Airport Improvement Program (AIP): Reauthorization Issues for Congress

Free download. Book file PDF easily for everyone and every device. You can download and read online Airport Improvement Program (AIP): Reauthorization Issues for Congress file PDF Book only if you are registered here. And also you can download or read online all Book PDF file that related with Airport Improvement Program (AIP): Reauthorization Issues for Congress book. Happy reading Airport Improvement Program (AIP): Reauthorization Issues for Congress Bookeveryone. Download file Free Book PDF Airport Improvement Program (AIP): Reauthorization Issues for Congress at Complete PDF Library. This Book have some digital formats such us :paperbook, ebook, kindle, epub, fb2 and another formats. Here is The CompletePDF Book Library. It's free to register here to get Book file PDF Airport Improvement Program (AIP): Reauthorization Issues for Congress Pocket Guide.

Faa Registry By County

Civil Aviation Registry - Retrieve detailed information from our civil aircraft database, for aircraft registered within the United States. The FCC is responsible for managing and licensing the electromagnetic spectrum for commercial users and for non-commercial users including: state, county and local governments. The Aviation Digital Data Service ADDS makes available to the aviation community text, digital and graphical forecasts, analyses, and observations of aviation-related weather variables. We also aim to promote aviation awareness and provide the most efficient flight services for the Commonwealth.

Denning, Oklahoma City, Oklahoma The most complete aircraft documentation service online. Because airplanes typically display their registration numbers on the aft fuselage just forward of the tail, in earlier times more often on the tail itself, the registration is often referred to as the "tail number".

The FAA app would provide situational awareness to drone operators, but fails to provide the public with information about nearby drones. A federal court has struck down the Federal Aviation Administration's rule requiring the registration of drones by recreational users. We offer here a brief outline of some of the grant and other incentive programs that are available to help support preservation efforts.

Are you interested in learning about the current U. County, Date Range within a year , and Manner of Death. FAA's drone registry illegal, court rules. Finding Aids: Forrest R. This morning the Federal Aviation Administration unveiled "Part ," a new set of rules to govern the use of drones by commercial operators. Department of Transportation Secretary Elaine L.

The "N" means that the blimp is registered in the United States. Given, that most drones weigh over this amount, registration is generally required accordingly. You will leave the IRS website and enter the state website. This is a list of aircraft Federal Aviation Administration. The Public Inspection page may also include documents scheduled for later issues, at the request of the issuing agency. Its mission since day one has been to offer flexibility, dependability, and safety in flight, a guarantee upheld throughout the course of their history.

Information on wait times at security checkpoints. Click 'Announcements' in the left menu to search for opportunities. You would however be wrong 1. Basic Features of the Civil Aviation Registry. Through the use of the ASN, Alberta Education, Alberta Advanced Eduction, and all educational institutions in Alberta will have better information to evaluate programming and emerging trends in student choices across the education system. With ever-more complex aircraft available to you, the process of fitting out an aircraft cabin is also more complex. You may find cases based on one of the following search criterias: 1.

The FAA isn't warning drone owners their names and addresses. But the agency's buoyant mood is destined for a nosedive. The system, thankfully, is simple: You can do it all online starting December 21, here. It is situated on the north end of Grimes Field municipal airport, roughly a mile from central Urbana. One more feather in John Taylor's cap.

However, this data alone does not provide the basis for a determination regarding the airworthiness of an aircraft or the current aircraft configuration. FAA systems, including all related equipment, networks, and network devices specifically including internet access are provided for the processing of official U. Over awards set Utah. The "Search by Location" enables you to look up a registration based on the location and height of a structure. Established in as the first privately managed Category-1 aircraft registry in the world as rated by the FAA. But before you do, you need to be aware of the rules and regulations that the Federal Aviation Administration FAA and the Suffolk County Parks Department have put in place for flying drones.

Up-to-date airport and fuel price information for Jet-A and Avgas pilots and aviation professionals. Check with your airline to determine if your flight is affected. The huge list includes the city, state and zip code of each hobbyist and non-hobbyist registrant; names and street addresses are not shown in. The Richland County Coroner's Office performed the postmortem examination of the pilot on November 20, Beale Street, Kingman AZ To avoid suspension of your National Registry account, we encourage you to create an account with login.

Unclaimed Funds. McKean County Property Records. Biesecker Library. FAA opens up drone registration database. Submiting bid and…. Select the FAA drone registration type below to legally register a drone for recreational or business purposes. Martin County is committed to ensuring website accessibility for people with disabilities. These funds were collected by the Clerk's office prior to January 1, , and must be claimed on or before September 3, On December 17, , the FAA released a new fact sheet to clarify what state and local drone regulations are preempted under federal law.

This ensures that you are set up and ready to bid when the opportunity arises. Effective December 21, , if you own a drone that will be used outdoors, and it weighs between. Posted by Staff on August 14, It also states that violations of privacy by commercial drones may be construed as unfair and deceptive trade practices enforceable by the Federal Trade Commission. FAA has responsibility for overseeing compliance with safety regulations at airlines, charter aircraft operators, repair stations, aircraft and aircraft parts design organizations and manufacturers, and other regulated entities.

It maintains a safety workforce of more than 7, aviation safety workers including more than 4, field inspectors. Both H. Maintenance of U. Repair stations are regulated under 14 C. Part , and thus FAA-certificated repair stations are sometimes referred to as Part repair stations. To be certified under Part , a repair station must develop FAA-approved documentation and processes including quality control procedures and training programs.

FAA may also approve foreign repair stations based on a foreign certification issued by a country that has a bilateral aviation safety agreement with the United States. FAA has adopted a compliance philosophy rooted in risk-based targeting of oversight activity that is informed by information voluntarily shared by regulated entities.

Additional concerns have been raised that FAA field offices do not consistently interpret regulations in carrying out their duties and providing oversight to regulated entities. FAA has sought to establish quality management systems to standardize processes across offices to minimize variations in the interpretation and application of regulations, including the establishment of a regulatory consistency committee. That committee identified three root causes of inconsistencies at FAA: unclear requirements, inadequate and nonstandard training, and a culture content with the status quo and reluctant to resolve inconsistencies.

To date, there has been no independent assessment of the progress made or the effectiveness of revised certification practices. The bill would also mandate that FAA establish a task force on reforming flight standards and maintain a regulatory consistency communication board to recommend processes for handling regulatory interpretation matters.

FAA regulations and processes to oversee the safety certification of the design and manufacturing of aircraft and aircraft component parts are highly complex.

Airport Improvement Program (AIP): Reauthorization Issues for Congress [May 29, ]

GAO found in that the FAA certification processes generally work well, but that FAA lacks performance measures to assess its progress on certification-related initiatives. GAO also found that interpretation of regulations is inconsistent at the regional level, potentially leading to inequitable treatment of industry competitors. It would direct FAA to create an industry advisory committee to provide policy advice regarding FAA safety certification, including certification processes, safety management systems and risk-based oversight, use of delegation and designation authorities, and regulatory interpretation standardization efforts.

The bill would establish requirements for FAA to conduct routine oversight and inspections of organization designation authorization ODA 33 holders, and maintain formal procedures for delegating them authority to monitor their own compliance. The bill proposes that FAA form an expert review panel to assess the ODA program and the timeliness and efficiency of the certification process.

It also includes language to streamline the certification of safety-enhancing equipment and systems designed for small general aviation aircraft. It would also direct FAA to expand its practice of accepting airworthiness determinations made by regulator counterparts in foreign countries so long as bilateral safety agreements are in place and the foreign authority has an open and transparent process for issuing airworthiness directives.

The office would handle all requests from ODA holders regarding the review and removal of limitations and reviews of corrective actions taken. The FAA extension act P. The act also required FAA to issue a proposed rule regarding drug and alcohol testing at foreign repair stations within 90 days and to issue a final rule one year thereafter. FAA has not yet published the proposed rule, and DOT has indicated the rule may be further delayed in response to Executive Order , which seeks to reduce federal regulations.

Separately, H. FAA has implemented HIMS, an occupational substance abuse treatment program, as a means for commercial pilots that have undergone successful rehabilitation for substance abuse to be granted special issuance medical certification allowing them to return to the cockpit with appropriate observation and monitoring by HIMS-trained aviation medical examiners.

Section of the act required FAA to "conduct a rulemaking … to modify requirements for the issuance of an airline transport pilot certificate," and specified that "the total flight hours required by the Administrator … shall be at least 1, flight hours. Part air carrier revenue operations hold an airline transportation pilot certificate. It also required those serving as an air carrier pilot-in-command captain to have at least 1, flight hours in air carrier operations. Currently, only classroom hours at approved higher education institutions offering accredited aviation-related degree programs are allowed to be credited toward the requirements to obtain a restricted airline transportation pilot certificate, allowing them to be hired as first officers with fewer than 1, flight hours.

Part , which prescribes passenger airline flight crew flight time, duty time, and rest requirements based on crew size, time of day, time and distance away from home base, and other factors. The regulation also requires airlines to implement a fatigue risk management system. The rules went into effect on January 14, While these regulations are mandatory for passenger airlines, compliance is optional for all-cargo carriers that operate under 14 C. Part Pilot labor organizations have long argued for uniform fatigue regulations under an umbrella "single level of safety" approach, although FAA and the airline industry maintain that air cargo operations are sufficiently different that separate regulatory requirements are appropriate.

Efforts to include all-cargo pilots under the same set of duty and rest rules as passenger airline pilots did not pass in the th Congress e. While H. Both bills would require airlines to develop FAA-approved fatigue risk management plans for flight attendants.

  1. Lesson Plan #1: The Importance of Being Earnest.
  2. Transcendental History.
  3. Vintage Keating: His Wit and Wisdom;
  4. How To Write A Theology Essay (Latimer Briefings Book 11).

In , the United States raised the retirement age for airline pilots from 60 to 65 See 14 C. For single-pilot international operations, the age limit remains at 60 years. Prior to , international standards and FAA regulations required that pilots 60 years of age or older be paired with a pilot younger than For other operations, including charter flights and business aviation, there are no upper age restrictions for serving as a pilot so long as the individual can pass the applicable medical exam.

However, a provision in H. Part and pilots of certain fractional-ownership jet fleets. Two incidents renewed concern about the capabilities of tracking technologies and data recorders aboard passenger aircraft. The whereabouts of Malaysia Airlines Flight , which disappeared in March , remained uncertain as of May , and the crash site of Indonesia AirAsia Flight , which went down in the Java Sea on December 28, , took several days to locate, despite the widespread availability of tracking technologies using GPS. While most transoceanic airliners are equipped with GPS, ATC continues to rely predominantly on ground-based radar to track aircraft.

Tracking of aircraft based on GPS position is envisioned under FAA's NextGen initiative, but this system is to rely on a network of ground-based receivers within the United States, and, like the existing radar infrastructure, would be incapable of tracking aircraft beyond the coverage area of the network. Transoceanic flights, flights along polar routes, and flights passing over other remote areas journey beyond the range of ground-based radars and tracking stations. Enhanced satellite-based systems to track aircraft globally are being developed and deployed, and some U.

These options could aid in locating civilian aircraft in distress or involved in accidents in remote locations. Both the House and Senate bills would instruct FAA to carry out an assessment and, as needed, implement new performance standards to improve aircraft tracking and flight data recovery through technologies such as automatic deployable flight recorders, triggered transmissions of flight data, distress-mode tracking, satellite-based solutions, and protections against disabling flight recorder systems.

FAA has addressed surface movement safety though investments in airport lighting and signage improvements, modifications to procedures and communications, and investments in such technologies as surface radar, runway status lights, final approach runway occupancy signals, and tablet devices for pilots known as electronic flight bags with moving map capabilities. Additionally, FAA has supported targeted installation of special pavement materials, known as Engineered Materials Arresting Systems EMAS , at airports where aircraft that overrun a runway could collide with structures or enter bodies of water.

The act also required FAA to develop a process for tracking and investigating runway incidents and deploy systems to alert air traffic controllers and pilots of potential runway incursions into the NextGen implementation. The plan, published in November , indicated that FAA is using a number of data collection and analysis tools to identify and mitigate safety risks in airport surface movements and terminal area operations.

It would direct FAA to expedite its efforts to develop metrics for examining trends in runway incursions and assess the effectiveness of runway safety initiatives. The bill would also require FAA to prepare progress reports detailing projects using airports grants to make runway safety improvements. Lithium batteries pose a risk of fire aboard aircraft, whether transported separately or installed in portable electronic devices.

Language in the House bill would give DOT more leeway regarding lithium battery carriage regulations. Specifically, H. It would also direct DOT to establish a lithium battery air safety advisory committee that would provide advice and recommendations regarding lithium battery safety and mechanisms for increasing awareness of relevant requirements among shippers and air passengers. Helicopter crashes involving air ambulances in Texas, Missouri, and Colorado in and a February air tour helicopter crash in Arizona stand out among aviation accidents that have raised safety concerns about the design of helicopter fuel systems.

Currently, newly built helicopters that are constructed to meet type design specifications that were approved before an October regulatory change do not need to conform to the updated fuel system crash resistance standards. The organization of air traffic services has been a major focus of FAA reauthorization debate over the past three years. In contrast, bills introduced in the Senate S. The privatization proposals stumbled on two main obstacles. One was funding. The proposals envisioned that the ATC entity would be a self-sustaining organization that would cover its costs with fees charged on aircraft using the system.

User fees have been strongly opposed by general aviation interests, and Congress has repeatedly refused to permit them. The other obstacle has been the proposed organization's borrowing costs. Although the ability to borrow in the financial markets to modernize the air traffic system is often cited as an advantage of an independent entity, such an entity would face higher borrowing costs than the federal government, unless the federal government's full faith and credit were to back the entity's debt obligations.

However, as proposed, the air traffic entity and its debts would have been completely separate from the federal government. ATC operations at airports without radar control are provided by private operators under the Federal Contract Tower program. Since , FAA has contracted out the work performed at automated flight service station facilities that provide preflight and in-flight weather briefings and flight planning services, mostly to general aviation operators.

FAA also has made increased use of design-build-maintain contracts that make contractors, rather than FAA personnel, responsible for installing and maintaining ATC equipment. Historically, FAA has advertised job openings for air traffic controllers to specific categories of applicants, using separate evaluation processes for each category. In February , it switched to a single, nationwide vacancy announcement with a uniform evaluation process that was open to all qualified U.

FAA also changed its process for selecting among eligible candidates in response to recommendations from two reports undertaken to examine barriers to workplace diversity in the ATC hiring process. These changes were substantial. Under the process used for hiring pursuant to the February vacancy announcement, a biographical assessment was utilized as a first step to assess applicants' experience and aptitude for ATC.

FAA asserted that the biographical assessment effectively addressed workforce diversity concerns while identifying those applicants most likely to succeed in training and as fully certified air traffic controllers.


It mandated that FAA give preferential consideration to air traffic controller applicants with prior experience at an FAA, FAA-contracted, or military air traffic facility and further stipulated that, after giving preference to experienced controllers, FAA select in roughly equal numbers from two separate applicant pools of 1 AT-CTI graduates, and 2 all U.

It also required FAA to reevaluate any experienced controllers or AT-CTI graduates who were disqualified based on the results of a biographical assessment after applying in response to the February announcement, even if they were older than the maximum age of 30 years.

For applicants with one or more years of prior ATC experience, the law increases the maximum entry age to 35 years. Consolidation of FAA air traffic facilities and functions is viewed as a means to control operational costs, replace outdated facilities, and improve air traffic services. FAA plans are politically sensitive, as consolidation initiatives could result in job losses in specific congressional districts even if they do not result in an overall decrease in jobs for air traffic controllers, systems specialists, and other supporting personnel.

Rather, realignment and consolidation coupled with airspace modernization under the NextGen system are anticipated to change the nature of these job functions and consolidate them in fewer physical facilities. FAA convened a collaborative working group, which has issued three reports describing various recommendations for realignment and consolidation of specific ATC facilities. The reports describe consolidation options in parts of New England, Texas, and Oklahoma, portions of western Pennsylvania and New York, in northern Ohio and southern and central Michigan, and in Illinois and Missouri and eastern Washington state.

On September 26, , an act of arson at FAA's Chicago ATC center temporarily shut down air traffic into Chicago's two commercial airports and disrupted flights across much of the country. The incident highlighted the potential physical security risks posed by contractors and employees with access to facilities.

It also illustrated the importance of redundancy, as controllers working at other locations, not in the Chicago area, were able to return the system to normal operation within a couple of days. In , GAO raised specific concerns over how well FAA is addressing security and cybersecurity as it transitions to the NextGen system and as modern aircraft become increasingly connected to the internet. In the DOT Office of Inspector General found FAA's response to and preparedness for major system disruptions, including the fire at the Chicago center, to be inadequate due to a lack of training, redundancy, resiliency, and flexibility.

The framework is to address airspace modernization, aircraft automation, and aircraft systems, including inflight entertainment systems. The act also requires FAA to address recommendations from the GAO report and develop and maintain an agency-wide cybersecurity threat model, and establish a cybersecurity standards plan for FAA information systems, and an aviation cybersecurity research and development plan.

The House bill would also require FAA to identify safety risks associated with power outages at airports and recommend actions to improve the resilience of communication, navigation, and air traffic surveillance systems in the event of such an outage. FAA would also be required to review existing mechanisms to alert pilots and air traffic controllers in the event of a failure or problem with runway lighting and provide recommendations to enhance situational awareness of such events.

Significant global competition exists in the rapidly growing commercial space industry, with Russia, France, and increasingly China vying for commercial space launch business. FAA's regulates and licenses commercial space launch providers and is also charged with promoting private-sector space launches. This parallels FAA's former dual role as a safety regulator and an industry promoter of the commercial aviation industry; concern about the potential conflicts this created led to a provision in the FAA Reauthorization Act of P.

GAO has noted that FAA's dual mandate with regard to commercial space activity may pose a potential conflict of interest. FAA's authority encompasses launch and reentry of space vehicles, but does not extend to orbital activities and operations. Currently, there are 10 licensed launch sites in the United States.

Airport Improvement Program (AIP): Reauthorization Issues for Congress

Since , FAA has licensed commercial space launches and issued permits for 44 launches, including 18 licensed launches and 1 permitted launch in FY and 19 licensed launches so far in FY It would also require a GAO study of spaceport activities, detailing funding options including user funding options and matching infrastructure grants. FAA Research and Development focuses on aviation system safety, efficiency, and the reduction of environmental impacts.

Historically, about half of FAA research funding has addressed efficiency and economic competitiveness, largely supporting modernization efforts like NextGen. FAA receives advice and recommendations regarding its research program from industry through the Research, Engineering, and Development Advisory Committee REDAC , which assesses research needs in five major areas: operations, airport technology, aviation safety, human factors, and environment and energy.

Pursuant to 49 U. The plan lays out the five-year research and development goals and anticipated funding requirements. A GAO review of FAA strategic planning for research and development recommended that FAA improve its processes for identifying long-term research priorities, improve transparency regarding how projects are selected and funded, and ensure that annual reviews and plans meet applicable statutory requirements regarding content.

While some additional research funding may come from other FAA accounts beyond what has been provided in years past, this may have a considerable impact on FAA grants and research partnerships with industry and academia as well as FAA staffing in research positions. The Airline Deregulation Act of P. This raised the concern that communities with relatively low passenger levels would lose service as carriers shifted their operations to serve larger and often more profitable markets.

Congress established the EAS program to help ensure a continuation of service to those small communities that were served by certificated air carriers before deregulation, with subsidies if necessary. The EAS program is administered by the Office of the Secretary of Transportation, which determines the minimum level of service required at each eligible community by specifying.

Over the years, Congress has limited the scope of the program, mostly by eliminating subsidy support for communities within a reasonable driving distance of a major hub airport. Under the act, for locations to remain EAS-eligible, they must have participated in the EAS program at any time between September 30, , and September 30, An EAS-eligible place is now defined as a community that, during this period, either received EAS for which compensation was paid under the EAS program or received from the incumbent carrier a day notice of intent to terminate EAS following which DOT required it to continue providing service to the community known as "holding in" the carrier.

Airport Improvement Program (AIP)

Since October 1, , no new communities may enter the program should they lose their unsubsidized service, except for locations in Alaska or Hawaii. These limitations apply only to the contiguous 48 states and Puerto Rico. EAS communities in Alaska and Hawaii are exempt from these requirements. DOT currently subsidizes air service to more than communities that otherwise would not receive any scheduled commercial air service.

  • Airport Improvement Program (AIP): Reauthorization Issues for Congress.
  • Connect with TRB;
  • When Money Talks, Listen!.
  • Essential Air Service Statistics.
  • Slumber Party?
  • Policy & Research Resources!
  • It would also require the Comptroller General to conduct a study on the impact of EAS reform options. Since , DOT has issued multiple tentative orders indicating its intention to enforce the statutory EAS program criterion. Most of the communities filed for and received waivers, which kept them eligible to receive subsidized EAS.

    A very small number of these communities had their eligibility terminated. On May 11, , DOT issued the most recent tentative order and found 21 communities not meeting either or both of the statutory criteria in FY The deregulation of the airline industry in the United States eliminated federal control over many airline business practices, including pricing and domestic route selection.

    However, the federal government continues to legislate and enforce certain consumer protections for airline passengers. Congress largely determines the degree to which the rights of airline passengers are codified in law or developed through regulatory rulemaking. Most of DOT's consumer rules are based on 49 U. The interpretation of the phrase "unfair or deceptive" can significantly affect the scope of DOT's enforcement authority.


    Both bills address crowding aboard airplanes. Both bills address the needs of passengers with disabilities as well as consumer complaint process improvement. Such action would have allowed airlines to advertise base airfares, even though consumers would not be able to purchase transportation at those prices. This practice is currently deemed "unfair and deceptive" by a DOT consumer protection rule, which requires that airline and travel websites give most prominent display to the total cost of a flight, including taxes and fees.

    The uncommitted balance consists of funds that have not been expended or obligated through current or prior-year activities, whereas the cash balance includes funds that have been obligated but not expended. See U. Higher federal shares are available to airports in states with large amounts of federal land; see 49 U. Commercial service airports are publicly owned airports that receive scheduled passenger service and board at least 2, passengers a year.

    Branson Airport in Branson, MO, is the only privately funded, privately developed, and privately operated commercial passenger airport in the United States. Examples of grant assurances include making the airport available for public use on reasonable conditions and without unjust economic discrimination against all types, kinds, and classes of aeronautical activities ; charging air carriers making similar use of the airport substantially comparable amounts; maintaining a current airport layout plan; making financial reports to FAA; and expending airport revenue only on capital or operating costs at the airport.

    DNL is the hour average sound level in decibels dB , with a dB adjustment penalty added to each aircraft operation occurring during nighttime hours 10 p. See, e.

    Airport Improvement Program (AIP): Reauthorization Issues for Congress Airport Improvement Program (AIP): Reauthorization Issues for Congress
    Airport Improvement Program (AIP): Reauthorization Issues for Congress Airport Improvement Program (AIP): Reauthorization Issues for Congress
    Airport Improvement Program (AIP): Reauthorization Issues for Congress Airport Improvement Program (AIP): Reauthorization Issues for Congress
    Airport Improvement Program (AIP): Reauthorization Issues for Congress Airport Improvement Program (AIP): Reauthorization Issues for Congress
    Airport Improvement Program (AIP): Reauthorization Issues for Congress Airport Improvement Program (AIP): Reauthorization Issues for Congress

Related Airport Improvement Program (AIP): Reauthorization Issues for Congress

Copyright 2019 - All Right Reserved