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.