Pipe: Aviation

Five Asia-Pacific airports from Indonesia and Thailand newly accredited into industry carbon programme

Wed, 2014-10-29 13:59
Wed 29 Oct 2014 - Five airports from the Asia-Pacific region have been newly accredited under the airport industry's Airport Carbon Accreditation programme. Indonesia's Jakarta Soekarno-Hatta International and four airports in Thailand - Chiang Mai, Don Mueang, Hat Yai and Mae Fah Luang Chiang Rai - join 21 other airports that have been accredited so far in the region. The programme was first launched by ACI Europe in 2009 and extended to include ACI Asia-Pacific members in November 2011. The five new airports have been accredited at the first Mapping level, in which they are required to determine emissions within their operational boundary, calculate their annual carbon emissions, compile a carbon footprint report and have it independently verified. Last month, the programme received a further boost when it was extended to North America

FAA awards $10 million in VALE grants to six US airports to help reduce emissions and improve air quality

Wed, 2014-10-29 08:57
Wed 29 Oct 2014 - The FAA has awarded grants totalling $10.2 million to six airports across the United States to enable reductions in emissions and air quality improvements. The grants are made under the FAA's Voluntary Airport Low Emission (VALE) programme that aims to reduce all sources of airport ground emissions in areas of marginal air quality. Since 2005, the FAA has funded 69 VALE projects at 38 airports, representing a total investment of $184 million that includes $38 million in local airport matching funds. The airports receiving the latest grants are Albuquerque, Atlanta, Chicago O'Hare, Dallas-Fort Worth, Seattle-Tacoma and Yeager. The FAA also announced recently that in efforts to remove harmful lead from general aviation fuel it had selected four unleaded fuels for the first phase of a test programme.

News and Updates - Industry Works With FAA to Equip with NextGen Technology

Tue, 2014-10-28 18:38

WASHINGTON, DC At a meeting today at Federal Aviation Administration (FAA) Headquarters, the FAA and aviation industry leaders renewed their commitment to equip aircraft with new NextGen avionics technology by the January 1, 2020 deadline, through the creation of an Equip 2020 working group led by the NextGen Institute. Under a 2010 rule, all aircraft flying in designated airspace must be equipped with Automatic Dependent Surveillance Broadcast (ADS-B) Out avionics to increase safety and efficiency in the National Airspace System.

This is an important milestone for a core NextGen technology that will revolutionize the national airspace system by providing a more accurate view of aircraft location, increasing safety and efficiency, said FAA Deputy Administrator Mike Whitaker. The FAA laid the ADS-B infrastructure, and now the Equip 2020 group will work together to help ensure the fleet is equipped with this technology so we can utilize the benefits it brings.

In order to meet the deadline, agency representatives and industry leaders identified the barriers delaying operators from equipping with ADS-B Out avionics. The organization agreed to work together to resolve them in a working group formed under the NextGen Institute called Equip 2020. The group will be led by Major General Marke Hoot Gibson, U.S. Air Force, retired, Executive Director of the NextGen Institute.

Some of the key barriers to equipage identified by industry include: cost and availability of upgrading GPS receivers; streamlined certification procedures; development of more low cost avionics; improving product availability; clarifying requirements; and ensuring repair station resources are available to complete installations.

ADS-B is a foundational technology which modernizes the national airspace from a ground radar system to satellite-based GPS technology. Whitaker noted that this year the FAA completed the installation of the nationwide infrastructure for ADS-B. The full benefits of increased safety and efficiency of the national airspace depend on 100 percent equipage for aircraft that fly in most airspace controlled by air traffic control.


The FAA published a final rule in May 2010, with industry input, that requires all aircraft flying in designated controlled airspace, to equip with ADS-B Out avionics by 2020. ADS-B will use GPS technology to transform the national airspace system by providing more precision and reliability than the current radar system. Aircraft equipped with ADS-B Out broadcast their flight position to controllers on the ground and to other pilots who are properly equipped with ADS-B, increasing safety and situational awareness. With ADS-B Out, controllers get an update of the aircraft position almost continuously, compared to five seconds or longer with radar. This, in turn, allows more efficient spacing of aircraft and better use of our busy airspace.

The FAA recently completed the installation of ADS-B ground infrastructure. Aircraft equipped with ADS-B avionics enjoy the benefits of improved safety and efficiency today.

The FAA first deployed ADS-B in Alaska in remote areas with no radar coverage and equipped more than 300 aircraft in Alaska with ADS-B systems and related avionics. The improved situational awareness for pilots and extended coverage for controllers resulted in a 47 percent drop in the fatal accident rate for equipped aircraft in the southwest area of the state. Today, in Alaska and the Gulf of Mexico, ADS-B Out surveillance decreases the likelihood of mid-air collisions, as well as improves the success rate of search and rescue missions.

In the Gulf of Mexico, the FAA worked with oil and natural gas companies and helicopter operators to install a network of ADS-B radio stations on oil platforms to bring satellite surveillance to that busy airspace and improve efficiency. Helicopters equipped with ADS-B are saving fuel each flight and taking more direct routes to the oil rigs. It also enables them to continue operations even in inclement weather.


The following groups were represented at todays meeting:

Accord Technology
Aerospace Industries Association
Aircraft Electronics Association
Aircraft Owners and Pilots Association
Airlines for America
Air Line Pilots Association
Alaska Airlines
American Airlines
Aparreo Systems
Aspen Avionics
Delta Airlines
Dynon Avionics
Embry Riddle
Esterline CMC Electronics
Federal Express
Experimental Aircraft Association
FreeFlight Systems
General Aviation Manufacturers Administration
Gulfstream Aerospace
Helicopter Association International
National Air Traffic Controllers Association
National Air Transportation Association
National Business Aviation Association
National Transportation Safety Board
NavWorx Inc.
NextGen GA Fund
NextGen Institute
Regional Air Cargo Carriers Association
Regional Airline Association
Rockwell Collins
Southwest Airlines
The Mitre Corporation
Trig Avionics Limited
United Airlines
United Parcel Service
United States Parachute Association
Universal Avionics Systems Corp


Air France launches one-year sustainable development showcase project involving weekly biofuel flight

Tue, 2014-10-28 12:54
Tue 28 Oct 2014 - Air France has launched a one-year programme, called 'Lab'line for the Future', to showcase various sustainable development projects the airline is undertaking. Starting last week, and running until September 2015, it will operate a series of weekly flights on the Toulouse to Paris-Orly route that will be powered by a 10/90 blended Amyris/Total biofuel. The farnesane biofuel was approved in June for commercial aviation use by certifying body ASTM International in blends up to 10 per cent. It is derived from a yeast fermentation process fed by sugarcane and was first used in a GOL flight between Orlando, Florida and Sao Paulo, Brazil the following month. Last month, Lufthansa became the first European airline to use the biofuel on a flight from Frankfurt to Berlin.

Finnair, TUI Travel and Munich Airport score highly in CDP international climate leadership index

Mon, 2014-10-27 15:53
Mon 27 Oct 2014 - Finnair, TUI Travel and Munich Airport are stand-out leaders in this year's Carbon Disclosure Project (CDP) index of climate disclosure and performance by organisations around the world. CDP, an international NGO, provides a global system for companies and cities to measure, disclose, manage and share environmental information with 767 institutional investors worldwide responsible for assets of $92 trillion. The aim is to motivate companies to disclose their impacts on the environment and natural resources, and take action to reduce them. Finnair and Munich Airport have been A-listed on the CDP Climate Performance Leadership Index (CPLI) 2014 for their actions to reduce carbon emissions and climate protection efforts. TUI Travel - which has six airlines - scored an A- on the CPLI and a 'perfect 100' on the Climate Disclosure Leadership Index (CDLI).

Your Retirement May Include a Robot Helper

Mon, 2014-10-27 00:00

As industrial robots become more capable, they could start helping out around the home.

Youngsters aren’t the only ones who get the latest high-tech gadgets. Sometime in the next decade or two, homebound retirees could be early adopters of an important new technology: the home-help robot.


Your Grandpa’s Robot Helper Is on the Way

Mon, 2014-10-27 00:00

As industrial robots become more capable, they could start helping out around the home.

Youngsters aren’t the only ones who get the latest high-tech gadgets. Sometime in the next decade or two, homebound retirees could be early adopters of an important new technology: the home-help robot.


HSBC provides funding for Lanzatech and Virgin venture to produce jet biofuel for flight demonstration

Fri, 2014-10-24 09:40
Fri 24 Oct 2014 - LanzaTech and Virgin Atlantic have secured funding support from HSBC, the UK's largest bank, that will allow sufficient production of LanzaTech's new low carbon jet fuel for flight proving purposes. The LanzaTech process captures and ferments waste gases from industrial steel production and the resulting ethanol is chemically converted into jet fuel. It is one of a number of technology pathways currently undergoing scrutiny by fuel and aerospace experts before achieving the necessary ASTM certification that will allow use of the fuel in commercial flights. The two partners, which have been working on the fuel's development for three years, said HSBC's support, along with Boeing and other technical partners, would see a proving flight taking place within the next year. Meanwhile, Virgin Atlantic has become the first airline to be awarded the Quiet Mark certification for its new fleet of Boeing 787-9s.

ENGAGE and AMBER air navigation projects to save fuel and reduce emissions reach successful conclusions

Thu, 2014-10-23 13:36
Thu 23 Oct 2014 - Canadian air navigation service provider (ANSP) NAV CANADA and its partners report they have successfully concluded the second phase of a fuel saving and emissions reduction project that trialled varying speed (Mach) and altitude flights transiting unsurveilled North Atlantic airspace. The ENGAGE II project was conducted in partnership with Air France and in conjunction with UK ANSP NATS, and four other airlines - KLM, British Airways, United and Delta - also took part in this phase. NAV CANADA estimates average fuel and emissions savings of between one and two per cent per flight, which translates to a reduction of 200-400 litres of fuel and 525-1,050 kilograms of greenhouse gas emissions. The project was supported by the EU's SESAR Joint Undertaking (JU), which has been involved in a Latvian green flight project, AMBER, that has also just concluded.

Boeing and COMAC open new demo facility to produce sustainable jet fuel from Chinese used cooking oil

Thu, 2014-10-23 07:34
Thu 23 Oct 2014 - Two years after announcing their collaboration to investigate the potential of converting used cooking oil (UCO) into aviation biofuel, Boeing and Commercial Aircraft Corporation of China (COMAC) have opened a demonstration facility in Hangzhou, Zheijang province. The facility, which is being sponsored by the two aircraft manufacturers and known as the China-U.S. Aviation Biofuel Pilot Project, is expected to produce up to 160 gallons (600 litres) of sustainable jet fuel per day. A technology developed by Hangzhou Energy Engineering Technology will be used to clean contaminants from waste oils before conversion into jet fuel that the partners say will meet international specifications.

IN-2014/174: Altitude Cold Temperature Corrections

Tue, 2014-10-21 15:29
International Civil Aviation Organization (ICAO) Doc 4444 PANS-ATM currently states that 'when necessary, the relevant minimum vectoring altitude shall include a correction for low temperature effect and it is the responsibility of the Air Traffic Services authority to provide the controller with minimum altitudes corrected for temperature effect'. UK Air Traffic Control (ATC) procedures published in CAP 493 (Manual of Air Traffic Services Part 1) do not currently specify procedures for applying

Marine Eugene has a talent for finding opportunities

Mon, 2014-10-20 16:01
The NetJets executive has been busy with fractional deals

Marine Eugene has a talent for finding opportunities

Mon, 2014-10-20 16:01
The NetJets executive has been busy with fractional deals

Japan eyes commercial jet renaissance

Sun, 2014-10-19 00:40
Aviation touted to again become an engine of country’s industry alongside electronics and cars

Japan eyes commercial jet renaissance

Sun, 2014-10-19 00:40
Aviation touted to again become an engine of country’s industry alongside electronics and cars

Speech - All For One and One For All

Thu, 2014-10-16 01:00
Administrator Michael Huerta
Washington, DC

Remarks as Prepared for Delivery

Thank you, Pete [Dumont, President of the Air Traffic Control Association], for that kind introduction. It is great to be here with so many friends and colleagues in the aviation industry. Before I go any further, I want to acknowledge the great contributions of a civil servant who is leaving public office. John Pistole has announced he is retiring as Administrator of the Transportation Security Administration after four-and-a-half years leading that agency. I have the deepest respect for his work and the dedicated leadership he has provided and wish him the very best in his new endeavors.

As you all know, we have had a very busy last few weeks. The sabotage and resulting fire at our en route center near Chicago can only be described with one word: devastating. But it was also something else. It was an event that was marked by profound teamwork.

FAA Chief Operating Officer Teri Bristol and I have spent a lot of time together the last few weeks. When we visited Chicago Center to see the progress on our recovery, I couldnt tell who was a manager, and who was a controller, and who was a technician. I couldnt tell who was from industry and who was from the FAA. In fact, what it looked like was one team.

It just goes to show what can happen when the FAA and industry work together, come up with a plan, establish targets and then commit to meet them. We did that in Chicago. And we need to do that on a much larger scale for the future of the aviation industry.

You are all aware that the FAA is facing significant challenges in both maintaining our system 50,000 operations per day, countless companies all supporting nearly 12 million jobs and at the same time modernizing that system. And this needs to take place in the face of an extremely unforgiving budget environment.

As an industry, we have the responsibility to pull together as one, like we did in Chicago, and create the kind of airspace system that will serve our needs and provide a very bright future for this country. When we cooperate, look what happens. Chicago Center came back into service three days ago, as promised. It took just two weeks.

Let me tell you why it worked. Chicago Center controllers traveled to facilities in other states to help keep air traffic moving. They are the experts in Chicagos air space, and they put that knowledge to work helping their colleagues at adjacent facilities who had assumed the responsibility for air traffic that would typically be handled by Chicago Center.

Technicians rerouted phone lines to keep communications flowing. At the same time mechanics and electricians rebuilt from the fire installing two dozen racks of equipment and connecting more than 10 miles of cable to some 835 distinct circuits. This was an extraordinary team effort and a very quick turnaround time. It should be a lesson to all of us about the rewards of cooperation and the rewards of having a clear mission.

Regardless of this great work, I do understand the traveling public was frustrated. They were frustrated with flight delays and they were frustrated with cancellations. We are currently in the middle of the 30-day review of our contingency plans and security procedures for our major air traffic facilities. Ive asked my team to think as creatively as possible and make recommendations for improvements.

Some think the FAA should have been able to restore full operations in a matter of hours, but our contingency plans have always been about the steps we take to maintain a safe system. Safety overrides every other factor. The plans have never been designed so that we could handle a full schedule for the airlines within minutes or hours of a major catastrophic event.

In the long run, however, NextGen gives us the ability to recover from unexpected outages more quickly because its a more flexible system. Chicago is a good example of why we all need to come together to make sure we focus on upgrading our nations airspace infrastructure so that we remain competitive and make sure we can withstand the unexpected.

NextGen Priorities
That same team work and collaboration that allowed us to get Chicago Center up and running in two weeks is a model for what we, as an industry, need to do more of. In fact, that same level of cooperation has taken place between the FAA and industry over the last year as we defined and focused our NextGen priorities. We have worked collaboratively with industry through the NextGen Advisory Committee. We listen to what you say and we actively respond.

We are very focused on providing near term NextGen benefits and have already done so in many parts of the country. And we are building on this and sharpening our focus on near term benefits. Tomorrow, we will be delivering a report to Congress outlining the near-term priorities that we have all agreed upon government and industry and we are committed to deliver. These priorities fall in four areas: more satellite-based navigation procedures; better use of runways; better situational awareness at airports; and more streamlined departure clearances through DataComm.

Let me give you a couple of examples of what we are working on.

The first is satellite-based navigation. A lot of good work has been happening in Seattle and Denver and other cities through collaboration with airlines, airports, and other stakeholders. We are fast-tracking more direct routes in the airspace above other busy metropolitan areas through our Metroplex initiative. Already, airlines are seeing benefits in fuel savings and lower carbon emissions. Take Houston and North Texas for example. In Houston alone, this amounts to 3 million gallons of fuel savings annually and millions of dollars in savings for the airlines that operate there. Now we will expand these benefits to Northern California, Charlotte and Atlanta in the next three years in response to the request that came in from industry.

While these procedures make our airspace more efficient, we also want to get the most out of our nations runways, which takes me to the second example. Industry has asked loud and clear for improved wake turbulence separation standards at more airports. We heard you, and we are increasing the number of airports with this capability. We are going to reduce separation standards at nine new airports in five cities over the next year. Those cities are: Houston, metropolitan New York, Chicago, San Francisco and Charlotte.

We have already seen the benefits in Memphis and Louisville over the last two years. This year, we have implemented these new standards in Cincinnati and Atlanta. At Hartsfield-Jackson International Airport, were seeing great results. Delta Air Lines is reporting faster taxi out times, reduced delays in the departure queue and that they are spending less time in TRACON airspace.

Industry and the FAA came together to choose these four NextGen priorities and we will deliver on them. We focused our efforts so that we could achieve the maximum benefits in the shortest amount of time.

Longer term NextGen and Chicago
But what about the longer term? Were also planning into the future, for longer-term benefits from airspace modernization through new technologies. Again, taking the incident in Chicago as an example, I want to paint a picture of how NextGen helped us recover from this air traffic outage much more quickly and how it will help us even more in the future.

The common theme in NextGen is that we are switching our nations air traffic system from point to point communications to a network of communications. One facility can communicate with all, and all can communicate with one.

Right now each air traffic facility can only see and talk to aircraft within their proscribed area. Voice radios and radars are wired directly and exclusively into the facilities that they serve. NextGens architecture is much more resilient and is more flexible than our legacy, point to point systems. The NAS Voice System is one example. It will allow us to transfer duties from one facility to another much more easily, if need be. Thats a lot different than changing a lot of hard wiring.

The NextGen alternative to radar Automatic Dependent Surveillance Broadcast is once again, a network of sensors. This allows us to adjust the surveillance picture that controllers see by changing network settings. In contrast, radar is point to point and potentially requires modifying hardware like phone lines, routers, modems and switches to change the picture a controller sees. It is a much less flexible system. NextGen will take the entire airspace and make it much more flexible and adaptable.

Youre already seeing the results. During this Chicago incident, we reconfigured our new en route automation modernization platform ERAM so that controllers in adjacent centers could see far beyond the boundaries of their own center and deeply into the airspace that was controlled by Chicago Center. It was great to visit Kansas City Center and see Kansas City controllers sitting at the screen, with Chicago sectors displayed and with Chicago controllers sitting next to them, and making sure that they understood the unique operational characteristics of that airspace. Now, we got a complete picture by putting it all together in a way where we were taking advantage of the flexibility of ERAM. Our legacy system would not allow controllers to see past their own centers airspace. Since ERAM is a network, its architecture is more flexible and its powerful. ERAM can process information from a much larger base of surveillance points as well 64 different radars versus 24 radars on the legacy system. And it can follow nearly twice the number of aircraft. So, as a result, controllers in adjacent centers had the ability to see the traffic flying through Chicago Centers airspace and they were better able to control it. The proof is that just four days after the shutdown, Chicagos OHare International Airport was once again the busiest airport in the world, and was handling more operations than any other airport.

With NAS Voice System, ERAM and ADS-B, we will have more flexibility to control our airspace in a much more dynamic way. It means we will be able to provide traditional, high efficiency separation of aircraft in the event of an unplanned outage.

ADS-B Call to Action
Many of you know that ADS-B is one of the foundational elements of NextGen. Its the technology that allows us to move from a radar-based system to a satellite-based system. Our nations air transportation network has long been a paradigm for safety and for efficiency around the world, but our role as a world leader is not something that we can take for granted. Technology is evolving, and we as an industry need to take advantage of the greater efficiencies that are enabled by these new technologies.

Its the job of government to lay the groundwork for infrastructure projects that will benefit everyone, and thats just what weve done. This year the FAA completed the installation of hundreds of ground transceivers for ADS-B. In addition, the automation system that runs ADS-B ERAMis now operating in 16 of 20 centers across the nation that control high altitude air traffic. Now, we have come a very long way with ERAM and Im very proud that we are pushing this program across the finish line this spring to the remaining four centers. This is a powerful automation tool, and it is going to make a huge difference in the efficiency and safety of our skies.

We are also installing a new automation system in the TRACON airspace as well, and key facilities will have it by 2016. This is all very significant progress.

Recent assertions by the DOT Inspector General that ADS-B is not providing benefits today are missing the key point. The ADS-B network has created the foundation for NextGen and the many additional benefits that will be layered on top of this base system. Its like the foundation of a house its essential that you build it first.

A report by the MITRE Corporation came out last week showing that we are right on track with NextGen. We have followed through on a decision made in 2010 with the help and input from industry to move our country to a satellite-based system that will provide greater situational awareness for all airspace users and greater competitiveness for our country. The MITRE report looked at the bigger picture and recognized that the full benefits of ADS-B will be realized once industry equips to use the system that we have built.

The deadline for equipping is a little more than five years from now. As many of you know, we are holding a Call to Action on ADS-B equipage at the end of this month. We are going to bring together industry leaders and associations to identify the barriers to compliance and discuss solutions. We need to make sure that everyone is prepared to comply with the January 1, 2020 mandate, because that deadline is not going to change.

Unity in Reauthorization
We need to bring this same level of focus, and cooperation as we look to reauthorization. We will only realize the full benefits of our airspace system when we have an aviation industry that is engaged and that is united around our priorities. We have a lot to accomplish to modernize our nations airspace and also maintain the equipment we use each and every day. Our stakeholders would like us to do everything better; to do it faster; and to do it cheaper. Believe me, were all for that, but the question is, how are we going to do that in a constrained and unpredictable fiscal environment?

This industry needs to come together and rally around what is important, just as we all rallied together in Chicago to get the job done. This industry needs to fight for the priorities we all arrive at, and agree on how were going to pay for them. This process will take compromise and setting aside of the many differences we might have between us. Everyone in this room has a responsibility to support efforts to secure an airspace system that best serves our entire nation. A good way to accomplish this is through the FAA reauthorization that well be working on this year.

We started a conversation last year about what kind of an airspace system we want and how we should pay for it. Theres a sense among some in the industry that its time for structural reform. That is because the FAA is facing two main problems. First, there is a lack of predictability in our budgets due to short term extensions and continuing resolutions, and because of the constrained fiscal climate here in Washington. Second, we face challenges focusing on core priorities in light of the very diverse interests of all of our stakeholders. Its clear to me, however, that we will not succeed if we dont prioritize.

Now, there is no shortage of viewpoints on how to solve these problems and the direction we should take. But what I hear are many separate conversations conversations about air traffic control or about addressing certification. What we need to have is a conversation across the industry to identify the priorities for the system as a whole. The danger is that if we only promote certain narrow interests, we could devolve into trading one of our interests off against another, and our industry as a whole will be worse off.

If the incident in Chicago teaches us anything, its that when the system shuts down, there are immediate economic consequences. Our national airspace system underpins an industry that adds $1.5 trillion to our economy. This system is really an ecosystem, where each part relies on the other to function well. There cant be a disconnect between industry and government or between sectors in the industry if we expect to be successful. All of us should have a very keen interest in how all of these issues play out.

So, we need to have an honest conversation about the fiscal challenges we face. While you can always debate the exact budgetary needs of an agency, one thing is clear: there is simply no way the FAA can implement NextGen, and recapitalize our aging infrastructure; and continue to provide our current level of services without making some serious tradeoffs. Even with short term choices, there will be significant impacts to our budget and the services we can provide. We need to have the flexibility to make investment choices that further the health of our airspace system, and not make choices simply because they might be politically popular.

A year ago it was clear to me that there was a sense of urgency, and many parts of the industry were willing to entertain some approaches that might have been ruled out previously. The past year has only sharpened my own sense of urgency. However, I fear there is a level of complacency thats developing that business as usual might work. It wont. And complacency is a mistake. If we dont come up with a concrete plan, and if we dont do it collectively, Im afraid well be signing up for more instability and uncertainty which is exactly what we all say we dont want.

America truly is unique in that we have a vibrant and diverse aviation industry commercial carriers, regional carriers, business aviation and recreational flyers, not to mention new users like unmanned aircraft and commercial space operators. We have a strong manufacturing base for aircraft and for avionics. Each sector is important and together they create those 12 million jobs that civil aviation contributes to our economy.

Aviation was born in America. It started here, and its always embodied the pioneer spirit. So many before us have made great contributions in engineering, avionics, design and manufacturing all of which have gotten us to where we are today.

Its our responsibility as leaders in this industry to protect our system and move it forward. We need to think about the future and how we will modernize our system. If all were going to do is protect our own positions and jockey for advantage, thinking we can somehow go it alone, we are wrong. We all need each other, and we need consensus across the entire industry.

Again, think back to our experience in Chicago. In just two weeks, a team of dedicated people turned an incredibly bad situation an act of sabotage completely around. They kept air traffic moving into the worlds busiest airport, doing whatever it took. They did it because they are dedicated. They are proud of our aviation system and they were able to set aside any differences, come together, and come up with a plan. Our whole industry can do the same.

Coming to some kind of consensus is not easy. In fact, we all know its very, very hard. But the price of complacency will be much greater. Aviation has consistently pioneered innovation in this country, so lets create an alternative path to the gridlock that is so prevalent here in Washington. I look forward to finding a solution with all of you in this room to ensure that we at the FAA, and you in industry, are in the position to continue to provide the safest and most efficient system that we need in the years ahead. None of us should not settle for anything less than that.

Thank you very much.


Airbus lands $26bn order from IndiGo

Wed, 2014-10-15 12:09
Aircraft maker gets offer to buy 250 A320neo jets

Airbus lands $26bn order from IndiGo

Wed, 2014-10-15 12:09
Aircraft maker gets offer to buy 250 A320neo jets

Carbon Sequestration: Too Little, Too Late?

Mon, 2014-10-13 00:00

A few carbon capture and sequestration projects are under way, but economics and politics are holding the technology back.

To impede climate change, scientific studies suggest, billions of tons of carbon dioxide need to be captured from hundreds of fossil-fuel power plants in the next few decades—and as soon as possible. Without large-scale carbon capture and sequestration (CCS), other measures—including rollouts of renewable and nuclear power—will not avert catastrophic climate effects in the coming century and beyond (see “The Carbon Capture Conundrum”).


Air France to evaluate operational and environmental benefits of semi-robotic TaxiBot system at Paris CDG

Fri, 2014-10-10 11:02
Fri 10 Oct 2014 - The developers of the TaxiBot system that allows aircraft to taxi to and from runways without using their main engines have signed a MoU agreement with Air France to evaluate its use at Paris Charles de Gaulle airport. Israel Aerospace Industries and TLD Group have formed a joint task force with Air France to study TaxiBot's operational, economic and environmental benefits in tests on the airline's wide-body fleet. The study will look at the system's impact on taxiing flow at the airport and calculate reductions of CO2 and NOx emissions, as well as noise. The MoU may be extended to include further feasibility testing with Aeroports de Paris in the second quarter of 2015.