unmanned systems.     

We expect that a significant portion of the test site data collection and analysis will take place at the Technical Center. 

Later this year, we’ll be conducting simulation modeling for the Department of Defense to assist them in standardizing procedures for unmanned aircraft across the various branches of the military.  The FAA is working with other government agencies including NASA and the Department of Homeland Security on unmanned aircraft projects.  By working with other agencies here at the Tech Center, we’re able to leverage each other’s expertise and resources, and minimize the duplication of efforts. 

Let me close by saying that NextGen is already delivering benefits across the country.  We’ve made great progress toward completing the foundation of NextGen … and we’re well positioned to reap more benefits in air traffic efficiency, reduced delays, fuel savings and environmental improvements.

The Tech Center is enabling us to realize these benefits … and enabling us to safely introduce unmanned aircraft.      

Mr. Chairman, this concludes my remarks. I would be happy to take any questions.

Before the House Committee on Transportation and Infrastructure Subcommittee on Aviation concerning NextGen Priorities Roundtable

Good morning, Chairman LoBiondo, Ranking member Larsen and members of the Subcommittee.  Thank you for convening this listening session to talk about NextGen and how we are working together with the NAC to deliver benefits to users.

One of my first initiatives after joining the FAA last summer as Chief NextGen Officer was to recommend a structured engagement with the NAC to ensure that our work is aligned with industry priorities.

A complex, long-term undertaking such as NextGen requires a constant dialogue with airspace users to ensure we are on track and delivering benefits. The NextGen Advisory Committee is one of our most effective resources in understanding the priorities of our stakeholders.  It represents a good cross section of airlines, trade associations, labor, airports, manufacturers, technical experts and our European counterparts.

The request to the NAC was sent July 12^th, and by September 20^th, the committee provided us detailed feedback on stakeholder priorities. It was thoughtful, excellent work, and it did two things: it validated that the industry values all the program components of NextGen, and it gave a clear prioritization of the benefits that NextGen brings.  

We thoroughly reviewed these recommendations with the NAC Subcommittee and we agreed that we need to concentrate on bringing NextGen benefits in key three areas: Performance Based Navigation; Surface Data Sharing; and Multiple Runway Operations. These three areas encompass the top priorities identified by the NAC and provide the greatest opportunity to deliver benefits in the short term without requiring additional equipage.

We briefed our preliminary findings in these three areas to the full NAC last week, and the NAC agrees that focus in these areas will address the top priorities as identified.  Our next step is to sit down again with the NAC Subcommittee in the coming weeks and develop actionable plans around this work.

We will develop a series of concrete initiatives as a result of these priorities – with targets and milestones – and that will be done with input and active participation of industry and our employees. Continued collaboration with both industry and our labor partners will remain a vital part of our approach.

That is a brief summary of our dialogue to date. I am happy to go into more detail and look forward to a fuller discussion today.

Thank you very much.