FAA Safety Briefing - May June 2018

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FAA SafetyBRIEFINGMay/June 2018Your source for general aviation news and informationPartnering withFAA’s Center of Excellence for General AviationPushing the Envelope – A Plan ofWeather . Or Not? WeatherLED There Be Light“Attack” for Loss of Control p 10Tech in the Cockpit p 14p 18Federal AviationAdministrationfaa.gov/news/safety briefing@FAASafetyBrief

FAA Safety Briefing is the FAA safety policy voice of non-commercial general aviation.The May/June 2018 issue of FAA Safety Briefing focuses on the FAA’s Centerof Excellence for general aviation research, the Partnership for EnhancingGeneral Aviation Safety, Accessibility, and Sustainability (PEGASAS).This partnership facilitates collaboration and coordination betweengovernment, academia, and industry to advance aviation technologies andexpand FAA research capabilities. Feature articles in this issue focus onseveral of these forward thinking and safety enhancing projects.1814Features8 Let It Flow! PEGASAS Inspires a River of Researchby Susan Parson10 Pushing the Envelope A Plan of “Attack” for Loss of Controlby Tom Hoffmann14 Weather . Or Not? Weather Technology in the Cockpitby Sabrina Woods18 LED There Be Light Working to Enhance Airport Lightingby Paul Cianciolo21 Remote Sensors? Rumble Strips? Heated Pavements? Oh My! Three FreshApproaches to Improve Runway Surfaces and Safetyby Jennifer Caron25 How I Learned to Stop Worrying and Love the Singularity Using CollectiveData to Drive Safety Improvementby James Williams21Departments1 Jumpseat – a n executive policy perspective2 ATIS – GA news and current events5 Aeromedical Advisory – a checkup on all things aeromedical6 Condition Inspection – a look at specific medical conditions17 Checklist – FAA resources and safety reminders28 Nuts, Bolts, and Electrons – G A maintenance issues29 Angle of Attack – GA safety strategies30 Vertically Speaking – s afety issues for rotorcraft pilots2531 Flight Forum – l etters from the Safety Briefing mailbag32 Postflight – an editor’s perspectiveInside back cover F AA Faces – F AA employee profile

JumpseatJOHN DUNC A NE X ECU T I V E DIREC TOR, F L IGH T S TA NDA RDS SE R V ICECOE-operationCenter of Excellence for General AviationThe United States has the largest and mostdiverse general aviation community in the world,with more than 1.2 million aircraft registered to flythrough American skies. With the astonishing sizeand diversity of the N-registered fleet, which nowincludes an ever-expanding number of drones, theFAA has long recognized the critical need to developthis nation’s technology base while educating thenext generation of aviation professionals.This magazine has previously explored thework that FAA researchers perform at the WilliamJ. Hughes Technical Center in Atlantic City, NewJersey (FAA Safety Briefing, May/June 2016). In thisissue, we focus on activities underway throughthe FAA Center of Excellence Partnership toEnhance General Aviation Safety, Accessibility, andSustainability — more easily known as PEGASAS.COE ConceptWe will talk specifically about PEGASASelsewhere in this issue, so let me kick off the tour byexplaining the Center of Excellence (COE) concept.In the Federal Aviation Administration Research,Engineering and Development Authorization Act of1990 (PL 101-508), Congress authorized this agency tocreate Air Transportation Centers of Excellence. TheCOE program facilitates collaboration and coordinationto advance aviation technologies and expand FAAresearch capabilities. Specifically, it enables the FAA toconduct research in areas such as airspace and airportplanning and design, environment, and aviation safetyvia cost-sharing partnerships with university partnersand industry affiliates.The Center of Excellence approach representsan excellent use of resources, including your taxdollars. The 1990 legislation requires COE membersto match FAA grant awards to establish, operate, andconduct research on a dollar-for-dollar basis. So far,the COE universities and their non-federal affiliateshave provided more than 300 million in matchingcontributions to augment FAA research efforts.Through these long-term, cost-sharing activities,the FAA and academia/industry teams can makethe most of resources to advance the technologicalfuture of the American aviation industry, while alsoeducating and training a new generation of aviationscientists and professionals.Current COE CountTo date, the FAA has entered into cooperativeagreements with ten competitively selected COEsestablished with academic institutions and theirindustry affiliates throughout the United States. Ingeneral, here’s how it works. Through a rigorouscompetitive process, the FAA Administrator selectsa university team to serve as a Center of Excellence(COE) in individual mission-critical topics. TheCOE forms through cooperative agreements withthis country’s premier universities, and theirmembers and affiliates, who conduct focusedresearch and development and related activitiesover a period of 10 years.FAA Center of Excellence members have assistedin mission-critical research and technology areasfocused on topics that include: technical trainingand human performance; unmanned aircraftsystems; alternative jet fuels and environment;general aviation safety, accessibility andsustainability; commercial space transportation;advanced materials; airliner cabin environment andintermodal transportation research; aircraft noiseand aviation emissions mitigation; general aviation;airworthiness assurance; operations research;airport technology; and computational modeling ofaircraft structures.The FAA established the first Center ofExcellence for General Aviation Research in 2001through a ten-year agreement to conduct generalaviation research in airport and aircraft safetyareas. The first COE contributed to research inpilot training, human factors, weather, AutomaticDependent Surveillance-Broadcast (ADS-B), remoteairport lighting systems, and other matters.We kicked off the PEGASAS Center of Excellencein September 2012, and, as you will learn, there is alot of horsepower in this collaborative partnership.Read on!Learn MoreFor more information about the FAA Centers ofExcellence program, visit the COE webpage:www.faa.gov/go/coeMay/June 2018FAA Safety Briefing1

ATISAV I AT ION NE WS ROUNDUPADS-B Videos on FAA YouTube ChannelJanuary 2018 was an important month for theAutomatic Dependent Surveillance-Broadcast(ADS-B) program — it marked 24 months until theJanuary 1, 2020, ADS-B Out equipage deadline. Toaccompany a monthly countdown on the FAA’sEquip ADS-B website and corresponding socialposts, five new videos were released on social mediato emphasize the urgent need for pilots to equip withADS-B Out.The videos feature a pilot, Jamal Wilson fromthe FAA Office of NextGen, asking David Gray,Surveillance and Broadcast Services programmanager, some common questions pilots havewhen making ADS-B equipage decisions. Watch theplaylist at bit.ly/2GMpsmi.the post-9/11 security demands placed on the airport and FBO, the lack of traffic volume to supportFBOs, and airport sponsors’ need to operate selfsustaining enterprises, along with other variables,have been factors that have put the FBO businessunder stress. Airport sponsors have no control overindustry consolidation or local market forces, andthe federal government does not regulate the pricing of FBOs.The FAA has prepared a questions and answerssheet as a basis for discussion between the airportsponsor, the FBO, and aeronautical users onthe issue of reasonable access, without unjustdiscrimination, at federally obligated, public-useairports. These Q&As are based on existing statutes,guidance, precedent, and industry practices andare not an attempt to impose new regulationsor policies on airports. It is acknowledged thatnot every concern raised by an aeronautical useris a violation of a federal grant obligation andthat variables may exist that impact how airportsponsors exercise their discretion in managing theirfacilities and operations. Aeronautical users shouldconsult with their respective airport managersand local FAA field offices for further clarification.Download the six-page Q&A at bit.ly/2HObRw7.Airman Certification Standards UpdateFBO Industry Consolidation and PricingPracticesThe FAA has received a number of complaintsabout fixed base operator (FBO) services at federally obligated airports. Some users have voicedconcerns over the rising costs of FBO services,including fueling costs, ramp fees, parking fees,and handling fees. Concerns have also been raisedover significant, if not exclusive, FBO control overairport ramp parking and associated fees. Pricingpractices could, in some cases, preclude reasonableaccess to public-use airports. Changes in the FBOindustry in recent years have presented challengesfor airport sponsors, FBOs, and their customers.The continuing consolidation of the FBO industry,2FAA Safety BriefingMay/June 2018Working with the aviation training community,the FAA is finalizing June 2018 updates to the AirmanCertification Standards (ACS) for the private andcommercial pilot certificates and the instrumentrating, all in the airplane category. To stay up todate on these and other ACS developments, pleasesubscribe to the FAA website’s Airman Testing page:www.faa.gov.training testing/testing.The GA and Part 135 Activity Survey isCleared for TakeoffDid you receive an email or postcard invitationasking you to complete the survey for your aircraft?The survey takes only 10-15 minutes and helps theFAA improve general aviation infrastructure andsafety. Please complete the survey today, onlineat aviationsurvey.org, or contact Tetra Tech, anindependent research firm, toll free at 800-826-1797,or email at infoaviationsurvey@tetratech.com.For survey results from previous years, visit

bit.ly/GASurveys.FAA Expands Drone Airspace AuthorizationProgramLast March, at the third Annual UAS Symposiumin Baltimore, Maryland, FAA Acting Administrator Dan Elwell announced plans to expand tests ofan automated system that will ultimately providenear, real-time processing of airspace authorization requests for small Unmanned Aircraft Systems(sUAS) operators nationwide.Under the FAA’s part 107 sUAS (drone) rule,operators must secure authorization from theagency to operate in any airspace controlled by anair traffic facility. To facilitate those approvals, theagency deployed the prototype Low Altitude Authorization and Notification Capability (LAANC) atseveral air traffic facilities last November to evaluatethe feasibility of a fully automated solution enabledby data sharing.LAANC uses airspace data provided through UASfacility maps. LAANC gives drone operators the abilityto interact with the maps and provide automaticnotification and authorization requests to the FAA.It is an important step in developing the UnmannedAircraft Systems Traffic Management System (UTM).Drone operators using LAANC can receive near,real-time airspace authorizations. This dramaticallydecreases the wait experienced using the manualauthorization process and allows operators to quicklyplan their flights. Also, air traffic controllers can seewhere planned drone operations will take place.Based on the prototype’s success, the agencyplans to conduct a nationwide beta test this springthat will deploy LAANC incrementally at nearly 300air traffic facilities covering approximately 500 airports. The final deployment will begin on September13.The FAA will also consider agreements withadditional entities to provide LAANC services. Currently, there are four providers — AirMap, ProjectWing, Rockwell Collins, and Skyward. Those wantingto apply must do so by May 16.For more information, go to go.usa.gov/xQ48r.FAA Recommends Use of Reflective VestsDuring Drone OperationsAccording to a recently issued Information forOperators (InFO) bulletin, the FAA now recommendsSafety Enhancement TopicsMay: Best Glide SpeedUnderstanding the safety benefits of flying at bestglide speed while maneuvering to a forced landingrunway or off airport landing area.June: Transition TrainingUnderstanding the need for transition training whenmoving on to a new or different type of aircraft.Please visit www.faa.gov/news/safety briefing for more information on these and other topics.May/June 2018FAA Safety Briefing3

U.S. Departmentof TransportationFederal AviationAdministrationISSN: 1057-9648FAA Safety BriefingMay/June 2018Volume 57/Number 3Elaine L. Chao Secretary of TransportationDaniel K. Elwell Acting AdministratorAli Bahrami Associate Administrator for Aviation SafetyJohn Duncan Executive Director, Flight Standards ServiceSusan Parson EditorTom Hoffmann Managing EditorJames Williams Associate Editor / Photo EditorJennifer Caron Assistant EditorPaul Cianciolo Assistant EditorJohn Mitrione Art DirectorPublished six times a year, FAA Safety Briefing, formerly FAA Aviation News,promotes aviation safety by discussing current technical, regulatory, andprocedural aspects affecting the safe operation and maintenance of aircraft.Although based on current FAA policy and rule interpretations, all materialis advisory or informational in nature and should not be construed to haveregulatory effect. Certain details of accidents described herein may have beenaltered to protect the privacy of those involved.The FAA does not officially endorse any goods, services, materials, or products ofmanufacturers that may be referred to in an article. All brands, product names,company names, trademarks, and service marks are the properties of theirrespective owners. All rights reserved.The Office of Management and Budget has approved the use of public funds forprinting FAA Safety Briefing.CONTACT INFORMATIONThe magazine is available on the Internet at:http://www.faa.gov/news/safety briefingComments or questions should be directed to the staff by: Emailing: SafetyBriefing@faa.gov Writing: Editor, FAA Safety Briefing, Federal Aviation Administration,AFS-920, 800 Independence Avenue, SW, Washington, DC 20591 Calling: (202) 267-1100 Twitter: @FAASafetyBriefSUBSCRIPTION INFORMATIONThe Superintendent of Documents, U.S. Government Publishing Office, sellsFAA Safety Briefing on subscription and mails up to four renewal notices.For New Orders: Subscribe via the Internet at fing, telephone (202) 512-1800 or toll-free 1-866-5121800, or use the self-mailer form in the center of this magazine and send toSuperintendent of Documents, U.S. Government Publishing Office, Washington,DC 20402-9371.Subscription Problems/Change of Address: Send your mailing label withyour comments/request to Superintendent of Documents, U.S. GovernmentPublishing Office, Contact Center, Washington, DC 20408-9375. You can alsocall (202) 512-1800 or 1-866-512-1800 and ask for Customer Service, or fax yourinformation to (202) 512-2104.4FAA Safety BriefingMay/June 2018remote pilots in command, anyone manipulating the flightcontrols of the small Unmanned Aircraft System (sUAS),visual observers, and any other person directly participatingin the sUAS operation wear brightly colored and reflectivevests during flight operations. The FAA believes this will helpbolster public awareness of sUAS operations and reduce thenumber of distractions for remote pilots and others participating in sUAS operations. The vest should have wording onthe back identifying the individual as the remote pilot, visualobserver, or other person participating in the sUAS operationand include a caution against distracting the person wearingsuch vest. For more information, you can view InFO 18001 atgo.usa.gov/xnJ6h.New Smartphone App Takes You on a Virtual Flightwith ADS-BDo you want to see what it’s like to fly with ADS-B In orADS-B Out equipment? The FAA’s new, Fly ADS-B VirtualReality (VR) app let’s you do just that. With the app, you canfly an aircraft equipped with ADS-B Out and In technologyand see what it looks like from the cockpit, as aircraft appearon your instrument panel and out of the horizon. Theplane’s traffic display on the bottom right-hand side lets youtrack your surroundings and identify approaching planeslong before you see them through the cockpit window. Youwill experience a level of situational awareness and safetythat you don’t have when flying without ADS-B. The app iscurrently available for download on Android devices at bit.ly/2p1menJ.Flight Service Transitions to Leidos PilotWeb PortalThe FAA will discontinue the Direct User Access TerminalService (DUATS II) program, effective May 16, 2018. Internetservices, including access to weather and aeronautical information, flight plan filing, and automated services will remainavailable at no charge to pilots at www.1800wxbrief.com.The DUATS II contract provided web-based flight servicesfor general aviation pilots at no charge through two service providers — Leidos and CSRA. The DUATS contract began in 1989and was a success in transitioning many pilots to automatedflight services.To continue to receive free services, users are encouragedto register with www.1800wxbrief.com. The FAA is workingwith DUATS II providers on transition activities to conductpilot outreach, establish commercial interfaces, and provideuser migration assistance.Please contact the FAA’s Flight Service at our customerfeedback website, go.usa.gov/xQ444, if you have any questions.

Aeromedical AdvisoryMIC H A E L BE R R Y, M . D.F EDE R A L A IR SURGEONChecking Our WorkIf you’ve followed these pages in the last severalyears, you no doubt are aware of just how muchconcern we in Aerospace Medicine have about pilotimpairment. It’s an important issue for us because somany of the accidents it leads to are avoidable.To deal with a problem you must first be able tomeasure it. That work started with Civil AerospaceMedical Institute (CAMI) research and led to aNational Transportation Safety Board (NTSB) Safetystudy, published in 2014.The NTSB analyzed the CAMI toxicology datafrom fatally injured pilots between 1990 and 2012.They were concerned that the use of over-the-counter(OTC) prescription and illicit drugs were increasingin the general population, but there was little dataregarding the transportation industry population.Aviation was the mode with the best data interms of post-accident toxicology testing. The majority of the pilots in the study were flying GA operations when their fatal accident occurred. From thisdata, the NTSB concluded that there is an increasingtrend in the use of all drugs, potentially impairingdrugs, drugs used to control potentially impairingconditions, drugs designated as controlled substances, and illicit drugs.The most common potentially impairing drugwas diphenhydramine (one trade name is Benadryl )(see Condition Inspection in this issue). The study alsoshowed that while the number of pilots testing positivefor illicit drugs was small, the percentage of positivemarijuana results increased over the study period.Quality AssuranceWhen scientists look at data, they don’t like tosee the kind of data sets the NTSB study used. Thereis no debate about the quality of the data. CAMIis renowned for the quality of its testing and datarecording. Likewise, the NTSB’s handling of the datawas also above reproach. So what’s the problem?The problem is that all the data was collectedfrom fatally injured pilots. This is because only aftera fatal accident is a full toxicology test run. Routinedrug screening, for those required to be a part of it,does not test for anywhere near as many substances.The NTSB recognized this deficiency in the data.While the NTSB and the FAA both believe thedata is likely valid for the larger pilot community, thatis only a hypothesis. It is a critical distinction. It’s pos-sible that the pilots who are fatally injured have a different pattern of drug use (legal and illicit) than boththe general pilot population and the study sample.Verifying the HypothesisThis verification was so critical that the NTSBissued a Safety Recommendation to the FAA directing it to conduct a study to determine if the data wasreflective of the whole pilot population. To meet thatrecommendation, the FAA is working to set up astudy that would conduct an anonymous toxicologytest on urine from randomly selected airmen.To conduct this study, CAMI will receive deidentified urine samples obtained at the time of apilot’s routine physical examination by an AviationMedical Examiner (AME). CAMI will insurethe anonymity of the airmen. As part of thisFrom this data, the NTSBeffort, CAMI will collect samples from a wideconcluded that there isgeographical range of AMEs, and only collectfrom AMEs with large practices, thus preventing an increasing trend in theuse of all drugs.any identification of individual airmen. CAMIpersonnel will be blind to the aviators’ identityas they perform their research on the samples. Thesesamples will not be connected to medical certification in any way.The goal is to collect 7,500 random samples fromthe 400,000 yearly exams over a three-year periodto give CAMI enough data to represent the pilotpopulation accurately. This study will help the FAAunderstand how representative our post fatal accident toxicology testing data is.If the results verify those of the NTSB study,then we can use that information, and the toxicology results, to guide our education efforts on pilotimpairment.Whether we show that the non-accident pilotshave the same drug use trend as the accident pilots,or that they are very different, we will have a bettermap to make us both more efficient, and more effective, in combating pilot impairment.Learn MoreDrug Use Trends in Aviation: Assessing the Risk of PilotImpairment:go.usa.gov/xQ48CMay/June 2018FAA Safety Briefing5

Condition InspectionP E NN Y GIO VA NE T T I, D.O.M A N AGE R, A E ROSPACE MEDIC A LSP ECI A LT IES DI V ISIONAllergies and Allergy Medication[Editor’s Note: To provide a wider range of medical information to aviation enthusiasts, we haveretired “Ask Medical” and introduced ConditionInspection, which will focus on a specific medicalcondition in each issue.]The spring months bring welcome warmth, butalso an unwanted stowaway — seasonal allergies.In terms of fitness for flight, allergies usually fallinto the category of a condition that the airman canmanage without assistance from an Aviation MedicalExaminer (AME) or other physician.Remember the swollen, boggy, nasal, and sinustissues associated with allergies are a prime setup forear and sinus blocks. And just because you can safelyascend, does not mean you can safely descend. Ifthe symptoms are bad enough to interfere with yourability to act as pilot in command, then you shouldground yourself until the symptoms have subsided.It’s similar — but not identical — to dealing withfatigue. If you feel fatigued, you should ground yourself until you can get sufficient rest. Once rested, nomedical clearance is required to return to flight status.So what’s different with allergies? Some of themost common over the counter (OTC) medicationsused to treat them can be more problematic than theallergies themselves. The chief offender is diphenhydramine (common trade name: Benadryl ). It is oneof the most commonly used medications, both aloneand in combination products, and its prevalence cancreate a problem. Since diphenhydramine is an OTCmedication and so widely available, it doesn’t occur tomost airmen that it might be disqualifying. But it is.Frequently Asked QuestionsQ: What is the concern with diphenhydramine?Diphenhydramine is a sedating antihistamine.In fact, diphenhydramine is such an effectivesedative that it is used in most OTC PM pain reliefmedications and as the sole active ingredient in mostOTC sleep aids. In this case, the sedation is not onlyan unwanted side effect, but also a directed use ofthe medication. Even if diphenhydramine doesn’tput you to sleep, it can dramatically impair yourcognitive abilities, which are critical to your safety.Q: Are there allergy medications that I cantake and still fly?Yes, there are a number of non-sedatingantihistamines available. These include Loratadine6FAA Safety BriefingMay/June 2018(Claritin ), Desloratadine (Clarinex ), andFexofenadine (Allegra ). Each person’s reactionto certain medications differs, but if one of thesemedications controls your symptoms and doesn’thave any adverse side effects for you personally,you may use them and continue flying. There isno wait time for subsequent doses once you havemade sure it does not make you sleepy.Q: What if I have to take diphenhydramine?For some airmen, diphenhydramine maybe the most or only effective solution. In thatcase, you should be aware that laboratory testinghas demonstrated an extremely long period ofimpairment associated with this medication.Normally we recommend a waiting period of fivetimes the maximum pharmacologic half-life of themedication before returning to flight. A good rule ofthumb for this is to take the longest dosing intervaland multiply by five. For example, a medicationtaken every four to six hours would calculate asfollows: Six times five equals a 30-hour wait time.However, the required wait time after takingdiphenhydramine is 60 hours.ResourcesOne of your best resources is the Do NotIssue-Do Not Fly (DNI-DNF) list from the Guidefor AMEs, www.faa.gov/go/dni. The DNI-DNF listcovers many commonly used medications. If amedication appears in either section, you shouldnot fly while using it.If the medication appears under the DNIsection, you should consider speaking to yourAME. These are generally more serious conditionsand medications.If the medication appears under the DNF section, you should determine an appropriate wait timebefore returning to flight.If you have any questions, don’t hesitate to contactan AME or your Regional Flight Surgeon’s (RFS) office.Penny Giovanetti, D.O., received a bachelor’s degree from Stanford, a master’s in Environmental Health and Preventive Medicine from the Universityof Iowa and doctorate from Des Moines University. She completed a 27-yearcareer as an Air Force flight surgeon. She is board certified in aerospacemedicine, occupational medicine and physical medicine/rehabilitation. Sheis also a Fellow of the Aerospace Medical Association and a private pilot.

LookLIVES ListenARE ATFOCUSSTAKE!IT CAN HAPPEN TO YOU: When you’re approaching an airport that has a set ofparallel offset runways, you may accidently land on the wrong runway than originallycleared for.THE FIX:During pre-flight, remind yourself of possible landmarks that will help youclearly identify the runways. Use your passengers help to pinpoint the correctrunway!For additional runway safetyeducation,the AOPAAirBriefingSafety Institute’sMay/June2018 takeFAASafety7Runway Safety online course at www.airsafetyinstitute.org/runwaysafety.

LetItFlow!PEGASAS Inspires aRiver of ResearchS U S A N PA R S O NThe myth of Pegasus holds that by stamping hishooves on the summit of Mount Helicon, thewinged white horse released a flow of sacredwaters “whence the Muses quaffed their richestdraughts of inspiration.” So it seems very appropriatethat the acronym for the FAA’s Center of Excellence(COE) Partnership to Enhance General AviationSafety, Accessibility, and Sustainability — PEGASAS — should invoke the story of everyone’s favoriteflying equine.To be sure, the PEGASAS effort is all about creativity. Everyone in GA can list the challenges facingour community, with the majority of these fallingwithin one of the three categories that form thisCOE’s name: safety, accessibility, and sustainability.As officially stated, therefore, the mission of PEGASAS is to “enhance general aviation safety, accessibility, andThe mission of PEGASAS is tosustainability by partnering theenhance general aviation safety,FAA with a national network ofaccessibility, and sustainability byworld-class researchers, educapartnering the FAA with a nationaltors, and industry leaders.”network of world-class researchers,educators, and industry leaders.The Wellspring ofCreativityThe inspiring flow of research work from thePEGASAS program began in September 2012,when then-Transportation Secretary Ray LaHoodannounced the selection of a COE team led byPurdue University, Ohio State University, and the8FAA Safety BriefingMay/June 2018Georgia Institute of Technology, with the FloridaInstitute of Technology, Iowa State University, andTexas A&M University rounding out the core team.Affiliate members of the partnership include ArizonaState University, Florida A&M, Hampton University,Kent State University, North Carolina A&T StateUniversity, Oklahoma State University, Oregon StateUniversity, Southern Illinois University (Carbondale),Tufts University, Western Michigan University, andUniversity of Minnesota, Duluth. (For a complete listof PEGASAS participating organizations, follow thelinks under the “Learn More” heading).To underscore the very practical and (so to speak)well-grounded nature of PEGASAS research projects,the PEGASAS COE announcement included the observation that three of the six core members (Purdue,Ohio State, and Texas A&M) own and operate theirown airports, with the remaining partners maintainingfacilities, aircraft, and close working relationships withtheir own community airports.Top: A photo of the PEGASAS Site Directors Front Row (leftto right): Brian Strzempkowski (OSU), Dr. Katie Schwartz(Georgia Tech), Prof. William Crossley (Purdue), Prof. JohnValasek (Texas A&M), Prof. Debbie Carstens (FIT)Back Row (left to right): Shawn Pruchnicki (OSU), Prof.Seth Young (OSU), Prof. Dimitri Mavris (Georgia Tech), Prof.Mary Johnson (Purdue), Prof. Halil Ceylan (Iowa State), Prof.Stephen Cusick (FIT), Ryan King (FAA)Not Pictured: Dr. Simon Briceno (Georgia Tech), Prof. KarenMarais (Purdue), Dr. Julienne Krennich (Iowa State)

Navigating the Creative StreamSince then, PEGASAS has launched 30 researchprojects that support the FAA in ways that, as itsname

May/June 2018. ADS-B Videos on FAA YouTube Channel. January 2018 was an important month for the . Automatic Dependent Surveillance-Broadcast (ADS-B) program — it marked 24 months until the January 1, 2020, ADS-B Out equipage deadline. To accompany a monthly countdown

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FAA Safety Briefing . In an excellent article in the Postflight column (pg 36) of the May/Jun issue of . FAA Safety Briefing, Susan Parson writes about Human Factors. For those who don't recognize the name, Capt Susan Parson is the CAP National Stan/Eval Officer. In her "daytime" job she is (among other things) Editor of the FAA Safety .