The Aviation Rulemaking Committee (ARC) has recommended to the Federal Aviation Administration (FAA) that there should not be an ADS-B “In” mandate at this time.  This recommendation does not affect the existing ADS-B “Out” mandate and equipage rules

As part of this committee, FreeFlight heartily endorses this recommendation. In short, it will mean easier installation of ADS-B in most situations. Consider these two reasons the ARC rule is good for the industry:

1. For most of the general aviation population, ADS-B “In” comprises advisory traffic, weather and other important flight information. This information is being provided today as part of the base ADS-B program. Put simply, we do not need a rule concerning equipage for these aviators. In fact, a rule will make it harder to get advisory information in front of pilots. Under the current framework, an aircraft equipped to meet the ADS-B “Out” rule is eligible for these free services, giving users some flexibility in how the data is displayed. This strategy is working fine, and a rule would simply increase cost and complexity.
2. For larger aircraft, ADS-B “In” is a more complex item that addresses traffic separation and other critical safety issues. For these applications, a rule is going to be necessary. Work is currently underway to define such systems, without interfering with the immediate benefits to general aviation.

The FAA chartered the ARC in 2010 as a forum for the aviation community, where a strategy would be defined to incorporate ADS-B “In” technologies into air traffic control systems. ARC includes about two dozen representatives from aviation user groups, companies and government agencies.

At the end of September, ARC’s initial recommendations were published, but they were just released this month. The recommendations said:

“The ARC supports ADS–B as the primary mechanism to provide future surveillance for ATC in the NAS  … the ARC finds, based on the current maturity of ADS–B In applications and uncertainties regarding the achievable benefits, there is not a NAS user community business case for near-term ADS–B In equipage.  Therefore, at this time, the ARC does not support an equipage mandate.  The ARC recommends the FAA demonstrate to the satisfaction of the user community that equipage benefits are both achievable and operationally implementable in a cost-effective manner.

“The ARC notes operational demonstrations of ADS–B In applications are in various stages of maturity but the required equipment standards, certification guidance, and operational approval guidance are not sufficiently mature to enable widespread manufacture of avionics and implementation of ADS–B In applications other than those directed toward situational awareness,” the report added.

So what does this all mean? ADS-B “Out” is the FAA’s primary Air Traffic Control technology, and it will be required by rule for most aircraft by 2020. The incentives that the FAA is providing via ADS-B “In” are available today with minimal regulation – exactly as it should be.

Feedback provided by the aviation community in response to those recommendations will be incorporated into an ARC final report due by June 2012.

A proposed wireless technology is putting our nation’s air transportation system at risk. And now, thanks to efforts from aviation and other industries, members of the U.S. House of Representatives have taken action to stop development of the new wireless network.

In October, the U.S. House Small Committee on Small Business held a full committee hearing to examine how LightSquared’s technologies could impact small businesses. I testified before the committee, explaining the concerns of both FreeFlight and the Aircraft Electronics Association (AEA).

Put simply, LightSquared has proposed a nationwide wireless broadband network that pours high-energy radio waves into the previously protected spectrum. Like all Americans, I support a low-cost, nationwide wireless broadband network. But I cannot get behind technology that compromises the safety and efficiency of the national air transportation system

LightSquared plans to develop a wholesale, nationwide 4G-LTE wireless broadband network. The network would bring together existing mobile satellite communications services with a ground-based wireless communications network using the same L-band radio spectrum.

In January, the Federal Communications Commission (FCC) granted LightSquared conditional approval to build out its ground-based wireless network. Final approval of the project is subject to further testing and FCC review.

Unfortunately, the LightSquared network would transmit signals in a radio band that is immediately adjacent to GPS frequencies. This might overpower GPS signals from space, which are relatively weak. The FCC could approve a technical solution to this problem, but the millions of people who already use GPS would be required to either upgrade or replace their technology.

“Increasing broadband to underserved and rural areas is a noble goal and only makes sense in this rapidly advancing technological world,” said Sam Graves (R-Mo.), chairman of the committee. “However, we must find a solution to increase wireless broadband without jeopardizing currently established GPS systems and further burdening small businesses.

This week, Graves asked the FCC to deny LightSquared’s request for approval until testing ensures there will be no interference with existing GPS devices.

“This is about more than the cost, it is also about safety,” Graves added. “Pilots rely heavily on GPS to maneuver their planes. So above all, we must ensure that safety is not compromised.”

I couldn’t agree more. AEA member companies have been manufacturing, selling and installing GPS navigators, surveillance and emergency locator systems to aircraft owners and operators for nearly 20 years. These systems have been designed, manufactured and certified to the government’s technical standards to provide the aviation consumer with an assurance of usability and acceptability within the national air space.

Any efforts by LightSquared to generate a requirement resulting in costly recertification and retrofits of the already installed systems would directly and negatively affect the industry and the nation’s airspace.

Changes that affect the national air transportation system require long-range planning, and I encourage LightSquared, or any other company, to participate in the aviation technical standards development process.

RTCA and the Federal Aviation Administration (FAA) have been working towards NextGen air traffic control for nearly 20 years. If neighboring technologies need changes in the aviation systems in order to be compatible, these companies need to work with the FAA and RTCA. That way, the next generation of aviation products can be designed and certified to be compatible with their future business plans once the current generation of products reaches the end of its service life

In contrast, the idea that a new entrant into the marketplace can arbitrarily introduce a product that immediately compromises aviation safety and security, while expecting the aviation industry to design, manufacture, test, certify and install an aviation-compliant filter, is simply not realistic.

It’s worth noting that the aviation industry is not alone in this matter. The committee also heard concerns from companies in agriculture, surveying and construction.

Passionate.

That one word describes so many of our customers. They are passionate about flying. The time they spend in the air is exhilarating, challenging and relaxing.

This is a subject most pilots would rather avoid. But it’s a fact. The spouses, parents and children of pilots don’t always share their enthusiasm. These family members understand why their most-beloved pilot loves to fly. But there is a lurking fear that someday, something might go wrong.

At FreeFlight, we embrace the air. And our passion is helping to keep our customers safe. That’s one of the reasons we are so enthusiastic about NextGen air traffic control systems, specifically ADS-B.

Right now, too many small aircraft and helicopters that are forced down from flight are left without the immediate help they need. When a small plane or helicopter goes down in a remote area, search-and-rescue efforts may not reach the pilot for hours, days or weeks. A surviving flier or passenger in need of medical attention doesn’t get critical help, and what was an accident turns into a disaster. (In fact, the FAA has never found three planes lost all the way back in 2009.)

Traditional GPS systems provide position data, but not with the frequency needed for successful search-and-rescue efforts. Also, with older systems, position information comes from radar, which is less accurate, has spottier coverage, and in older aircraft provides no altitude data. In contrast, ADS-B is accurate to within three-tenths of a mile and transmits GPS coordinates to the FAA at the rate of one time per second. The higher update rate and better precision of ADS-B provides the FAA with historical location information, as well as a solid capability to predict where a plane landed. This information can be instantly reported to search-and-rescue teams.

Many times, a plane equipped with ADS-B can be pinpointed exactly. And even if that’s not the case, the search radius is relatively small, making quicker rescue a reality.

This possibility should be of particular interest to pilots who fly in the Gulf Coast region. Traditional radar coverage is not available in this area, so when a plane experiences trouble, air traffic controllers have very little information to offer a search-and-rescue team. ADS-B can pinpoint a plane or helicopter in the Gulf region just effectively as it can on land.

ADS-B may be a new technology, but it’s one the FAA has embraced as the next generation of air traffic control. In other words, ADS-B is here to stay. It won’t become obsolete. And if you ever need help after an accident, with ADS-B, neither will you.

The Federal Aviation Administration (FAA) is realigning some of its functions to better manage the transition to NextGen air traffic control, FAA Administrator Randy Babbitt explained during a keynote address earlier this month. Babbitt was speaking to the 56^th Annual Conference of the Air Traffic Control Association (ATCA), where he outlined steps the FAA believes will be needed to make NextGen technologies a success.

It is heartening to see the FAA reorganize, giving NextGen programs the focus and visibility they need to succeed.

“As we move forward with NextGen, we know that we must constantly adjust our way of doing business to reach the next level of safety and efficiency,” Babbitt said. “We also recognize that we need to change the FAA internally to best serve the future needs of our nation’s aviation system, and to continue to be the best stewards of taxpayer dollars. This means realigning some functions in order to better manage the transformation to NextGen.”

Last summer, the U.S. Congress approved the FAA’s request to change its reporting structure and other organizational changes.

“This is a critical step in moving forward with the changes that will lay the foundation for our success as an agency in the next 15 years,” Babbitt said. “The reprogramming approval allows us to create a NextGen office that will report to Deputy Administrator Michael Huerta. He is setting the strategic direction for NextGen and continuing to raise NextGen’s profile within the FAA and the aviation community.”

Much of NextGen involves traffic control, but there are other aspects to the transition as well, Babbitt said. This means every FAA office will be involved in the process of moving to NextGen.

“Congress also supported our proposal for how we handle large programs going forward into the future,” Babbitt added. “We are creating a Program Management Office in the Air Traffic Organization to better manage our major acquisition programs, including NextGen. This office will play a critical role in the success of NextGen by acting as the bridge between strategic requirements and tactical program implementation.”

Currently, air traffic acquisitions managers are embedded in different offices. Under the new structure, these managers will be in a single office, providing the potential for streamlining, better cost control, and economies of scale. Several infrastructure programs that support NextGen will be moved to the new Program Management Office, such as ERAM. And acquisition management for many NextGen programs themselves will move there, such as ADS-B.

“These changes will help us to better coordinate the evolution of our air traffic control system as we embrace NextGen,” Babbitt said.

The FAA also has accepted a set of recommendations from a blue-ribbon panel to improve the training of air traffic controllers. The independent panel was asked to review all aspects of a controller’s experience at the FAA including the hiring process, training, placement and career development.

“As we move forward with the transformation to NextGen, we need to make sure [controllers] are absolutely receiving the best training possible,” Babbitt said. “This report shows we are doing a great job, but there are things we can do better and will do better. We are now reviewing nearly 50 recommendations and developing a plan to address them.”

Some of these recommendations include:

• Conducting a more stringent evaluation of the curriculum at collegiate air traffic control programs around the country.
• Developing a standardized advanced training course that controllers would be required to take before arriving at their permanent field facility. This would ensure that every controller starts with the same set of skills.
• Establishing a yearly refresher course for senior controllers who serve as field instructors for new controllers.
• Creating mobile simulator labs to ensure that controllers in smaller facilities have equal access to simulator training technology.

The future of air traffic control became reality this week.

FreeFlight’s RANGR FDL-978TX ADS-B, a universal access transmitter, earned TSO authorization from the Federal Aviation Administration.  As a result, pilots can now purchase the first V2 compliant TSO‐C154c UAT Transmitter to comply with the Advisory Circular AC 20‐165.

So what does this mean for pilots and air traffic controllers? This seal of approval from the FAA is a key step in the development of NextGen air traffic control, which will rely on Automatic Dependent Surveillance-Broadcast (ADS-B) technology. ADS-B is the new, advanced airspace management system currently being implemented worldwide.

ADS-B is replacing radar as the primary surveillance method for air traffic control. In the United States, the system can also provide traffic and government-generated graphical weather information. FreeFlight Systems has developed a family of certified ADS-B retrofit solutions that meet or exceed the performance requirements of ADS-B in all continents. ADS-B offers enhanced safety, since planes are visible in real-time to air traffic controllers and to other appropriately equipped ADS-B aircraft with precise position and velocity data.

ADS-B relies on two avionics components: a high-integrity GPS navigation source and a datalink.  The resulting data can be recorded and used for post-flight debrief, training and incident analysis. The technology also provides the data infrastructure for inexpensive flight tracking, planning and dispatch.

The RANGR FDL‐978TX will provide air traffic controllers with course, speed, and altitude data continuously. This results in:

• ATC situational awareness
• Expanded radar coverage
• Search and rescue capabilities

Operators in the Gulf Coast will experience the immediate benefits, as there is currently no radar coverage in that area.

The development of the RANGR was no easy task. In fact, it was expected to take much longer and, as a result, the advancement of ADS-B would have taken longer as well. The transceiver received a boost, however, from MITRE technology, which shaved a full two years off of development time.

MITRE Corp. is a not-for-profit organization that provides systems engineering, research and development, and information technology support to government agencies such as the Department of Defense and the FAA. Its more than 7,000 scientists, engineers and support specialists collaborate to solve problems efficiently.

FreeFlight Systems is offering special introductory pricing now through April 2012. In addition, the 978 MHz system (available only in the United States) offers free traffic and weather information.  For more information, visit our website.

At AOPA, we collected hundreds of business cards, then did a drawing for a FREE Stearman ride.

Our winner is Cortney K. of Massachusetts.

As you can see, she had a little help from a very lucky “friend.” Congratulations to Cortney from FreeFlight Systems.

While we’ve exhibited at this event many times, this year seems electric. A lot of energy and a welcome traffic jam in the aisles of the exhibit floor.

Today’s lessons learned?

AOPA Day 1, 3 Key Lessons Learned

#1 They Care. Show attendees showed up in droves, and it wasn’t by chance. One of the hottest topics spreading across the show floor is ADS-B. Now that it’s on everybody’s radar (no pun intended), attendees were investigating what vendor offered what, and when. We love the feedback from FreeFlight Systems walk-ups, many of which said that there’s a lot of show-floor buzz regarding the advent of ADS-B, yet many vendors were admitting they really didn’t have a product ready to roll. They also had to admit they had no idea what it’d cost. We couldn’t be happier to share the good news: FreeFlight isn’t just talking, we’re showing, sharing and showcasing the real deal: ADS-B, ready to go at a reasonable price. There’s no feeling like watching a person’s face go from skeptic to someone who “gets it,” and is ready to dig deeper into what they need to do. Our favorite question from attendees, “So, how do I get it?”

#2 Free Sells. It seems like everyone is offering some kind of iPad application that makes life easier for show attendees. There’s certainly no shortage, and there’s a big reason for that. These guys are gobbling up iPad apps like ducks on bread. We showcased an iPad application that delivers free weather and traffic. It was a key traffic driver to the booth. Feedback from attendees: “We know we’re going to need it with the FAA mandates but you are showing us a reason to want it now.” That’s good news!

#3 Proudly Presenting at a Panel. Our leader at FreeFlight Systems, CEO Tim Taylor, was invited to participate in a panel discussion about NextGen now, and in the future. Topics ranged from ADS-B to whether the FAA mandate was relevant to the general aviation community. We’re a bit biased, but Tim’s responses zeroed in on what’s important and why. Our favorite question-and-answer? The panel was asked, “What Does NextGen Mean to You?” Our response? “It’s an irreversible, fundamental transformation of airspace management that adds clarity and transparency. It’s like blue ray vs. VHS – once you have it you cannot go back; It is so much better and it didn’t cost you more than the old stuff.”

By the way, if you’re at AOPA, be sure to stop by the booth (1200). You could actually win a free trip in a Stearman. Plus, we’re having a 4 p.m. to 5 p.m. Cocktail Hour. Now that’s fun!

Scenes from Texas’ worst wildfires in history show the dedication of firefighters who brave blazes, smoke and heat to squelch the spread of flames that have ultimately burned 34,000 acres and destroyed 1,600 homes in Bastrop County. As of Sept. 16, the fire was 95 percent contained.

There are thousands of men and women, firefighters and first responders who waged war with a number of high-speed fires that charred and churned through Texas woodlands, forests—and homes–this summer. Images of firefighters in the midst of blasting heat and whipping flames helped us remember that these are no ordinary men and women. They are warriors and heroes–selfless to the point of exhaustion.

There’s another team in the fight. They are tanker pilots, an elite crew of men (approximately 50 in the United States) who combat fires from a cockpit. They fly above and through the flames to snuff out and extinguish fire by dropping water or chemical retardant from planes.

One such pilot is Kevin Hopf, a captain and flight instructor with 10 Tanker Air Carrier in Victorville, Calif. The company was contracted by the Texas Forest Service to help stop the spread of wildfires in Bastrop County (in Texas, near Austin). Ultimately, they did, as they worked with hundreds of others, including P-2s, several SEAT planes and four Modular Airborne Fire Fighting Systems – MAFFS aircraft and, of course, hundreds of fire-fighting workers on the ground.

“This fire wasn’t the largest we’ve ever worked, in terms of size or acreage,” said Hopf, “but it was one of the most severe fire in terms of the structures and amount of property that was burned.”

Hopf’s role as captain of the tanker-equipped DC-10 is to fly the plane, as directed by the lead plane, to dump chemical retardant on the flames. The lead plane is usually manned by members of the U.S. Forest Service or Bureau of Land Management. They are fire behavior experts. They identify where Hopf, his co-pilot and flight engineer, should go and where to drop their load.

“Once an area is identified, we may fly as low as 200 feet to drop the retardant on the fire,” said Hopf. “We’re flying around 1,000 to 2,000 feet when they tell us about the drop. We’re told where and whether to drop the full load or just a portion of it. The key is knowing the target, and then hitting it.” An analogy? Playing darts and hoping for a bulls-eye while running and standing 100 yards away.

For Hopf, being a tanker pilot is a privilege, yet can also be a hardship. He says life as a tanker pilot is for those who have the intensity and focus to do the job well, while also recognizing there’s a lot of down time.

“It’s not for everybody, but I really enjoy it, especially being able to work with some of the greatest guys in the world, and being able to fly the DC-10.”

THE DC-10: Proven in Every Setting?

Hopf is almost religious when he talks about the DC-10. He’s flown 727s, DC-8s and MD-11s, but nothing comes close to the DC-10 when it comes to flight performance, reliability and safety.

“I’ve flown them all and enjoyed them all, but when it comes to an aircraft that maximizes performance, reliability and safety, and is the most forgiving and easiest to fly, I choose the DC-10,” he said. “It’s proven itself to be a versatile aircraft that performs well in virtually any setting.”

In fact, one of Hopf’s career highlights occurred in a DC-10. And it occurred in Texas (At FreeFlight Systems, we really like that).

“The DC-10 is often not considered an appropriate aircraft for what is considered ‘small fires,’ so we don’t get called on unless the fires reach a certain size,” said Hopf. “In one case, we were called in. A home was burning and the fire was quickly spreading so we flew the DC-10 into what’s called an ‘initial attack’ mode, something atypical for us and the aircraft type.

“Bottom line, we succeeded in this initial attack, dropped retardant into a perfect square or box that kept the fire from spreading beyond what was already burning, and we did it without using our entire payload of retardant. This is unheard of. This proves the DC-10 is more than able to perform, and to do so in the initial attack phase.”

We’re proud of these firefighters in the sky. Their work and  commitment.

We’re glad to know that when the heat is on, these pilots deliver.

It’s a bi-plane. It’s a two-seater and straight from 1925.

We’re talking the Stearman, designed and created to be a commercial biplane for carrying air mail with room for two paying passengers. First flown on March 13, 1925, the Stearman-designed ship performed so well that orders came in faster than the two a month that they could be built.

Now, attendees at the Aircraft Owners and Pilots Association Summit can buckle up and fly in a classic Stearman if they win a drawing for a free ride in a Stearman, provided courtesy of FreeFlight Systems. Tighten your goggles and get ready for the flight. Start by dropping by FreeFlight’s booth, #1200, between Sept. 22 and 24. The drawing for the Stearman ride will be done at 2 p.m. Saturday, Sept. 24. Contestants do not need to be present to win and will be notified via phone or e-mail. For history and perspective on the Stearman, visit this site.

FreeFlight Cocktail Hour

Be sure to come by the booth (#1200) at 5 p.m. Sept. 23 for our cocktail hour. We’d love to meet you.

Test Drive our iPad App with Free Weather and Traffic

We first showcased our Free Weather and Traffic iPad app at OshKosh in July and had an overwhelming response.  This is the perfect solution for pilots who want to take advantage of the FAA service and be a leader in the latest technology.  Stop by our booth and see for yourself the pure joy of real-time maps on a useful and coveted handheld that does so much more than a GPS.

NextGen: What Does It Mean to Me?

Ever wonder what NextGen really means and how NextGen technologies like ADS-B will impact your flight operations in the near and far term? Join AOPA, our CEO  Tim Taylor, and a panel of other NextGen experts who will share what NextGen means for general aviation and how it will impact operations in the national airspace system.

Time, Date & Location: Thursday, Sept. 22, 3:30 p.m.—4:30 p.m., Convention Center, Room 24

…And when the show is over? Then what?

Why fly straight home when Hartford offers some fun? Here’s one event that seemed especially compelling. How about vintage baseball that showcases the game of yesteryear (in an earlier era, even before the days of that Stearman!)? On Sept. 24, a vintage baseball championship is being played at Hartford’s Colt Meadows Park. The game is played as if it was happening during the 1800s. Same uniforms, Same rules. The Sept. 24 game is a championship game.

Enjoy the show!

We’re at  booth #1200. Ridin’ high.

Why choose 978 MHz over 1090 MHz ADS-B? John DeBusk, FreeFlight Systems Vice President, Engineering explains.

You can find part 1 of this series HERE