Small UAS NPRM Press Call

As Delivered

Thank you, Mr. Secretary.  Today’s proposed rule is the next step in our continuing efforts to integrate unmanned aircraft systems into our nation’s airspace.

As you heard from the Secretary, we’ve made a lot of progress. Last year, we published a comprehensive plan and road map to safely integrate unmanned aircraft; and we also opened six test sites across the country for research on unmanned aircraft; we approved the first ever commercial operations in the Arctic; and we have granted more than two dozen exemptions for commercial use of unmanned aircraft in domestic airspace.

Today’s proposed rule is a big step forward in outlining the framework that will govern the use of small unmanned aircraft weighing less than 55 pounds. This proposed rule offers a very flexible framework that provides for the safe use of small unmanned aircraft, while also accommodating future innovation in the industry.

As you heard from the Secretary, this technology offers many potential benefits to society. Due to the size of a small unmanned aircraft, we envision that these aircraft could be used for a wide variety of activities, particularly those that might be considered dangerous.

Under this proposed rule, these aircraft could inspect utility towers, antennas, bridges, power lines and pipelines in hilly or mountainous terrain. Academic institutions could use them for educational purposes or to pursue research and development. Small unmanned aircraft could also support wildlife conservation, or be used to monitor crops.  They can help with search and rescue and they can be used to shoot scenes for films and television.  And of course there is a lot of interest in using them to take aerial photographs for real estate purposes. In many cases unmanned aircraft can do these tasks with less risk than a manned aircraft that might have to fly in dangerous terrain or in bad weather. And, in some cases an unmanned aircraft could conduct inspections more safely than a worker who would need to, for example, climb a tower.

As a reminder, what we are releasing today is a proposed rule. It is not a final rule. Today’s action does not authorize wide spread commercial use of unmanned aircraft. That can only happen when the rule is final. In the meantime, operators must still go through the current process for a waiver or exemption to fly.

Also, this proposed rule does not affect those who want to fly model aircraft as a hobby or for recreation. They already can – you simply need to fly according to our model aircraft guidelines. The FAA’s unmanned aircraft website has a lot of good information on how to fly your model aircraft safely.

As the Secretary said, safety is always our number one priority. This proposed rule makes sure that we are protecting other aircraft, as well as people and property on the ground. I’d like to go over these safety provisions.

The proposed rule accommodates aircraft up to 55 pounds, operating at speeds of up to 100 mph and up to 500 feet in altitude. This keeps these small unmanned aircraft away from manned aircraft that usually fly at higher altitudes. Also unmanned flights would be restricted near airports and in certain airspace unless air traffic control gives permission. This is to provide a buffer between manned and unmanned aircraft.

This proposal would allow operations during daylight hours and would require the operator to be able to see the unmanned aircraft at all times.

Rather than requiring a private pilot’s license, we propose that operators obtain a newly created FAA unmanned aircraft operator’s certificate by passing a knowledge test focusing on the rules of the air. The operator must renew their certificate every two years by passing a written proficiency test.  And before each flight, operators would conduct a preflight inspection, just as pilots do with manned aircraft today.

These small unmanned vehicles pose the least amount of risk to our airspace and therefore, the rule would allow these aircraft to operate without the need for an airworthiness certificate. Such a certificate could take a manufacturer between three and five years to obtain.  With the pace of innovation in the market, an unmanned aircraft could very well be outdated by the time it obtained a certificate. Therefore, no airworthiness certificate is needed. However, these aircraft must operate under a clear set of parameters to maintain safety, as I mentioned.

The proposed rule also invites comments on a number of provisions so that we can determine the appropriate standards.   Particularly, we ask the question of whether there should be a category and special rules for “micro unmanned aircraft” – those that weigh 4.4 pounds, or 2 kilograms, or less. We are asking the public to comment on whether such a category – and different rules governing them – should be included in the final rule.

The proposed rule will be on the FAA’s website and goes into greater detail on all of these provisions.

The unmanned aircraft industry is expanding greatly and this technology has the capability to dramatically change the way we use our nation’s airspace. We have been working tirelessly to address all the special characteristics of unmanned flight so that we can safely expand the use of these innovative aircraft in routine operations across the country. Today’s proposed rule is a milestone in that effort. We are doing everything that we can to safely integrate these aircraft while ensuring that America remains the leader in aviation safety and technology.

So thank you for joining us today, and I’d like to pass it back to Secretary Foxx.

Unmanned Aircraft Systems (UAS)

NextGen Helps FedEx Deliver Valentine’s Day Gifts on Time

Remarks as prepared for delivery

Good morning, everyone. 

As you know, the FAA is putting in place the Next Generation Air Transportation System.  NextGen includes innovative technologies and procedures that are making flying more efficient and greener, while ensuring that all safety needs are met.  And all of this is in real time, as you’re about to see.  NextGen is very clearly, very definitely happening now. 

We’re in Memphis today, because NextGen is making a difference, and for companies like FedEx—for whom being on time is the coin of the realm—NextGen is just what they’d hoped it would be. 

In the water, big boats cause big wakes.  In aviation, it’s the same thing, except the wake is an unseen, turbulent wave of air that can disrupt anything that gets too close.  This can create a flight hazard, and it’s especially a concern if a smaller aircraft is following a larger one.  Ask any air traffic controller, and they’ll tell you that they’re always keeping an eye out to make sure trailing aircraft are at a safe enough distance.  

Now, because of NextGen air traffic technology, we're able to more efficiently separate aircraft and still avoid wake turbulence.  It's a process we call Wake RECAT … and it means that aircraft can safely land and depart – one behind another – slightly closer than before.  Wake RECAT more narrowly and accurately defines safe wake turbulence separation standards based on the performance characteristics of aircraft.  This eliminates conservatively long separation standards that are necessary under current broader wake-turbulence classifications, which are based primarily on aircraft weight classes.

We’ve implemented Wake RECAT here at Memphis … and several other major airports like Atlanta’s Hartsfield … Louisville … Cincinnati … and Houston’s Bush Intercontinental and Hobby airports.  And soon, we'll add JFK … LaGuardia … Newark … and Teterboro to that list. 

So that’s what it is and where it’s going.  Let’s talk about what it’s doing. 

Because of Wake RECAT, FedEx gets 20 percent more planes in and out of Memphis every hour. 

Simply put, this means that Wake RECAT is helping FedEx deliver all of your packages on time.  That includes your Valentine’s Day flowers … chocolates … and teddy bears too!  You know, I never used to think of NextGen and Valentine’s Day at the same time, but I do now.    

Passenger carriers are seeing the benefit too.  At Atlanta’s Hartsfield-Jackson airport, Delta Airlines is reporting a 14-24 percent reduction in departure queue delays.  Delta projects to save $15-38 million dollars in fuel costs over a one-year period.   

In a moment, Captain Paul Cassel [Castle] from FedEx will say more about their flight operations, and the specific benefits they’re seeing from Wake RECAT.  Then, Paul Rinaldi, President of the National Air Traffic Controllers Association, will share his thoughts about what Wake RECAT means for controllers. 

Before turning over the microphone, let me emphasize that Wake RECAT is just one of many innovations that the FAA is putting in place all around the U.S. as part of our NextGen modernization effort.  Through NextGen, our nation is fundamentally evolving from a radar-based air traffic control system to a satellite-based system.  In doing so, we'll continue to make flying more efficient and greener.  And we’ll continue to reduce delays and aircraft fuel consumption.  This means less carbon dioxide emissions. 

So NextGen is good for the parcel shippers …

… good for the passengers … and

… good for the planet.

Now, let me turn it over to Captain Cassel … 

Towards a Framework for Standards

Thank you, George [Nield].  Good afternoon.  I am delighted to be here with you today. We’re making so much progress and things are happening so quickly in commercial space, that I think this conference is a good place for us to look ahead for a moment and anticipate what this industry will look like in the next decade and how we can position ourselves for maximum success.

It was only a few short years ago that the idea of private companies delivering payloads to the International Space Station was a novel idea. Could it be done? Could the private sector perform what had always been a government mission?

Well, this industry has showed that yes, private companies can handle this mission, and handle it very well. There have been nine deliveries to the International Space Station in the last three years by two private companies – proving to the naysayers that these types of missions are no longer the exclusive purview of the government.

In the next two years, private industry is working to also deliver NASA crew to the International Space Station, in addition to cargo.  As you know, contracts for these missions were awarded to Space X and to Boeing. Both companies are now finishing development of their vehicles.   

This is another example of public-private partnership.

On the horizon there could be any number of innovations: 

• We could see the launch of thousands of small satellites into lower earth orbit to help extend internet connections around the world. This could also allow students and researchers access to satellites to conduct their own research.
• Down the road, we could see flights from Los Angeles to Sydney in just three hours, thanks to space planes using rocket propulsion to touch the edge of space and then arc back to Earth in a controlled descent. 
• And we are not far away from commercial space tourism.

I won’t say commercial space travel, because no one intends for the public to travel from point A to point B in space, at least in the near future. However, the idea of private companies ferrying paying passengers to the edge of space for a tour is very real. Space flight participants will have the opportunity to experience weightlessness and to see the magnificent curvature of the Earth out of the spaceship’s window.

Astronauts on Apollo 8, the first manned mission to orbit the moon, were the first to see the blue orb of the Earth rise over the lunar landscape. It was Christmas Eve, 1968. The astronauts remarked what a beautiful sight it was to behold. In the words of Command Module Pilot James Lovell, “The vast loneliness is awe-inspiring, and it makes you realize just what you have back there on Earth.”

It’s truly amazing that private citizens may soon have the chance to experience a similarly exceptional view of our planet.  

What has allowed progress and innovation to take place has been the very experimental nature and the very experimental culture of the commercial space industry. Companies have made breakthroughs in composite structures, innovative propulsion systems and remote sensing satellites. They have had the freedom to think creatively and to explore different applications for new technology and to make products more affordable.  

And the market has responded. It was responded with investment of billions of dollars in the promise of commercial space. People are investing in America because the sense of security that surrounds our industry and the regulatory environment that the United States offers, and that’s a good thing.

Consider how the pace of activity has quickened. There were just three commercial launches in the U.S. in 2012. Last year there were 19 launches. And by the end of next year, in 2016, if activity in suborbital space tourism continues apace, we expect that this number could triple. America has seen a resurgence in space related innovation, continuing a proud tradition. 

President Obama’s 2016 budget, released this week, acknowledges this and includes an additional $1.3 million for the FAA’s Office of Commercial Space to support 25 new staff positions to handle licenses, permits, safety inspections, and technical outreach.  We want to keep up with the demand and not present a bottleneck to the innovation that’s been taking place.

All of this progress is very good news. As an industry, commercial space enjoys a unique environment. The FAA promotes commercial space, but does not set standards for the industry in terms of those on board a flight into space. The FAA does, of course, protect the safety of the public not involved in the mission, and has regulations to protect national security and the environment. These are set forth in the licenses and permits we issue for launches. But for those going into space, everyone is informed of the risks and everyone consents to them.

That notwithstanding, the two failed launches last year coming one after another, focused the public’s attention on the commercial space industry. It was an important reminder that risk accompanies all ventures into space, and it was an important reminder that risk is something we all need to manage when making design and operations decisions. But I think how we take responsibility for this risk is the real measure of how we are doing as an industry. We should not take an attitude that “risk happens,” but adopt the attitude that we will need to address and mitigate risk as this industry continues to mature.

I am not here today to suggest that we change the experimental culture of the commercial space industry. Rather, I am here to suggest that industry and government have a responsibility to consider together the appropriate transition to a framework that involves performance based standards. There is a moratorium right now on regulation of occupant safety for commercial space transportation. That is set to expire at the end of this fiscal year, and it could very well be extended.

What I want to suggest is that we need to start a thoughtful discussion across government and across industry about risk. What we don’t want is to have some kind of framework that would be imposed upon us in reaction to something that might happen. We need to start a conversation about the balance between innovation and regulation.

Now, commercial space is a different animal from aviation, and the regulatory picture for this industry could be very different from that of commercial aviation. But it’s not realistic to think that there should not be any standards or any regulation at all, ever. What we need is a plan for how this industry will make the transition, and at what time, and what the future will look like as we integrate more and more launches into our national airspace.

Now, already efforts are underway to create industry standards. The Commercial Space Flight Federation has so far issued one completely voluntary standard to its member companies. They are working now in concert with the American Institute of Aeronautics and Astronautics, as well as SAE International, to start the discussion about what kinds of standards are necessary for commercial space transportation. SAE has more than 100 years of experience in developing standards and AIAA represents the subject matter experts that are in the field. The Commercial Space Transportation Advisory Committee now has a standards working group as well, which can provide a link between government and industry.

Innovation is essential to the commercial space transportation industry. We want new products to come to market thereby fueling the U.S. economy, and we want to continue the America tradition of space exploration. We don’t know yet what future space vehicles will look like. Therefore, I realize that talking about standards at this time could be like standing on the sands of Kitty Hawk and asking the Wright Brothers for best practices on how to build a 787 Dreamliner. How do we know what the standards are when we don’t know what we’re going to be building?

While it’s too early for specifics, I don’t think it’s too early to call for a plan. We need to start to think about how industry and government can work together to create standards that will ensure success for this industry in the future.  A good place to start would be practices for human spaceflight occupant safety. The FAA released recommended practices for this area just last year.

America has had a rich history in space since the 1960s. We were the first to set foot on the moon. We developed the Saturn V rocket – the largest ever at the time – that made the Apollo missions possible. And today, the United States plays a vital role in the research and operations of the International Space Station.  

Now, American companies are continuing these proud traditions and building and launching rockets entirely funded by private investors. They are advancing our leadership in space. There is no one else in the world that is doing that.  Commercial space is an industry that runs on daring and big ideas. It’s exciting and it’s innovative. Let’s continue to work together to take the necessary steps that will help this industry continue to thrive for decades ahead of us.

Thank you.

A Global Safety Culture

Good day, Mr. President, Mr. Secretary General, fellow delegates, and distinguished guests.  It is an honor for me to address this international gathering, and to discuss the progress made in the safety arena since the last High-Level Safety Conference in 2010.

Aviation continues to grow around the globe, and we are fortunate to have an unprecedented level of safety.  Global accident rates continue to decrease, and flying has never been safer.  This is a testament to the work of ICAO and its Member States in making safety a number one priority.  Countries here today have adopted strong safety cultures that enhance our incredibly safe system.  This is due, in large part, to ICAO’s important work.

In the past, our approach to safety was to study the causes of accidents after they occurred.  This helped us to continuously improve safety.  But we all know that our ultimate goal is to prevent accidents from happening at all.  The new way of doing business is to use safety data to identify hazards, and modify our operations to prevent incidents before they happen.  An example of how we can proactively use safety information is the data sharing agreement between the United States and ICAO that was just signed last week.  This agreement is a great step forward.          

While our current system is extremely safe, global aviation has also recently endured tragic events.  These incidents transcended borders and affected us all as a global community.  These events serve as reminders that more work needs to be done to keep aviation safe.

This second High-Level Safety Conference brings us together at a pivotal time when we can directly impact the future of aviation for the next several decades.  During this conference, we will discuss ways to prevent accidents from occurring even before an aircraft begins its departure.  This will be done in large part with more effective and integrated safety management systems.  This solid foundation will assist States in maintaining a safe aviation system. 

Once a flight departs, the challenge remains to monitor the aircraft to respond to any abnormalities.  These integrated safety systems must be in place to learn from incidents, and to prevent similar events from recurring.

We also face the challenge of working together to share information about areas of conflict that can impact civil aviation with catastrophic consequences. 

The challenges of enhancing safety even further are much bigger than one country or region.  It is essential that we work through ICAO, and its regional offices and partners, to effectively and efficiently improve aviation safety. 

Thank you for your kind invitation to speak.  It is again with great pride and anticipation that I am here.  On behalf of the United States, I wish this conference much success.

Safety Management System Rule

Thank you, Mr. Secretary.  I want to reiterate a point you made, and that is that we are constantly striving to enhance safety and to improve the system we have right now, which is very safe.

In the past, our focus in improving safety was to study the causes of past accidents.  As a result, we have continuously improved aviation safety and, fortunately, today we have very few accidents.  But we all know that our ultimate goal is to prevent accidents from happening at all. 

That is where Safety Management Systems come in.  A Safety Management System is an organization-wide approach to mitigating risk in airline operations. It’s a series of processes and procedures that everyone follows so that we can enhance safety. It does this by having a structured approach to look at data from airline operations. This data can help identify patterns and trends that could possibly lead to a problem.  But having this information enables the industry to take action before there is a problem. 

As the Secretary said, a safety management system does NOT replace FAA oversight or inspections, but what it DOES do is help foster a stronger safety culture within an airline.

A strong safety culture is a very, very valuable thing. It’s something that we cannot regulate completely in every aspect because it is something that a company has to create from within. This rule helps further that process. A vibrant Safety Management System stems from employee professionalism and from employee dedication to always doing the right thing, even when no one is looking.

Already, airlines are voluntarily sharing enormous amounts of their operational data with the FAA in a cooperative effort to enhance safety. We can all learn from each other. The data we have now covers about 96 percent of U.S. air carrier commercial operations. This represents a great willingness to work together. This data comes from a variety of sources, including self-reporting by employees when they see a safety risk.

The rule requires airlines to implement a safety management system within three years. They must submit their implementation plans to the FAA within six months. The rule also requires a single accountable executive to oversee SMS.

What a Safety Management System does is create a process for looking at this data in a systematic way, identifying the risk, and then taking actions to mitigate risk before there is a problem. This rule applies to all commercial carriers, both passenger and cargo. A Safety Management System can be scaled to the size of an airline’s operation. It is NOT one size fits all. We want airlines to create the best system that matches their operations.

In making this rule, we looked at more than 100 accidents of U.S. commercial carriers between 2001 and 2010 and we determined that if Safety Management Systems had been in place, they may have prevented many of these tragedies.

There is no question in my mind that Safety Management Systems are the right way to go, and we are adopting this approach within the FAA as well.

I appreciate you all coming out to learn more about this important advancement in aviation safety.

Now, I’d like to turn it over to Nick Calio, President and CEO of Airlines for America, for the industry perspective.

UAS Safety Campaign

Thank you, Michael (Drobac, Executive Director, Small UAV Coalition). Good morning everyone.

Thank you for joining us today to talk about safety in operating unmanned aircraft outdoors.

This is an issue of growing concern. The price of unmanned aircraft has come down, and this newer and more powerful technology is more affordable to more people, yet many are not familiar with the rules of flying.

In previous years, many model aircraft enthusiasts were drawn to the hobby by an interest in aviation and in developing stick and rudder skills and other aviation skills. Today, those enthusiasts are still among us and are using unmanned aircraft, but a large segment of the market for multi-rotor unmanned aircraft is photography enthusiasts.

Retailers and manufacturers sell all kinds of models, priced starting as low as $20 to models costing thousands of dollars.

These aircraft are sophisticated and they are relatively easy to fly compared to older types of model airplanes. Most of them are small helicopters with four or six blades.

We want consumers to have fun with their unmanned aircraft, but we also want them to follow these best practices for safety.

• Don’t fly above 400 feet.
• Keep your unmanned aircraft within sight.
• Don’t operate near people or crowds.
• Do not fly an unmanned aircraft within five miles of an airport without notifying FAA Air Traffic Control or the airport operator. These conversations with Air Traffic Control are critical for safety.
• You may only fly unmanned aircraft for hobby or recreational uses – you cannot earn money or use it for your business unless you get prior authorization from the FAA.
• Please respect the privacy of everyone. No taking pictures of people if they are not expecting it!
• We urge you to join a model aircraft club to help you learn how to safely operate and enjoy your aircraft.

Thank you again to everyone for joining this morning. These are very important safety tips and we urge anyone operating an unmanned aircraft to know the rules before you fly.

I’d like to open it up to questions now.

Before the House Transportation and Infrastructure Committee, Subcommittee on Aviation, concerning U.S. Unmanned Aircraft Systems, Integration, Oversight, and Competitiveness

Chairman LoBiondo, Ranking Member Larsen, Members of the Subcommittee:

Thank you for the opportunity to appear before you today to discuss unmanned aircraft systems (UAS).  The Federal Aviation Administration (FAA) has successfully integrated new technology into the National Airspace System (NAS) for more than 50 years, while maintaining the safest aviation system in the world.  In the FAA Modernization and Reform Act of 2012, Congress mandated the safe and expedient integration of UAS into the NAS.  We have been working steadily to accomplish that goal.  The FAA has taken several key steps to integrate UAS into the NAS. 

Progress Toward Integration
In the 2012 FAA Modernization and Reform Act, Congress mandated that the Secretary of the Department of Transportation (Secretary), in consultation with other government partners and industry stakeholders, develop a Comprehensive Plan to safely accelerate the integration of civil unmanned aircraft systems in the NAS, as well as a five-year Roadmap.  Both documents have now been published.

The Integration of Civil UAS in the NAS Roadmap outlines the tasks and considerations necessary to integrate UAS into the NAS.  The five-year Roadmap, updated annually, provides stakeholders with proposed agency actions to assist with their planning and development.  The UAS Comprehensive Plan was drafted by the Joint Planning and Development Office (JPDO), in coordination with JPDO Board participants from the Departments of Defense (DOD), Commerce (DOC), Homeland Security (DHS), the National Aeronautics and Space Administration (NASA) and the FAA.  The Comprehensive Plan details work that has been accomplished, along with future efforts needed to achieve safe integration of UAS into the NAS.[1]  It sets overarching, interagency goals, objectives, and approaches to achieving integration.  It is a document that considers UAS issues beyond 2015, including technologies necessary for safe and routine operation of civil UAS and the establishment of a process to inform FAA rulemaking projects related to certification, flight standards, and air traffic requirements. 

UAS Test Sites
On December 30, 2013, the FAA announced six UAS test sites.  In selecting the sites, the FAA followed Congressional direction to consider geographic and climatic diversity and to consult with DOD and NASA.  The FAA selected the University of Alaska Fairbanks, the State of Nevada, New York’s Griffiss International Airport, the North Dakota Department of Commerce, Texas A&M University Corpus Christi, and Virginia Polytechnic Institute and State University (Virginia Tech) to serve as UAS test sites. 

Consistent with the Congressional mandate, the FAA set out to have at least one test site operational within six months.  On April 21, 2014, within four months of selecting the site, the FAA announced that the North Dakota Department of Commerce was the first test site to be operational.  On May 5, 2014, the second test site, University of Alaska Fairbanks was declared operational.  On that day, both operational UAS test sites conducted their first flight operations.  On June 9, 2014, the FAA announced that the State of Nevada became the third operational UAS test site.  On June 20, 2014, the FAA granted the Texas A&M University Corpus Christi approval to conduct operations; four of the test sites were operational within six months of being named.  New York State Griffiss International Airport was declared operational on August 7, 2014.  On August 13, 2014, the sixth and final UAS test site, Virginia Tech, was declared operational. 

To support and accelerate test site activities, the FAA prioritized the processing of the first Certificate of Waiver or Authorization (COA) for each of the test sites.  Since then, the FAA has continued to process test site COAs expeditiously.  Since the inception of the test site program, the FAA has approved 40 COAs for UAS operations at the test sites with an average processing time of 57 days per COA, which surpasses the FAA goal of 60 days for all COAs.  At the FAA/UAS Test Site Technical Interchange Meeting in September, the test sites indicated that they plan to submit 57 COA and 14 experimental certificate requests in the next year.  We are prepared to process their requests expeditiously and look forward to continuing to work with the test sites to facilitate their operations and advance our research goals. 

The FAA implemented a Designated Airworthiness Representatives program which will permit Test Site designees to issue experimental certificates for unmanned aircraft.  To help the test sites develop the capability to assess unmanned aircraft and issue these certificates, the FAA developed both online and in-person training.  Once test site designees have completed FAA training, they will be authorized to work within this new program.  The State of Nevada was the first test site to participate in the training, and it expects to complete the test site Special Airworthiness Certification this month.

The test sites play a critical role in the safe and efficient integration of UAS into the NAS.  The FAA will utilize data from the test sites to help answer key questions and provide critical information about how UAS will interface with the air traffic control system.  Our research goals are focused on (1) gathering system safety data, (2) aircraft certification, (3) command and control link issues, (4) control station layout and certification criteria, (5) ground and airborne detect and avoid capabilities, and (6) impacts on affected populations and the environment.  The information provided by the test sites will help the FAA to develop regulations and operational procedures for future civil commercial use of UAS in the NAS.  Data from the test sites will also help identify elements of the certification and navigation requirements we will need to establish for unmanned aircraft.

UAS operational pre- and post-flight data is currently being collected from all test sites.  The test sites are providing data about the types and sizes of aircraft, number of operations, number of flight hours, notable operating parameters (for example, whether the flight was within or beyond visual line of sight), and any incidents and accidents.   Each site has also established its own research agenda.  I’d like to highlight just a few of the activities underway at each test site.  

• The North Dakota Department of Commerce test site has conducted more than 84 flights, with research concentrated on wildlife census and precision agriculture studies.
   
• The University of Alaska Fairbanks test site encompasses 3,369 cubic miles of airspace in Alaska and Oregon.  It is expanding flight operations into Kansas with the recent approval of Kansas State University as a new team member.  The research conducted at this test site includes forward-looking infrared technology to support surveying large land mammals and using UAS to meet operational firefighting needs and provide tactical police support.
   
• The State of Nevada became the first test site to participate in Designated Airworthiness Representative training.  Nevada expects to complete the test site Special Airworthiness Certification this month, leading to the first Special Airworthiness Certification issued under the Designated Airworthiness Representatives for UAS Certification at UAS test sites program.  Nevada’s research will concentrate on UAS standards and operations, as well as operator standards and certification requirements.
   
• Griffiss International Airport has conducted 31 flights using three different vehicles.  In cooperation with Lockheed Martin, Griffiss International Airport test site has conducted Optional Piloted Aircraft research, testing a rotorcraft with and without an onboard pilot for firefighting research. 
   
• Texas A&M Corpus Christi created a fully operational UAS command center with advanced toolsets and is pursing solutions that will incorporate air traffic control data to augment operational safety mitigation strategies.  Research activities include precision agriculture and coastal monitoring.
   
• The Virginia Polytechnic Institute and State University (Virginia Tech) hosted the second FAA/UAS Technical Interchange Meeting for the FAA and all six test sites in September 2014.  This test site includes Virginia, Maryland, and New Jersey.  Research in these three states will include agricultural spray equipment testing, developing training and operational procedures for aeronautical surveys of agriculture, and the development of aeronautical procedures for integration of UAS flights in a towered airspace.   

We continue to work closely with the test sites to identify the data most useful to the FAA. 

FAA personnel at the William J. Hughes Technical Center in Atlantic City, NJ, play a key role in data collection and analysis.  The FAA Technical Center has served as the core research facility for modernizing the air traffic management system and for advancing programs to enhance aviation safety, efficiency, and capacity since 1958.  The Technical Center is the nation’s premier air transportation system laboratory.  The Technical Center’s highly technical and diverse workforce conducts research and development, test and evaluation, verification and validation, sustainment, and ultimately, de-commissioning of the FAA’s full spectrum of aviation systems.  Its employees develop scientific solutions to current and future air transportation safety, efficiency, and capacity challenges.  Technical Center engineers, scientists, mathematicians, and technical experts utilize a robust, one-of-a-kind, world-class laboratory environment to identify integrated system solutions for the modernization and sustainment of the NAS and for developing and integrating new technology and operational capabilities. 

The Technical Center has served a critical function in advancing UAS integration.  A significant portion of test site data analysis is being performed at the Technical Center. A Data Lead from the Technical Center, regional representatives, and research engineers, are also visiting each UAS test site to evaluate how data is captured and maintained, ensure data transference and integrity, and determine whether additional data collection would facilitate meeting the FAA’s research objectives.  We continue to work with the test sites to obtain the most valuable information possible and facilitate further UAS integration.

Rulemaking and Exemptions
Section 332 of the FAA Modernization and Reform Act required the agency to conduct rulemaking to permit the civil operation of small UAS in the NAS.  The NPRM is currently under executive review. 

Consistent with the authority in section 333 of the FAA Modernization and Reform Act of 2012, the FAA, in coordination with the Secretary of Transportation, is issuing exemptions that allow for commercial activity in the NAS in low-risk, controlled environments.  As directed in the Act, an exemption may be granted after a two-step process.  First, the Secretary must determine that, based on certain criteria set forth in the statute, the UAS does not pose a risk to those operating in the NAS, the general public, or national security and it can be safely operated without an airworthiness certificate.  The FAA will then use its existing exemption authority to grant relief from FAA regulations that may apply.  The exemption process allows the FAA to carefully evaluate each request to determine what conditions are required to ensure that the operation will not create an adverse impact on safety.  Once an exemption is granted, the applicant must then apply for a civil Certificate of Waiver or Authorization, permitting the operator to conduct the proposed operation.  We are looking at ways to streamline the process to enable broader use of civil UAS in the NAS. 

Public Aircraft Certificates of Authorization and Partnerships with Law Enforcement
For the last two decades, the FAA has authorized the limited use of unmanned aircraft for important missions in the public interest.  These include firefighting, disaster relief, search and rescue, law enforcement, border security, military training, and testing and evaluation.  The FAA continues to facilitate the use of UAS by public entities.  More than 35 law enforcement agencies operate unmanned aircraft now under certificates of authorization (COA).  We have processed COAs on an emergency basis to facilitate the efficient use of UAS technology when it advances law enforcement purposes. We have authorized COAs that allow for UAS to be utilized in search and rescue operations in less than 24 hours.  We will continue to work with law enforcement agencies to ensure that UAS technology is a tool available to them when it is sufficiently safe and in the public interest. 

We are also working with Federal, State, and local law enforcement agencies to address and educate the public about the unsafe, or unauthorized, use of UAS since they are often in the best position to deter, detect, and immediately investigate such activity.  The FAA may take enforcement action against anyone that operates a UAS in a way that endangers the safety of the NAS, or who conducts an unauthorized UAS operation.  This authority is designed to protect users of the airspace as well as people and property on the ground.  State and local law enforcement can assist us in protecting the safety of the NAS by identifying individuals or entities engaged in unauthorized use, collecting and preserving evidence, and immediately reporting an incident, accident or other suspected violation to one of the FAA Regional Operation Centers (ROC) located around the country.  The FAA tracks UAS events, including those reported to the FAA by law enforcement and the general public, as well as events identified by FAA air traffic control facilities.  A single UAS-specific event tracking database is currently in development and will be deployed by the end of 2015. 

Center of Excellence
Under the Consolidated Appropriations Act of 2014, Congress directed the FAA to establish a UAS Center of Excellence (COE).  The goal of this endeavor is to create a cost sharing relationship between academia, industry, and government that will focus on research areas of primary interest to the FAA and the UAS community.   We intend to forge a union of public sector, private sector, and academic institutions to create a world-class consortium that will identify solutions for existing and anticipated UAS related issues.  The COE will perform short- and long-term basic and applied research through a variety of analyses, development, and prototyping activities.  To that end, the FAA solicited proposals from accredited institutions of higher education with their partners and affiliates.  The FAA intends to enter into cooperative agreements with core university members, and will award matching grants for public benefit. Initially, grants will be awarded to university members to establish the COE, define the research agenda, and begin UAS research, education, training and related activities.  We are currently in the process of reviewing proposals and look forward to establishing the COE. 

The FAA has long had successful partnerships with the nation’s academic research community, working with U.S. colleges and universities to foster research by COE faculty and students, industry, and other affiliates.  These research efforts have provided the agency and the industry a high return on investments and have contributed significantly to the advancement of aviation science and technology over the past two decades.  We look forward to continuing these partnerships with respect to UAS research as we establish the COE.

Conclusion
The FAA is committed to safely integrating UAS into the NAS.  The FAA has made steady progress toward that goal through the UAS Roadmap, the Comprehensive Plan, the test sites, Section 333 Exemptions, partnerships with public entities, and the proposed Center of Excellence. 

The United States has the safest aviation system in the world, and our goal is to integrate this new and important technology while still maintaining safety as our highest priority.  We are committed to ensuring that America continues to lead the world in the development and implementation of aviation technology.  We look forward to continuing to work together with Congress as we continue to integrate UAS into the NAS. 

This concludes my statement.  I will be happy to answer your questions at this time. 

Positioning the U.S. Airline Industry for Success

Thank you, Sean (Cassidy, First Vice President of ALPA), for that kind introduction. I want to take a minute to express my sincere thanks to Lee Moak for his tremendous work and leadership over the last four years as President of ALPA.

Lee’s accomplishments are many, but I think one of the greatest contributions he has made in the time that I have known him, which is throughout his tenures, is his participation on the NextGen Advisory Committee. Lee has a very unique ability to be clear, concise and direct when there is a need to be. He has frequently reminded us that the users of the system; the pilots, the controllers, and the technicians, are partners in the solutions as we look to the future of the industry.

The FAA has worked closely with ALPA as we published some major safety rules in the last four years. These include rules on pilot fatigue, pilot training and pilot qualifications. The guidance and expertise of Lee and everyone at ALPA has been instrumental to that success.

I wish Lee all the best in his future endeavors and I know that we’re going to continue to work together in the years ahead.

Unity in Reauthorization

As we think about the future, and the many changes we need to make to modernize our nation’s airspace system, and to maintain the equipment we use each and every day, we as an industry need to make our priorities clear.

Reauthorization is coming up next year. The FAA’s authorization ends on September 30 of next year, as you know. It’s amazing that we’re already here again, and it seems just a short while after the reauthorization of 2012 which came after 23 short-term extensions. We will only realize the full benefits of our airspace system when we have an aviation industry – and that’s everyone in the aviation industry – that is engaged and that is united around our priorities.

Our stakeholders would like us to do everything better; to do it faster; and to do it cheaper. Believe me, we’re all for that, but the question is, how are we going to do that, and more particularly, how are we going to do it in the constrained and unpredictable fiscal environment that we’ve found ourselves in in the last few years?

This industry needs to come together and rally around what is important. We need to fight for the priorities we all arrive at, and agree on how we’re going to pay for them if we truly want to position the U.S. airline industry for success in a very globally competitive environment. It’s critical.

This process will take compromise and setting aside of the many differences we might have between us. Everyone in this room has a responsibility to support efforts to secure an airspace system that best serves our entire nation.

Last year around this time, we started a conversation about what kind of an airspace system we want and how we should pay for it. And I want to add that Lee has served on the FAA’s Management Advisory Council and will continue in that role. He has helped us talk with stakeholders to gauge what the thoughts are on the best approach to reauthorization.

The FAA has not endorsed one idea versus another in this process, but what we have encouraged is a very open dialogue.

Among some in the industry, there is a sense that it’s time for structural change – structural reform. That is because the FAA is facing two main problems. First, there is a lack of predictability in our budgets due to short term extensions and continuing resolutions, and because of the constrained fiscal climate here in Washington. As we sit here today, the government faces running out of money on Thursday night, unless Congress reaches some kind of an agreement. Second, we face challenges focusing on core priorities in light of the very diverse interests of all of our stakeholders. It’s clear to me, however, that we will not succeed if we don’t set priorities.

Now, there is no shortage of viewpoints on how to solve these problems and the direction we should take. And as I said just now, we have not taken a position. But what I hear are many separate conversations – conversations about new structure for air traffic control or conversations about structures for addressing certification. What we need to have is a conversation across the industry to identify the priorities for the system as a whole. The danger is that if we only promote certain narrow interests, we could devolve into trading one of our interests off against another, and our industry as a whole will be worse off.

Our national airspace system underpins an industry that adds $1.5 trillion to our economy. This system is really an ecosystem, where each part relies on the other to function well. There can’t be a disconnect between industry and government or between sectors in the industry if we expect to be successful. All of us should have a very keen interest in how all of these issues play out.

So, we need to have an honest conversation about the fiscal challenges we face. While you can always debate the exact budgetary needs of an agency, one thing is clear: there is simply no way the FAA can implement NextGen, and recapitalize our aging infrastructure; and continue to provide the same level of services without making some serious tradeoffs. Even with short term choices, there will be significant impacts to our budget and the services that we can provide. So what does that mean? It means we need to have the flexibility to make investment choices that further the health of our airspace system, and not make choices simply because they might be politically popular.

I fear there is a level of complacency that’s developing that everything is just fine and that business as usual might work. Complacency is a mistake. If we don’t come up with a concrete plan, and if we don’t do it collectively, I’m afraid we’ll be signing up for more instability and uncertainty – which is exactly the thing we all agree we need to get out of.

Global Initiative

Why is this work important? Because as you know, the airline and aviation industry is expanding globally, and we want to make sure the entire global system is safe and that the United States continues to remain the gold standard for excellence in aviation. Believe me it takes a lot of work to maintain that position. We at the FAA want to do everything we can to assure that the U.S. remains a global leader.

Working through ICAO is an important way to make sure that we maintain high standards globally. We are planning to send more FAA technical experts to ICAO in the coming year in order to make sure that we have a seat at the table so that we can weigh in when ICAO makes important decisions about international aviation standards.

We are moving towards a seamless global airspace. As we modernize, we want to make sure that these new systems can interact with each other. We have participated in some very important work on the updated Global Air Navigation Plan and the subsequent Aviation System Block Upgrades. These upgrades created a new and innovative way to integrate and harmonize multiple and complex systems of air navigation and emerging technologies across the globe. Just yesterday in Chicago, ICAO held an extraordinary meeting to celebrate the organization’s 70^th anniversary. It was a meeting of many leaders of aviation from across the globe. Everyone recommitted themselves to working together so that civil aviation will continue to develop in a peaceful manner to promote economic development and prosperity for all nations.

NextGen Priorities

Here at home, we have worked closely with industry, through the NextGen Advisory Committee, to define and focus our NextGen priorities. ALPA has been a very important part of this, and I’ve seen a lot of Lee and Sean in the last few years. We have listened to what you say and we have actively responded.

The NextGen priorities are an example of what can happen when industry and government get together and really work through the issues and crystalize what we as an industry want from our aviation system and what we will work for together. It’s the kind of cooperation that we need on reauthorization.

We are sharpening our focus on near term NextGen benefits by working on these priorities that we have all agreed upon, and that we are committed to delivering. These fall in four areas: more satellite-based navigation procedures; better use of runways; better situational awareness at airports; and more streamlined departure clearances through DataComm.

Let me give you a couple of examples of what we are working on.

The first is satellite-based navigation. A lot of really, really important and great work has been happening in Seattle and Denver and other cities through collaboration with airlines, airports, and other stakeholders. We are fast-tracking more direct routes in the airspace above other busy metropolitan areas through our Metroplex initiative. These routes are easing congestion in our airspace and significantly increasing the efficiency and predictability of arrivals and departures.

This fall, all in one day, we turned on 61 new air traffic procedures going into metropolitan Houston.

The new arrival routes – the optimized profile descents – take an aircraft from cruise altitude and allow the pilot to almost glide down rather than stepping down in the traditional stair-step arrival that burns fuel during each level-off. To non-aviation groups, I say that this eliminates the aviation equivalent of stop-and-go driving in traffic.

These new procedures are also safer. They are more simple and consistent. They are easier to fly and take less back and forth between the controller and the pilot, and there’s less interpretation and therefore less margin of error. Pilots have more confidence because they know where they are situationally at any given point in time.

I want to thank the pilot community for the help with designing these procedures and with the changes to the phraseology we use to refer to them. You have educated your membership both at home and abroad, and that has helped with the successful adoption of these NextGen routes.

What’s really exciting about this, is that in Houston, every year, airlines expect to save about 3 million gallons of fuel. And that translates to, in current fuel prices, to about $9 million per year in fuel savings. These are just on arrivals and departures in one metropolitan area. Think of the emissions that are being saved because the aircraft are burning so much less fuel. And that’s what this technology enables.

More recently, we turned on the North Texas Metroplex this fall, and I was proud to have Sean (Cassidy) there on the dais to celebrate our joint success. There was some healthy Texas competition with the roll out of these new procedures. Since Houston turned on 61 new procedures, Dallas later turned on more than 80. Now we will expand these benefits to Northern California, Charlotte and Atlanta in the next three years in response to the request that came from industry.

While these procedures make our airspace more efficient, we also want to get the most out of our nation’s runways, which takes me to the second example. Industry has asked loud and clear for improved wake turbulence separation standards at more airports. We heard you, and we are increasing the number of airports with this capability. We are going to reduce separation standards at nine new airports in five cities over the next year. Those cities are: Houston, metropolitan New York, Chicago, San Francisco and Charlotte.

We have already seen the benefits in Memphis and Louisville over the last two years. This year, we have implemented these new standards in Cincinnati and Atlanta. At Hartsfield-Jackson International Airport, we’re seeing great results. Delta Air Lines is reporting faster taxi out times, reduced departure delays in the queue and they are spending less time in TRACON airspace.

Now industry and the FAA came together to choose these NextGen priorities and we intend to deliver on them. We focused our efforts so that we could achieve the maximum benefits in the shortest amount of time. It’s this kind of cooperation and negotiation that will spell success for our industry as we look across the aviation industry as a whole. We need this same type of unity and focus for our upcoming reauthorization.

Conclusion

America truly is unique in that we have a vibrant and diverse aviation industry. In addition to the commercial carriers and regional carriers, we have business aviation and recreational flyers. And then there are the new users: unmanned aircraft and commercial space operators. We have a strong manufacturing base for aircraft and for avionics. Each sector is important and together they create the 12 million jobs that civil aviation contributes to our economy.

Many of you have heard me say that aviation was born in America. It started here, and it’s always embodied something that’s uniquely American – the belief in limitless opportunities. So many before us have made great contributions in engineering, avionics, design and manufacturing – all of which have gotten us to where we are today.

It’s our responsibility as leaders in this industry to protect our system and to grow this system and move it forward. We need to think about the future and how we will modernize our system and make sure we position our airlines for success in an increasingly competitive global environment.

We all need each other, and we need consensus across the entire industry in this very tough fiscal environment. Coming to some kind of consensus is not easy. In fact, we all know it’s very, very hard. But the price of complacency will be much greater. Aviation has consistently pioneered innovation in this country, so let’s create an alternative path to the gridlock that has been so prevalent here in this town for so many years. I look forward to finding a solution with all of you in this room to ensure that we at the FAA, and you in industry, are in the position to continue to provide the safest and most efficient system we need in the years ahead. I don’t think any of us should settle for anything less.

ICAO 70th Anniversary

Thank you, Mr. President (Dr. Benard Aliu, President of the ICAO Council). It is an honor for me to address this Special Council Session on such a momentous occasion.  Congratulations to ICAO for 70 years of global leadership in international aviation. 

During the first years of ICAO’s existence, commercial aviation was still in its infancy.  In the 1940s, the vast majority of the world’s citizens had never travelled by air, and routes were limited.  Fares were exorbitantly high, but would gradually become more affordable to many more travelers. 

Since that time, aviation has changed beyond the wildest imagination of its pioneers.  Its exponential growth has been nothing short of amazing.  Millions of people now fly safely to vast and far reaches of the world.  Billions of dollars of goods are shipped daily on aircraft.  Aviation supports economies big and small by the trillions of dollars, and the aviation industry provides jobs to millions.  Most importantly, we can say with great satisfaction that it is the safest form of travel. 

And, consider all the vast improvements since ICAO began its work to ensure a safe and efficient global aviation system.  Safety rates have dramatically improved.  Air traffic operations are becoming more and more efficient, and system modernization is taking hold.  Aircraft are certified to incredibly safe levels.  We are integrating new entrants into the global airspace and addressing environmental concerns.

All of these major steps forward could not have happened without ICAO’s leadership.  Through this organization, and with the efforts and technical expertise of Member States and industry, we have worked together to set global aviation standards and guidelines.  These standards have created a sound foundation for a safe, harmonized, and environmentally responsible aviation system. 

We can all be proud, as participants in this most vital of international bodies, that our efforts have paid off tremendously. 

While we as Member States at times have differing points-of-view and interests, this forum allows us to reach a global consensus and harmonize our approaches in the best possible way to enhance global aviation.  It remains a remarkable body and shows the world how true collaboration works.

Congratulations once again on this historic occasion, and thank you all for joining us here in Chicago where it all began.