EAA Government Advocacy
EAA Testifies at NTSB on Air Show Safety
On January 10, EAA President/CEO Rod Hightower and EAA Vice President of Industry and Regulatory Affairs Sean Elliott were among those testifying about air show and air race safety before the National Transportation Safety Board (NTSB) in Washington, D.C. The NTSB called the hearing as a follow-up to last September’s tragic accident at the National Championship Air Races in Reno, Nevada, where EAA director Jimmy Leeward and 10 others died.
EAA shared one of three guest panels with representatives from the Reno Air Race Association and Air Boss Inc. Hightower and Elliott highlighted the continually enhanced safety measures at EAA AirVenture Oshkosh each year, as well as the coordinated effort that goes into making AirVenture the safe event it is for pilots and attendees.
EAA was asked to appear because of its insights and experience with major aviation events. NTSB Chairman Deborah Hersman and other NTSB members have attended AirVenture in past years. Others appearing before the NTSB included air show star Sean D. Tucker, as well as representatives from the International Council of Air Shows, Commemorative Air Force, and Red Bull Air Racing.
The hearing is archived for 90 days at the “News & Events” area of the NTSB website at www.NTSB.gov.
FAA Issues Revised Operating Limitations for Exp Exhibition and Air Racing Aircraft
On December 21, 2011, the FAA issued a memorandum that revised operating limitations for experimental exhibition and air racing aircraft, completing a seven-year process. The new operating limitations will be issued to all aircraft seeking new airworthiness certificates and to owners of aircraft who request a change to their existing operating limitations.
In September 2004, EAA, along with the warbirds and aerobatic communities, started working with the FAA on revisions to the operating limitations for experimental warbirds and air racing aircraft. The primary goals for the revision were the safety of persons and property on the ground, as well as of the pilots and passengers who fly in these aircraft.
This was truly a collaborative project that involved EAA, EAA Warbirds of America, Commemorative Air Force, Classic Jet Aircraft Association, Army Aviation Heritage Foundation, Aircraft Owners and Pilots Association, Courtesy Aircraft, and International Aerobatic Club, along with our FAA partners, Flight Standards General Aviation and Maintenance divisions and the Airworthiness Certification division.
Testifying Before the NTSB
When the NTSB first announced it was planning a hearing to review air show safety right on the heels of the tragic accident at the Reno Air Races, many in the industry grew concerned about the underlying purpose and outcome of such an activity. A hearing is a formal affair, with testifying individuals being sworn in and every word put into public record. Many feel the process is much like a deposition for a trial and can be harmful if not carefully prepared for.
As EAA President/CEO Rod Hightower and I went through our preparations, it was obvious to us that EAA has a very safe event, with many professional safety systems in place in its current state of operation. What was even more apparent was the overwhelmingly positive safety record the air show industry has experienced over the past 60 years. Do you know the last U.S. air show spectator fatality occurred? Would you believe 1952? That is correct; the last time a spectator was killed watching a U.S. air show performance was nearly 60 years ago. As you know, there certainly have been spectator fatalities in other countries since that time, but our nation’s record reflects the work that organizations such as the International Council of Air Shows, EAA, FAA, and many others have put into making our events safe. Also joining us in testifying were the Reno Air Race Association, AirBoss LLC, Miramar Air Show, Commemorative Air Force, Seattle Seafair air show, Red Bull Air Races, air boss Wayne Boggs, and air show performer Sean D. Tucker. We thank GAMA for its hospitality in hosting this group for preparatory meetings.
I am confident Rod and I represented EAA and the industry in a positive light throughout the hearing. It was an interesting process, to say the least. If you are interested, go to www.SportAviation.org for a link to watch the streaming video of the entire hearing. Let us know how you think we did.
FAA's Digital Chart Charges are Changing
Actual prices for electronic chart products have not been determined - Last December the FAA announced it was developing a new pricing model for its digital electronic charts. The announcement launched widespread speculation about what electronic charts will cost, with all sorts of figures being tossed around. The fact is that nobody knows at this point what various types of aeronautical charts in digital electronic form will cost, and the price will vary depending on the vendor supplying the actual chart for use on different types of displays.
Government involvement in aeronautical charting dates back to 1926 when the same branch of the federal government that had been creating nautical charts since 1803 was handed the job. The charting agency changed names and branches of the government several times over the years and eventually ended up being part of the National Oceanic and Atmospheric Administration (NOAA). But 11 years ago the job of creating aeronautical charts moved to the FAA, which created AeroNav Products, a division dedicated to navigation data development and charting.
AeroNav is essentially a wholly owned subsidiary of the FAA. AeroNav includes the people who assemble the data necessary to create a procedure, such as an instrument approach, and also includes the cartographers who create the finished charts. AeroNav is responsible for printing paper charts, and also creates and sells charts in digital electronic form.
The government has charged for aeronautical charts since 1926, and over the years the charges were designed to cover mainly the cost of paper, printing, postage, and other direct expenses. Between 1986 and 1988 the cost of charts almost doubled under a “reinvent” government effort designed to recover costs for specific services.
Now AeroNav is functioning as a so-called high-performing organization within the federal government and is authorized and directed by Congress to recover the cost of creating digital and paper charts, but not to make a profit. AeroNav calculates that it needs to bring in $5 million per year to cover the cost of database management and chart creation, and to sustain the capability to deliver accurate visual and IFR charts in a timely fashion.
The fundamental issue with digital chart cost recovery is that the federal government cannot, under law, copyright anything, including charts. That means that digital charts are being reproduced through all sorts of electronic outlets without any reimbursement to the government. Copyright is not an important issue for paper charts because the cost of paper, printing, and so on is unavoidable, and thus reprinting charts is not attractive. But the cost of reproducing an electronic file is tiny, so digital charts have been made available to the public without anyone necessarily paying to cover the cost as they would for a paper chart.
AeroNav has always charged for its digital charts. The charts are delivered on a CD that somebody buys from AeroNav. But once that CD and its data enter the electronic world, the charts can be duplicated in all manner of ways and in unlimited quantities without anyone paying for that privilege.
AeroNav does not and will not sell a digital chart directly to an end user. In other words, you can’t buy a chart directly from AeroNav and display it on your iPad, or multifunction display (MFD) in your airplane, or even on a website. AeroNav will only sell its charts to private companies who will then format the data for display on various devices. Those private companies will then pay AeroNav a subscriber fee based on the number of charts they sell.
Because only private companies will actually be delivering digital charts, the prices paid by pilots and airplane owners will vary widely. And AeroNav managers know that it is impossible to predict the innovative ways people will figure out to deliver and display electronic charts in the future. That’s why AeroNav is not in the business of selling directly to pilots because it wants its partnering vendors to be free to innovate and adapt as new electronic display and storage technologies emerge.
AeroNav will make the full range of charts and data available digitally to vendors, including “seamless” VFR sectional charts, IFR en route charts, terminal charts, airport facilities directories, and so on. The charts will not be bundled when they are sold to vendors so a pilot can subscribe to the types of charts he or she uses, and coverage areas will be divided so you will not need to buy the whole country if you don’t need it.
AeroNav is also developing vector-based charts in addition to the PDF file. With vector-based data the display device “draws” a new chart at every scale so when you zoom in or out the resolution quality remains the same. Sectionals and other charts will retain their multicolor design, and color is added to most IFR charts.
The immediate task ahead for AeroNav is to determine the market size for each electronic chart product and then work backward to establish a price. The agency needs to recover $5 million per year, but cannot make a profit so it needs an accurate forecast of the number of chart customers to set each product price. Companies that make avionics equipment and chart applications are supplying AeroNav with data on their customer base.
Paper charts of all types will continue to be printed, and AeroNav estimates it will be at least 15 years before the demand for paper charts ends. However, as paper chart sales decline, as expected, the cost of digital charts will increase because the expense of data base management and cartography will remain constant and must be recovered.
EAA and other general aviation groups are monitoring and participating in the AeroNav pricing model development to ensure that pilots are treated fairly. It’s early in the process, but it appears that an equitable distribution of the cost of creating digital charts will not be burdensomely expensive as long as each chart user is paying his or her fair share. The new AeroNav pricing model is designed to recover costs from all users at a level that represents the value of each chart, but no more. That is the goal EAA supports—fairness that does not have some pilots subsidizing the chart cost of others and making certain pilots can obtain digital versions of the charts they actually need.
EAA continues to work hard on these issues and others of importance to EAA members and other aviators. There is strength in numbers, not only in EAA member participation but also in joining with other aviation groups and important allies such as the general aviation caucuses in the House and Senate.
Read more about out what else is happening in the world of EAA's government relations.
EAA's Government Relations department works to preserve the freedom of flight and reduce the regulatory barriers affecting affordability and access to EAA members’ participation in aviation. Protecting the freedom to fly is the foundation on which all of the organization’s advocacy initiatives are built. EAA fights to preserve this freedom by providing clear solutions and practical alternatives backed by hard work and dedication. EAA’s 55-year history of success is a testament to that philosophy.