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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.

Speech – Opening RemarksEuropean Civil Aviation Conference

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Administrator Stephen Dickson
Virtual Event

Thank you, Rick (Yoneoka) for that introduction, and thank you to Ingrid (Cherfils) for your dedication and support to this organization, to the US Department of Transportation and the FAA, and most importantlyto global aviation safetyin your more than six years as the president of this influential group.

We appreciate your dedication to this trans-Atlantic partnership that benefits our nations and the world. When we collaborate, we improve the safety, security, and the environment of our interconnected global aviation system.

Ive said this before, but it bears repeatingdespite the extreme challenges of the ongoing crisis and the unpredictability of the recovery, the trans-Atlantic relationship in aviation remains strong, and it is vitally important to the FAA.

Major hurdles remain, but we have also made some positive strides since the beginning of the pandemic. The FAAs Dr. Susan Northrup will provide more information later today on some of the measures weve taken.

Its good to come together at this consequential time as we strive to get our people and commerce moving again. I know theres hard work ahead, but I also know that we are the most innovative when we are challenged. History is our proof.

Consider that not too many years ago, it took about four days to travel from France to New York. In fact, on this day in 1935, the ocean liner, S.S. Normandie set a speed record for the trip: Four days, three hours, and 14 minutes.

Now we do the trip by airliner in about eight hours, flying in modern aircraft that are immensely safe and efficient. We can thank innovators on both sides of the Atlantic for that progress.

But if theres one thing that COVID-19 has shown us, its that innovation and technology alone will not make for successful international air travel. It takes rock-solid partnerships on both sides of the Atlantic. And the relationships are even more critical when we must put measures in place to keep our citizens safe.

The pandemic, however, is not the only challenge we are facing, and we cannot let it keep us from making progress on other important issues like climate change and the environment.

As you know, the Biden-Harris Administration has made a commitment to tackle climate change, and for our part, we intend to accelerate our actions to reduce aviation emissions. We simply cant move forward with an effective global aviation network without addressing these issues.

To do this, we will build on a strong foundation of aircraft technology, sustainable aviation fuels, air traffic efficiency, and policy. Kevin Welsh will dive into more depth on this tomorrow.

Id like to thank our European partners and the European Union for the constant coordination you have provided on all these matters, including the ICAO CART work, and during the reintroduction of the Boeing 737 MAX into airline service in Europe. Along these lines, the FAA and the European Commission will co-host a webinar at the end of June to discuss our joint work and initiatives on aviation safety, climate, and sustainability.

Your cooperation was key while working on the MAX, and Id have to say it has improved the transparency and sharing of knowledge between us. This is particularly important as we harmonize certification policies and processes.

The collaboration on the MAX gave us a big head start on legislation passed by the U.S. Congress in late December. That statute directed us to continue and improve our relationships with all foreign partners and ICAO, with a particular focus on broader use of Safety Management Systems and better understanding human factors from a global perspective.

Regarding Safety Management Systems, we have initiated a rulemaking that will consider requiring aircraft manufacturers that hold both a type certificate and a production certificate to adopt safety management systems, consistent with international standards and practices.

Ill add that, overall, our relationship with EASA continues to be positive, and were collaborating on certification reform through the bilateral Certification Oversight Board.

I also appreciate that we are on the same page when it comes to the shocking actions that Belarus recently took with regard to a civilian airliner in its airspace.

I know this matter will be discussed more in-depth during your meetings, but I wanted to address it here, and note that by standing together, we can tackle challenges that directly violate safe and regular international aviation operations.

We support U.S. Transportation Secretary Pete Buttigieg in his calls for international, transparent, and credible investigations of this incident, so we can determine what exactly occurred and how to avoid similar situations in the future. We have already addressed safety by issuing a Notice to Airmen for flights over the region.

I spoke earlier of how far weve come since the S.S. Normandie arrived in New York on this day in 1935, but what about the next 86 years?

From what Ive seen since becoming FAA Administrator a little less than two years ago, I very strongly believe that we have begun the most exciting period of aerospace progress since the birth of aviation.

Along with entirely new forms of transportationdrones and urban air mobilityweve seen a rebirth in space, with an enthusiasm that I havent witnessed since the Apollo days.

Related to drones, we recently finalized two new rulesoperations over people, which also allows for routine night flights; and remote identification, which takes us ever closer to full integration of drones into our air traffic system. Jay Merkle will address this more in-depth later today.

In commercial aviation, were reaching new heights in fuel efficiency, automation, and safety, and taking what were learning to rediscover some old ideas

Remember that brief interlude, from 1976 until 2003, when a sleek airliner called the Concorde made the Paris-New York hop in a cool three hoursusually with some really cool people on board?

For all of its popularity and glamour, that particular Mach 2 airliner did not turn out to be economicallyor environmentallysustainable in the long run.

But now we are seeing renewed interest in supersonic transport from the perspective of new solutions to the old economic and environmental challenges.

The FAA recently finalized a new rule that clarifies and updates procedures for obtaining approval for supersonic flight testing in the U.S., and we will work closely with our international partners as we consider further standards to make sure we properly address noise and emissions.

And Id have to wager that 86 years from now, travelers will be able to book a sub-orbital liner that will loft them from New York to Paris in about 30 minutes.

Given the advances and pace were seeing in commercial space, it could happen a lot sooner. In the U.S., were on track for an average of one launch or reentry every week this year.

Just last month, we marked a first for U.S.-European collaboration in commercial space. The FAA worked with NASA to launch four astronautsone from the European Union, one from Japan, and two from the U.S.to the International Space Station aboard a Space X Falcon rocket as part of the Crew-2 mission.

This was the first U.S. commercial space mission to fly an astronaut from the European Space Agency. Along with three others already on the ISS, the crew is conducting biological research that could help all people by solving some of the complex questions about the human immune system.

The FAAs role was to ensure the commercial space operator, SpaceX, met all federal licensing requirements as well as regulations to protect public safety during the launchand they did.

To date, we have an excellent record with our commercial space licensing. In fact, the launch of Virgin Galactics VSS Unity test flight on May 22 marked an awesome milestone for us: 400 FAA-licensed commercial launches, none of which caused an injury to the public.

That doesnt mean were resting on our laurelsits quite the opposite. It means were working even harder to uncover any threats that could lead to a problem.

Progress in space, as well as the many new technologies were putting to work closer to the earthlike drones and UAMmake me optimistic about our destiny in the transportation realm. And I know thisbecause of our trans-Atlantic partnership, it will be a shared destiny.

With that, Ill let you get to the important business on the agenda today. I thank you again for being our trusted partner through good times and bad, and for having me here today.

Before I go, I would also like to thank Ian Ross, our FAA Senior Representative in Paris, for his dedicated service to the trans-Atlantic partnership over the past five and a half years. As most of you probably know, Ian will be returning to the U.S. this summer. But he will be bringing back with him the experience, network, and appreciation for the importance of our collaboration with all of you.

Thanks again, and Id be happy to take any questions.

Speech – Building the Foundation for Aviations Future

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Deputy Administrator A. Bradley Mims
Virtual Event

Thank you to the U.S. Chamber for inviting me to say a few words about the FAA and this nations critical aviation infrastructure. Im honored to be here.

Theres an old saying that most of you have probably heard: A mile of highway will take you one mile.but a mile of runway will take you anywhere.

Theres no hyperbole in that statement its true. And in fact, extend that runway by another mile, and you can pretty much go non-stop to anywhere.

I saw the magic of runways firsthand during my time at the Washington Metropolitan Airports Authority a few years ago. We operated the Reagan National and Dulles International airports. Before that, I spent a few years as the head of government relations for the FAA.

Both jobs made it clear that runways are the launch pads that fuel world commerce and economies, and bring people.culturesand ideas. closer together.

But I also know, from my 40 years in the transportation business, that runways wont take you anywhere without the HUGE and largely UNSEEN infrastructure that supports the entire aviation system- and this nation.

Air traffic control towers; TRACONs; En route centers; the ATC command center; ground navigation aids; satellite-based navigation aids; ADS-B; ground-based communications equipment and outlets; tracking radar; secondary surveillance radar; automation systems; terminal Doppler weather radar; weather stations; weather cameras; flight service stations; airport lighting systems; instrument landing systems; runway safety toolsId keep going but I only have five minutes.

Its the FAAs job to operate and maintain all of that infrastructuremore than 12,000 facilities in total spread across all 50 states and U.S. territories. We employ a large corps of highly trained air traffic controllers and technical professionals to keep everything on track.

And by the way, over the past year, our courageous and dedicated infrastructure employees have been doing this worksafelyin the midst of a global pandemic.

They are the reason we have a resilient and robust infrastructure that did not let us down, even in darkest hours of COVID-19. We were able to keep air traffic and cargo moving around the globeinitially transporting response suppliesand more recently, life-saving vaccines.

So when we talk about infrastructure and sustainment investment in the country as a whole, its very important we do not forget about the National Airspace System and its backbonethe facilities and equipment that make the system available 24-7-365, and more importantly, when we need it the most. Aviation infrastructure must be right up there with our highways, railways and waterways in terms of importance.

The time to act is now, because the aviation infrastructure is showing its age. We have a backlog of nearly $5 billion in upgrade and modernization improvements for our facilities, and a great many of those need it nowtheyre in poor condition. And thats not even addressing the facilities that really need to be replaced.

Overall, the FAA has about $3 billion a year in unfunded infrastructure requirements through 2030, so the need is real.

As you all know, infrastructure is also jobs.

A big part of my job here at the FAA is to make sure we get the infrastructure support that we need, as well as to remove any barriers from recruiting the next generation of aerospace workers who will operate that infrastructure.

We want the best, brightest, and most diverse group of people from all walks of life, and I look forward to working with everyone here to make sure that we recruit more women, minorities, and people from underserved communities for the aerospace workforce.

With this workforce and major investments in aviation infrastructure, our aerospace system can be greener, will continue to fuel the U.S. and world economies, and once again bring people, cultures, and ideas closer together.

Thank you for listening.

Speech – Helicopter Association International @Work Series

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Administrator Stephen Dickson
Virtual Meeting

Thanks Jim, for the introduction and the invitation. Im always happy to talk when the topic is aircraft and safety.

Thats especially true when were talking about a sector that does so much good for society.

We saw this in the spring without a doubt when COVID-19 caused a large percentage of our air transportation network to go dormant but not rotorcraft. Helicopter operations were back to normal levels by mid-May.

Whether for, police, EMS, utilities, corporate shuttles, or literally hundreds of other purposesrotorcraft are essential. No other flying machine can do the same thing. Everyone here knows that, and by being associated with HAI, its clear that youre dedicated to doing whats best for the industry.

My reason for being hereand its the reason Ive been attending a lot of safety meetings latelyis to ask that we all work togethergovernment, industry, and academiato figure out how to raise the bar on helicopter safety.

Theres reason to be optimistic. December 1st marked the first time in almost 40 years that weve gone three consecutive months without a fatal accident, with respect to type-certified and restricted category rotorcraft. And its not because flight hours were downit was quite the opposite.

Idlike to think the period of safe operation has to do with the efforts by organizations like HAI, the US Helicopter Safety Team, the FAA Safety Team, and others.

We all know the damage that accidents do, beyond those involved. Accidents prevent industries from realizing their full potential. We can take a lesson from the airline industry, where safety has reached an unprecedented level, and passengers have the luxury of pretty much taking safety for granted.

I can tell you as a former airline guy, that reaching that level of safety is not easy. It requires a lot of hard work in collaborating, partnering, and sharing of information and data between everyone who has a role in the systemthe FAA, manufacturers, pilots, mechanics, controllers, flight attendants, and many others.

The aviation industry, not just the airlines, is increasingly using safety management systems, or SMS, to formalize and streamline this flow of information and data within an organization. As you know, SMS is a required element of Part 121 airline operations, and were progressively deploying those practices throughout the aerospace industry.

Part and parcel of SMS are the practices of Flight Data Monitoring and Safety Reporting. These are proactive, data-driven approaches to oversight that prioritize safety above all else. To be successful, these programs rely on a Just Culture that places great value on front-line employees raising and reporting safety concerns.

With a Just Culture, pilots and aviation workers feel empowered to report honest mistakes and issues without fear of retribution. That atmosphere gives workers the freedom to report and provide their management with data they can use to get a heads-up on what might be an accident in the making.

We are encouraging operators to adopt and use Flight Data Monitoring as feedback into their training programs and, ideally, make it part of an SMS process.

When we integrate safety management principles into the design and manufacturing processes, we ensure a systems approach to safety by coordinating risk management processes and feedback loops between design, manufacturing, operation, and maintenance.

You can see that were firm believers in the power of SMS. In fact, right now, the FAA is targeting spring 2022 to publish a proposed SMS rule that will apply to Air Taxis, certain Air Tour Operators, Repair Stations, and PMA parts providers. Were also working on an SMS for airports.

Of course, you dont have to wait for the rules. By voluntarily implementing an SMS, an operator can identify hazards and head off incidents or accidents by putting safety risk management processes in place. The key is being able to identify and understand the risks in your operation, and thats what an SMS provides.

What SMS leads to is good data, and good data drives good decisions.

Capitalizing on the success of the Aviation Safety Information Analysis and Sharing, or ASIAS, program with commercial air carriers and fixed-wing general aviation, the FAA is working with industry to expand ASIAS to include the rotorcraft community.

Were working with industry, HAI, and other partners to push ASIAS to the forefront of helicopter safety. Weve stood up an ASIAS Rotorcraft Issue Analysis Team, a key initial step for bringing the rotorcraft community into the fold.

ASIAS can take us to the next level of safety in rotorcraft. Its centralized database allows teams to dive into that data to be predictive of accidents and incidents and hazards and risks, while maintaining key protocols and data protections critical to the success of the program.

You can scan the data to identify potential hidden risks from flight operations that, if left unchecked, could lead to accidents. Ideally, youll share the findings with the U.S. Helicopter Safety Team, so that they can develop mitigation strategies to reduce the risk of fatal accidents for everyone.

There are other important ways to share data and information as well.

We have Go Local Workshops, where we take the FAAs Safety Team, or FAAST Team, and industry safety experts directly to local pilots to discuss certain accident scenarios as a starting point to educate pilots on decision-making.

We had to suspend these in-person meetings temporarily due to COVID-19, but the good news is that were beginning to test virtual workshops where participants vote in real time on how pilots should react to challenges during a precarious helicopter flight.

A great way to share your experiences and learn about the best practices of others is to participate in our newly instituted helicopter InfoShare program. InfoShare, if youre not aware, is a program we started in partnership with the airline industry, but its success is leading other sectors, including business aviation, and now rotorcraft, to adopt the same model.

Another avenue for sharing best practices is through the Helicopter Safety Advisory Council, which has developed recommended practices for oil and gas industry rotary-wing operators that are easily adaptable to other helicopter sectors.

I know its clich to say we need to think outside of the box, but for the rotorcraft sector, thats what I really need all of us to do right now. For 15 years now, the helicopter fatal accident rate has remained roughly the same.

Our latest stats are a great indicator, but its too soon to know if its a one-off or a lasting trend.

I want to believe its the latter, because no accident, and more so, no fatal accident, is acceptable. Thats why the FAA supports the U.S. Helicopter Safety teams vision of reaching zero fatal accidents. With government and industry experts, some from the FAA, theyre taking a scientific approach and urgingnot mandatingthe adoption of safety proposals supported by data.

Were also strongly advocating for operators to make voluntary, safety upgrades where beneficial, including helicopter occupant protection features.

Why is that so important? Because blunt force trauma injuries are linked to more than 90 percent of helicopter fatalities.

For new helicopter designs, certification rules require potentially lifesaving protection through crash resistant seats and surrounding structures. But the thousands of helicopters in our legacy fleet arent required to have these features. Why not consider retrofitting these upgrades?

Other retrofit safety options wed like to see, include crash resistant fuel systems. As required in our 2018 Reauthorization, the FAA is requiring new production helicopters built after April 5, 2020, to have these systems out of the box. But we would really like to see these same systems available and operators voluntarily installing them on our legacy helicopter fleet.

I think you can see that we already have many options available to help improve the safety record of the rotorcraft industry, and that were always looking for new ideas.

Thats where you come in. Please use these types of events to recalibrate and recommit to helicopter safety, and tell your friends who couldnt join in today. Now is the time. We have the critical mass to make real change.

When we make the rotorcraft industry as safe as it possibly can be, we save lives in the process, and well make progress in our quest to achieve zero fatal accidents.

Thanks again for the invite, Jim, and now Ill take your questions.

Speech – Oklahoma 2020 State of the Aerospace Industry

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Administrator Stephen Dickson
Virtual Event

Thank you Judy, for that kind introduction and thank you to the Oklahoma City Chamber of Commerce for your efforts to advance the safety and efficiency of the aerospace industry, which has a vital role in Oklahomas economy. The FAA recognizes and appreciates the Chambers commitment to our industry, and to aviation safety.

You cant talk about the Oklahoma economy without talking about the Mike Monroney Aeronautical Center, or MMAC. With a workforce of more than 6,300 employees, its Oklahomas fourth largest employer. In addition, 1,000 to 2,000 students from across the United States are advancing their skills at the Center to successfully enter and participate in the nations workforce of the future. The MMAC has been contributing to aviation excellence for 74 years and will be celebrating its 75th anniversary in 2021.

I proudly point out the number of young people at our center because, like the Chamber, the FAA knows that for our nation to keep our edge in the global aerospace industry, we must continually look for ways to advance Science, Technology, Engineering and Mathematics education. Its not a coincidence that advancing STEM-related aerospace fields is at the heart of much of the Centers mission. The Center is doing their part to ensure they are attractive to the workforce of the future, and I am pleased they were recognized last week as a Top Place to Work across the state of Oklahoma.

Latest figures show the center has $2 billion in assets and adds $1.65 billion each year to the economies of the surrounding communities.

Externally, the Center plays a critical role in two key presidential initiatives to streamline the federal government and promote national security. We are doing this through process optimization, cost reductions, and collaboration across the FAA and government.

Within the Center are core capabilities the FAA depends on to stay on the leading edge of the aerospace world. Government and industry often look to these core capabilities for advice and research in aerospace and non-aerospace arenas.

At the Civil Aerospace Medical Institute, or CAMI, were researching aviation issues related to COVID-19. For instance, the data weve collected and the studies weve conducted on the aircraft cabin environment have provided a framework to help manufacturers improve cabin air quality on board.

And our experts dont limit themselves to aircraft cabins. With its human factors research capabilities, CAMI has taken a lead role in the cutting-edge field of commercial space transportation. They conducted the research that resulted in guidance for how to screen whether civilians can endure the rigors of space flight. Thats particularly important given in the coming years when suborbital rides become practically available and affordable.

Other groundbreaking research underway at CAMI will help pilots see through the weather and fly like they are in visual conditions, essentially giving enhanced sight to pilots.

Through this researchwhich involves the most modern head-up displays and flight vision systemsengineers and scientists are determining how to safely expand aircraft operations in instrument weather conditions. For example, were studying how to use new sensors and display technology to give pilots the situational awareness they need to complete the final portion of a flight using electronically enhanced vision rather than natural sight. This will give a big edge to those who equip.

Ill be the first to tell you as a former airline pilot, that these technologies can change the way we fly in the future. At the FAA, we refer to these types of procedures and technologies as Equivalent Visual Operations. Oklahoma is a big part of that future.

Lets talk about a few of the other out-of-this-world assets at CAMI:

  • We have a retired Boeing 747-100 that has its cabin partitioned into four section in order to do multiple research and training activities at the same time.
  • We have a Flexible Cabin Evacuation Simulator that simulates the cabin of multiple types of narrow-body aircraft, like a regional jet, to study how passengers can get out when the flight attendants tell them to EVACUATE! In the simulation, which may include theatrical smoke, they see the real environment through simulated windows. And when they step out, the cabin is skewed in pitch and roll to simulate a less than stellar landing.
  • We have a Biodynamics Impact Track. This is a sled with test dummies on two sets of rails that simulates crash dynamics to a maximum of 50Gs and photographs the action at 1,000 frames per second. We use this capability to study body impact, energy absorbing seats, restraints, and seat certification.
  • We have a forensic Toxicology Analytical Research lab that puts Miami CSI to shame. The lab allows us to stay at the forefront of drug and chemical testing and forensic toxicology research.
  • We are also evolving how we deliver training. In the Air Traffic Control Training and Performance Lab, scientists research how controllers perform on a wide array of cognitive, non-cognitive. and other complex performance measures. That research then helps us to deploy the best training possible for air traffic controllers, which is particularly important as the technology they use for their jobs evolves.
  • Last but not least, theres the Portable Reduced Oxygen Training Enclosure, or PROTE (Pr-oh-t), a training tool first implemented at Monroney.
    – It used to be that if pilots, or anyone else, wanted to experience the effects of hypoxia in a controlled environment, they had to travel to one of the handful of hypobaric chambers around the country.
    – Naturally, that limited the number of people who could experience hypoxia. PROTE simplifies the process greatly by having the participants breathe modified air with oxygen levels cut down to 7 percent from the usual 21 percent, which is equivalent to an altitude of 25,000 ft.
    – Through the test, they can discover their individual hypoxia symptoms. PROTE opens the experience to a much broader swath of pilots at any location across the U.S. I think youd agree that its better to learn these symptoms with PROTE rather than in the cockpit or cabin.

We have talked a lot about research, but theres another huge component of MMAC that you air traffic controllers out there are familiar withthe MMAC Training Academy. The academy provides technicaltraining to FAA engineers and technicians that deploy and maintain all of the equipment across the NAS including major systems like radar and instrument landing systems. They also train FAA aviation safety inspectors who work directly with the airlines.

Like most training providers these days, the Academy is modernizing how it delivers the educational experience. As an example, during radar training courses, students can now tap into a live feed of certain radar systems during classroom training that previously relied only on static presentations. Word of the academys capabilities gets around too, in fact the Department of Homeland Securitys Customs and Border Protection sends its equipment operators and technicians to the academy for technical training. Even Commercial Space Transportation benefits from the incredible talent at the FAA Academy. The Academy developed a training course to help domestic and international government organizations navigate the process of commercial space licensing, the key areas of FAA responsibility in space.

Speaking of sharing the wealth, MMACs Enterprise Services Center does just that. It is the shared service provider for the financial and IT services for 37 different federal agencies. In fact, many of you may be surprised to learn the Enterprise Services Center provided financial management services across all nine operating modal administrations for the Department of Transportation.

Beyond MMAC, theres a lot of other aerospace to talk about in Oklahoma. When it comes to commercial space transportation, you get it. While you arent launching rockets at least right nowyouve had an FAA licensed site for doing just that since 2006. At one time, several companies were eyeing the spaceport for suborbital passenger rides and beyond, including Rocketplane Kistler and Armadillo Aerospace, at the Clinton-Sherman Industrial Airpark.

To help keep the airspace system running, the FAA Logistic Center in Oklahoma City provides consulting, engineering, repair, distribution, and technical support for air traffic control services in the United States and 44 countries where we fly.

And to meet Oklahomas long-term goal of growing your airports infrastructure, the FAA has invested nearly $90 million in Airport Improvement Program grants for various projects throughout the state.

Before I sign off, Id like to give kudos to MMAC Director Michelle Coppedge, for her active role in the chamber and for forging close relationships with the University of Oklahoma and Oklahoma State University, as well as the local two-year community colleges and the vital roles that they play.These Universities and community colleges are critical partners in creating a healthy and diverse STEM workforce pipeline for the Center. We appreciate her efforts, but I know she could use the help of Oklahoma businesses in becoming ambassadors for the excellent career opportunities available in your state.

The sky is the limit for those opportunities in the future. You know, thats been the case since the early days of aviation. Back in 1928, theres a good reason the Braniff brothers started their storied airline careers here. Around the same time, Wiley Post, widely considered the father of Oklahoman aviation, began his quest for aviation records. He was not deterred by the fact that hed lost an eye in an oil rig accident. He would go forward and achieve world records for taking aircraft around the world and to altitudes that were unimaginable in the early 20th Century. To me, thats the spirit that fuels the aerospace industry in Oklahoma.

And from my perspective as a pilot, it is truly inspiring that Sooners are advancing Posts lead, continually taking their state to greater heights of aviation safety and efficiency.

Thank you. Its been a pleasure speaking with you. I can take some questions now.