Runway Safety Incidents down by over 90%

Runway Safety Incidents down by over 90% From 200 to 2010

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Published on July 19, 2013
Contact: Tammy Jones or Paul Takemoto
Phone: (202) 267-3883

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The reduction in the number and severity of runway incursions is one of the FAA’s top priorities. The number of serious runway incursions — classified as Categories A and B — dropped by more than 90 percent from fiscal year 2000 through fiscal year 2010. In fiscal year 2010 – which ended Sept. 30, 2010– there were 6 serious runway incursions, 50 percent fewer than the previous fiscal year, and the second consecutive year with a 50 percent drop in serious incursions. Three of the serious incursions involved commercial aircraft. 

Total A and B Incursions	# Involving Commercial Aircraft	Fiscal Year
67	34	2000
53	26	2001
37	11	2002
32	10	2003
28	9	2004
29	9	2005
31	10	2006
24	8	2007
25	9	2008
12	2	2009
6	3	2010

What is a Runway Incursion? 
A runway incursion is any unauthorized presence on a runway, regardless of whether or not an aircraft, vehicle or pedestrian presents a potential conflict to an aircraft authorized to land, take off, or taxi on a runway. This is the international standard, as defined by the International Civil Aviation Organization and adopted by the FAA in fiscal year 2008.

There are four categories of runway incursions:

• Category A is a serious incident in which a collision was narrowly avoided
• Category B is an incident in which separation decreases and there is a significant potential for collision, which may result in a time critical corrective/evasive response to avoid a collision.
• Category C is an incident characterized by ample time and/or distance to avoid a collision.
• Category D is an incident that meets the definition of runway incursion such as incorrect presence of a single vehicle/person/aircraft on the protected area of a surface designated for the landing and take-off of aircraft but with no immediate safety consequences.

The entire aviation community can be credited with the remarkable success achieved in runway safety. The FAA held a Call to Action Safety Summit in 2007 with aviation leaders from the FAA, airlines, airports, aerospace manufacturers and air traffic control and pilot unions – who joined forces to address runway incursions.  Following that forum, an intense effort was launched to expedite the installation of new technologies at airports, conduct outreach, retrain pilots and improve airport infrastructure such as lighting, signage and markings. The FAA conducted outreach to pilots, developed numerous training materials and conducted safety seminars for pilots. The agency improved air traffic procedures for controllers and adopted international surface phraseology.  This heightened awareness, domestic and international cooperation, and the development of runway technologies are making a difference.  Each year, runway safety continues to improve.

RUNWAY SAFETY TECHNOLOGY

Runway Status Lights (RWSL)
The FAA developed RWSL technology to increase situational awareness for aircrews and airport vehicle drivers and thus serve as an added layer of runway safety. A RWSL system derives traffic information from surface and approach surveillance systems and illuminates red in-pavement airport lights to signal a potentially unsafe situation.  Runway Entrance Lights (REL) are deployed at taxiway/runway crossings and illuminate if it is unsafe to enter or cross a runway. Takeoff Hold Lights (THL) are deployed in the runway by the departure hold zone and illuminate red when there is an aircraft in position for departure and the runway is occupied by another aircraft or vehicle and is unsafe for takeoff. 

Due to budget constraints under a challenging fiscal environment and unexpected costs to implement the program, the FAA will take an alternative approach to the Runway Status Lights (RWSL) program at selected airports. The Agency formed a Surface Safety Team to work with stakeholders at these airports to evaluate available runway safety technologies, develop a portfolio of innovative solutions, and identify funding options that include cost sharing. The team will work with the airports to provide solutions that address airport-specific challenges and improve safety and efficiency. "

The RWSL program will continue at the following airports:

Orlando (MCO), Phoenix (PHX), Washington Dulles (IAD), Houston (IAH), Minneapolis St Paul (MSP), Seattle (SEA), Las Vegas (LAS), Charlotte (CLT), Fort Lauderdale (FLL), Detroit (DTW), Chicago O'Hare (ORD), LaGuardia (LAG), Los Angeles (LAX), Baltimore (BWI), New York (JFK), San Francisco (SFO), Newark (EWR)

The FAA will continue to fund RWSL pilot projects at the following airports through FY16, at which time alternative solutions will be available through the Surface Safety Team:

• San Diego (SAN)
• Dallas/Fort Worth (DFW)
• Boston (BOS)

The FAA will offer an alternative solution through the Surface Safety Team at the following airports:

• Atlanta (ATL)
• Philadelphia (PHL)
• Denver (DEN)

Airport Surface Detection Equipment, Model 3 (ASDE-3)/Airport Movement Area Safety System (AMASS)ASDE-3/AMASS is a radar-based system that tracks ground movements and provides an automatic visual and audio alert to controllers when it detects potential collisions on airport runways. The system is usually referred to as ASDE-3/AMASS. ASDE-3 is the radar. AMASS is the software and hardware enhancement to the ASDE-3 radar that provides automated alerts and warnings to controllers. The FAA installed ASDE-3/AMASS at the nation’s top 34 airports.

Airport Surface Detection Equipment, Model X (ASDE-X)
ASDE-X provides more precise surface detection technology. While the ASDE-3/AMASS is based on non-cooperative sensor technology, ASDE-X integrates data from a variety of sources, including radars, transponder multilateration systems and Automatic Dependent Surveillance – Broadcast (ADS-B) to provide accurate target position and identification information and thus give controllers a more reliable view of airport operations. ASDE-X provides tower controllers a surface traffic situation display with visual and audible alerting of traffic conflicts and potential collisions. ASDE-X is currently installed at 34 of the planned 35 airports in the U.S.  For more information, see the ASDE-X fact sheet on the FAA website.

Final Approach Runway Occupancy Signal (FAROS)
FAROS is designed to provide a visual alert of runway occupancy status to pilots intending to use a runway.  Arriving aircraft approaching a runway for landing are provided runway occupancy alerting by flashing the Precision Approach Path Indicator (PAPI) lights.  The system derives traffic information from approach and surface surveillance systems and uses safety logic to activate the alerting signal (flashing the PAPI) when appropriate. The prototype systems have been tested at both Dallas-Ft. Worth and Long Beach/Daugherty Field Airports in California. Further testing will resume in 2011.

Electronic Flight Bag (EFB) with Moving Map Displays
Pilots use Moving Map Displays and Own-Ship Position to see exactly where their aircraft is on the airfield, thus reducing the chances of losing situational awareness and being in the wrong place. The FAA reached agreements with several U.S. airlines to fund in-cockpit runway safety systems in exchange for critical operational data. The data will help the FAA evaluate the safety impact of the technology and is expected to accelerate key safety capabilities necessary for the transition to NextGen. FAA will publish initial analysis of data obtained from the participating airlines (U.S. Airways, Atlas Air, Shuttle America and CommutAir) by the fall of 2011.

FAA AIA – Unmanned Aircraft Systems Forum

FAA Speech on Unmanned Aircraft

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Remarks as Prepared for Delivery

Good morning, Marion, and thank you for that introduction. It’s great to be here today.

Aviation and aerospace hold a special place in the American consciousness. They are a symbol of American innovation. And innovation is what makes this country grow and prosper.

As we move into the second century of flight, we are transforming our airspace to take advantage of technological breakthroughs, and to maintain our position as a global leader. Through NextGen, we are transitioning from a system of ground-based radar and navigational aids, to a system that uses satellites and GPS for greater precision, more direct routes, greater fuel efficiency and better predictability.  

NextGen is about taking the enormous advances that are taking place today in communications, computing and navigation, and incorporating these advances into our nation’s aviation system.

With the growth of the Internet, of data-sharing, and of precise mapping, we have no choice but to leverage these benefits in the world of flight. NextGen is bringing these advances to aviation and allowing us to create the airspace of the future. And in that airspace of the future, we will have new users. We will have more commercial space launches and we’ll have more unmanned aircraft systems. As you know, it requires significant work to build consensus on how to safely integrate game-changing technologies such as these. 

I’m pleased to say that we have made solid progress. Today I would like to announce that the FAA has released its first Unmanned Aircraft Systems roadmap. This document, developed with key stakeholders, outlines what we need to do to safely integrate unmanned aircraft into our national airspace. It provides a five-year outlook and will have annual updates.

The roadmap addresses the policies, the regulations, the technologies, and procedures that we will need to integrate unmanned aircraft on a routine basis. To accomplish this, we must change the way we do business. We have operational goals as well as safety issues that we must consider when planning to expand the use of unmanned aircraft.

As the provider of air traffic services, we must ensure the safety and efficiency of the entire airspace, including all aircraft, people and property – both manned and unmanned – in the air and on the ground.

Unmanned aircraft are inherently different from manned aircraft. They run a very wide range, with a number of different physical and operational characteristics. Some are the size of a fist, and fly at low altitudes. Others have glider-like bodies with the wing span of a 737 and can fly above 60,000 feet.  Many can fly longer and hover longer than manned aircraft. They are also lighter and slower than traditional aircraft and have more lift and not as much drag. What unites them all is that the pilot is on the ground and not on board the aircraft.

Our FAA forecast estimates that we can expect 7,500 small unmanned aircraft in our national airspace in the next five years, provided the regulations are in place to handle them.

Right now, almost all of the unmanned aircraft operations we approve for public use and research purposes are on a case by case basis.

For the last two decades, the FAA has authorized the limited use of unmanned aircraft for important missions in the public interest. These include firefighting, disaster relief, search and rescue, law enforcement, border patrol, military training, and testing and evaluation.

About 80 law enforcement agencies operate unmanned aircraft now under special certificates of authorization. Universities also use unmanned aircraft for research into weather, agriculture, and industrial uses.

And more recently, in September, the first commercial flight of an unmanned aircraft took place in the rainy skies above the Arctic Circle. A Scan Eagle completed a 36-minute flight to view marine mammals and survey ice. These surveys are needed to meet environmental and safety requirements before drilling on the sea floor.

This flight was coordinated by ConocoPhillips, the FAA, the manufacturer of the Scan Eagle, and other federal and international agencies. This Arctic region is the only area to date where we have authorized the use of small unmanned aircraft for commercial purposes.

In moving forward, we recognize that the expanded use of unmanned aircraft presents great opportunities, but it’s also true that integrating these aircraft presents significant challenges.

There are operational issues that we need to address, such as pilot training. We also need to make sure that unmanned aircraft sense and avoid other aircraft, and that they operate safely if they lose the link to their pilot.

This is why developing more test data is so important. By the end of the year, we plan to choose six test sites for civil unmanned aircraft. Congress required us to do so, and we need to make sure we use these sites to obtain the best data that we can.  The test sites will provide invaluable information to help us develop policies and procedures to ensure safe, responsible and transparent integration.

Today, we are also releasing the privacy policy that will apply to the UAS test sites. This policy requires operators to comply with all local, state and federal laws concerning privacy and civil liberties. We’re requiring the test site operators to create a privacy policy that is available to the public. And they must require anyone operating unmanned aircraft at the test sites to have a written plan for how they will use and retain any test data acquired. On a broader level, agencies across the government are coming together to work on privacy issues that may arise with the increasing use of unmanned aircraft beyond these test sites.

Our airspace system is not static. And it’s important for industry to understand that unmanned operations will evolve over time.

In addition to the roadmap, the Department of Transportation is releasing a Comprehensive Plan that dovetails with the FAA’s roadmap. This Comprehensive Plan details the multi-agency approach to the safe and timely integration of unmanned aircraft. The plan establishes goals to integrate both small and larger unmanned aircraft, and to foster America’s leadership in advancing this technology.

All three of these new documents – the  Comprehensive Plan, the Roadmap and the privacy policy for the test sites – are available today on our web site at FAA.GOV.

We are dedicated to working with stakeholders in this growing industry and with our government partners – the Departments of Defense and Homeland Security, as well as NASA and the Joint Planning and Development Office – to define parameters to safely integrate these very diverse systems into the world’s most complex airspace.

Rest assured the FAA will fulfill its statutory obligations to integrate unmanned systems.  But we must fulfill those obligations in a thoughtful, careful manner that ensures safety and promotes economic growth.   

While aviation is unquestionably an industry known for innovation, it is also an industry with a strong history of collaboration between government and industry. This collaboration has enabled us to achieve a position of international leadership. The U.S. is recognized as the “gold standard” for aviation safety, efficiency and technology. 

And we need to keep it that way.

Together, we need to address the many areas where we need standards for these new unmanned aircraft. This includes standards for manufacturing and standards for pilot training.

We have a challenging task ahead and we all have a stake in this goal.

For us to be effective, funding for the government needs to happen in a predictable and reliable way so that we can consistently work towards the greater good.  Short-term, stop-gap funding is no way to run a government or an aviation system.

We must move forward with NextGen and the rollout of new technologies, such as modern communications, navigation, and surveillance systems for our nation’s airspace. The integration of unmanned aircraft relies on these kinds of NextGen advancements.  We are building a complex and inter-related airspace. We need to join together again and vocally support the priorities that we have established.

By working together, government and industry will overcome the challenges that face us, and open the door to a more diverse and dynamic aviation future.  

Thank you.

FAA Releases Unmanned Aircraft Systems Integration Roadmap

FAA Releases

Unmanned Aircraft Systems Integration Road map

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Press Release

November 7, 2013
Contact: Les Dorr or Alison Duquette
Phone: (202) 267-3883

Also Finalizes Privacy Policy for UAS Test Sites

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WASHINGTON –The U.S. Department of Transportation’s Federal Aviation Administration (FAA) today released its first annual Roadmap outlining efforts needed to safely integrate unmanned aircraft systems (UAS) into the nation’s airspace.  The Roadmap addresses current and future policies, regulations, technologies and procedures that will be required as demand moves the country from today’s limited accommodation of UAS operations to the extensive integration of UAS into the NextGen aviation system in the future.

“Government and industry face significant challenges as unmanned aircraft move into the aviation mainstream,” said U.S. Transportation Secretary Anthony Foxx. “This Roadmap is an important step forward that will help stakeholders understand the operational goals and safety issues we need to consider when planning for the future of our airspace.”

The Roadmap outlines the FAA’s approach to ensuring that widespread UAS use is safe, from the perspective of accommodation, integration, and evolution.  The FAA’s main goal for integration is to establish requirements that UAS operators will have to meet in order to increase access to airspace over the next five to 10 years. The Roadmap discusses items such as new or revised regulations, policies, procedures, guidance material, training and understanding of systems and operations to support routine UAS operations.

“The FAA is committed to safe, efficient and timely integration of UAS into our airspace,” said FAA Administrator Michael Huerta. “We are dedicated to moving this exciting new technology along as quickly and safely as possible.”

The Roadmap also addresses the evolution of UAS operations once all requirements and standards are in place and are routinely updated to support UAS operations as the National Airspace System evolves over time. The document stresses that the UAS community must understand the system is not static, and that many improvements are planned for the airspace system over the next 15 years.

The FAA plans to select six UAS test sites to begin work on safely integrating UAS into the airspace.  These congressionally-mandated test sites will conduct critical research into how best to safely integrate UAS systems into the national airspace over the next several years and what certification and navigation requirements will need to be established.

The use of UAS, both at the designated test sites and in the national airspace generally, raises the issue of privacy and protection of civil liberties. In February, the FAA asked for public comments specifically on the draft privacy requirements for the six test sites. Today, the agency sent a final privacy policy to the Federal Register that requires test site operators to comply with federal, state, and other laws on individual privacy protection, to have a publicly available privacy plan and a written plan for data use and retention, and to conduct an annual review of privacy practices that allows for public comment. Information about the test site selection process and final test site privacy policy is available at: http://www.faa.gov/about/initiatives/uas/

For the next several years, the FAA will continue to use special mitigations and procedures to safely accommodate limited UAS access to the nation’s airspace on a case-by-case basis. The Roadmap notes that this case-by-case accommodation will decline significantly as integration begins and expands, but will continue to be a practical way to allow flights by some UAS operators in certain circumstances.

In addition to the FAA’s Roadmap, as required in the 2012 FAA Reauthorization, the Joint Planning and Development Office (JPDO) has developed a comprehensive plan to safely accelerate the integration of civil UAS into the national airspace system.. That plan details a multi-agency approach to safe and timely UAS integration and coordination with the NextGen shift to satellite-based technologies and new procedures.

The UAS Roadmap (PDF) and UAS Comprehensive Plan is available on our website.

FAA Issues Final Rule on Pilot Training

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Press Release

November 5, 2013
Contact: Kristie Greco
Phone: (202) 267-3883

Rule Will Significantly Advance Commercial Pilot Training

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WASHINGTON – As part of its ongoing efforts to enhance safety and put the best qualified and trained pilots in the flight decks of U.S. airplanes, the Department of Transportation’s Federal Aviation Administration (FAA) today issued a final rule that will significantly advance the way commercial air carrier pilots are trained.   

In addition, FAA Administrator Michael Huerta is inviting the nation’s commercial aviation safety leaders to Washington, D.C. on November 21, to discuss additional voluntary steps that can be taken to further boost safety during airline operations, including pilot training.

“Today’s rule is a significant advancement for aviation safety and U.S. pilot training,” said U.S. Transportation Secretary Anthony Foxx.  “One of my first meetings as Transportation Secretary was with the Colgan Flight 3407 families, and today, I am proud to announce that with their help, the FAA has now added improved pilot training to its many other efforts to strengthen aviation safety.”

The final rule stems in part from the tragic crash of Colgan Air 3407 in February 2009, and addresses a Congressional mandate in the Airline Safety and Federal Aviation Administration Extension Act of 2010 to ensure enhanced pilot training. Today's rule is one of several rulemakings required by the Act, including the requirements to prevent pilot fatigue that were finalized in December 2011, and the increased qualification requirements for first officers who fly U.S. passenger and cargo planes that were issued  in July 2013.

The final rule requires: 

• ground and flight training that enables pilots to prevent and recover from aircraft stalls and upsets.  These new training standards will impact future simulator standards as well;
• air carriers to use data to track remedial training for pilots with performance deficiencies, such as failing a proficiency check or unsatisfactory performance during flight training;
• training for more effective pilot monitoring;
• enhanced runway safety procedures; and
• expanded crosswind training, including training for wind gusts.

"This pivotal rule will give our nation’s pilots the most advanced training available,” said FAA Administrator Michael Huerta. “While the rule marks a major step toward addressing the greatest known risk areas in pilot training, I’m also calling on the commercial aviation industry to continue to move forward with voluntary initiatives to make air carrier training programs as robust as possible.”

The FAA is focusing on pilot training for events that, although rare, are often catastrophic.  Focusing on these events will provide the greatest safety benefit to the flying public. The recent rule to boost pilot qualifications for first officers has raised the baseline knowledge and skill set of pilots entering air carrier operations. Many air carriers have also voluntarily begun developing safety management systems (SMS), which will help air carriers identify and mitigate risks unique to their own operating environments.

The FAA proposed to revise the training rules for pilots in 2009, one month prior to the Colgan Flight 3407 accident. The FAA issued a supplemental proposal on May 20, 2011, to address many of the NTSB’s recommendations resulting from the accident, and incorporate congressional mandates for stick pusher, stall recovery and remedial training.  A stick pusher is a safety system that applies downward elevator pressure to prevent an airplane from exceeding a predetermined angle of attack in order to avoid, identify, or assist in the recovery of a stall.

On Aug. 6, 2012, the FAA issued Advisory Circular (AC) Stall and Stick Pusher Training to provide best practices and guidance for training, testing, and checking for pilots to ensure correct and consistent responses to unexpected stall events and stick pusher activations.  Acopy of the AC is available at online.

Air carriers will have five years to comply with the rule’s new pilot training provisions, which will allow time for the necessary software updates to be made in flight simulation technology. The cost of the rule to the aviation industry is estimated to be $274.1 to $353.7 million. The estimated benefit is nearly double the cost at $689.2 million.  The final rule is available online.

FAA to Allow Airlines to Expand Use of Personal Electronics

Press Release

October 31, 2013
Contact: Kristie Greco
Phone: (202) 267-3883

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WASHINGTON– The U.S. Department of Transportation’s Federal Aviation Administration (FAA) Administrator Michael Huerta today announced that the FAA has determined that airlines can safely expand passenger use of Portable Electronic Devices (PEDs) during all phases of flight, and is immediately providing the airlines with implementation guidance. 

Due to differences among fleets and operations, the implementation will vary among airlines, but the agency expects many carriers will prove to the FAA that their planes allow passengers to safely use their devices in airplane mode, gate-to-gate, by the end of the year.

The FAA based its decision on input from a group of experts that included representatives from the airlines, aviation manufacturers, passengers, pilots, flight attendants, and the mobile technology industry.

Passengers will eventually be able to read e-books, play games, and watch videos on their devices during all phases of flight, with very limited exceptions. Electronic items, books and magazines, must be held or put in the seat back pocket during the actual takeoff and landing roll. Cell phones should be in airplane mode or with cellular service disabled – i.e., no signal bars displayed—and cannot be used for voice communications based on FCC regulations that prohibit any airborne calls using cell phones.    If your air carrier provides Wi-Fi service during flight, you may use those services.  You can also continue to use short-range Bluetooth accessories, like wireless keyboards.

“We believe today’s decision honors both our commitment to safety and consumer’s increasing desire to use their electronic devices during all phases of their flights,” said Transportation Secretary Anthony Foxx. “These guidelines reflect input from passengers, pilots, manufacturers, and flight attendants, and I look forward to seeing airlines implement these much anticipated guidelines in the near future.”     

“I commend the dedication and excellent work of all the experts who spent the past year working together to give us a solid report so we can now move forward with a safety-based decision on when passengers can use PEDs on airplanes,” said FAA Administrator Michael Huerta.

The PED Aviation Rulemaking Committee (ARC) concluded most commercial airplanes can tolerate radio interference signals from PEDs. In a recent report, they recommended that the FAA provide airlines with new procedures to assess if their airplanes can tolerate radio interference from PEDs. Once an airline verifies the tolerance of its fleet, it can allow passengers to use handheld, lightweight electronic devices – such as tablets, e-readers, and smartphones—at all altitudes. In rare instances of low-visibility, the crew will instruct passengers to turn off their devices during landing. The group also recommended that heavier devices should be safely stowed under seats or in overhead bins during takeoff and landing.

The FAA is streamlining the approval of expanded PED use by giving airlines updated, clearguidance. This FAA tool will help airlines assess the risks of potential PED-induced avionics problems for their airplanes and specific operations. Airlines will evaluate avionics as well as changes to stowage rules and passenger announcements. Each airline will also need to revise manuals, checklists for crewmember training materials, carry-on baggage programs and passenger briefings before expanding use of PEDs. Each airline will determine how and when they will allow passengers broader use of PEDs.

The FAA did not consider changing the regulations regarding the use of cell phones for voice communications during flight because the issue is under the jurisdiction of the Federal Communications Commission (FCC).  The ARC did recommend that the FAA consult with the Federal Communications Commission (FCC) to review its current rules. Cell phones differ from most PEDs in that they are designed to send out signals strong enough to be received at great distances

Top Things Passengers Should Know about Expanded Use of PEDs on Airplanes:

1. Make safety your first priority.

2.  Changes to PED policies will not happen immediately and will vary by airline. Check with your airline to see if and when you can use your PED.

3.  Current PED policies remain in effect until an airline completes a safety assessment, gets FAA approval, and changes its PED policy.

4. Cell phones may not be used for voice communications.

5.  Devices must be used in airplane mode or with the cellular connection disabled. You may use the WiFi connection on your device if the plane has an installed WiFi system and the airline allows its use.  You can also continue to use short-range Bluetooth accessories, like wireless keyboards.

6. Properly stow heavier devices under seats or in the overhead bins during takeoff and landing. These items could impede evacuation of an aircraft or may injure you or someone else in the event of turbulence or an accident.    

7. During the safety briefing, put down electronic devices, books and newspapers and listen to the crewmember’s instructions.

8.  It only takes a few minutes to secure items according to the crew’s instructions during takeoff and landing.

9.  In some instances of low visibility – about one percent of flights – some landing systems may not be proved PED tolerant, so you may be asked to turn off your device.

10. Always follow crew instructions and immediately turn off your device if asked.

Current FAA regulations require an aircraft operator to determine that radio frequency interference from PEDs is not a flight safety risk before the operator authorizes them for use during certain phases of flight. Even PEDs that do not intentionally transmit signals can emit unintentional radio energy. This energy may affect aircraft safety because the signals can occur at the same frequencies used by the plane’s highly sensitive communications, navigation, flight control and electronic equipment. An airline must show it can prevent potential interference that could pose a safety hazard. The PED ARC report helps the FAA to guide airlines through determining that they can safely allow widespread use of PEDs. 

The PED ARC began work in January, at the request of Administrator Huerta, to determine if it is safe to allow more widespread use of electronic devices in today’s aircraft.  The group also reviewed the public’s comments in response to an August 2012 FAA notice on current policy, guidance, and procedures that aircraft operators use when determining if passengers can use PEDs. The group did not consider the use of electronic devices for voice communications. Afact sheet on the report is now available.

The FAA is immediately giving airlines a clear path to safely expand PED use by passengers, and the Administrator will evaluate the rest of the ARC’s longer-term recommendations and respond at a later date. 

A Portable Electronic Device is any piece of lightweight, electrically-powered equipment. These devices are typically consumer electronic devices capable of communications, data processing and/or utility.  Examples range from handheld, lightweight electronic devices such as tablets, e-readers, and smartphones to small devices such as MP3 players and electronic toys.

American Airline LGA to SFO $329 Round Trip

American Airline LGA to SFO $329 Round Trip
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American airlines is offerering $329 for a round trip ticket from LGA to SFO on the following Dates.

Departure Saturday November 16th and returning on Monday the 18th.

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