FAA Safety Briefing — September/October 2021: Airports and Airspace

made tremendous strides with enhancements in the areas Can You Hear Me Now?

of automation, weather, navigation, avionics equipment, According to early airspace pioneer Glen Gilbert, air traffic and more. These improvements became effective tools in control has one basic objective: to prevent a collision handling the growing volume and diversity of traffic and between two aircraft. That simple creed became increas - provided both ATC and pilots greater situational aware - ingly difficult to uphold with the voluntary “see and be ness, a key ingredient to a safe NAS.

seen” policies in place during aviation’s early 1930s boom.

Gilbert was among the first to emphasize the need for not

Gilbert maintained that an ATC

only a more structured system, but also one that mandated

system should not discriminate but

participation to remain effective. One of the limiting factors at this stage was radio technology, which, as its popularity

permit access to all categories of

grew, eventually phased out the bonfires, signal flags, and airspace users.

light gun signals previously used as communication tools.

Direct radio links also proved useful as they would later Recalculating … replace the cumbersome relay of one-way telephone and Gilbert had the right idea when he predicted the final radio calls among the pilot, dispatcher, and controller.

challenges for a future generation of effective air traffic Further complicating the early days of ATC was the lack of management would be the need to factor in the complete engineering support from the U.S. Department of Commerce.

picture of all its individual elements. That means consid - This meant controllers had to be inventors as well as guard - ering everything from the framework of regulations and ians of the sky. Early home-grown ideas that helped control - procedures to the end-user pilots and controllers. Based lers perform their jobs included telephone recording equip - on principles of integration and collaboration, the FAA’s ment, flight sequencing boards, and small wooden markers satellite-based NextGen transition takes a more holistic dubbed “shrimp boats” that were pushed around an airspace approach to airspace safety and represents an entirely new map every 15 minutes to keep track of aircraft positions.

and forward-looking way of doing business.

Since the science of airspace management was literally In 2021, the impact of NextGen is clearly visible with starting from scratch, there was also a pressing need for NAS users who regularly reap its many benefits. Setting system planning contributions. Earl Ward, regarded by the stage for today’s capabilities were accomplishments many as the father of air traffic control, is credited with focused on the Automatic Dependent Surveillance-Broad - many of those innovations. Ward conceived the idea of cast (ADS-B) system. One of six transformational Next - establishing a system of Air Traffic Control Centers. The Gen technologies, ADS-B transmits the location of aircraft first three were located in Newark, Cleveland, and Chicago.

to controllers and other ADS-B equipped aircraft with These centers, along with the procedures Gilbert helped a faster update rate than radar. Aircraft equipped with develop for the industry’s first ATC manual, provided the ADS-B In avionics can receive traffic information, enhanc - building blocks for what was becoming a globally recog - ing pilot situational awareness. Aircraft able to receive nized air traffic management system.

signals on 978 MHz can also receive weather and aeronau - In the years that followed, aviation continued to grow, tical information in the cockpit. Pilots flying in properly spurred by World War II efforts to build more airports equipped aircraft in ADS-B coverage areas can also see and produce bigger, faster, and more advanced aircraft.

the location of surrounding aircraft that are equipped While some may have questioned the ability of U.S.

with ADS-B or transponders in a 15-mile radius, 3,500 airspace to accommodate the anticipated gridlock of pri - vate, commercial, and military users, Gilbert maintained that an ATC system should not discriminate but permit access to all categories of airspace users. He dispelled the notion of what were considered “incurable limiting factors” in his book Air Traffic Control: The Uncrowded Sky . “It is the system that is crowded, not the skies,” said Gilbert. “In other words, our objective must be to learn how to effectively utilize the virtually unlimited capacity of our Uncrowded Sky.” The advent of radar technology helped do just that, and by the early 1950s, aircraft movements were now visible on electronic scopes. Aided later by computers, ATC was soon able to follow those blips on more sophisticated three-di - mensional tracks. In the following decades, airspace safety September/October 2021 9

'50s '60s

feet above or below their current altitude. The nationwide With the newly published Remote Identification and infrastructure for ADS-B was completed in 2014. This Operations Over People rules, the FAA has taken a giant means that the nation’s airspace system now has satel - leap towards expanding NAS integration efforts and allow - lite-based coverage wherever radar coverage exists — as ing for more routine operations for certain small UAS, all well as in some areas that lack radar coverage, such as cer - without compromising safety. This includes operations tain low-altitude airspace, the Gulf of Mexico, and Alaska. that are beyond visual line of sight (BVLOS). A newly Real-time ADS-B is also the preferred method of surveil - formed UAS BVLOS Aviation Rulemaking Committee lance for air traffic control in the NAS. ( bit.ly/3yUDGgg ) is further exploring this concept and We are now one and a half years beyond the ADS-B Out aims to provide recommendations for performance-based equipage mandate for those operating in designated airspace regulatory requirements to normalize safe, scalable, and, as of July 1, 2021, over 146,000 U.S. aircraft have been economically viable, and environmentally advantageous properly equipped. You can read more about the benefits UAS BVLOS operations that are not under direct air traffic and capabilities of ADS-B at www.faa.gov/go/equipadsb . control. A first report is expected by early 2022.

Another critical component of NextGen is Data Com -

Whether using bonfires, shrimp

munications, or Data Comm, which is a digital commu - nications platform that uses electronic messages between

boats, or high-tech satellites, the

pilots and controllers. Digitally delivered clearances have

FAA’s mission has always focused on

already improved accuracy by eliminating misheard com -

providing the safest, most efficient

munications and confused call-signs, and reducing radio congestion. Data Comm is currently operational at 62 aerospace system in the world.

control towers and three Air Route Traffic Control Centers Taking NAS Operations to New Heights in the United States, with more on the way.

The NextGen initiative is nearing completion. While Another rapidly expanding area is literally out of this world.

there is still some way to go to realize its full potential, The FAA’s Office of Commercial Space Transportation, the growing frequency of NextGen success stories is a which licenses and regulates U.S. commercial space launch sure sign that it has made a lasting impact on the safety and reentry activity, recently recorded its 400th commer - of the NAS.

cially licensed launch and is forecasting the number of commercial space operations to meet or exceed 50 in 2021.

Sharing the Skies It’s possible that number could reach 100 or more per year in Despite recent uncertainties on COVID 19-related slow - the not-too-distant future once space tourism really takes off.

downs and their long-term impact on the economy, the So far, the FAA has also issued licenses for 12 commercial FAA’s latest Aerospace Forecast projects that operations spaceports located in six states, with six additional space - at FAA and contract towers will grow, albeit modestly, at ports in the process of obtaining a safety approval. To bolster 0.9% per year over the next 20 years, with commercial and support in this arena, the U.S. Department of Transportation business aviation as the primary drivers. In addition to this (DOT) recently renewed a charter with the Commercial regular growth, NAS users are also learning to share the Space Transportation Advisory Committee (COMSTAC) to skies with new entrants. Developing at breakneck speeds extend to June 2023. This 22-member committee provides are the many commercial applications of Unmanned Air - valuable input to DOT and the FAA on space operations, craft Systems (UAS) or drones, ranging in size from a small including expert advice on safety and technology. Read more bird to a medium-size airliner. on COMSTAC here: bit.ly/COMSTAC .

10 FAA Safety Briefing

'70s '80s

an understatement.

Whether using bonfires, shrimp boats, or high- tech satellites, the FAA’s mission has always focused on providing the safest, most efficient aerospace system in the world. Even in the early days of airspace devel - opment, we can see the great deal of planning, coordination, and out - side-the-box thinking needed to overcome challenges and maintain safety in the NAS. Those same principles are alive and well today and are among the key tenets of NextGen, a model of safety and efficiency that promises Another exciting chapter in the evolution of the NAS access to all categories of users. That’s something the found - involves the growing advancement of Unmanned Aircraft ing fathers of ATC would surely be proud of today.

System Traffic Management (UTM) as well as Advanced and Urban Air Mobility (AAM/UAM). The latter is a devel - Tom Hoffmann is managing editor of FAA Safety Briefing . He is a commercial pilot and holds oping ecosystem of transportation that envisions the use an A&P certificate.

of highly automated aircraft that transport passengers and cargo in urban and suburban areas, and includes longer range operations for both commercial and recreational LEARN MORE purposes. The cornerstone for the type of situational aware - ness required for these operations to be safely performed FAA National Airspace System is UTM. You can read more about these game-changing faa.gov/air_traffic/nas concepts in our May/June 2021 “Sharing the Skies Safely” FAA NextGen Website issue or at bit.ly/UTMMgmt . NextGen’s open and collab - faa.gov/nextgen orative approach towards problem-solving is designed to effectively factor in these and other challenges that might Advisory Circular 20-172, Airworthiness Approval for ADS-B In Systems and Applications arise during the next phase of airspace evolution.

bit.ly/AC20-172 You Are Cleared for the Approach Information Sheet on Archie League, the First Air Traffic Controller To say the nation’s airspace has witnessed a tremendous bit.ly/ArchieLeague amount of change over the last century would be quite September/October 2021 11

Take Our Quiz to Sound

(Don’t) Drop the Mic!

Like a Pro on the Radio

By Jennifer Caron wo mics, one goal. Clear communication between pilots Pilot expects to use the delay for final preparations before takeoff when and controllers creates the shared situational awareness suddenly ATC is back.

T that’s needed to keep you and your fellow flyers safe on

“Cessna 1234 Oscar, Metro Tower, Runway 21 at Intersection the ground and in the air. But for some, talking to air traffic Golf cleared for takeoff, traffic is on a four mile final.” control elicits full-on panic and fear. A famous quote by comedian Jerry Seinfeld sums it up nicely — “People’s num - Feeling rushed, the pilot accepts the clearance, even though he’s not prepared ber one fear is public speaking. Number two is death. Death to takeoff. He starts the departure roll in the wrong direction, veering off the is number two ? Does that sound right?!” runway onto the grass.

If you haven’t mastered the language of aviation, then yes, it can be downright nerve-wracking when you key the What should the pilot have said to ATC?

mic! But remember — air traffic control (ATC) is working “Cessna 1234 Oscar, Roger” to separate and sequence aircraft to keep everyone safe.

Together, you and ATC are a team sharing the same mind - “ Cessna 1234 Oscar, Unable” set when it comes to safety. That’s why it’s important to learn the correct lingo, know and understand what certain “ Cessna 1234 Oscar, Wilco” words or phrases mean, and practice, practice, practice the “ Cessna 1234 Oscar, Wasn’t Expecting That!” proper phraseology you need to use when talking to ATC.

So how can you learn to “speak ATC?” For starters, take our quiz. You’ll not only find the answers below, but you’ll Answer: The answer here is: Cessna 1234 Oscar, Unable. Remem - also get helpful tips and no-nonsense input from air traffic ber, the final decision to act on ATC’s instructions rests with you.

controllers, plus free, or low-cost resources you can use to You don’t have to accept the clearance. If you need more time, learn, stay sharp, calm nerves, and practice your way into or if you’re unable to comply, just say “unable.” When in doubt, ask long-term success.

for clarification. Don’t feel rushed or distracted and remember to

Scenario 1: Rollin’ Off the Runway

always use your call sign . Controllers are prepared at all times to repeat, clarify, or give alternate instructions to help you. Watch “Cessna 1234 Oscar, Metro Ground, Runway 21 Intersection this FAA video of a real-life event where saying “unable” could have Golf, taxi via Taxiway Kilo and Taxiway Victor. Expect a delay prevented the incident: R unwaySafetySimulator.com .

at the runway for traffic.” “Cessna 1234 Oscar, will taxi to Runway 21 at Intersection Golf via Taxiway Kilo and Taxiway Victor. We will expect a delay.” 12 FAA Safety Briefing back — “Is that an Affirmative Roger, or a Negative Roger?” Always answer yes or no questions with Affirmative or Negative.

Bonus Question: “Cessna 5432 India, traffic one o’clock, two miles, eastbound.” What’s your reply?

In this example, ATC’s transmission is not a yes or no question, it’s a traffic advisory. You should state whether you have the traffic in sight or “looking,” and include the aircraft’s position or identifier. Your reply should be: Cessna 5432 India, traffic one

Scenario 2: Roger That Affirmative

o’clock, in sight. Or Cessna 5432 India, looking for traffic. (See Scenario 3 for more on this topic.)

“Cessna 5432 India, do you have the airport in sight?” If you can see the airport, how should you respond to ATC?

“ Cessna 5432 India, Yes” “ Cessna 5432 India, Roger” “ Cessna 5432 India, Affirmative” “ Cessna 5432 India, Wilco” Answer: Yes or No is not proper aviation phraseology. The correct terms are “Affirmative” for Yes, or “Negative” for No. “Wilco” is short for “I heard your message and I will comply.” “Roger” means “received and understood.” Never use Roger to answer a yes or no question. The correct answer to this question is: Cessna 5432 India, Affirmative.

“Pilots tend to mix up ‘roger’ and ‘affirmative’ quite a bit,” says

Scenario 3: Oh Say Can You See the Traffic?

Sarah Patten, Air Traffic Control Specialist at FAA Potomac TRACON. “If I’m trying to get a definite answer to a question (for example, do you “Cessna 5432 Oscar, traffic three o’clock, four miles, east - have the airport in sight?), and they answer ‘Roger,’ that’s basically bound 3,000, Embraer jet inbound for Runway two-niner, the same as saying ‘ok,’ or ‘I heard the question,’ which doesn’t make report the traffic in sight.” any sense,” Patten explains.

Using “Roger,” the conversation would go like this: “ Cessna 5432 Oscar, looking for the traffic.” “Cessna 5432 India, do you have the airport in sight?” “Cessna 5432 Oscar, additional traffic nine o’clock, three miles, turning northeast bound is a Marchetti climbing out at 2,000 feet.” “Cessna 5432 India, I heard the question.” “Cessna 5432 Oscar, I have the traffic in sight, he’s not a “That clearly doesn’t give me much of an answer,” she continues, factor.” “or much confidence that they’re going to wind up in the right place.

Then I have to go back and ask the question again to make sure we’re “Cessna 5432 Oscar, how is the traffic not a factor?! He’s all on the same page.” turning inbound and descending out of 2,700.” One controller on Reddit wrote that when he hears a pilot say “Roger” as an answer to his yes or no question, he always radios September/October 2021 13 Which traffic did the pilot have in sight? The Embraer jet at three o’clock “Cessna 5432 Oscar, Metroliner traffic in sight.

or the Marchetti at nine o’clock? Instead of saying “Looking for the traf - fic ,” or “I have the traffic in sight,” what should the pilot have said to ATC?

“Cessna 5432 Oscar, traffic nine o’clock, Delta Airbus A320.” Answer: The pilot should specify which traffic he has in sight by including either the aircraft identifier (Embraer or Marchetti) or “Cessna 5432 Oscar, traffic nine o’clock , in sight.” the aircraft’s position (three o’clock or nine o’clock) in the transmis - sion to ATC.

Shared situational awareness is key. Brevity is important, but

Scenario 4: Stand By Me

controllers must know that you’ve heard the traffic advisory “Metro Tower, this is Cessna 1234 India, holding short of and that you completely understand the traffic picture.

Runway 21, ready for departure.” “Any time you’re flying in or out of a VFR airport, it’s likely the controller will give you a traffic call on more than one “Cessna 1234 India, Metro Tower, Stand By.” aircraft,” says Peter Sachs, a former controller currently working in the FAA’s UAS Integration Office. “If a controller gives you “Cleared for takeoff Runway 21, Cessna 1234 India.” two traffic calls and you say, ‘traffic in sight,’ does that mean you see both aircraft, or just one?” he asks. At Class D towers, Clearly, the pilot did not have clearance to proceed. But what does controllers may issue general instructions to avoid traffic (“turn “Stand By” actually mean?

north”), but they can’t issue radar vectors. “That doesn’t mean Clearance to Proceed you should ignore those calls just because you think you have the complete traffic picture,” Sachs explains.

Line Up and Wait “It can be especially frustrating to make a traffic call for Hold Short someone and get no response,” says Patten. “I have no way of knowing if they heard what I said and are busy looking out the Wait window, or if they didn’t hear me at all. If a pilot is looking for traffic and doesn’t have it in sight yet, that’s helpful to know Answer: “Stand By” means wait . Monitor the frequency, we will re-establish contact. It does not deliver clearance. It is simply a way — ‘Cessna 5432 Oscar looking for traffic’ works well in that of saying, “I will get back to you soon,” or “I’m too busy to answer situation,” she explains. “Also, a pilot telling me that they ‘have you right now, but I will be right back.” If ATC seems to have for - the traffic on TCAS’ (or ‘ADS-B,’ or ‘the fish finder,’ or any number gotten you, never assume you have clearance to proceed . When of other things I’ve heard pilots call it) doesn’t help me as a there is a break in transmissions, call again.

controller. If you don’t tell me that you have the traffic in sight, “If I say ‘Stand By’ to a pilot, I usually have something I’m going to keep giving you traffic advisories until you actually else that needs my attention before I’m able to add another see the other aircraft,” she adds.

airplane to whatever I’ve got going on,” explains Patten.

Consider the midair collision in Colorado this past May. The “Sometimes, whatever I’m dealing with that has me instruct - accident is still under investigation, but some information sug - ing a pilot to stand by may be going on behind the scenes.

gests that a misunderstanding of the traffic picture may have I may be coordinating something with another sector or been a factor. The controller advised the Cirrus pilot of Metro - facility, I may be trying to fix or find someone’s flight plan, or liner traffic and he replied, “Have traffic in sight.” The Metroliner I may be giving a relief briefing. There may be a moment or was also issued an advisory to which he replied, “We’re looking.” two of silence on a frequency after I tell someone to stand by, Do not ignore traffic calls or provide an ambiguous read - but it doesn’t mean there isn’t anything going on. I usually back. Make it a best practice to reply back to ATC using the just need a minute or two to get something else settled aircraft’s identifier or position.

before I have enough time to properly handle a new request,” For example: says Patten. She explains that a big part of being a controller “Cessna 5432 Oscar, additional traffic, four miles to your is knowing your operational priorities (and your limits). Using north is a Metroliner for the parallel.” “Stand By” helps keep things under control.

14 FAA Safety Briefing Did you get all the questions right? Before you check out the resources below, make a point to contact your local FAA Safety Team (FAASTeam) Rep to see if there are any scheduled tower tours, or if one could be set up. You can meet some controllers (I promise they won’t bite) and see how it all works. That’s a great way to learn the right lingo and help push the fear out of push-to-talk.

Resources 1. Online controller-to-pilot platforms and software programs that you can use to train at home: vatsim.net,

Scenario 5: I’m Listening

redbirdflight.com, pilotedge.net.

“Metro Ground, Cessna 2345 Oscar, FBO west parking with 2. Free — liveatc.net, Pilot/Controller Glossary ( bit.ly/ Information Echo, ready to taxi.” FAAglossary ), FAA Safety Team Course: Radio Com - munications Phraseology and Techniques (bit.ly/ “Cessna 2345 Oscar, Metro Ground, Stand By.” CommsPhraseology), “How to Become an Air Traffic Controller” on the FAA’s The Air Up There podcast (faa.

gov/podcasts).

“Standing by, Cessna 2345 Oscar.” Jennifer Caron is FAA Safety Briefing ’s copy editor and quality assurance lead. She is a “Cessna 2345 Oscar, Metro Ground, Go Ahead.” certified technical writer-editor in the FAA’s Flight Standards Service.

Content Disclaimer: Products and services mentioned in this article “Taxiing to Runway 21, Cessna 2345 Oscar.” do not constitute official endorsement on behalf of the FAA.

True or False. Was the pilot cleared to proceed?

LEARN MORE Answer: False. The pilot was not cleared to proceed. The phrase “Go Ahead” is only used as an instruction to proceed with your request Check out more FAA Safety Briefing articles on this topic at bit.ly/FAASB-Arc : or transmission. It is not used for any other purpose and does not deliver clearance to proceed.

• How to Talk Like a Pilot — Jan/Feb 2018 “‘Go Ahead,’ says Patten, is one I find myself using quite a bit, and • Do You Suffer from Push-to-Talk Phobia? — Nov/Dec 2017 it means exactly what was mentioned: go ahead with your transmis - • No-Go on the Radio — May/June 2020 sion, NOT go ahead and do whatever you want!” P I L O T S GET YOUR GUARD UP WITH THE GAARD APP!

Use the FREE General Aviation Airborne Recording Device (GAARD) app to collect and analyze your flight data and improve safety for you and your fellow airmen.

Data collected is anonymous and will contribute to a national database for safety trend monitoring.

Go to ngafid.org or scan the QR code to get started today!

GAARD App on iTunes Store (Android/Google Play Store version coming soon . . . ) September/October 2021 15

The Advantages

of Adventuring

Using Airport Visits to Advance Skills (and Pilot Stories!)

By Susan K. Parson ne of the aeronautical experience requirements for an instrument rating is to log at least 50 hours of cross-country flight time as pilot-in-command (PIC). I initially chafed

O because I just wanted to get on with my flight training. I also found the prospect of

accumulating 50 cross-country hours a bit daunting. To make it manageable, I took a sectional chart, drew circles with 50 and 100 nautical mile radii, and made a list of airports that landed (so to speak) in the zone.

Once I got started, I realized that many educational and proficiency benefits accrue from flying to unfamiliar airports. Though I had flown to a few during training for my private pilot certificate, most were new territory. The same was true when I participated in Virginia’s Aviation Ambassadors Program ( bit.ly/VAAviationAmbassadors ), which incentivizes visits to the state’s public-use airports.

Here are just a few of the great lessons learned from my quest.

Photo courtesy of the City of Chandler, Ariz.

16 FAA Safety Briefing Plans People (and Pets) Flight planning apps weren’t a thing yet, so I did a lot of One of the best benefits of venturing to different airports manual flight planning. The exercise of drawing and mea - is meeting airport people. Like airplanes and airports, suring the course line, calculating performance, evaluating airplane people come in many shapes and sizes. The one weather/NOTAMs, and consulting the Airport/Facility thing they typically have in common is an outsized enthu - Directory (now called the Chart Supplement) for the siasm for aviation, airplanes, and fellow aviators. Friendly target airport’s vital statistics solidified fundamental flight faces prevailed at even the bigger airports, but what fun to planning skills. Flying to unfamiliar airports sharpened meet so many people whose idea of weekend fun includes both the competence and my confidence in pilotage, dead hanging out at the local airport. These kind souls offer both reckoning, and course intercepts and tracking. encouragement and education on local flying conditions Another great lesson was the experience of changing and quirks. I especially remember a small airport whose the plan for weather or operational issues that can arise. charmingly eccentric operator offered lunch (complete with For example: homemade ice cream) that she served with a side of hangar flying stories to all weekend visitors.

• A trip to a smaller airport on a typical summer day in Airport pets are special too. I’ve only met a couple of air - the mid-Atlantic region gave me a whole new apprecia - port cats, but I’ve lost count of the number of airport dogs tion for the challenge of spotting an unfamiliar airport who offered a welcome waggin’ to itinerant pilots.

in thick haze. I also learned what 3-to-5-mile visibility really looks like.

Many educational and proficiency

• On a flight to an airport in Class C airspace, the control -

benefits accrue from flying to

ler abruptly canceled my landing clearance and gave me

unfamiliar airports. a vector to allow an airliner to zoom past. I then needed

to use those ground school lessons in wake turbulence avoidance, make a last-minute runway change, and taxi Places through a concrete maze very different from the sin - No two airports are truly the same. Larger airports with gle-runway simplicity of my home airport.

commercial service are an amazing and meticulously • A scenic airport in mountainous terrain reinforced organized maze of pavement with multi-colored lights lessons about density altitude. Because its runway was and signs. Smaller airports can have some of everything, also shorter than the one at home base, that airport also which is why it pays to do some research before you launch.

provided a good reminder of how important practical During the Virginia Aviation Ambassador trips, my flying performance calculations are to safe operations.

companions and I experienced everything from bowl-like September/October 2021 17

runways with a noticeable dip to short mountain-top strips 1990s-vintage C172 Skyhawks with the “ES” tail number to ski-slope runways with unidirectional takeoff and land - (see “ The Legacy of Echo Sierra” in the January/February ing requirements. 2010 issue of FAA Aviation News : bit.ly/FAASB-Arc ), I have Airport amenities are a pleasure as well. Though few GA enjoyed looking for them.

airports could compete with the range of merchandise in Practicing Scenario-Based Training mall-like major airports, you will find a wide range of pilot shops and, better yet, aviation-themed restaurants that The bottom line: visiting airports offers aviation edu - contribute to an airport’s unique character. A few airports cational and enjoyment opportunities with the added also host aviation history museums.

benefit of supporting our country’s general aviation (GA) airport infrastructure. If your state has a formal airport

Airports are a great place for

visitation program, sign up. You can also use aviation community programs (e.g., AOPA’s Pilot Passport) to

aviation enthusiasts to see a wide

expand your horizons and engage in friendly competition variety of aircraft types.

with like-minded pilots.

If you are an instructor or flight school operator, an Planes airport visitation program, whether formal or DIY, is a For those who participate in the sport of plane-spotting, great way to put scenario-based training into practice.

what better way to feed the habit than to visit new airports? Those in states with an airport visitation program could Even without a museum on site, airports are a great place enhance the training experience by using it for both dual for aviation enthusiasts to see a wide variety of aircraft and solo cross-country flights. It also offers an incentive for types. I’ve stumbled upon warbirds, an astonishing variety structured “post-graduate” flying, both for proficiency and of experimental/amateur-built planes and, best of all, old for earning higher certificates and ratings. Your local GA friends. I was delighted, for instance, to see the C150 that my airports will appreciate your support, and there is no limit flying club once owned on the ramp at its new home base to how much you can learn and enjoy in the process.

in Delaware. I’ve sighted several of the humble but beloved birds I flew in primary training days at airports around the Susan K. Parson (susan.parson@faa.gov) is editor of FAA Safety Briefing and a Special Assistant in the FAA’s Flight Standards Service. She is a general aviation pilot and flight instructor.

mid-Atlantic. Also, since learning the significance of the late 18 FAA Safety Briefing SUSAN K. PARSON CHECKLIST

NEW WAYS TO PREFLIGHT YOUR DESTINATION

We didn’t have to use stone tablets happily spend hours using this online THE FAA’S FROM THE FLIGHT and chisels when I was first learn - magic just to explore.

DECK VIDEO SERIES PROVIDES ing to fly in the late 1990s, nor did I For the finishing touches, though, have to use hamster wheels or, worse, nothing beats seeing an actual flight to ACTUAL RUNWAY APPROACH bicycle-style pedaling for propul - the place you plan to go. You can find AND AIRPORT TAXIWAY FOOTAGE, sion. Even so, I sometimes feel like a plenty of such videos on YouTube, fossil when I think about tools and but the FAA has taken a more inten - COMBINED WITH DIAGRAMS AND techniques that now seem so quaint tional approach through its growing VISUAL GRAPHICS TO IDENTIFY — even downright primitive. At the series of From the Flight Deck videos cross-country stage of training, for ( faa.gov/go/FromTheFlightDeck ).

SAFETY-SENSITIVE ITEMS.

example, part of the drill was to get the This video series provides pilots with flight school’s dog-eared copy of the actual runway approach and air - its benefits. Having to find, decipher, Airport/Facility Directory (now called port taxiway footage captured with and depict safety-critical pieces of the Chart Supplement) and look up cockpit mounted cameras, combined data helped embed this information the airport(s) to be visited on a dual with diagrams and visual graphics to more deeply in my sometimes-befud - or solo cross-country flight. Step two clearly identify hot spots and other dled brain. Today, however, there are was to use paper and pencil to create a safety-sensitive items. The blue circles much better ways to make preflight kneeboard-sized sketch of the runway denote videos in development and visits through and to the airspace and configuration, using the edges to note clicking brings up a dialog box with airports that you intend to use. Even if things like frequencies and FBO infor - the projected video release date.

you don’t subscribe to any of the amaz - Airports circled in green have a mation. Instructors also expected us to ingly capable apps that abound these depict any obstacles on the approach video already; just click on the circle days, you can use Google Earth to for the name of the airport and a path. I specifically remember that part skim over the terrain and explore your because I had an ongoing informal link to the actual video. The ones I’ve departure and destination airports.

watched are around seven minutes competition with a fellow student The app I use enables you to “pre-fly” whose hand-hacked airport diagrams long, but of course you can watch a trip through the waypoints you load, them as many times as you like. I were miniature works of art.

and it offers three-dimensional airport The work involved in creating especially like the way that the charted depictions. Having been a map- and area appears in the upper left corner these DIY airport sketches did have chart-geek for most of my life, I can of the “real life” video footage, so you can simultaneously see both views and hear the explanation. It’s a terrific, cost-free way to know before you go, so you can operate anywhere with competence and confidence.

Susan K. Parson (susan.parson@faa.gov) is editor of FAA Safety Briefing and a Special Assistant in the FAA’s Flight Standards Service. She is a general aviation pilot and flight instructor.

LEARN MORE From the Flight Deck faa.gov/airports/runway_safety/videos An interactive map shows the locations of current (green) and future (blue) From the Flight Deck safety videos — faa.gov/go/FromTheFlightDeck .

September/October 2021 19

MISSION POSSIBLE

Advocating for GA in the TFR Process

By James Williams 20 FAA Safety Briefing eep in the FAA sits an organization tasked with a mis - to maximize open access to publicly navigable airspace, is sion. At first glance that mission might sound impossi - a critical consideration when SOS personnel evaluate TFR D ble. But the FAA’s System Operations Security Direc - requests from these external agencies.

torate (SOS) is tasked with balancing the needs of various How SOS handles national security driven TFRs, includ - airspace users within the National Airspace System (NAS). ing those implemented for presidential travel, provides a SOS is your advocate for airspace restrictions and governs good look into the FAA’s continuous work to ensure that how they are made and implemented. TFRs are only used when really needed, and executed in a As you fly in the NAS, the common constraints you will way that lessens their effect on operators and others in the encounter, often with limited notice, are Temporary Flight aviation community.

Restrictions (TFRs), especially those established by the SOS receives requests for security-related TFRs to cover FAA for security or emergency operations purposes. While parades, sporting events, large concerts, and other outdoor TFRs, like most system constraints, are not exactly popular events on a regular basis. The FAA is required by law and with pilots, it is important to understand that the FAA only regulation to establish national security TFRs in collab - uses this tool when needed to meet overriding require - oration with the Department of Defense or other federal ments, including aviation safety demands. The agency security and intelligence entities. SOS staff partner with consistently works to mitigate the impact of TFRs on pilots representatives from all branches of the military and the and the broader aviation community. federal law enforcement community to thoroughly address and vet each request that is received. All TFRs are designed and approved based upon a stringent evaluation by SOS

SOS is your advocate for airspace

and security partners, taking into consideration statutory

restrictions — how they are made

and regulatory mandates, security risks, and impacts on the and implemented.

aviation community.

How the Airspace Gets Made Everyone’s NAS SOS is the primary FAA office responsible for air traf - One of SOS’s core principles is to maximize free airspace fic management-related security and disaster response access. This fundamental consideration is taken into operations. As part of that mission, the SOS often acts as account with every security TFR request. SOS routinely an intermediary between agencies responsible for national works with interagency partners to adjust TFRs as a means security and the general aviation community. Balancing the to ensure minimal impact to the aviation community. SOS needs of airspace users, such as the Department of Defense staff works with the requesting agency to include only the and the Department of Homeland Security, with the need essential needs for dates, times, and airspace. At times, Photo courtesy of U.S. Air Force Senior Airman Taylor Crul.

September/October 2021 21

published, SOS works very closely with pilot organizations to ensure the information is properly disseminated through a Notice to Airmen (NOTAM) and, in many cases, adviso - ries distributed via the FAA’s Safety Program Airmen Noti - fication System (SPANS) to the widest audience possible (see www.faasafety.gov/spans to register or log in). “It is our intent to provide notification to pilots of flight restrictions well in advance to prevent any accidental incursions,” says Gary Miller, the Director of SOS. “Such incursions require security partners to dedicate valuable time and resources to intercept unintentional TFR violators that could be used to mitigate a legitimate threat,” he adds. As an added layer to increase public awareness, SOS routinely works with the FAA’s Public Affairs office to communicate anticipated interagency requests do not meet the defined, credible secu - TFRs using the news media.

rity threat criteria for issuing a given type of TFR. In these cases, SOS queries the requester. If credible threat informa -

SOS routinely works with

tion has not been received, the TFR is not approved. If there is a credible security threat, SOS issues a TFR and works

interagency partners to adjust TFRs

with the requestor to determine a timeframe when normal

as a means to ensure that a minimal

airspace operations can safely and securely resume. While

amount of impact is felt by the

personnel from the Department of Defense, Department aviation community.

of Homeland Security, and the Department of Justice have significant input into vetting a TFR, the FAA retains the ultimate decision-making authority.

SOS’s mission isn’t impossible but it is challenging. Many SOS is not limited to advocating on behalf of aircraft different stakeholders can have conflicting demands on the activity at large airports. In discussions with security NAS. “Finding an appropriate balancing point that allows partners, the FAA also advocates for other operations with user access while protecting the security interests of our a legitimate need to access airspace restricted by a TFR.

partners is not only SOS’s challenge, but also its mission,” For example, SOS may seek access for agricultural opera - says Miller. It’s a mission they gladly accept.

tions, community-based model aircraft organizations, or last-minute medical evacuation flights.

James Williams is FAA Safety Briefing ’s associate editor and photo editor. He is also a pilot Maintaining the security of the NAS also requires noti - and ground instructor.

fying pilots of TFRs on a timely basis. Once a TFR has been 22 FAA Safety Briefing

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2021-AJM-006

Paving the Way Forward

How Federal Airport Grants Provide the Lifeblood

for U.S. Airport Safety and Infrastructure

By Tom Hoffmann ith the stroke of a pen by President Harry S. Truman Background on May 13, 1946, the Federal Airport Act became Airport grant programs have existed in three forms,

W law, establishing the first program to provide federal

beginning in 1946 with the Federal-Aid Airport Program, investment for airport infrastructure and development of then the more comprehensive Airport Development Aid the nation’s civil airports. First up to receive a grant was Program in 1970, and most recently, the Airport Improve - Twin Falls, Idaho, where a new airport was constructed for ment Program (AIP), which was established in 1982. These about $647,000, of which $384,000 were federal funds. Over programs evolved over time to keep up with the pace of the following 75 years, the government has distributed $96 the air travel industry and have expanded in both scope billion, (yes, with a “b”) through grant programs to fund and size. For example, the AIP has been amended several more than 82,300 airport projects. These grants have helped times, most recently with the passage of the FAA Mod - promote safety, security, efficiency, environmental steward - ernization and Reform Act of 2012. This update greatly ship, and infrastructure improvements at airports big and increased the financial support for AIP grants and directed small across the nation.

funds to be drawn from the Airport and Airway Trust fund, which is supported by user fees, fuel taxes, and other similar revenue sources. (For more details on the history of AIP, go to bit.ly/AIPHistory (PDF).)

“These grants represent the legacy and vital role of air - port infrastructure grant programs in helping the air trans - portation system operate safely,” said FAA Administrator Steve Dickson in an agency press release. “Investing in our nation’s infrastructure through AIP grants is a cornerstone of our commitment to safety.” Photo courtesy of the Magic Valley Regional Airport.

Project Management That safety commitment is evident with the wide range of projects and enhancements AIP grants have covered over the years. Some of the more common requests include extend - The Twin Falls Idaho Airport terminal building, circa 1948.

24 FAA Safety Briefing

Request to Build, Granted!

Here are some recent airport projects that have received AIP grants: • Frederick Municipal Airport in Frederick, Md. — Over $4.8 million to extend Runway 05/23 to meet the operational needs of the airport.

Additionally, this project relocates the parallel taxiway to meet federal design standards for ing, repositioning, and/or rehabilitating runways, taxiways, separation between runways and taxiways.

and apron areas, installing airport surface lights and signage, • Newtok Airport in Newtok, Alaska — Over and acquiring or upgrading emergency response equipment.

$21.1 million for construction of a new However, AIP grants also cover a multitude of projects replacement airport in Newtok, Alaska. The in some less obvious areas, like airfield drainage, erosion project is critical to the airport and to the village control, planning and environmental studies, airport access of Newtok, which is home to an Alaska Native and service roads, perimeter fencing, obstruction hazard community of 374 residents. The airport and the mitigation, snow removal equipment, and much more. At community will relocate to higher ground due to erosion certain smaller airports, AIP grants may also be used to of the ground surrounding the airport and village.

construct certain revenue-generating facilities like fuel farms or hangars to help airports be more self-sufficient. There are • Valdosta Regional, Valdosta, Ga. — Approximately also options for projects that aid the environment, like zero $5.7 million to rehabilitate 8,000 feet of Runway 17/35 or low-emission vehicles/equipment and charging stations, maintaining the structural integrity of the wildlife hazard assessments, geo-thermal heating and cooling pavement and minimizing foreign object debris.

systems, and solar power arrays (provided they meet strict Additionally, this project enhances safety by requirements for any solar glare issues).

removing vegetation obstructions from Runway 35’s AIP funds can also be used for certain aircraft noise approach and departure paths.

mitigation measures such as noise monitoring systems, • Willow Run, Detroit, Mich. — Over $15.8 million compatibility studies, land acquisition, and noise mitigation for shifting and reconfiguring the existing testing and controls (e.g., insulation, window treatments) runway. This project will create jobs and for homes, schools, and other buildings that fall within a continue to improve the safety and efficiency of certain day-night average sound level, or DNL. You can the airport, which is important for cargo companies that read more about DNL and the FAA’s latest efforts to address support the auto industry.

aircraft noise in the Jul/Aug 2021 issue of this magazine.

Who’s Eligible?

The FAA works closely with more than 3,300 individ - ual airports, related aviation organizations, and airport agencies to develop these critical airport infrastructure projects. To be AIP eligible, an airport must first be con - sidered public-use, that is, an airport (including a heliport or seaplane base) that is open to the public and meets the following criteria: • Publicly owned; or • Privately owned but designated by the FAA as a reliever; or, • Privately owned but having scheduled service and at least Heat map indicating AIP funding amounts by location ( bit.ly/AIPfunding ).

2,500 annual enplanements.

Now that we know a bit more about the types of projects AIP grant eligibility is also dependent on an airport that are eligible for AIP grants, it’s time to look at whether being included in the National Plan of Integrated Airport your local airport is eligible to get its less-than-smooth Systems (NPIAS). The NPIAS, which is prepared and runways repaved or maybe a new LED approach lighting published every two years ( bit.ly/NPIASairports ), identifies system installed. Let’s break it down. public-use airports that are important to public transporta - September/October 2021 25

tion and contribute to the needs of civil aviation, national 100% federal share, which allows critical safety and capac - defense, and the postal service. In addition, an AIP grant ity projects to continue as planned regardless of an airport recipient must be legally, financially, and otherwise able to sponsors’ current financial circumstances.

carry out the assurances and obligations contained in the Under Obligation project application and grant agreement.

When an airport receives federal assistance, the airport sponsor or owner must accept certain obligations and

We’re paving the way forward to

conditions that help ensure the safety and usability of their a brighter future, one runway, facilities. Some examples of obligations may include the taxiway, and airfield at a time.

proper maintenance and operation of airport facilities, the use of airport revenue, and protecting approach areas Don’t Take It For Granted from development. The FAA encourages airport owners to Because the demand for AIP funds exceeds the availabil - review each agreement and conveyance document to ensure ity, the FAA bases distribution of these funds on present that they understand their obligations. These obligations national priorities and objectives. AIP funds are typically help protect the federal government’s investments in local first apportioned into major entitlement categories such as transportation infrastructure and are a major reason why we primary, cargo, and general aviation. Remaining funds are have such a robust network of airports across the country.

allotted to a discretionary fund.

75 Years and Counting The FAA’s Office of Airports (ARP) is responsible for administering the AIP, including ARP staff in FAA head - “Airports are powerful engines of economic growth and quarters’ regional offices, and district offices. The head - possibilities for local communities across the United States, quarters staff ensures that AIP administration follows the and support millions of jobs,” said FAA Deputy Associate statutory requirements and oversees the effective use of Administrator for Airports Winsome Lenfert in a recent AIP funds throughout the United States. The regional and video message. She added that for the last 75 years, grants district offices provide technical, financial, planning, envi - have allowed airports across the country to receive funding ronmental, and administrative support to NPIAS airports.

for forward-looking infrastructure investments and safety Projects identified to receive AIP funds are carefully projects that have “yielded the safest and most efficient air scrutinized to ensure that they are eligible and justified for transportation system in the world.” Also important is the AIP participation based on their ability to enhance safety, ability for these investments to promote environmental sus - improve security, satisfy aeronautical demand, and address tainability and improve access to diverse communities that environmental concerns. Projects are prioritized and must depend on airports for transportation as well as receiving also meet selection criteria that is established by Congress goods and services.

and further refined in FAA policy.

We’re paving the way forward to a brighter future, one This criteria also establishes how much of a project cost runway, taxiway, and airfield at a time.

is covered. For large and medium primary hub airports, the grant covers 75 percent of eligible costs, while grants for Tom Hoffmann is the managing editor of FAA Safety Briefing . He is a commercial pilot and holds an A&P certificate.

small primary, reliever, and general aviation airports cover a range of 90-95% of eligible costs.

LEARN MORE Grants To The Rescue!

To help support a network of more than 3,300 eligible AIP Overview page airports, Congress allocates nearly $3.2 billion each year to faa.gov/airports/aip/overview AIP, along with approximately $1 billion in Supplemental AIP 2021 Grant Map Discretionary funding. Moreover, a series of additional faa.gov/airports/aip/2021_aip_grants/map economic relief programs were established to help airports contend with the COVID-19 public health emergency. They Annual AIP Report of Accomplishments and Grant Histories include the Coronavirus Aid, Relief, and Economic Security faa.gov/airports/aip/grant_histories (CARES) Act, the Coronavirus Response and Relief Supple - Contact Info for FAA Airport Regional Offices mental Appropriations (CRRSA) Act, and most recently, the faa.gov/airports/news_information/contact_info/regional Airports Rescue Plan Act of 2021 (ARPA). Together, these programs are providing nearly $20 billion in relief funding Airport Rescue Grants Video youtu.be/FNyruVDjnR4 to airports affected by the pandemic. Also of note is the fact that both CARES and ARPA are providing funds at a 26 FAA Safety Briefing

Making It Count

How Aircraft Transponder Signals Take the

Guesswork Out of Counting Non-Towered Airport

Operations

By Jennifer Caron “Many of the things you can count, don’t count. Many of The ATCs of 1-2-3s the things you can’t count, really count.” Aircraft operations are defined in Title 14 Code of Federal Regulations (14 CFR) section 170.3 as the airborne move - — Albert Einstein ment of aircraft in controlled or non-controlled airport always feel like the runway is just long enough to terminal areas. There are two types of operations: local and keep me alive,” one pilot comments on Reddit. Small itinerant. Local operations are aircraft in the local traffic

“I taxiways, rough, bumpy runways, and insufficient

pattern, or in local practice areas, either within sight or at signage are some of the frustrations pilots have expressed a 20-mile radius of the airport, and that includes touch- over the less than ideal conditions they’ve encountered, and and-go landings. Itinerant operations take into account all would like to see improved, at some of the nation’s general the other non-local operations.

aviation (GA) airports.

At airports with air traffic control (ATC), controllers When it comes to a funding decision on airport invest - track and record aircraft activity. With dedicated processes ments, there are many elements involved. According to and personnel in place to count aircraft operations, it’s the National Plan of Integrated Airport Systems (NPIAS), more likely that the data collected is both accurate and airport capital development needs are driven by current complete. However, the vast majority of airports in the U.S.

and forecasted traffic, use and age of facilities, and changing do not have ATC personnel to count aircraft activity. So aircraft technology, to name a few.

who’s counting the aircraft at those small, non-towered GA But one important part of the decision puzzle is the total airfields, which often lack an on-site manager or fixed-base number of aircraft operations that happen at the airport. Air - operator to take the count?

craft operations counts are a key element in the overall crite - ria used to inform decisions on aviation systems and airport

Current counting methods for non-

master planning, particularly for environmental studies and

towered airports varies in both

aviation forecasts, as well as airport design and funding. To accuracy and reliability.

borrow from Einstein’s quote above, Accuracy Really Counts !

Accurate and complete numbers inform the decisions that Let Me Count the Ways will rehabilitate those runways and taxiways, add that airfield signage, and smooth out that rough and bumpy surface.

When I first learned that aircraft operations counts take So what are aircraft operations counts, and who’s doing place at non-towered airports, I immediately pictured some the counting?

random guy sitting just off the flight line in a green lawn September/October 2021 27 Pole-mounted Version II device installed at Terre Haute Regional Airport (KHUF) for data Stand-alone Version II device installed at Indianapolis Executive Airport (KTYQ) for data collection at a towered airport. collection at a non-towered airport.

ity of business jets and large turboprops fly under IFR the chair, binoculars slung around his sunburned neck, punch - ing a hand-held counter for every takeoff and landing he majority of the time. However, the total operations data is still needed for aviation forecasts and the environmental could see. Obviously, that’s not really how it’s done, but that image is not too far off the mark. studies needed to extend a runway.” Other methods include counting traffic year-round, sam - Current counting methods for airports without ATC var - ies in both accuracy and reliability. The number and type pling traffic seasonally to estimate annual operations, mul - tiplying a pre-determined number of operations per based of operations is often determined by the “best guess” of the airport manager, or based on prior-year counts estimated aircraft by the total aircraft based at the airport, performing regression analysis, and asking the airport manager — to the current date. The data is not standardized and the results are hodgepodge at best, making it difficult to com - often the most used, and least accurate way to collect traffic counts. So can you picture the guy in the lawn chair now?

pare data from one airport to another or to use the counts for high-confidence decision making. “Some airports supplement their data with fuel sales logs, FBO records, flight school activity, ‘conversations Insufficient knowledge about aircraft activity at non-tow - ered airports continues to be a concern for aviation agen - with the airport manager,’ or comparisons of other airports in the region,” Lawrance explains. Other methods such as cies at both state and federal levels. A study by the Airport Cooperative Research Program found that many state automatic acoustic counters, video devices, and pneumatic counters are not long-term solutions due to their expense aviation agencies, and some airports and planning organi - zations, have developed aircraft traffic counting programs and the impracticality of deploying these devices on a large scale. However, beyond the IFR data captured by TFMSC, to track airport activity, but with mixed results.

The FAA provides guidance on documenting aeronauti - many of these methods vary in both reliability and accu - racy, resulting in low-confidence data.

cal activity, including the number of operations by aircraft, in Advisory Circular 150/5000-17, Critical Aircraft and “While many of those methods are fine for local plan - ning purposes, they are not accurate enough for us to use Regular Use Determination . Sources include aircraft landing fee reports, reliable aircraft logs recording aircraft make in project justifications, primarily capacity-related projects,” Lawrance explains. Relevant capacity projects that neces - and model, data from commercial flight trackers, and com - pleted instrument flight rules (IFR) flight plan data entered sitate accurate total operations counts include new Federal Contract Towers or secondary runways to reduce congestion.

in the FAA’s Traffic Flow Management System Counts (TFMSC) database.

“I can’t say there’s one predominant way airports do their You Can Count On It traffic counts,” says Michael Lawrance, Senior Aviation Research and innovation answers the call. PEGASAS looked Planning Specialist in the FAA’s Airports Planning and at using signal strength obtained from aircraft transponders Environmental Division. “The use of TFMSC is a usual to accurately register operations counts. This technique is go-to source, but that only gets you aircraft that flew to both innovative and economical, since it would re-purpose your airport IFR, which typically accounts for about 25% shelf-stable technology to address the need.

of total operations.” Kent Duffy, FAA Operations Research In 2016, Purdue University developed a transponder Analyst notes that “the TFMSC data is often sufficient to signal-counting technology to register operations with understand the need for a longer runway since the major - extended Mode S aircraft transponder signals. These signals 28 FAA Safety Briefing the ATADS counts. The differences between ATADS are received with a 1090 MHz software-defined radio plat - form and contain global positioning system (GPS)-derived and estimated operations counts from Version II ranged from -3.1% to 3.0%. The test results suggest that the new aircraft position information.

Mode S data captured includes unique ID, GPS latitude method of counting operations counts based on transpon - der signal data is more accurate than most of the other and longitude, elevation, and signal strength. This data is used to calibrate a model that has altitude and signal strength methods currently in use at non-towered airports. Overall test results indicate that the transponder signal-counting as inputs to estimate arrival and departure operations.

In 2017, the FAA tasked Purdue University under technology is an accurate and cost-effective way to count non-towered airport operations.

PEGASAS, the Partnership to Enhance General Aviation Safety, Accessibility, and Sustainability, an FAA Center of Excellence with a national network of researchers, educa - tors, and industry leaders, to further evaluate an accurate, cost-effective means of conducting operations counts at non-towered airports using Mode S. The collaborative FAA/PEGASAS research team includes Jonathan Tor - res in the FAA’s Airport Safety Technology Research and Image courtesy of PEGASAS.

Development division at the William J. Hughes Technical Center, and university leads Darcy Bullock and John Mott at Purdue University.

The FAA required that most domestic aircraft operat - ing in rule airspace be equipped with either Mode S, 1090 Extended Squitter, or Universal Access Transceiver (UAT) ADS-B transponders by January 1, 2020. The majority of GA aircraft are now equipped with ADS-B. However, there The majority of GA aircraft are now equipped with ADS-B. However, there is a substantive is a substantive share of GA aircraft that don’t operate in share of GA aircraft that don’t operate in rule airspace that still have only Mode C transpon - rule airspace that still have only Mode C transponders. Not ders. This project uses an inexpensive ground-based radio receiver to monitor both Mode S a problem since this novel, data-capturing technology uses and Mode C data.

an inexpensive ground-based radio receiver to monitor both Mode S and Mode C data and can easily obtain signals The Final Countdown in a passive manner with no adverse impacts on aircraft communication or sensitive equipment.

It’s a winning concept, and generates cost-effective, accu - To test and validate the transponder signal concept, the rate, and detailed operations counts. A transportation data PEGASAS research team developed two versions of a signal services company called Quality Counts has already bought counting device that monitors aircraft transponder data to the license for this novel technology and has a product.

count aircraft operations. Devices were deployed at four Looking ahead, the data collection continues. Further GA airports in Indiana, two towered and two non-towered.

research involves refining the overall process to ensure the Version I devices (an experimental transponder signal greatest possible accuracy in the count registration, including receiver and processing system) were installed at the two a means to gather more data, such as aircraft type. This infor - towered airports: Purdue University Airport (KLAF), and mation can provide additional insight to airport managers Terre Haute Regional Airport (KHUF). Version II devices (a about the fleet mix of aircraft operating at their airports.

pre-production prototype of the transponder signal-count - Set your clocks and stay tuned for updates on this excit - ing technology) were installed at both towered airports and ing new technology.

at two non-towered airports: Indianapolis Executive Airport (KTYQ), and Warsaw Municipal Airport (KASW).

Jennifer Caron is F AA Safety Briefing ’s copy editor and quality assurance lead. She is a These devices collected over 150 million transponder certified technical writer-editor in the FAA’s Flight Standards Service.

records to produce regular operations counts over different time periods, from 8 to 180 days. The operations counts LEARN MORE calculated from these records were compared with those obtained from the FAA Air Traffic Activity Data System See Here to Learn More About PEGASAS (ATADS) database, which contains official operations data bit.ly/FAASB-Arc — FAA Safety Briefing — May/Jun 2018 reported by air traffic control towers at airports.

The accuracy of operations counts from the Version I devices ranged from -10.2% to 7.6%, as compared to September/October 2021 29 PETER SACHS DRONE DEBRIEF

COMING SOON: MORE AIRSPACE FOR DRONE OPERATIONS

Drone pilots will have even more options than before when they seek permission to fly in controlled airspace this fall. The Low Altitude Authorization and Notification Capability, or LAANC, is getting a big enhancement that will enable drone pilots to operate in even more low- level airspace than before — and to know that they’re doing it safely.

THIS FALL, DRONE PILOTS WILL HAVE EVEN MORE OPTIONS THAN BEFORE WHEN THEY SEEK PER - MISSION TO FLY IN CONTROLLED AIRSPACE.

Currently, the FAA divides the airspace around nearly 750 Class B, C, D, and E airports into grids that are each about one square mile. Each grid cell has a maximum safe UAS Figure 1: Current one square mile UAS Facility Map cells around Chicago Executive Airport (KPWK) are shown in green. With (unmanned aircraft system, or drone) Quad Grids, represented by the additional blue lines, cells will be much smaller than before.

operating altitude, on which FAA air traffic facility staff, controllers, ately recognize the four-fold increase where hospital heliports are located, and managers collaborate to deter - or where approach and departure in the number of UASFM grid cells, mine. This is the highest altitude that but under the hood, that’s what will paths clip one corner of a cell. That is deemed safe for UAS to operate effectively locks out drone pilots from drive the difference in how airspace within each cell with an automatic authorizations appear.

an entire square mile, when generally approval through LAANC. These alti - only a smaller area needs to be pro - Since its inception in 2017, the tudes can range from zero (no flights tected for crewed flights. LAANC system has worked well for allowed without further coordination, Once Quad Grids go into effect the FAA and many commercial drone such as in areas above and imme - in the fall of 2021, each of those pilots who operate under part 107, as diately adjacent to airports) to 400 previous grid cells will be split into well as recreational pilots flying under feet above ground level (AGL). The fourths, making the new Quad Grid Title 49 of the U.S. Code, Section grouping of these grid cells comprises cells about ½-mile on each edge. This 44809. In fact, the FAA’s approved the UAS Facility Map, or UASFM, holds the potential to safely open up LAANC service providers have now for a volume of controlled airspace. airspace for drone operations in hun - processed more than 700,000 autho - “The FAA is calling the enhancement dreds of locations across the United rizations, the vast majority of which ‘Quad Grid,’ explains LAANC Project States by allowing UAS flights in some happen automatically and in a matter Lead, Victoria Gallagher. of the newly subdivided cells. of seconds. But UAS operators have At present, drone operations can’t Because each LAANC UAS Service been asking for more flexibility, and be automatically authorized in some Supplier (USS) visualizes airspace dif - that’s where Quad Grids come in. “A cells away from airports, especially ferently, UAS pilots may not immedi - square cell that is a mile on each edge 30 FAA Safety Briefing DRONE DEBRIEF could help identify areas of uncon - new possibilities of dynamic airspace doesn’t naturally fit well with airspace boundaries, which are often circular,” trolled airspace with frequent crewed management, by enabling futher UAS aircraft activities, where UAS pilots access in complex airspace, without Gallagher notes.

The Quad Grid upgrade also gives would continue to need additional limiting general aviation operations collision avoidance mitigation mea - or increasing collision risk.

air traffic control facilities more flexi - bility and precision when determining sures. The initatives could also help in identifying times of day when crewed the maximum altitudes to set for each Peter Sachs is a UTM implementation program manager in the FAA’s UAS Integration Office and previously worked as UASFM cell in their airspace. The cur - aircraft operations are less likely to an air traffic controller at San Francisco Tower (KSFO) and occur. That opens the door to exciting rent grid works well for airports with Chicago Executive Tower (KPWK).

east-west and north-south runways, but facilities must be overly conser - vative to protect airspace underneath the approach and departure paths for diagonal runways. Once the new Quad Grids go into effect, facilities will have the option to be a bit more precise, based on their local traffic pat - terns. This could mean allowing UAS operations at 50 or 100 feet AGL, for example, adjacent to approach paths, if the facility determines doing so is safe.

“This has the potential to open up literally hundreds of square miles of airspace to drone pilots across the National Airspace System (NAS), without impacting the safety of operations for crewed aircraft,” says Gallagher. Drone pilots would still be Figure 2: Consider the Class D airspace near Chico, CA. The UASFM altitude limit in two grid cells in the southern edge of this required to follow all other FAA reg - airspace is zero due to a hospital that falls within both grids. Following the transition to Quad Grids, many of the resulting eight cells will have a much higher altitude limit. Therefore, more of the Class D airspace would be available for automatic ulations, such as registering their air - approvals. The FAA has planned an assessment to collect metrics and assess benefits in areas such as this one following the craft, flying within visual line of sight, transition to Quad Grids.

and giving way to crewed aircraft.

Quad Grids are just one of many initiatives underway in the FAA to enable the safe integration of UAS into the NAS. Earlier this year, new rules went into effect that are making it easier for qualified UAS pilots to safely fly at night, or over people. The FAA has also started an Aviation Rulemak - ing Committee (ARC) focused on beyond visual line of sight operations.

The ARC comprises about 90 repre - sentatives from across industry, local governments, tribal bodies, and others that will recommend changes to FAA rules and regulations with an eye toward further enabling the safe inte - gration of advanced UAS operations.

The FAA is also looking at how to Figure 3: Current UASFM assignments around Beverly Regional Airport (KBVY). The final approach for Runway 16, depicted leverage its years of historical surveil - with the pink arrow, clips the corner of one cell with a “0,” indicating no automatic approvals. With Quad Grids, each facility lance data to analyze airspace usage would have the option to adjust altitudes in new, smaller cells (for example, the one shaded purple) that are farther from high-traffic areas.

by crewed aircraft. Visualizations September/October 2021 31 JIM KENNEY, PAUL VONHOENE, and MATT HASKIN NUTS, BOLTS, AND ELECTRONS

ADS-B ON NON-ELECTRIC AIRCRAFT? WE ANSWER YOUR TOP QUESTIONS

The FAA frequently receives questions from pilots and aircraft owners who are curious about ADS-B Out installs on non-electric aircraft, including balloons, gliders, and ultralights. Here are your top questions and answers.

1 . My aircraft has a battery to power the radio and transponder. Is that considered an electrical system? No .

You can install a compliant, bat - 6 . I am not required to equip with tery-powered ADS-B system, but The requirement to install ADS-B ADS-B Out, but are there any benefits Out applies to aircraft certified with it must be permanently installed.

to installing a system anyway? Yes .

Portable ADS-B Out equipment (also an engine-driven electrical system, or See and “B” Seen. ADS-B Out allows one that has it subsequently installed. known as “suitcase” units), including other aircraft who have ADS-B In, system components and antennas, do Simply having batteries or an electric including those with collision avoid - starter would not mean that your not comply. See AC 90-114B, Section ance systems, to see and avoid you, 4.3.2 for more.

aircraft has an electrical system; significantly reducing the risk of therefore, it is not required to have mid-air collisions. Your chances of a 4 . What if I have an experimental ADS-B Out. For example, if you have successful search and rescue mission airworthiness certificate, do I have to a generator or alternator attached to also increases. You are also visible to install ADS-B Out? No .

the engine to charge a battery, then UAS (drones) operating above 400 The requirement to have ADS-B Out you have an engine-driven electrical feet above ground level.

does not depend on the airworthi - system. If you just have a battery or an Situational Awareness. Equipping ness certificate, but it does determine electric starter, then you don’t.

with both ADS-B Out and ADS-B In whether or not it needs to be cer - But what if my aircraft is subse - gives you traffic information (TIS-B), tified. See bit.ly/ADSBOutInstalls quently installed with a battery?

and flight information (FIS-B), and (PDF). Aircraft with a type certificate The answer here is also No . See AC with 978MHz you get subscription require certified ADS-B equipment.

90-114B, Section 3.2 (a link is in free weather and text-based advisories Experimental aircraft may use Learn More). such as NOTAMs and TFRs. ADS-B non-certified ADS-B equipment. You In is not required.

can install equipment per manufac - 2 . My aircraft has a battery which turer instructions.

means I am not required to equip Jim Kenney and Paul VonHoene are aviation safety inspectors in the FAA’s Flight Standards Flight Operations with ADS-B Out, so does that mean 5 . What are the configuration Branch. Matt Haskin is an aerospace engineer in Aircraft I can fly in any airspace I want? No .

requirements for the ADS-B Out sys - Information Systems at the FAA.

You must remain (1) Outside any tem, and how do I know it’s working?

Class B or Class C airspace area; and Your avionics shop and manufac - LEARN MORE (2) Below the altitude of the ceiling turer can help and advise you on of a Class B or Class C airspace area available options and costs associ - designated for an airport, or 10,000 AC 90-114B, Automatic Dependent Surveil - ated with any required upgrades.

feet mean sea level (MSL), whichever lance-Broadcast Operations See AC 20-165B (a link is in Learn is lower. See “Do I Need to Equip” at bit.ly/ADSBOps (PDF) More). The best way to check your bit.ly/WhoNeedsADSB, and 14 CFR AC 20-165B, Airworthiness Approval of ADS-B ADS-B is to run a Public ADS-B 91.225 at bit.ly/equip2020 for more.

Out Systems Performance Report (PAPR) report.

bit.ly/ADSBOutAirworthy (PDF) It’s online, free, with results in 15 3 . Can I install a battery-powered minutes: bit.ly/PAPRequest .

ADS-B Out system? Yes .

32 FAA Safety Briefing

TOM HOFFMANN ANGLE OF ATTACK

AVOIDING THE HOTTEST “HOT SPOTS”

You’ve completed a challenging flight, Don’t Get Burned maybe one that involves some bad Here are some self-brief - weather. The approach was a success.

ing questions that will The landing was among your best. But help you avoid being those visions of a perfect flight went scalded by contact with a up in smoke when you blundered runway hot spot: into a runway “hot spot,” which is • What taxiways will I what the FAA calls areas that carry an be using?

increased risk of runway incursions.

• Will I be crossing any Hot spots may include the intersec - runways?

tion of two runways, the intersection • Are there any tricky of a runway and a taxiway, or parallel intersections I should runways/taxiways that could lead to a know about?

wrong surface event.

• Are there any known Exploring Real “Hot Spots” areas of confusion I A good example of an airport that should know about?

Flying Cloud Airport has six identified hot spots.

presents multiple challenges for surface • Could weather or low operations is Flying Cloud Airport If you become disoriented or lighting be a factor in maintaining (KFCM) in Minneapolis. FCM has six unsure of your position while taxiing, awareness of my location?

identified hot spots where pilots can make sure you are clear of any runway To answer these questions, use all get disoriented at night or with low and stop. Advise ATC and, if neces - available tools to plan your taxi route.

visibility. Two of these caution pilots sary, request progressive taxi instruc - These include Automated Terminal about the potential for confusing the tions. Don’t be afraid to ask for help, Information Service (ATIS), Notices closely positioned Runways 28L/28R and don’t be afraid of saying “unable” to Airmen (NOTAM), and the FAA’s and 10L/10R on approach. The other when you are not ready or able to From the Flight Deck video series ( faa.

four indicate areas on the ramp and accept an ATC clearance. A recently gov/go/FromTheFlightDeck ) which taxiways that are in precariously close added animation on the FAA’s Runway provides helpful flight deck views of hot proximity to Runway 28R/10L. Safety Simulator ( runwaysafetysimu - spot areas at more than 50 airport loca - Runway safety risks aren’t limited lator.com ) showcases a scenario where tions. It’s a good idea to be on the look - to large-scale, multi-runway airports. saying “unable” could have prevented out for airport construction notices too.

They also exist at smaller, single-run - a wrong-direction departure.

Recent increases in federal assistance way landing fields. At Houston’s Remember that every airport is for airports mean increased likelihood Sugar Land Regional Airport (KSGR) unique and presents its own set of of projects that could temporarily close for example, you’ll find a hot spot runway safety challenges. So stay alert taxiways, runways, or parking areas and at the intersection of Taxiway E and stay alive!

cause you to alter your normal routing.

and Taxiways A and A3 where the You can see the list of airport construc - short distance from Runway 17/35 Tom Hoffmann is the managing editor of FAA Safety tion notices here: bit.ly/ArptConstNo - Briefing magazine. He is a commercial pilot and holds an increases the likelihood of conflict tice . Most electronic flight bag apps Airframe and Powerplant mechanic certificate.

between aircraft.

offer these notices in a list or integrate Bottom line: always review them into a moving-map display. The LEARN MORE the airport chart and hot spot FAA also has a short demo video out - information before taxiing for lining steps needed to view construc - departure and before landing. Both of Runway Safety Town Hall, June 16, 2021 tion notice diagrams for a given airport these resources can be found here: youtu.be/wpLPTZsijfk ( youtu.be/a91Q-XKA-tA ).

bit.ly/RunwaySafetyDiagrams .

September/October 2021 33 GENE TRAINOR VERTICALLY SPEAKING

NEW GUIDELINES FOR HELIPORT PLANNING, DESIGN, AND CONSTRUCTION

Pilots, mechanics, and owners and for industry comment.

operators of helicopter infrastruc - The AC outlines rec - tures — heliports and helistops ommended standards — may want to be on the lookout in and guidelines for the December for a revised FAA Advisory planning, design, and Circular (AC) that outlines recom - construction of heliports.

mended standards and guidelines for According to the FAA the planning, design, and construc - Airport Design and tion of helicopter infrastructure. Construction Branch, This development comes at a the final updated AC is time when helicopter infrastructure expected later this year.

(heliports) and vertiports — landing An AC for vertiport spaces for vertical takeoff and land - design is under consid - ing (VTOL) aircraft — may increase eration while an interim without regard to their impact on the in numbers, traffic volume, and vertiport design engineering brief is heliport’s airspace, or the heliports importance nationwide as people and under development.

were built in places that had “incom - businesses look for faster and more The final Heliport Design AC, to be patible” airspace.

released by the FAA Office of Airport efficient ways to get around.

For several years, the FAA heliport Safety and Standards, provides recom - design AC has stated that their design mended standards “for establishing HELIPORTS THAT FOLLOWED FAA standards assume there will never be an acceptable level of safety, perfor - more than one helicopter within a GUIDELINES HAD SIGNIFICANTLY mance, and operation for heliports.” heliport’s final approach and takeoff It also is intended to “assist engineers, FEWER ACCIDENTS THAN THOSE area (FATO) and its associated safety architects, and city planners to design, area. However, the researchers found THAT DID NOT.

locate, and build a suitable heliport.” main rotor blade strikes between The sweeping document covers every - two helicopters either both turning, Many ideas have emerged in recent thing from the design elements that but more often one shut down and make up a heliport to structural and years where helicopters can take the other turning, or some area of passengers from downtown New safety recommendations.

the fuselage coming in contact with Researchers from the FAA Techni - York City to area airports. Other the main or tail rotor blades, usually ideas would call for all-electric or cal Center, in collaboration with other involving parked helicopters or some researchers from industry stakehold - hybrid-electric lithium battery or other hazardous condition, according hydrogen-fuel-cell-powered VTOL ers, published a white paper in May to one of the paper’s authors from the finding that heliports that followed that can serve as urban air taxis or FAA Technical Center.

alternatives to more traditional trans - FAA guidelines had significantly fewer The FAA is focused on continually accidents than those that did not.

portation options.

improving design, construction, and Historically, the FAA has taken The researchers looked at 185 heli - operation guidelines for heliports and copter infrastructure accidents from an advisory role when it comes to on educating pilots about heliport standards for private-use heliports, 1965 through 2013, and discovered safety. The FAA’s top priority is the that 166 accidents (about 90%) could which make up the vast majority of safety of pilots and those who work heliports. A similar advisory approach be attributed to improper infra - with and around them.

structure (airport, helideck, heliport, is expected for vertiports.

On December 16, 2020, the FAA helistop) design and/or operations. In Gene Trainor works as the communications specialist/ some cases, fences were too close and Office of Airport Safety and Standards executive technical editor for the FAA Compliance & released a draft update to the Heli - too high at take-off and landing areas, Airworthiness Division.

wires were installed near heliports port Design Advisory Circular (AC) 34 FAA Safety Briefing FLIGHT FORUM the alarm bells went off. CHECK THE MUFFLER AND HEAT EXCHANGER. Sure enough, it was not in good shape. If I had not been in good physical shape at the time, I might not be here writing this.

— Jake Hi Jake — Thank you for your email and for taking the time to share your expe - rience. You make a great point about checking the muffler and heat exchanger.

That’s why we wanted to get the word out there to pilots and mechanics about the hidden dangers in the exhaust sys - tem at bit.ly/AircraftMufflers . Just taking a look inside can head off a potential Air Charter Chatter incident or worse, a loss of life. It’s a good Check out our GA Safety Illegal air charter operations pose thing that your EMT friend spotted the Facebook page at serious safety hazards. Can you symptoms. We’re very happy to hear that Facebook.com/groups/ spot an illegal air charter? Pop everything turned out ok!

GASafety Quiz! Your team finally made it to What’s The Buzz On Drones?

the big game. You’re a commercial If you’re not a member, we Take a look at the main points of pilot and you own a six-seater Piper encourage you to join the group of the new Remote Identification and Saratoga, so why not fly down with nearly 15,000 participants in the Operations Over People rules for five of your closest friends to all GA community who share safety drones at bit.ly/NewDroneRules .

enjoy the game live and in person.

principles and best practices, Question: Can you share the oper - participate in positive and safe ating expenses for the flight? In our engagement with the FAA Safety For more stories and news, online poll, 83% said “Yes.” Do you Team (FAASTeam), and post rel - check out our new blog know the right answer?

evant GA content that makes the “Cleared for Takeoff” at National Airspace System safer.

To find out and learn more about air medium.com/FAA .

charter safety, watch this recorded webinar at bit.ly/FAAAirCharterWork From Our Twitter Channels — Let us hear from you! Send your com - shop, and check out the FAA’s info page Stand By or Hold Short?

ments, suggestions, and questions to at: faa.gov/go/safeaircharter . Then test “Stand by” used to mean pilot or SafetyBriefing@faa.gov . You can also your knowledge at bit.ly/ALC-697 , and controller was too busy to answer, reach us on Twitter @FAASafetyBrief or you can earn Advanced WINGS credit!

no response was expected or on Facebook at facebook.com/FAA.

required. Now, tower controllers use Aircraft Mufflers — The Hidden it as shorthand for “hold short Rwy We may edit letters for style and/or Danger You Need to Know XX.” A runway incursion waiting to length. Due to our publishing schedule, I was flying eastward across the happen. Plus, pilots are responding responses may not appear for several Appalachian mountains. The air - “Standing by,” ... forehead slap. issues. While we do not print anony - plane was flying beautifully and all — John mous letters, we will withhold names was well. By the time I got to the or send personal replies upon request.

“Stand by” is an approved phraseol - airport, I had a splitting headache.

If you have a concern with an imme - ogy for Air Traffic Control (ATC) and I was so exhausted that I just set diate FAA operational issue, contact pilots. It should never be used by ATC the parking brake and slept in the your local Flight Standards Office or air as a replacement to hold short of a airplane. I got out and slept in my traffic facility.

runway. It is simply a way of saying, car for another couple hours. The “I will get back to you soon,” or “I’m next day, I told a friend of mine who too busy to answer you right now, but happened to be a volunteer EMT.

I will be right back.” “Stand by” should He immediately recognized the be treated the same as “Roger.

symptoms as hypoxia. That’s when September/October 2021 35 SUSAN K. PARSON POSTFLIGHT

NO PLACE LIKE ‘DROME

"There’s no place like home."

— Dorothy in the 1939 classic film, The Wizard of Oz.

Those who fly probably feel most at home in the sky, preferably in the pointy end of whatever plane we hap - pen to occupy. But the aerodrome* might be a close second.

That is certainly true for me.

My earliest memory is flying from Piedmont Triad International Airport (KGSO) in Greensboro to Newark Liberty International Airport (KEWR) TWA Hotel at New York’s JFK Airport.

on a B-727 “WhisperJet” when I was three years old. I loved the jet, but fly - the aviation world has changed since and obsolescence. This book traces ing was a rare, special occasion mode then. Who today can imagine a com - that history through mutations of of transportation in the mid-1960s. So, mercial passenger service airport that technology, design, and market - for many years the next best thing was doesn’t require a security clearance? ing — showing how the airport was Sunday afternoon visits to the airport.

If you share any of my fascination gradually shaped into a new kind of I’m not sure how my younger siblings for — and appreciation of — the human environment.” felt — I never thought to inquire — role that airports have played over From the largest air carrier mega- but nothing was more exciting to me the years, you might enjoy Alastair hub to the smallest GA aerodrome, than hearing my parents announce Gordon’s quizzically-titled Naked each airport is a precious piece of our a trip to GSO. Once there, we would Airport: A Cultural History of the national aviation infrastructure. May make our way to the outdoor observa - World’s Most Revolutionary Structure .

we never fail to appreciate each one!

tion deck and watch the airliners come First published in 2004, it opens with and go. Even then I was fascinated not * As defined by the International pictures and the story of a 1964 visit only by the airplanes, but also by the Civil Aviation Organization (ICAO), to New York’s newly renamed John F.

well-organized and fast-paced ballet of an aerodrome is “a defined area on Kennedy airport: “the flashy stained- the people who serviced arriving and land or water (including any build - glass entry to American Airlines, the departing aircraft.

ings, installations, and equipment) flying-saucer roof of Pan Am” and In those early days of the Jet Age, intended to be used either wholly or then the swoopingly modern “birdlike the mere idea of airports easily con - in part for the arrival, departure, and structure” of the TWA terminal. As jured a magical mixture of adventure, surface movement of aircraft.” Though you may know, the TWA terminal still possibility, and even romance. You’ll it is commonly and almost universally exists as a boutique hotel offering a find all three in Arthur Hailey’s 1968 used in the United States, the term unique 1960s throwback experience.

book, Airport , which I devoured “airport” may imply a facility that has As the prologue to Gordon’s book in my youth. I own all the Airport satisfied certain certification crite - notes, “The airport is at once a place, movies inspired by that novel, and I ria or regulatory requirements. All a system, a cultural artifact that brings occasionally treat myself to an airport airports are aerodromes, but not all us face-to-face with the advantages as movie marathon on Friday nights aerodromes are airports.

well as the frustrations of modernity.

( FWIW, the original still gets my vote (…) Its history has been a recurrent for being the best of the bunch ). From Susan K. Parson ( susan.parson@faa.gov ) is editor of FAA Safe - cycle of anticipation and disappoint - time to time, I also reread the 1968 ty Briefing and a Special Assistant in the FAA’s Flight Standards ment, success and failure, innovation novel, if only to marvel at how much Service. She is a general aviation pilot and flight instructor.

36 FAA Safety Briefing PAUL CIANCIOLO FAA FACES

PETER SACHS

UTM Implementation Program Manager, FAA Unmanned Aircraft Systems Integration Office thought himself a But with a new son and no alter - native to front-line shiftwork, Peter hotshot — to get put in his place trying to joined Airbus to work on Unmanned Aircraft System (UAS) Traffic Man - sequence business jets and Skyhawks agement (UTM). He leveraged his controller experience into UTM or run simultaneous patterns on inter - service architecture, applying safety culture concepts and contributing to secting runways,” he said. “I eventually development of UTM standards.

In 2020, Peter returned to the FAA got good at it, but not without a lot of to work on the strategic implementa - tion of UTM. He works with a team go-arounds first.” Two years later, he that focuses on how to safely enable widespread and scalable deploy - got a call for duty at Remember those little plastic SFO, full circle to where his aviation ment of complex UAS operations. A key challenge is determining effec - headphones that connected to the journey began.

armrest of an airliner? Peter Sachs In 2013, Peter and his colleagues tive ways to mitigate collision risk between UAS and traditional aircraft.

does, because United Airlines’ watched as Asiana Airlines Flight Channel 9 sucked him into aviation 214 cartwheeled down the run - “The policies we put forward now, even for localized UAS operations, while he tagged along on his dad’s way and crashed. This tragic event business trips. motivated Peter to learn more about set a precedent, and we know that we need to ensure the safety of the “What a thrill!” he explained. “I aviation safety. He got involved with learned to spot other aircraft out the Standard Terminal Automa - NAS above all else,” he explains.

tion Replacement System (STARS) “Working through how to do that the window based on traffic calls, laugh at the jokes and ride reports, radar transition and electronic flight with technology, big data analytics, strips for controllers. In 2017 he was and applying the same layered miti - and keep track of our landing and takeoff sequence. At San Francisco detailed to work quality assurance, gation strategies used for every VFR identifying and fixing systemic safety and IFR flight today is the challenge International Airport (KSFO) — our home airport — I was in awe listen - problems at SFO. we greet every day.” Peter is also actively working to ing to controllers and pilots manage the mind bogglingly complex dance put “aviation safety culture” front and center for the drone community.

of big, loud jets. I tried to imagine myself doing it. A long and winding He urges traditional pilots to take a drone pilot friend or colleague out path eventually got me there.” Before becoming an air traffic flying to show them what it’s like from a traditional cockpit — and then controller in 2010, Peter earned private pilot and flight instructor cer - watch them fly their drone.

“This kind of cross-pollination and tificates in college. An airline career wasn’t of interest, so he opted for a education within pilot communities can be a lot more effective at improv - “steady” career in print journalism.

He reported from places like Cairo, ing everyone’s safety mindset than an FAA enforcement campaign.” Chicago, and Washington, D.C., but then the Great Recession hit.

“My first air traffic facility was Chi - Paul Cianciolo is an associate editor and the social media lead for FAA Safety Briefing . He is a U.S. Air Force veteran, cago Executive Tower (KPWK) — an and an auxiliary airman with Civil Air Patrol.

ideal place for someone like me who U.S. Department of Transportation Federal Aviation Administration 800 Independence Ave., S.W.

Washington, D.C. 20591 FORWARDING SERVICE REQUESTED Official Business Penalty for Private Use $300

Look Who’s Reading

FAA Safety Briefing

Air Show and Race Pilot

Sean Tucker takes FAA Safety

Briefing for a “spin.”

faa.gov/news/safety_briefing @FAASafetyBrief