News and Updates – FAA Releases Spaceport Camden Final Environmental Impact Statement

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The Federal Aviation Administration (FAA) today released theFinal Environmental Impact Statement (FEIS) for the Spaceport Camden project in Camden County, Ga.

The Camden County Board of Commissioners is seeking an FAA license authorizing Spaceport Camden to support up to 12 small-lift commercial space launches per year. The site would include a launch pad, a control center complex and another facility with provisions for visitors to view the launches.

The FAA prepared the FEIS in accordance with the National Environmental Policy Act of 1969, which requires the agency to identify and disclose the potential environmental impacts of the proposed project. The Final EIS evaluated the Proposed Action along with a No Action Alternative.

The FAA anticipates publishing a Record of Decision for the project in mid- to late July 2021.

The FAA published a Draft EIS for public review and comment in March 2018 and held two public hearings in April 2018. The FAA received more than 15,500 public comments on the Draft EIS. The FAA considered all comments received in preparing the Final EIS.

Testimony – Before the United States House of Representatives Committee on Transportation and Infrastructure Subcommittee on Aviation concerning Commercial Space Regulation

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Chair Larsen, Chair DeFazio, Ranking Member Graves, Ranking Member Graves, and Members of the Committee, thank you for the opportunity to meet with you today to discuss the topic of commercial space regulation. Commercial space activity is in the midst of a significant surge. The growth of the industry presents new challenges and opportunities as the technology evolves, and the number of industry participants expands. The FAA is committed to keeping pace with the growth of commercial space transportation, while prioritizing safety and ensuring access for all users of the National Airspace System (NAS).

Commercial Space Overview

The FAA, through the Office of Commercial Space Transportation (AST), licenses and permits the launch and reentry of commercial space vehicles consistent with public health and safety, safety of property, and the national security and foreign policy interests of the United States. The mission AST carries out includes the responsibility to encourage, facilitate, and promote U.S. commercial space transportation. These statutory objectives provide a framework that has resulted in an impressive safety record for a rapidly growing industry. The FAA has licensed or permitted over 450 launches and reentries, none of which has led to any fatalities, serious injuries, or significant property damage to members of the public.

The commercial space industry in the United States is dynamic, growing, and evolving. To illustrate recent growth, during each of the fiscal years (FY) 2018 through 2020, the FAA licensed an average of over 30 launches/reentries of commercial space vehicles. For FY 2021, we have already licensed 48 launches/reentries and expect significant growth in commercial launch activity beyond what we experienced over the last several years. Or, put another way, a decade ago the FAA licensed just a single launch in 2011. Five years ago, in 2016, the FAA licensed 11 launches, or about one per month. This calendar year, the FAA is averaging more than one licensed launch per week. As the industry continues to expand, the FAA has intensified its efforts to fulfill its commercial space mission, maintaining the highest level of safety without stifling industry growth.

A Streamlined Commercial Space Regulatory Framework

In 2018, the FAA began its work to streamline launch and reentry regulations to create an environment that promotes economic growth, minimizes uncertainty, protects safety, security, and foreign policy interests, and facilitates American leadership in space commerce. At that time, the existing commercial space regulatory framework was based largely on Federal launch standards that were developed in the 1990s or earlier, and were often overly prescriptive and a hindrance to innovation. Further, the rules were neither streamlined, nor consolidated. That regulatory structure may have satisfied the commercial space needs then, but the industry has changed substantially and continues to evolve. After two and a half years of focused work, the FAA published a final rule on December 10, 2020, that consolidated, updated, and streamlined all launch and reentry regulations into a single performance-based part14 CFR part 450to better fit today’s fast-evolving commercial space transportation industry.[1] Part 450 includes regulations applicable to all launch and reentry vehicles, whether they have reusable components or nota change from the prior framework. The updated regulations align with the goals of creating an environment that does not hinder industry innovation and importantly, enhances safety objectives without prescribing specific solutions. The commercial space industry provided extensive input during the public comment period for part 450, and we are pleased that initial reactions to the rule have been consistently positive. Additionally, after the rule was released, the FAA held a 3-day workshop and offered one-on-one meetings with companies to familiarize them with the final rule. Each operator who took advantage of these meetings conveyed that they were pleased with the final rule and appreciated our outreach efforts.

While the launch and reentry regulations have been published for several months and became effective on March 21, 2021, our engagement with industry on the requirements of the rules continues. AST has issued some advisory circulars to provide additional guidance on how to meet the requirements of part 450, and is developing more. We continue to engage with operators on specific aspects of part 450 compliance during pre-application consultations. Many of the advisory circulars that we anticipate issuing will provide detailed guidance for the industry on recommended safety procedures and practices for minimizing hazards. We expect that there will be launches licensed under part 450 in the near future.

Other Regulatory Considerations

We are constantly analyzing the regulatory needs of the industry for both public safety reasons and to ensure that the commercial space regulatory framework is performance-based and does not inhibit the health and success of the industry. In support of that effort, the FAA is revising the regulations applicable to orbital debris mitigation for launch and reentry operations. As part of this work, we are evaluating appropriate national and international standards for orbital debris mitigation including evaluating the safety risks of uncontrolled reentries of space objects. These evaluations will include considerations of the risks to both commercial aviation and people on the ground.

Additionally, the Commercial Space Transportation Advisory Committee (COMSTAC) has recommended that part 440Financial Responsibilitybe reviewed and considered for revision. As part of our continuous review of the sufficiency of our commercial space regulations, we anticipate that a comprehensive analysis of this part would ensure that the right regulations with the right scope are in effect at the right time. Such a review would help to ensure that the public has the appropriate protections and that industry has clarity and flexibility to achieve the regulatory performance objectives without unnecessary burdens.

Part of ASTs responsibility is also to monitor commercial space transportation licensees to ensure they adhere to the conditions of their licenses and comply with the applicable regulatory and statutory requirements. In this regard, the FAA has broad authority to suspend or revoke a license, and impose civil penalties if necessary. The FAA takes our oversight responsibilities seriously to ensure licensees are in full compliance.

Office of Spaceports

Keeping up with an industry that is evolving rapidly is a challenge. The pace at which the commercial space industry continues to change has resulted in an increase in both the complexity and the volume of the workload for AST. Some of that complexity has required us to make structural changes to better execute our mission. As this Committee knows, the FAA Reauthorization Act of 2018 required us to identify within AST a centralized policy office to support launch and reentry sites and to generally support improvement of spaceports. In response to that mandate, the Office of Spaceports was officially established in March 2020, and is functioning today. AST is committed to removing barriers to competitiveness for spaceports and to helping ensure that the United States leads the world in space infrastructure. The operation of the first non-Federal spaceport was licensed by the FAA in 1994, and there are currently 12 non-Federal spaceports across the United States licensed for launch or reentry operations. A spaceport license is valid for 5 years and is renewable. While the FAA considers many factors when reviewing an application for a spaceport license, two of the most important are public safety and environmental impact. The FAA carries out a thorough and rigorous application review process to make sure we issue a license consistent with our mandate to protect public health and safety, safety of property, and the foreign policy and national security interests of the United States.

We recognize that spaceports have significant potential to become important economic hubs. For example, of the 47 FAA licensed launches this fiscal year, six have occurred at FAA licensed spaceports. As a result, the Office of Spaceports has taken action to share information on the capabilities of U.S. spaceports broadly. For example, in October 2020, we published a web-based spaceport directory outlining U.S. spaceport infrastructure and capabilities and the services provided by FAA licensed spaceports, Federal launch ranges, and private commercial spaceports. This directory documents the capabilities of our nations network of spaceports for the commercial space transportation industry, as well as U.S. government space users, and may help to serve as a tool for the Office of Spaceports to identify future needs.

The Office of Spaceports is putting spaceports on the map. Spaceports or Space Launch Activity Areas are denoted as rocket symbols on aeronautical sectional charts increasing aviator awareness of launch or reentry activities in their area. The Office of Spaceports is also in the process of publishing additional instructional information about Space Launch Activity Areas in the FAA Airmans Information Manual that will encourage aviators to check notices to airmen in these areas for additional launch or reentry specific information. These efforts help to integrate space and aviation activities and increase overall safety of the NAS.

The Office of Spaceports also facilitates FAA review and approval of space-related activities at FAA licensed spaceports to enable a stronger commercial space transportation industry. These activities include rocket engine testing, flight corridor development for supersonic, hypersonic, and suborbital space activities, and beta testing of new space launch platforms for future use by the commercial space transportation industry. Further, the Office of Spaceports works to facilitate commercial support for launches from Federal launch locations. Finally, the Office of Spaceports is evaluating whether the FAAs spaceport regulations (part 420 and 433) for launch and reentry sites should also be updated.

Integration of Commercial Space into the NAS

Of the many challenges AST faces, integration of commercial space into the NAS is a top priority. Commercial space operations are currently treated as special cases in which air traffic controllers block off large sections of airspace for extended periods of time for a single launch. Although this process is currently manageable, it is unsustainable in the long run given the expected growth in commercial space launches. Moreover, the current process, while effective, is resource intensive and inefficient. Launch teams voluntarily provide real-time information concerning the status of a launch or reentry vehicle either over the telephone or over an internet connection. Under these limitations, launch teams can only support one mission at a time.

In AST, we are actively working on solutions to address how commercial space will grow within the NAS alongside commercial and general aviation. Our vision of spaceport operations is that they should be able to operate either co-located with airports or in close proximity to them. To this end, we are working on multiple initiatives. We worked with the FAAs William J. Hughes Technical Center in Atlantic City, New Jersey to build the agencys first dedicated commercial space integration lab for developing and prototyping technologies that will be leveraged towards enhancing commercial space operation awareness to better manage the NAS. Additionally, AST continues its work with the FAAs Air Traffic Organization on the Space Data Integrator technology. This safety-based technology, which will automate the current manual processes, will enable the FAA to track a space missions progress as it flies through the airspace. When deployed, this technology will enable the FAA to better manage the airspace that must be closed to other users and more quickly implement and release airspace restrictions as a mission progresses. At the FAA, we recognize that our role is not just limited to the safety of the airspacebut to ensure equal access to it as well. We are fully engaged in balancing the needs of all airspace usersincluding traditional manned aircraft, drones, commercial space transportation, and others.

Conclusion

In closing, the FAA is committed to effectively carrying out its responsibilities for public safety and the health of the commercial space transportation industry. We will continue to assess our entire regulatory framework in light of the industrys growth and look forward to working with Congress and industry to strike the appropriate balance. This concludes my testimony, and I will be glad to answer any questions from the Committee.

Speech – FAA Administrator Steve Dickson: Episode III Keynote

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Administrator Stephen Dickson
Virtual

Thanks Erik, for that introduction, and welcome everyone to the FAAs sixth annual UAS Symposium. Since this years Symposium is fully virtual again, we decided to stick with the Remotely Piloted Edition moniker, and were looking forward to presenting Episode 3 over the next two days and Episode 4 in September.

The top level theme for this years event is Above and Beyond, and Im proud to say that the FAA, with your help, has definitely gone Above and Beyond since we last met in August.

Even in the midst of a global pandemic, we finalized the ops over people and at night rule and the remote ID rule, and were using these advances and capabilities to move full speed ahead into the Beyond Visual Line of Sight realm and the promise of UTM and AAM. Now, while I may not be a drone pilotyetI know my acronyms. They tell me thats half the battle!

But seriously, weve made a great deal of progress since Episode 2 last August, when the Symposiums theme wasDrones: Here for Good.

Ten months later, drones are still here for goodwe currently have nearly 900,000 registered, and were forecasting more than two million commercial and recreational drones flying in the National Airspace System by 2024.

And from what we gather from industry and from the press, drones are still doing good for civilization. Here are a few quick examples:

.A missing woman located by Virginia police using a drone with thermal imaging last December;

.the Savannah River National Laboratory monitoring a nuclear waste site with a fleet of drones, and winning a prestigious Department of Energy award for it.

.Alameda County, California, drones are used to create 360 degree images of fire-devastated areas so residents can assess damage to their property without having to return to the dangerous area

And package delivery growth continues, too. We saw Amazon Prime Air, last September, become the third FAA-certified air carrier for drone package deliveries, joining Wing and UPS Flight Forward. And just last month [May], the largest retailer in the worldWalmartpartnered with a drone operator to explore how they can deliver goods by drone in North Carolina under the part 107 rules. Others are waiting in the wings, so to speak.

This is what progress looks like, and trust me there is more coming.

I want to focus on how the FAA is helping the drone sector move Above and Beyond with the new performance-based regulations and research and education initiatives that lean into the future.

Lets start with the Small UAS Operations over People rule that we finalized in January and went live in April.

First off, dont let the name fool youthe ops over people rule includes a lot more than ops over people, for example night operations and flights over moving vehicles. Weve allowed these types of operations before, but always on a case by case basis through waivers. Now, theres no need for a waiver, providing the pilot and the drone meet all the requirements.

For routine night ops, the drone has to be equipped with anti-collision lights, similar to traditional, manned aircraft, and the pilot must complete the new night training requirement and receive the proper airspace authorizations.

We expect operations over people to begin in earnest over the next six to 18 months. We created four operations categories with drone requirements that are proportional to the type of operation and the potential harm the drone could cause to people on the ground.

Not surprisingly, drones flying over open air assembliesfor example over a festival, concert, or paradewill have to comply with remote identification requirements, and thats a nice segue to the Remote ID rule.

Published in January, the remote ID rule is a digital license plate that will pave the way for more advanced operations and full integration of drones into the National Airspace System. That means routine Beyond Visual Line of Sight and a boost for package delivery, particularly in congested low-altitude airspace as part of a UTM ecosystem.

The bottom line for operators is this: If you fly a drone that requires registration, meaning it weighs more than 0.55 pounds, then you are required to fully comply with the rule by September 16, 2023.

There are three ways to complyOperate a drone manufactured with the technology; Incorporate an external broadcast module; or fly without Remote ID within the bounds of what we call an FAA-recognized identification area, or FRIA (free-ah). FRIAs in many cases will be the traditional model airplane fields where hobbyists have gathered and safely flown for decades.

Technically speaking, if you are not flying in a FRIA the drone will have to broadcast its unique identifier, altitude, location, and information about its control station or departure point.

Now, that does not mean that Phil Mickelson could have taken out his smartphone and found out who was operating the TV camera drone that he says was blocking his 4th hole shot to the green at the PGA Championship a few weeks ago. Even Phil doesnt have that kind of pull. What it does mean, for example, is that by coordinating with the FAA, appropriate law enforcement entities can identify and stop incidents like drones operated illegally around wildfires where theyve sometimes prevented traditional aviation firefighting activities.

Thats one purpose, but the bigger picture is that Remote ID is a necessary ingredient for Beyond Visual Line of Sight operations, which, as you know, are key to unleashing the true potential of drones and other highly autonomous vehicles.

Right now, there are several companies using limited Beyond Visual Line of Sight under existing regulations, with waivers, to conduct routine surveillance, inspection and maintenance tasks for the railroad, electric, oil and gas, and communications industries.

Were learning a great deal from this work, but the operations are not scalable or economically viable in the mid- to long-term under todays rules.

So today, Im pleased to announce that the FAA is forming a new Aviation Rulemaking Committee, or ARC, to help the agency develop a regulatory path for routine Beyond Visual Line of Sight operations. This committee will consider the safety, security and environmental needs, as well as societal benefits, of these operations. Within six months, the committee will submit a recommendations report to the FAA.

I think we can all agree this is a big step forward, and it will help pave the way for routine package delivery, infrastructure inspection, and other more complex drone operations beyond the visual line-of-sight of the remote pilot.

Were also investing in research and partner programs like BEYOND, which will help us create performance-based, technology-agnostic rules.

BEYOND started last year where the Integration Pilot Program left off. Were working with eight of the nine IPP participants and some new partners over the next 3-4 years to advance and expand the scope of repeatable and scalable Beyond Visual Line of Sight operations under todays rules.

Theres a great deal of additional research underway, in part through our government, industry, academic, and international partners. Topics of high interest and ongoing work include UTM, and passenger transport capabilities, including Urban Air Mobility.

Were also studying the risks of drones, including ground and airborne collision severity studies, engine ingestion testing, and UAS detection, which we are testing at five airports over the next two years.

As you know, the FAA is not only a regulator, but were also an air navigation services provider; so of course were heavily invested in making sure the drone ecosystem will fit hand-in-glove with our air traffic control system.

Our answer is UTM, which, as you know, is a foundational capability needed to unlock the full potential of this sector. Based on the work weve done with NASA, were planning a regulatory framework based on a federated approach that will allow airspace users to cooperatively manage their operations where the FAA does not actively provide separation services.

Were also continuing to work with our global partners to develop a UTM architecture. BUT, we ultimately want YOU, industry, to take ownership. And when I see all the amazing innovation from private industry shaping the aerospace industry right now, Im confident that UTM will be no different.

When you envision the types of aircraft moving through the skies under UTM, you not only think of Beyond Visual Line of Sight cargo delivery flights, but you naturally think about flying taxis, or more broadly speaking, Advanced Air Mobility, or AAM. Weve all seen the prototypes, and its hard not to be excited by what we see.

My role as FAA Administrator is to figure out how to introduce these emerging technologies while maintaining the unwavering safety commitment that the public has come to expect from the FAA. Finding this balance is especially challenging because AAM crosses so many domainsregulations, infrastructure, technology, operations, and societal perceptions.

The FAA is taking a systems approach, where our executives have established an internal AAM Integration Executive Council to coordinate all our activities in five areasaircraft, airspace, operations, infrastructure and community.

Were working with NASA on the Advanced Air Mobility National Campaign, which is designed to help develop certification standards while promoting public confidence and education in the technology. As part of the campaign, NASA recently completed testing with a Bell Kiowa helicopter as a surrogate urban air mobility vehicle in a simulated congested urban environment.

All of usgovernment, industry, and the public have a role to play as we develop consensus standards and a comprehensive risk picture of how and where AAM will operate.

As Ive said previously, we have several AAM aircraft in the aircraft certification process right now, and several companies anticipate flying initial AAM operations around 2024. Ill also repeat that the FAA has no current plans to update regulations for AAM operationsthe existing rules are flexible enough to accommodate any potential near-term operations.

So climbing back up to the 60,000 foot level, I can say with confidence that the State of the State for drones here in Episode 3 is healthy and heading in the right direction. We want you to stay with us on the journey.

For our global partners, we want to share best practices for harmonizing the skies.

For industry and the research community, were looking to you to help make compliance easier as we roll out the remote ID and operations over people rules.

For Public Safety & Law Enforcement, were counting on you to enforce the rules once theyre effective.

To our commercial drone pilots, we know youre the impetus for change. We know you see the new possibilities for UAS in your business, and that you want to see tomorrows drones today.

We hear you, and we want you to know we are here to help coordinate these manyand oftentimes competingdemands. You have my word that we are laser-focused on next steps, supporting technologies and policies that enable routine Beyond Visual Line of Sight operations.

To our recreational pilots I saved the best for last. We appreciate your patience and flexibility as we work to safely introduce drones into the airspace.

We are in the final stages of selecting the Test Administrators for The Recreational UAS Safety Test. Deployment of the test will be announced soon on our website FAA.gov.

The test will provide recreational pilots with safety training tips, best practices, and educational resources. Perhaps more importantly, I see it as a way to bring more recreational pilots into the pilot family and aviation safety culture so that we can all continue to learn and grow, together. Deployment of the test will be announced on our website.

I like to say that Safety is a journey, not a destination, and that journey requires all of us to continually learn and grow as aviators. Thats how weall of us herekeep it safe.

The FAA is here to help, and well continue to work together as a community to go above and beyond and see to it that drones remain here for good.

Thanks again for the invitation to speak, and I look forward to exploring these topics a bit more with Erik and Keely here for the next 10 minutes or so.

News and Updates – Runway Safety Town Hall: Air Traffic Ramps Up This Summer

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As the summer approaches, we can expect a rise in airport traffic in the air and on the runways. With this in mind, the Federal Aviation Administration is redoubling its effort to offer guidance, resources and expertise to preempt any airfield errors by general aviation pilots, especially those who have spent a year away from the cockpit.

On June 16, the FAA is hosting a Runway Safety Town Hall for all General Aviation pilots. It will be a live online event that will offer best practices and a lively discussion from GA pilots, air traffic controllers and runway safety experts.

The focus of the Town Hall is to help pilots reduce the risk of airfield errors and lower the potential for accidents. Discussion topics by pilots and air traffic experts will include preflight preparation, situational awareness, focused and clear communications, knowledge of runway geometry and signage, and more.

The Runway Safety Town Hall for General Aviation pilots will run from 3:00 p.m. to 4:30 p.m.

Eastern Daylight Time on Wednesday, June 16. The event is free.

Pilots can register for the event here. Participants registered on the livestream will have the opportunity to ask questions of the panelists and will receive FAA WINGS credit for attending the entire event. The Town Hall also will be livestreamed on FAAs YouTube channel, but viewers on this channel will not be able to ask questions nor gain WINGS credit.

News and Updates – FAA Approves Renewal of Oklahoma Spaceport License

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After completing a comprehensive review, the Federal Aviation Administration (FAA) approved the renewal of the spaceport license for the Oklahoma Space Industry Development Authority.

Thelicense authorizes the Authority to operate a launch site at the Clinton-Sherman Industrial Airpark in Burns Flat, Okla., in support of FAA-licensed or permitted suborbital missions by reusable launch vehicles. The license is valid for five years.

There are currently 12 commercial FAA-licensed spaceports, located in Alaska, California, Colorado, Florida, New Mexico, Oklahoma, Texas, and Virginia (see map).

The FAAs top priority in regulatingcommercial space transportationis that launch and reentry operations are safe for the public.The agency protects public safety by licensing commercial launch and reentry activities and monitoring FAA-licensed operations to make sure all phases comply with the regulations. The FAA also issues safety approvals for launch and reentry vehicles, various safety systems and the personnel performing licensed activities.

AnFAA licenseis required to conduct any commercial launch or reentry, the operation of any launch or reentry site by U.S. citizens anywhere in the world, or by any person or entity within the United States.

Learn more about the FAA Office of Commercial Space Transportation.

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