The airport privatization pilot program is designed to allow airports to generate access to sources of private capital for airport improvement and development. The 1996 Reauthorization Act, Title 49 United States Code 47134, authorized the Federal Aviation Administration (FAA) to establish the pilot program. The 2012 Reauthorization Act increased the number of airports that could participate in the program from five to 10. The same restrictions on participation apply. Only one large hub airport can participate in the program; one of the airports must be a general aviation airport. Commercial service airports can only be leased and general aviation airports can be sold or leased. The program now permits up to 10 public airport sponsors to sell or lease an airport with certain restrictions, and to exempt the sponsor from certain federal requirements that could otherwise make privatization impractical. . Most commercial service airports in the United States are owned and operated by local or state governments. Public-use general aviation airports are both publicly and privately owned.

AIRPORTS IN THE PRIVATIZATION PROGRAM

Chicago Midway Airport(MDW)
Chicago Midway Airport (MDW), a large air carrier hub airport, owned and operated by the city of Chicago, handles more than 17 million passengers and 253,000 aircraft operations (calendar year 2008). The City also owns and operates Chicago O'Hare International Airport.

Status: The FAA expects to receive a revised preliminary application including a revised timetable and a distribution ready copy of a request for qualifications or interest from the city of Chicago by December 31, 2012

Hendry County Airglades Airport(2IS)
AirgladesAirport, a general aviation reliever airport in Clewiston, Florida, is located 80 miles from Miami International Airport. The airport is owned and operated by Hendry County. The airport has a 5,603-foot runway, a general aviation terminal and hangars. Hendry County's preliminary application was approved by the FAA on October 18, 2010.

Status: The airport sponsor is negotiating an agreement with a private operator.

Lus Muoz Marn International Airport (SJU)
Lus Muoz Marn International Airport, a medium-hub airport is owned and operated by the Puerto Rico Ports Authority.In 2008, the airport had 4.6 million passenger boardings. The FAA approved the Authority's preliminary application for the Lus Muoz Marn International Airport on December 22, 2009.

Status: The airport sponsor published a Request for Qualifications in July 2011 and prequalified six potential bidders to submit proposals. The Puerto Rico Ports Authority expects to select an operator during the second quarter of 2012.

Gwinnett County Briscoe Field Airport(LZU)
Briscoe Field, a general aviation reliever airport in Lawrenceville, Georgia, is located 37 miles northeast of Atlanta, Georgia. The airport is owned by Gwinnett County. LZU had 83,458 aircraft operations and 236-based aircraft for the most recent 12-month reporting period ending March 2009. Gwinnett County's preliminary application was approved by the FAA on May 26, 2010.

Status: The airport sponsor must submit a revised timetable for completing the program.

AIRPORT INFORMATION IN THE DOCKET
To review information on the airports submitted to the docket go to: www.regulations.gov.
Chicago Midway, Docket Number FAA-2006-25867
Airglades, Docket Number FAA-2008-1168
Lus Muoz Marn International, Docket Number FAA-2009-1144
Briscoe Field, Docket Number FAA-2010-0473

AIRPORT PRIVATIZATION FACTS

What does FAA's acceptance of the preliminary application mean? An airport sponsor who wants to participate in the airport privatization pilot program must receive preliminary FAA approval, through an application process, to reserve one of the five slots available under the program. Once the FAA approves the preliminary application, the sponsor can select a private operator to manage the airport, negotiate an agreement with the private operator, and prepare a final application for submittal to the FAA.

Application process. A public airport sponsor and the private operator selected to purchase or lease an airport may request participation in the pilot program by filing an application for exemption under Title 49 United States Code 47134(a).

• A public sponsor may submit a preliminary application for FAA review and approval. It must contain summary narratives identifying the objectives of the privatization initiative, a description of the process and a realistic timetable for completing the program, current airport financial statements, and a distribution ready copy of the request for proposal. The FAA has 30 days to review the preliminary application.
• When the FAA approves the preliminary application, the applicant is guaranteed one of the five slots in the program.
• The airport sponsor may select a private operator, negotiate an agreement, and submit a final application to the FAA. There is no timeline for the FAA to complete its review of the final application.
• After the FAA reviews and approves the final application and lease agreement, it publishes a notice in the Federal Register for a 60-day public review and comment period.
• The FAA completes its review, prepares its Findings and Record of Decision (ROD), addresses the public comments in the ROD, and publishes the agency decision.
• If the FAA approves the ROD, it monitors the legal settlement and transfer of the airport from public owner and sponsor to the new private operator and sponsor.

Number and category of airports. The legislation authorizes 10 airports to participate in the program. At least one must be a general aviation airport and no more than one large hub air carrier airport may participate. Under the pilot program, general aviation airports may be leased or sold, but an air carrier airport may only be leased.

Exemption from federal requirement. The 1996 Reauthorization Act permits the FAA to exempt an airport sponsor from certain requirements that could otherwise make privatization unattractive. First, the public airport sponsor may receive an exemption to use the lease or sale proceeds for non-airport purposes. Generally, all proceeds from the lease or sale of airport land must be used for the capital or operating costs of the airport. This exemption requires the approval of 65 percent of the air carriers at the airport (by number of carriers and by landed weight). The FAA also can exempt a public sponsor from an obligation to repay federal grants and return property acquired with federal assistance upon the lease or sale of the airport.

Conditions for granting exemptions. The FAA approval is based upon a number of conditions listed in Title 49 United States Code 47134. These include the private operator's ability to assume the public operator's grant obligations, and ensure continued access to the airport on reasonable terms. The private operator must operate the airport safely, maintain and improve the airport, provide security, mitigate noise and environmental impacts, and abide by existing collective bargaining agreements. The public operator must provide a plan for continued operation of the airport in case of bankruptcy of the private operator.

Federal assistance. The private operator of an air carrier airport may receive Airport Improvement Program (AIP) grants, collect Passenger Facility Charges, and charge reasonable fees. Airport rates and charges that exceed the Consumer Price Index require approval of 65 percent of air carriers. Private operators of general aviation airports can receive AIP discretionary grants.

Federal oversight. Airports in the pilot program must comply with Title 14 Code of Federal Regulations Part 139 and with Transportation Security Administration requirements for airport security.

Background
The FAA's wildlife hazardmanagement program has been in place for more than 50 years and focuses on mitigating wildlife hazards on or near airports through habitat modification, harassment technology, and research.

FAA Wildlife Hazard Mitigation Efforts
The FAA has a number of initiatives underway, including:

Wildlife Strike Awareness Posters
To encourage and increase wildlife strike reporting in the general aviation (GA) community, the FAA's Office of Airports developed a "Report Wildlife Strikes" awareness poster 2011. As part of the outreach effort, the FAA printed and distributed approximately 12,000 posters. The posters went to general aviation airports, aviation schools, other organizations and associations, and Part 139 certificated airports. Part 139 airports receive an operating certificate from the FAA because they operate with an increased level of oversight and safety.

Wildlife Hazards at General Aviation Airports
The Office of Airports encourages GA airports to conduct Wildlife Hazard Assessments to determine what, if any, wildlife mitigation is needed. The FAA may support GA airports by making Airport Improvement Program grants available to conduct an assessment.

Airport Cooperative Research Program (ACRP) Reports

The FAA provided funding and expertise for two Airport Cooperative Research Program reports, Bird Harassment, Repellent, and Deterrent Techniques for Use on and Near Airports (2011) and Guidebook for Addressing Aircraft/Wildlife Hazards at General Aviation Airports (2010). The reports are available on http://wildlife.faa.gov.

National Wildlife Strike Database Goes Public
On April 24, 2009, the FAA made its entire bird strike database available to the public. Over the last three years the FAA has received 29,548 strike reports - 9,539 in 2009; 9.919 in 2010; and 10,090 in 2011.

Wildlife Hazard Assessments
The FAA initiated rulemaking to make assessments mandatory whether or not an airport has had a triggering event. The FAA plans to publish a Notice of Proposed Rulemaking later this year for certificated airports.

Level of Reporting and Mandatory Reporting
Dr. Richard Dolbeer, a wildlife hazard mitigation expert, conducted a study for the FAA and issued a report in December 2009. The reported estimated that the number of reported strikes has increased from 20 percent during the period from 1990-1994 to 39 percent from 2004-2008 at certificated airports because of professionally-run wildlife hazard programs. Dolbeer determined the current level of reporting (39 percent) is statistically valid and is sufficient for the FAA to develop national trends and mitigation policies, making mandatory reporting unnecessary.

Redesigned Web Site
The FAA redesigned the wildlife hazard web site to make it more user-friendly and to allow more advanced data mining. The site, http://wildlife.faa.gov, has search fields that enable users to find data on specific airports.

Online Strike Reporting
The FAA developed mobile application software to make strike reporting easier. The FAA also placed a Quick Response (QR) code scanner on the bottom of the 2011 "Report Wildlife Strikes" for smart phone users who have the QR application. Now, anyone can report a wildlife strike via the web or their personal data device.

Continuing Wildlife Hazard Efforts

Avian or Bird Radar Technology
In 2006, the FAA tasked the Center of Excellence for Airport Technology (CEAT) at the University of Illinois to develop and execute a performance assessment for commercially available avian radar. The FAA deployed the initial avian radar systems at Seattle-Tacoma and Whidbey Island Naval Station in 2007, Chicago O'Hare in 2009, and John F. Kennedy and Dallas-Fort Worth in 2010. The FAA continues to evaluate the performance of bird radar systems through its multi-year agreement with the United States Department of Agriculture, the National Wildlife Research Center, the National Center of Atmospheric Research, and Indiana State University.

FAA-Smithsonian Interagency Agreement
The Smithsonian identifies the bird species from remains after a strike. Bird identification helps airfield personnel implement habitat management programs and provides information so aircraft manufacturers can better design engines and aircraft to withstand the impact of likely bird collisions. The FAA provides financial support to the Smithsonian to identify bird remains from civil aviation bird strikes as a free-of-charge service to any U.S. registered aircraft, regardless of where the strike occurred, and foreign carriers if the strike occurred at a U.S. airport.

United States Department of Agriculture (USDA)
The FAA and the USDA collaborate on research to make airports safer by reducing the risks of aircraft-wildlife collisions.

FAA Partnerships and Outreach

Bird Strike Committee USA
The FAA co-sponsors the Bird Strike Committee-USA as part of its continued public outreach and education effort to increase awareness within the aviation community about wildlife hazards.

Background

The Federal Aviation Administration (FAA) requires that commercial service airports, regulated under Part 139 safety rules and federally obligated, have a standard Runway Safety Area (RSA) where possible. The RSA is typically 500 feet wide and extends 1,000 feet beyond each end of the runway. The FAA has this requirement in the event that an aircraft overruns, undershoots, or veers off the side of the runway. Many airports were built before the 1,000-foot RSA length was adopted some 20 years ago, and it is not practicable to achieve the full standard RSA. This is due to obstacles such as bodies of water, highways, railroads, and populated areas or severe drop-off of terrain.

The FAA began conducting research in the 1990s to determine how to ensure maximum safety at airports where the full RSA cannot be obtained. Working in concert with the University of Dayton, the Port Authority of New York and New Jersey, and the Engineered Arresting Systems Corporation (ESCO) of Logan Township, NJ, a new technology emerged to safely arrest overrunning aircraft. EMAS uses crushable concrete placed at the end of a runway to stop an aircraft that overruns the runway. The tires of the aircraft sink into the lightweight concrete and the aircraft is decelerated as it rolls through the material.

Benefits of the EMAS Technology

The EMAS technology improves safety benefits in cases where land is not available, or not possible to have the standard 1,000-foot overrun. A standard EMAS installation extends 600 feet from the end of the runway. An EMAS arrestor bed can be installed to help slow or stop an aircraft that overruns the runway, even if less than 600 feet of land is available.

Current FAA Initiatives

The Office of Airports prepared an RSA improvement plan for the runways at approximately 575 commercial airports in 2005. This plan allows the agency to track the progress and to direct federal funds for making all practicable improvements, including the use of EMAS technology. Of the approximately 1,000 RSAs at these airports, an estimated 65 percent have been improved to full standards, and an estimated 87 percent have been improved to the extent practicable, not including the relocation of FAA-owned navigational equipment.

Presently, the EMAS system developed by ESCO using crushable concrete is the only system that meets the FAA standard. The FAA has conducted research through the Airport Cooperative Research Program (ACRP) that examined a number of alternatives to the existing approved system. ACRP Report 29, Developing Improved Civil Aircraft Arresting Systems, is available at the Transportation Research Board.

Many of the EMAS beds installed prior to 2006 need periodic re-painting to maintain the integrity and functionality of the bed. The EMAS manufacturer has developed improved plastic seal coating for EMAS beds. This new coasting should eliminate the need for the periodic re-painting.

EMAS Arrestments

To date, there have been eight incidents where EMAS has safely stopped overrunning aircraft with a total of 235 crew and passengers aboard those flights.

EMAS Installations

Currently, EMAS is installed at 63 runway ends at 42 airports in the United States, with plans to install five EMAS systems at four additional U.S. airports.

Additional projects currently under contract

I. 2011 Summary: Economic Activity and Air Travel

• U.S. Gross Domestic Product (GDP) increased 2.1%; world GDP increased 2.7%.
• Domestic mainline yields increased 5.6% while international yields increased 10.0%. In real terms (adjusted for inflation), domestic yields increased 2.9% and international yields increased 7.2%.
• Domestic enplanements on mainline and regional air carriers increased from 635.2M in 2010 to 649.9M (2.3%) in 2011. Domestic mainline carrier enplanements increased 3.1% while domestic regional carrier enplanements decreased 0.2%. International enplanements on mainline and regional air carriers increased from 77.4M in 2010 to 80.8M (4.4%) in 2011. Mainline carrier international enplanements were up 4.7% while regional carrier international enplanements declined 11.3%.
• Domestic RPMs by mainline and regional air carriers increased from 555.8B in 2010 to 572.5B (3.0%) in 2011. Domestic mainline carrier RPMs increased 3.3% and domestic regional carrier RPMs increased 0.6%. International RPMs by US carriers increased from 230.9B in 2010 to 242.1B (4.8%) in 2011. Total system RPMs increased from 786.7B in 2010 to 814.6B (3.5%) in 2011. Total mainline carrier RPMs increased by 3.8% while total regional carrier RPMs increased by 0.5%.
• U.S.commercial air carriers (including passenger and cargo) reported an operating profit of $7.6B in 2011, compared to an operating profit of $9.7B in 2010. Operating revenues increased 10.4% in 2011, while operating expenses increased 12.3%.
• In 2011 total landings and takeoffs at combined FAA and contract towers were down 1.0% from 2010. Air carrier activity increased by 1.6% while commuter/air taxi activity decreased by 1.4%. General aviation activity dropped 2.3% while military aircraft activity rose 0.9%.

II. Economic Assumptions for FAA Forecasts

• U.S. Real GDP is forecast to increase from $13.3T in 2011 to $22.6T in 2032, an average annual rate of 2.6%. World GDP is forecast to grow at a faster pace of 3.2% over the same 21-year period, from $52.5T to $102.4T.

• Inflation is projected to increase 1.9% in 2012 and remain moderate over the remaining 20 years of the forecast period, averaging 2.0% annually.

III. Aviation Activity Forecasts

Mainline Air Carrier and Regionals

• Total mainline air carrier and regional RPMs are forecast to increase from 814.6B in 2011 to 1.57T in 2032, an average annual rate of 3.2%. Domestic RPMs are projected to decrease 0.2% in 2012 and then grow an average of 2.8% per year during the remaining 20-year forecast period. International RPMs are forecast to increase 2.2% in 2012 and then grow an average of 4.4% per year for the rest of the forecast period.
• Total mainline air carrier and regional enplanements are forecast to increase from 730.7M in 2011 to 1.23B in 2032, an average annual rate of 2.5%. Domestic enplanements are projected to decrease 0.1% in 2012 and then grow an average of 2.4% per year during the remaining 20-year forecast period. International enplanements are forecast to increase 1.9% in 2012 and then grow an average of 4.2% per year for the rest of the forecast period. Total system enplanements are expected to reach one billion in 2024.

Mainline Air Carriers

• U.S.mainline carrier domestic RPMs are forecast to decrease 0.4% in 2012 and grow at an average annual rate of 2.7% for the remaining 20 years of the forecast period. U.S. mainline carrier domestic enplanements are forecast to decrease 0.3% in 2012. For the remaining 20 years of the forecast period, enplanements grow at an average annual rate of 2.3%, reaching 773.1M in 2032.
• U.S.mainline carrier international RPMs are forecast to increase 2.4% in 2012 and grow at an average annual rate of 4.4% for the remaining 20 years of the forecast period. U.S. mainline carrier enplanements are forecast to increase 2.1% in 2012, and then grow an average of 4.3% per year thereafter, reaching 184.8M in 2032. The fastest growing region is Latin America (4.7% per year), followed by Asia/Pacific (4.0% per year), and the Atlantic (3.4% per year).

• Total passengers to/from the U.S. (U.S. and foreign flag carriers) are projected to increase 2.6% in 2012 (calendar year). The average annual rate of growth between 2012 and 2032 is 4.2%, with passengers increasing from 166.0M to 376.1M. The fastest growing region is Latin America at 4.8% per year, followed by Asia/Pacific (4.1% per year), Atlantic (3.9% per year) and Canadian Transborder (3.1% per year).

• Domestic mainline passenger real yield (adjusted for inflation) is forecast to increase from 13.59 cents in 2011 to 13.75 cents in 2012 (up 1.2%). Thereafter, domestic mainline carrier real yield declines at an average rate of 0.9% dropping to 11.59 cents in 2032. International mainline real yield is forecast to increase from 14.14 cents in 2011 to 14.70 cents in 2012 (up 3.9%). Thereafter, international real yield declines at a rate of 0.9% annually, falling to 12.34 cents by 2032.

• U.S.mainline air carrier passenger jet fleet increases from 3,739 aircraft in 2011 to 5,528 aircraft in 2032, an average annual increase of 1.9%. The fleet is projected to shrink by 2.3% in 2012 (87 aircraft), with all of the decrease attributed to the grounding of less fuel-efficient narrow body aircraft.

Regional Carriers

• Regional carrier enplanements are forecast to increase 0.7% to 164.8M in 2012, and grow 2.6% a year thereafter, reaching 275.0M in 2032.

• Regional carrier RPMs are forecast to increase 1.1% in 2012 and grow at an average annual rate of 3.6% for the remaining 20 years of the forecast period.
• The regional carrier passenger aircraft fleet increases from 2,567 aircraft in 2011 to 2,980 aircraft in 2032, an average annual increase of 0.7%. The fleet is projected to shrink 0.7% in 2012 (19 aircraft).

Regional jets increase from 1,707 aircraft in 2011 to 2,416 aircraft in 2032, an annual increase of 1.7%. All of the increase is attributed to jet aircraft in the 70-90-seat category.

Cargo

• Total air cargo RTMs (freight/express and mail) increase from 37.3B in 2011 to 101.8B in 2032-up an average of 4.9% a year; domestic RTMs increase 1.6% a year; international RTMs increase 6.0% a year.

• The cargo fleet increases from 879 aircraft in 2011 to 1,345 aircraft in 2032, an average increase of 2.0% a year.

General Aviation

• The general aviation fleet increases from 222,520 aircraft in 2011 to 253,205 in 2032, growing an average of 0.6% a year.

Fixed-wing turbine aircraft grow at a rate of 2.9% per year, fixed-wing piston aircraft decline at a rate of 0.1% per year, and rotorcraft grow at a rate of 2.7% per year.

• General aviation hours flown are forecast to increase from 24.4M in 2011 to 34.8M in 2032, an average annual growth rate of 1.7% a year.

Fixed-wing turbine aircraft hours flown grow at a rate of 4.0% per year, fixed-wing piston aircraft hours flown decline at a rate of 0.1% per year, and rotorcraft hours flown grow at a rate of 2.6% per year.

IV. FAA Workload Forecasts

Operations at Airports with FAA Traffic Control and Contract Tower Service

• Total operations are forecast to decrease 1.2% to 50.1M in 2012, and then grow at an average annual rate of 1.1% for the remainder of the forecast period, reaching 62.6M in 2031. The average annual growth rate for the entire 21-year forecast period is 1.0%.

Commercial operations decrease 0.2% in 2012, and grow at a rate of 1.9% thereafter, reaching 32.2M in 2032.

General aviation operations decrease 2.0% in 2012, and grow at a rate of 0.4% thereafter, totaling 30.4M in 2032.

Terminal Radar Approach Control (TRACON) Operations

• TRACON operations are forecast to decrease 1.2% to 37.8M in 2012, and then grow at an average annual rate of 1.3% for the remainder of the forecast period, reaching 49.4M in 2032. The average annual growth rate for the entire 21-year forecast period is 1.2%.

Commercial TRACON operations decrease 0.4% in 2012, and grow at a rate of 1.9% thereafter, reaching 32.8M in 2032.

General aviation TRACON operations decrease 2.8% in 2012, and grow at a rate of 0.4% thereafter, totaling 14.2M in 2032.

Aircraft Handled at Air Route Traffic Control Centers

• IFR aircraft handled at FAA air route traffic control centers are forecast to decrease to 41.2M (0.1%) in 2012 and then grow 2.1% a year over the remaining 20 years of the forecast period, reaching 62.2M in 2032.

Commercial IFR aircraft handled increase from 32.4M in 2011 to 32.5M in 2012 (0.1%). Thereafter commercial IFR aircraft handled grow at an average annual rate of 2.4%, reaching 52.3M in 2032.

General aviation IFR aircraft handled decrease 1.4% during 2012. Thereafter, general aviation IFR aircraft handled grow at an average annual rate of 0.9%, reaching 7.7M in 2032.

All specified years are fiscal years (October 1 through September 30).

The Federal Aviation Administration's (FAA) Voluntary Airport Low Emission Program (VALE) is a national program designed to reduce all sources of airport ground emissions. Congress created the program in 2004 to help airport sponsors meet their state-related air quality responsibilities under the Clean Air Act. It is funded through the Airport Improvement Program and Passenger Facility Charges.

The VALE program is available to commercial service airports located in poor air quality areas of the country as designated by the Environmental Protection Agency. Airports can obtain VALE funding for cleaner technology that the FAA validates as being cost effective. VALE projects also receive emission reduction credits from State governments, which the airports can use to meet future environmental obligations under the Clean Air Act.

VALE allows airport sponsors to take proactive steps to improve air quality at their facilities. Projects can range from the purchase of low-emission vehicles to major infrastructure improvements. Examples of previously funded projects include: preconditioned air units, electric ground support equipment like bag tugs and belt loaders; natural gas refueling stations for airport buses and shuttles; gate electrification; and alternative fuel systems including geothermal systems and solar facilities.

In fiscal year 2011, the FAA issued VALE grants for 12 projects at 11 airports for low-emission projects. Since 2005, the FAA has funded 52 low-emission projects at 30 airports representing a total investment of $138 million ($109 million in federal grants and $29 million in local airport matching funds) in clean airport technology. Through VALE, airports are reducing ozone emissions by approximately 320 tons per year which is the equivalent to removing 17,600 cars and trucks off the road annually.

For information about the program including a list of eligible airports and projects, go to the VALE web site: www.faa.gov/airports/environmental/vale.

Background

The Federal Aviation Administration (FAA) requires that commercial service airports, regulated under Part 139 safety rules and federally obligated, have a standard Runway Safety Area (RSA) where possible. The RSA is typically 500 feet wide and extends 1,000 feet beyond each end of the runway. The FAA has this requirement in the event that an aircraft overruns, undershoots, or veers off the side of the runway. Many airports were built before the 1,000-foot RSA length was adopted some 20 years ago, and it is not practicable to achieve the full standard RSA. This is due to obstacles such as bodies of water, highways, railroads, and populated areas or severe drop-off of terrain.

The FAA began conducting research in the 1990s to determine how to ensure maximum safety at airports where the full RSA cannot be obtained. Working in concert with the University of Dayton, the Port Authority of New York and New Jersey, and the Engineered Arresting Systems Corporation (ESCO) of Logan Township, NJ, a new technology emerged to safely arrest overrunning aircraft. EMAS uses crushable concrete placed at the end of a runway to stop an aircraft that overruns the runway. The tires of the aircraft sink into the lightweight concrete and the aircraft is decelerated as it rolls through the material.

Benefits of the EMAS Technology

The EMAS technology improves safety benefits in cases where land is not available, or not possible to have the standard 1,000-foot overrun. A standard EMAS installation extends 600 feet from the end of the runway. An EMAS arrestor bed can be installed to help slow or stop an aircraft that overruns the runway, even if less than 600 feet of land is available.

Current FAA Initiatives

The Office of Airports prepared an RSA improvement plan for the runways at approximately 575 commercial airports in 2005. This plan allows the agency to track the progress and to direct federal funds for making all practicable improvements, including the use of EMAS technology. Of the approximately 1,000 RSAs at these airports, an estimated 65 percent have been improved to full standards, and an estimated 87 percent have been improved to the extent practicable, not including the relocation of FAA-owned navigational equipment.

Presently, the EMAS system developed by ESCO using crushable concrete is the only system that meets the FAA standard. The FAA has conducted research through the Airport Cooperative Research Program (ACRP) that examined a number of alternatives to the existing approved system. ACRP Report 29, Developing Improved Civil Aircraft Arresting Systems, is available at the Transportation Research Board.

Many of the EMAS beds installed prior to 2006 need periodic re-painting to maintain the integrity and functionality of the bed. The EMAS manufacturer has developed improved plastic seal coating for EMAS beds. This new coasting should eliminate the need for the periodic re-painting.

EMAS Arrestments

To date, there have been eight incidents where EMAS has safely stopped overrunning aircraft with a total of 235 crew and passengers aboard those flights.

EMAS Installations

Currently, EMAS is installed at 63 runway ends at 42 airports in the United States, with plans to install three EMAS systems at three additional U.S. airports.

Additional projects currently under contract

U.S. Transportation Secretary Ray LaHood and Federal Aviation Administration (FAA) Acting Administrator Michael Huerta today announced a sweeping final rule that overhauls commercial passenger airline pilot scheduling to ensure pilots have a longer opportunity for rest before they enter the cockpit.

Key components of this final rule for commercial passenger flights include:

Varying requirements based on the type of flight and time of day it begins. The new rule incorporates the latest fatigue science to set different requirements for pilot flight time, duty period and rest based on the time of day pilots begin their first flight, the number of scheduled flight segments and the number of time zones they cross. The previous rules included different rest requirements for domestic, international and unscheduled flights. Those differences were not necessarily consistent across different types of passenger flights, and did not take into account factors such as start time and time zone crossings.

Flight duty period. The allowable length of a flight duty period depends on when the pilot's day begins and the number of flight segments he or she is expected to fly, and ranges from 9-14 hours for single crew operations. The flight duty period begins when a flightcrew member is required to report for duty with the intention of conducting a flight and ends when the aircraft is parked after the last flight. It includes the period of time before a flight or between flights that a pilot is working without an intervening rest period. Flight duty includes deadhead transportation, training in an aircraft or flight simulator, and airport standby or reserve duty if these tasks occur before a flight or between flights without an intervening required rest period.

Flight time limits of eight or nine hours. The FAA limits flight time - when the plane is moving under its own power before, during or after flight - to eight or nine hours depending on the start time of the pilot's entire flight duty period.

10-hour minimum rest period. The rule sets a 10-hour minimum rest period prior to the flight duty period, a two-hour increase over the previous rules. The new rule also mandates that a pilot must have an opportunity for eight hours of uninterrupted sleep within the 10-hour rest period.

New cumulative flight duty and flight time limits. The new rule addresses potential cumulative fatigue by placing weekly and 28-day limits on the amount of time a pilot may be assigned any type of flight duty. The rule also places 28-day and annual limits on actual flight time. It also requires that pilots have at least 30 consecutive hours free from duty on a weekly basis, a 25 percent increase over the previous rules.

Fitness for duty. The FAA expects pilots and airlines to take joint responsibility when considering if a pilot is fit for duty, including fatigue resulting from pre-duty activities such as commuting. At the beginning of each flight segment, a pilot is required to affirmatively state his or her fitness for duty. If a pilot reports he or she is fatigued and unfit for duty, the airline must remove that pilot from duty immediately.

Fatigue Risk Management System. An airline may develop an alternative way of mitigating fatigue based on science and using data that must be validated by the FAA and continuously monitored.

In 2010, Congress mandated a Fatigue Risk Management Plan (FRMP) for all airlines, and the carriers have developed these plans based on FAA guidance materials. An FRMP provides education for pilots and airlines to help address the effects of fatigue, which can be caused by overwork, commuting, or other activities. Airlines will be required to train pilots about the potential effects of commuting.

Required training updates every two years will include fatigue mitigation measures, sleep fundamentals and the impact to a pilot's performance. The training will also address how fatigue is influenced by lifestyle - including nutrition, exercise, and family life - as well as by sleep disorders and the impact of commuting.

Summary of Flight and Duty Limits, for Unaugmented Operations

The final rule is available at: http://www.faa.gov/regulations_policies/rulemaking/recently_published/media/2120-AJ58-FinalRule.pdfand will take effect in two years to allow commercial passenger airline operators time to transition.

The nation's impressive safety record is due in part to the aviation industry and federal government voluntarily investing in the right safety enhancements to reduce the fatality risk in commercial air travel in the United States. The work of the Commercial Aviation Safety Team (CAST), along with new aircraft, regulations and other activities, reduced the fatality risk for commercial aviation in the United States by 83 percent from 1998 to 2008.

Looking ahead
CAST has evolved to the point that the group is now moving beyond the "historic" approach of examining past accident data to a more proactive approach that will focus on risk prediction and mitigation strategies. The goal over the next decade is to transition to prognostic safety analysis. CAST aims to reduce the U.S. commercial fatality risk by 50 percent from 2010 to 2025.

The increasing number of flights requires greater emphasis on acquiring, sharing and analyzing aviation safety data. Using incident data, CAST is examining emerging and changing risks to identify prevention strategies.

Since there are few commercial aviation accidents and no common causes, more data points are needed. Voluntary programs such as the Aviation Safety Action Program (ASAP), Flight Operations Quality Assurance (FOQA) program, and the Air Traffic Safety Action Program (ATSAP) give airlines and the government insight into millions of operations so that potential safety issues and trends are identified. The Aviation Safety Information Analysis and Sharing (ASIAS) program connects 46 safety databases across the industry and is integrated into the CAST process. The program is evolving but has matured to the point that the FAA can now look at data from air carriers representing 92 percent of U.S. commercial operations and identify emerging vulnerabilities and trends. Safety improvements are made not only through FAA regulations, but also throughCAST.

Between now and fiscal year 2013, the FAA intends to increase the databases ASIAS can access; expand ASIAS to include maintenance/air traffic information; increase membership by adding regional air carriers; increase community stakeholders to include general aviation, helicopter operators and the military; and increase the automated search capabilities.

CAST is focused
CAST has developed an integrated, data driven strategy to reduce the commercial aviation fatality risk in the United States. It currently uses 76 safety enhancements to improve safety. A reduction in the worldwide accident rate is also a long-term goal of CAST.

CAST identifiesprecursors and contributing factors to ensure that resources address the most prevalent categories of accidents. CAST has reduced the risk in commercial aviation by focusing on the following areas:

• controlled flight into terrain
• approach and landing accidents
• loss of control
• runway incursions
• weather
• turbulence
• icing
• cargo-related accidents
• maintenance
• mid-air collisions, and
• uncontained engine failures.

How CAST works
CAST uses a disciplined, data driven, focused approach of:

• analysis of past accidents/incidents,
• identification of accident precursors,
• development of specific safety enhancements to address precursors and contributing factors,
• implementation of cost effective safety enhancements,
• tracking implementation for effectiveness, and
• using knowledge gained to continually improve the aviation system.

CAST charters working groups for in-depth analysis of the top accident categories in commercial aviation. Safety enhancements are then identified to reduce such accidents and prioritize and coordinate plans for implementing and, finally, monitoring actual effectiveness.

Senior-level safety officials from CAST organizations meet regularly. This group sets overall policy, and oversees the activities of the following working groups:

Joint Safety Analysis Teams (JSATs) perform data analyses.
JSATs perform in-depth analysis of a particular accident category. A JSAT examines the sequence of events leading up to each accident studied and then identifies ways to eliminate potential precursors and contributing factors. The intervention strategies are then evaluated for their potential effectiveness.

Joint Safety Implementation Teams (JSITs) develop safety enhancements.
JSITs determine the feasibility of the intervention strategies identified by the JSATs. Each JSIT then develops and recommends a detailed plan of action for industry and government to implement the recommended safety enhancements.

Joint Implementation Monitoring Data Analysis Team (JIMDAT) develops a master safety plan, measures effectiveness and identifies future areas of study.
The JIMDAT monitors the implementation of the safety enhancements, and suggests modifications and changes to CAST.

Global strategy
Although most participants are from the United States, CAST promotes new government/industry safety initiatives throughout the world.

Aviation is an international business. Accident rates and causes vary by region and do not lend themselves to "cookie-cutter" solutions. With that in mind, CAST coordinates with the International Civil Aviation Organization (ICAO), Flight Safety Foundation (FSF), International Air Transport Association (IATA), European Aviation Safety Authority (EASA), Transport Canada Civil Aviation (TCCA) and other organizations. CAST has established links to other safety initiatives, such as the European Commercial Aviation Safety Team (E-CAST), Regional Aviation Safety Group Pan American (RASG-PA), ICAO Coordinated Development of Operational Safety and Continuing Airworthiness Program (COSCAP) initiatives, and other regional safety programs. Many organizations have adopted CAST safety enhancements that are appropriate for their regions.

International Helicopter Safety Team
Using CAST as a model of success, government and industry leaders chartered the International Helicopter Safety Team (IHST) in January 2006 to reduce the worldwide civil helicopter accident rate by 80 percent by 2016. Members include helicopter operator associations, airframe manufacturers, engine manufacturers, and regulators such as the FAA, Transport Canada, ICAO, and EASA. Halfway through the IHST's 10-year mission, the worldwide helicopter accident rate has been reduced 30 percent compared to the 2001-05 baseline. This is a strong step in the right direction, but much more work remains.

CAST membership
CAST is co-chaired by Kenneth Hylander, Senior Vice President - Corporate Safety, Security and Compliance, Delta Air Lines and Peggy Gilligan, Associate Administrator for Aviation Safety, FAA.

Government CAST members

• European Aviation Safety Authority
• FAA
• National Aeronautics and Space Administration
• Transport Canada Civil Aviation
• U.S.Department of Defense

Employee Group CAST members

• Air Line Pilots Association
• Allied Pilots Association
• National Air Traffic Controllers Association

Industry CAST members

• Aerospace Industries Association
• Airbus
• Airports Council International
• Air Transport Association
• The Boeing Company
• Flight Safety Foundation
• General Electric (representing all engine manufacturers)
• National Air Carrier Association
• Regional Airline Association
• Various industry and government agencies also attend CAST as observers.

Awards
CAST received theprestigious 2008 Robert J. Collier Trophy and a 2006 Laurel Award from Aviation Week & Space Technology magazine.

More Information: www.cast-safety.org

The Aviation Safety Information Analysis and Sharing (ASIAS) system connects 46 safety databases across the industry and is integrated into the Commercial Aviation Safety Team (CAST) process. There are currently 40 member airlines participating in ASIAS. The program has evolved to the point that ASIAS now has access to Flight Operations Quality Assurance(FOQA) programs from 21 operators and Aviation Safety Action Partnership (ASAP) data from flightcrews, maintenance and other employees from 37 operators. ASIAS has begun accessing reports in the Air Traffic Safety Action Program (ATSAP), which provides air traffic controllers with a way to report potential safety hazards. Other Air Traffic Organization (ATO) employees will be added to the program in the future.

One major accomplishment is that seven of CAST's 76 safety enhancements have been derived from forward-looking data analysis in ASIAS. Additionally, ASIAS stays connected to CAST's safety enhancements to track the effectiveness of those safety interventions. ASIAS presently has three CAST metric categories in active monitoring comprising 45 distinct metrics.

Infoshare, a semiannual closed-door meeting of more than 400 airline safety professionals, facilitates sharing of safety event identification and mitigation. It's linked to ASIAS for early detection and analysis of safety issues.

The FAA plans to eventually expand ASIAS to 64 databases. Current examples include:

• ACAS (Aircraft Analytical System)
• ASAP (Aviation Safety Action Program)
• ASDE-X (Airport Surface Detection Equipment, Model X)
• ASPM (Airspace Performance Metrics)
• ASRS (Aviation Safety Reporting System)
• ATSAP (Air Traffic Safety Action Program)
• FOQA (Flight Operations Quality Assurance)
• METAR (Meteorological Aviation Report)
• NFDC (National Flight Data Center)
• NOP (National Offload Program office track data)
• SDR (Service Difficulty Reports)
• TFMS (Traffic Flow Management System)
• TOPA (TCAS Operational Performance Assessment)

ASIAS uses FOQA and ASAP data from 37 air carriers that represent 92 percent of commercial operations in the National Airspace System.

Available data includes:

• Current number of ASAP reports: 96,000
• Current number of FOQA reports: 8.1 million operations
• Current number of ATSAP reports: 29,000

The FAA plans to increase the numbers and types of participants following a phased expansion plan to include other parts of the aviation community. ASIAS will include more regional aircraft, domestic corporate general aviation, military, helicopter, manufacturers, and other government agencies.

The public can access some data at www.asias.faa.gov

Background
The airspace that serves the New York, New Jersey and Philadelphia metropolitan areas is the busiest, most complex airspace in the world and has remained largely unchanged since the 1960s. Newark, LaGuardia, Kennedy and Philadelphia are among the most delayed airports in the nation, ranking in the top 10 delayed airports for the past 10 years. Because one third of the nation's air traffic passes through the New York, New Jersey and Philadelphia metropolitan area airspace every day, delays there can have a ripple effect on air traffic across the entire country.

The New York-New Jersey-Philadelphia Metropolitan Area Airspace Redesign will enhance safety, reduce delays and accommodate growth. The project will upgrade the airspace structure over the five-state project area in an environmentally-responsible way, and lay the foundation for the Next Generation Air Transportation System (NextGen).

The FAA is implementing stages of the project over several years. The agency completed Stage 1 in May 2008. The following is an update on the remaining stages of the redesign.

Stage 2A
The FAA has developed an additional fifth departure route for westbound flights leaving the New York metro area to augment four existing westbound departure routes. Starting on October 20, 2011, the new route will allow planes leaving all of the New York area airports to access westbound high altitude routes more quickly and will help relieve current traffic management restrictions that cause delays.

The same day, the FAA will start using a new departure procedure at John F. Kennedy International Airport. This procedure will enable flights headed westbound from JFK to exit the New York area more efficiently and quickly.

Before the new procedure was available, aircraft that filed flight plans for high altitude, westbound routes had to converge over a single point in Robbinsville, New Jersey before they were fanned out on separate routes. During peak westbound traffic periods, this choke point caused ground delays at New York area airports. The addition of a new access point helps alleviate this situation.

Under the new "JFK Wrap" procedure, west-bound flights will first follow a path to the east after taking off from JFK, and will turn to the north and then to the west, across New Jersey. In northwestern New Jersey, flights will be directed to multiple points to access the National Airspace System's high-altitude, west-bound route structure.

By then, the flights will be at an altitude of 20,000 feet. According to the FAA's environmental analysis, the routing from New York to New Jersey will not create any new significant noise impacts, including the portion of the route over Nassau County shortly after departure from JFK.

These changes will make the New York air traffic operation more flexible and will ease air traffic congestion and complexity.

In the graphic below, the new JFK Wrap departure procedure is shown as a dotted red line and the current departure procedure is shown in solid red.

As part of a third change under Stage 2A, on October 20, 2011 the FAA will modify an arrival route for high-altitude flights from north of New York that are headed for Washington Dulles International Airport.

The modified Dulles arrival route will ease New York area congestion by segregating Dulles-bound traffic from New York Metro area westbound departures. This helps New York area departures climb more quickly and requires fewer directions from air traffic controllers.

Stage 2B
The FAA expects to complete implementation of this stage by May 2012, when the remaining dispersal headings will be available to fan aircraft to the west or east at Philadelphia International Airport. These changes will improve efficiency, reduce noise impacts for communities under the flight paths, and eliminate the short-term significant noise impacts related to the airspace redesign project.

Currently Philadelphia International Airport air traffic controllers can use two dispersal headings when aircraft are departing to the west - 245 and 268 degrees. A third heading - 230 degrees - will be available when Stage 2B is implemented.

Controllers also will be able to use two additional dispersal headings for planes departing to the east at 112 and 127 degrees. Currently air traffic controllers can use three headings to fan aircraft when they depart to the east - 081, 085, and 096 degrees.

Stage 3
As part of this stage, the FAA will change departure and arrival flows south and east of the New York metropolitan area, as well as departures to the east from Philadelphia. The agency will also change overflight routes between the Washington and Boston Air Route Traffic Control Centers.

Stage 4
The FAA will change departure and arrival flows northeast, north, and west of the New York metropolitan area, as well as north and west departure and arrival flows for Philadelphia International Airport. Overflight routes among the Cleveland, Boston and Washington Air Route Traffic Control Centers will also change.