FAA Safety Briefing - Mar-Apr 2025

March/April 2025 1

March/April 2025

7 Avoiding Costly Clashes

with Wildlife12 RIM to the Rescue 16 National Treasures: American GA Airports

2 FAA Safety BriefingU.S. Department

of Transportation

Federal Aviation

Administration

ISSN: 1057-9648

FAA Safety BriefingMarch/April 2025Volume 66/Number 2

Sean Duffy Secretary of Transportation

Chris Rocheleau Acting Administrator

Jodi Baker Acting Associate Administrator for Aviation Safety

Robert Ruiz Acting Executive Director, Flight Standards ServiceTom Hoffmann Editor

James Williams Associate Editor / Photo Editor

Rebekah Waters Associate Editor

Nicole Hartman Associate Editor

Paul Cianciolo Associate Editor / Social Media

Sunghee Cho Art Director

Published six times a year, FAA Safety Briefing, formerly

FAA Aviation News, promotes aviation safety by discussing current technical,

regulatory, and procedural aspects affecting the safe operation and maintenance of aircraft. Although based on current FAA policy and rule interpretations, all material is advisory or informational in nature and should not be construed to have regulatory effect. Certain details of accidents described herein may have been altered to protect the privacy of those involved.

The FAA does not officially endorse any goods, services, materials, or products of

manufacturers that may be referred to in an article. All brands, product names, company names, trademarks, and service marks are the properties of their respective owners. All rights reserved.

The Office of Management and Budget has approved the use

of public funds for printing FAA Safety Briefing.

bit.ly/m/FAASB

www.faa.gov/Safety_BriefingABOUT THIS ISSUE…

The March/April 2025 issue of FAA Safety

Briefing explores the value of our nation’s

vast array of public-use airports and their importance to the communities they serve. Articles help raise awareness of runway safety and wildlife hazards and highlight the benefits of exploring new places to land.

Contact Information

The magazine is available on the internet at:

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The FAA Safety Policy Voice of Non-commercial General Aviation

7Unintentional Aerial Encounters

Avoiding Costly Clashes with Wildlife

by James Williams

12RIM to the RescueHow the FAA’s Runway Incursion Mitigation Program is Improving

Aviation Safety

by Tom Hoffmann

16National Treasures

American General Aviation Airports

by Nicole Hartman

19 Enhancing Safety and Efficiency from a Distance A Look at FAA's New Remote Tower Testbed

by Tom Hoffmann

22 Roll of Honor

2024’s Master Pilot and Master Mechanic Award Winners

DEPARTMENTS

2 Jumpseat: an executive policy

perspective

3 ATIS: GA news and current events

5 Aeromedical Advisory: a checkup on

all things aeromedical

27 Checklist: FAA resources and

safety reminders

28 Drone Debrief: drone safety roundup

29 Nuts , Bolts, and Electrons:

GA maintenance issues

30 Vertically Speaking: safety issues for

rotorcraft pilots

31 Flight Forum: letters from the

Safety Briefing mailbag

32 O n Final: an editor's perspective

Inside back cover

FAA Faces: FAA employee profile

ROBERT RUIZ, ACTING FLIGHT STANDARDS SERVICE EXECUTIVE DIRECTOR

A NATIONAL ASSET

There’s a popular aviation saying that

states “ A mile of highway will take

you one mile, but a mile of runway

will take you anywhere. ” In addition

to highlighting the nearly limitless

travel possibilities of aviation, the saying also signifies the importance of

airports that facilitate those journeys.

From the large air carrier hubs to the rural grass strips, airports are vital to

both local and national economies

and are a fundamental part of our

nation’s aviation infrastructure.

Readers of this publication might

be interested to learn that general avi-ation airports comprise nearly 90% of

our nation’s public-use airports. They provide critical services that in many

cases can’t be supported at the larger

primary commercial service air -

ports. Some of these services include aeromedical flights, aerial firefighting, agricultural operations, law enforce-

ment, disaster relief, flight training,

and providing access to remote

communities. In this issue, we’ll take a

closer look at the important value GA airports hold in the aviation commu-

nity and the FAA ’s commitment to

airport safety improvement.

How an airport is designed and laid

out is a critical factor when it comes to safely facilitating traffic flow. Identifying

and mitigating airport hotspots — areas

where there is increased potential or a history of collision or runway incur -

sion — is a top priority for the agency. One program that is dedicated to addressing hot spots and other airport

surface problem areas is the Runway

Incursion Mitigation (RIM) program.

In the article “RIM to the Rescue, ” we

take a closer look at this initiative and how it’s having a measurable impact

on reducing incursions and improving

safety at hundreds of airports.Airports can be hubs of activity for

not just airplanes, but also for many

of our feathered and four-legged

friends. Unfortunately, wildlife strikes

are a serious threat to aviation safety.

In 2023 alone, there were 19,603 strikes reported, a 14% increase

over the previous year. In the article

“Unintentional Aerial Encounters” and our Drone Debrief department, we

discuss some of the steps the FAA is

taking to better measure and analyze

wildlife strikes and explore new

methods to better mitigate this threat.

Circling back to the opening quote

of this article, airports serve as spring-boards for aeronautical exploration and broadening your aviation experi-

ence. In addition to connecting us to

the alluring $100 hamburger, lobster

roll, crab cake, or other local deli-

cacy of your choosing, airports can help hone your skills in unfamiliar

environments that you will inevita-

bly encounter during your travels.

Visiting airports of various shapes,

sizes, and activity levels provides invaluable operational experience,

especially if an emergency dictates an

unexpected deviation.

At many airports, the education

doesn’t always end with practicing in a congested pattern or executing

a short-field landing to perfection.

As you’ll see in the article “National Treasures, ” some airports worth visit-

ing are sites of historical significance,

house aviation museums with rare or vintage aircraft, or host events that

bring the pilot community together

and inspire future aviators. In other

cases, they simply open doors to

breathtaking vistas and allow us to appreciate the beauty of our

nation from a vantage point very

few get to experience.One final note on safety — when

planning your next airport adven-ture, be sure to do your homework so

you’re familiar with the traffic pattern

procedures, airport grounds, taxiway locations, NOTAMS, and construc-

tion notices. An excellent resource

that you’ve heard me mention before is the From the Flight Deck video

series ( faa.gov/flight_deck). These

videos provide a great way to get a first-hand look at an airport before

even setting foot inside your aircraft.

We hope this issue provides you

with a greater appreciation of our nation’s network of airports and

the vital roles they play not just for

aviators, but for the community at

large. As such, the FAA stands com

mitted to supporting and investing

in our nation’s airports, large and small, to ensure their continued

safety and success.

Safe flying!

2 FAA Safety Briefing

JUMPSEATan executive policy perspective

AVIATION NEWS ROUNDUP

SAIB Issued for Angle of Attack

Alerting Systems

The FAA recently published a Special

Airworthiness Information Bulletin

(SAIB) providing information to help

general aviation aircraft owners and operators understand the importance

and safety benefits of angle of attack

(AOA) alerting systems on aircraft

type certificated under Title 14, Code

of Federal Regulations (14 CFR), part 23 and operating under 14 CFR parts

121, 135, or 91. Increasing awareness

of the benefits of these alerting systems may reduce the risk for loss-of-control

(LOC) incidents and accidents.

Research has shown AOA indi-

cators assist pilots with stall margin

awareness, stall prevention, and recovery from unusual attitudes or

upset. By providing the pilot with an

indication of the wing’s stall margin,

regardless of g-loading, the pilot

may be more likely to avoid a stall or upset. The pilot will also have a better indication of when the wing

is flying again during recovery after

exceeding the critical AOA. An AOA

indicator can allow the pilot to maxi-

mize performance of the aircraft very near the critical AOA.

Several studies have also indicated

that AOA indicators could aid pilots in diagnosing problems with a pitot tube

(used to indicate airspeed) or static

port (used to indicate altitude). The

FAA recommends that pilots install

and calibrate critical AOA alerting systems and receive training on the

use of AOA indicators and how to

incorporate them in instrument scans.

Y ou can review the SAIB at

bit.ly/SAIB_AOA.

FAA to Begin Using New Computer-

Based Color Vision Tests

The FAA modernized its color vision

testing with computer-based equip-

ment and operationally based passing scores. The

new testing process screens

for both yellow/blue and red/green deficiencies and addresses inconsistencies and color degradation

from using older test plates.

As of Jan. 1, the FAA requires

all applicants for an initial airman

medical certificate to test for color vision deficiencies using the new

program. Pilots who have held a

medical certificate do not need to retest unless they want a color

vision restriction on their certificate

removed, develop a medical condi-

tion, or are taking medication that

affects color vision. Learn more at bit.ly/4j5ecoi .

New Requirements for Certificate Holders with Foreign Addresses

The FAA issued a final rule requiring

individuals with foreign addresses,

and no U.S. physical address of record

on file with the FAA, who hold or apply for certain certificates, ratings,

or authorizations to designate a U.S.

agent for service of FAA documents.

The U.S. agent will receive service

of FAA documents on the certificate holder or applicant's behalf. This

rule facilitates the FAA's ability to

accomplish prompt and cost-effective service of process and service of other

safety-critical or time-sensitive docu-

ments to individuals abroad through

service on their U.S. agents.

#FLYSAFE GA SAFETY ENHANCEMENT TOPICSPlease visit bit.ly/FlySafeMedium for more information on these and other topics.

MARCH

Risk-based Flight Review

and WINGS –

Learn how a risk-based flight review can identify and mitigate hazards and risks with pilot operations.

APRIL

Stabilized Approach –

Maintaining a stabilized approach and landing is a great way to avoid a loss of control situation.

ATISGA news and current events

Sample AOA indicator systems.

As of July 2022, approximately

115,000 individuals outside the U.S.

hold certificates, ratings, or authoriza-

tions issued under 14 CFR part 47, 61,

63, 65, 67, or 107 and do not have a

U.S. physical address of record on file with the FAA.

On Jan. 3, 2025, the FAA published

a final rule extending the U.S. agent rule compliance date for applicants

from Jan. 6 to April 2, 2025. Please

note that the compliance date for

current certificate, rating, or authori-

zation holders remains July 7.

Y ou can view the final rule at

federalregister.gov/d/2024-22000.

Safety Management System for

General Aviation Organizations

The FAA recently issued an

Information for Operators (InFO)

notice encouraging all general avi-ation organizations to develop and

implement a safety management

system (SMS) that meets the 14 CFR

part 5 requirements.

An SMS integrates risk manage-

ment into normal day-to-day busi-ness practices. Safety is managed

as a core business function where the organization treats safety in the

same way it manages other functions

(e.g., financial, quality, marketing).

The International Civil Aviation

Organization (ICAO) standard states that GA operators of large aircraft

(gross weight >12,500 lbs.) and turbo-

jet aircraft must establish and main-

tain an SMS “commensurate with the

size and complexity of the operation and meet the criteria established by

the State of Registry. ” ICAO recom-

mends that GA SMS include:

• A p rocess to identify actual and

potential safety hazards and assess the associated risks;

• A p rocess to develop and implement

remedial action necessary to main-tain an acceptable level of safety; and

• A p rovision for continuous moni -

toring and regular assessment of the

appropriateness and effectiveness of

safety management activities.Check out the InFO, which

includes strategies to develop and implement an SMS, at bit.ly/InFOs.

Airport Design Challenge

Enrollment is open for the 2025

season! The Airport Design

Challenge (ADC) is an interactive learning and collaboration oppor -

tunity for students in grades K-12. During the ADC, students have the

opportunity to design virtual airports

in Minecraft based on guidance from FAA aerospace and engineering

experts. Participating students meet

aviation professionals, engage with other designers, and learn about the

aerospace industry. The challenge

offers first-hand experience in an

aviation-related application of STEM

concepts and helps students apply their academic knowledge and skills

to professional simulations. Learn

more about the challenge and see the 2024 winners at faa.gov/adc .

How to Avoid Medical Certification

Delays Caused By Name Errors

Pilots may wonder, why is it import-

ant to use my name as it appears

on my government-issued ID? In a

recent episode of the Pilot Minute

video series, Federal Air Surgeon Dr. Susan Northrop explains how certification delays caused by a name

error can be avoided by checking

the MedXPress entry against your

official govern -

ment-issued identification. If

the two do not match, be sure

to revise any

name variation in

your MedXPress

account to reflect your full name

on your federal

or state-issued ID and save valuable

time getting your

medical certificate. To watch this and other videos, visit

bit.ly/FAAPilotMinute .

FAA Partnership to Modernize Flight Training Regulations

The FAA has partnered with the

National Flight Training Alliance

(NFTA) to spearhead the moderniza-tion of part 141 regulations governing

flight training in the United States.

The FAA and NFTA will collaborate

with flight training providers and the

general aviation industry to execute updates to flight training regulations

and enhance efficiencies.

The FAA and NFTA began engag-

ing with stakeholders across the country in January to solicit input

and coordinate modernization efforts.

Formal meetings, both in-person and

virtual, will begin in March 2025, inviting flight training providers and

industry leaders to shape the future

of flight training. Priorities include leveraging advanced technologies,

reducing training costs, lowering

barriers to entry, and promoting

the adoption of safety management

systems to enhance operational stan -

dards. The initiative also emphasizes

the importance of adopting data-

driven standards and incorporating

safety management systems into flight

training operations.

Y ou can learn more about the effort

at bit.ly/141_FlightTraining .

4 FAA Safety Briefing

ATIS GA news and current events

American Trio's OKC design from the Airport Design Challenge.

AEROMEDICAL ADVISORYa checkup on all things aeromedical

DR. SUSAN NORTHRUP , FAA FEDERAL AIR SURGEON

A NEW ERA OF COLOR VISION TESTING

On Jan. 1, the FAA changed color vision

testing for pilot medical certificates.

This primarily impacts first-time appli-

cants for an FAA medical certificate.

There is no change in the privileges

and limitations for current certificate holders. However, you might be won-

dering, “Why the change?”

Having adequate color vision —

the “ability to perceive those colors necessary for the safe performance

of airman duties” — in pilots was

assumed by the developers of tradi-

tional aviation sectionals and charts, airport signage, and lighting. Color

vision has been evaluated by both

the FAA and military branches with various tests including the Ishihara

plates and Falant Lantern. It was rec-

ognized, though, that some individu-

als passed the test despite a significant

color vision deficiency (CVD) due to either limitations of the test or memo-

rization of the plate order.

Over the past few decades, aviation

has become an increasingly color-rich

environment with multi-function dis-plays and tablets. The FAA recognizes

that adequate color vision is much

more essential in aviation. The mili-tary, in fact, noted that both aircrew

and flight test engineers who held

waivers for CVD sometimes struggled

with accurately interpreting the more

modern color-rich displays.

The limitations of current testing

were highlighted on July 26, 2002, when a FedEx aircraft struck trees on short final to the runway at Tallahassee

Regional Airport (TLH), landed short,

and was destroyed. Fortunately, there

was no loss of life, although the crew

was seriously injured. During the investigation, the NTSB determined

that the known color deficiency of

the first officer, the pilot flying, was a factor in the mishap. Notably, this individual had received a “waiver” for his CVD from both the military and

the FAA. The NTSB then made several

recommendations to the FAA.

Subsequently, our staff at CAMI,

the Civil Aerospace Medical Institute, began an extensive review of available

testing for color deficiency. It quickly

became clear that the current tests had inherent limitations including color

fading of the plates with time, lighting

issues, and the ability of individuals

to memorize the order of the plates if

not shuffled. Also, none of the tests in routine use evaluated blue-yel-

low deficiency, which had become

increasingly important in aviation.

The staff at CAMI then undertook

testing of both color-normal and color-deficient individuals to deter -

mine thresholds for operationally acceptable (not necessarily normal) color vision. Following this, we began

an in-depth discussion of the path

forward with our ophthalmologist consultants and military counterparts.

A change to computer-based testing

was necessary and three such tests are

now authorized. Any is acceptable and

the applicant has the option of taking a test more than once (since they are

randomized) or a different test if one is

failed. More information can be found

at bit.ly/Color_Vision_FAQs (PDF).

So, whom does this impact? We

determined that those who already had an FAA medical can retain their

current privileges. In other words, if someone has a CVD, but has been

given a letter of evidence (LOE) or

a statement of demonstrated ability

(SODA), we will continue to recognize

these. Note that these generally were issued following an operational color

vision test (OCVT). However, these are time-consuming and expensive for

both the pilot and the FAA. One of the goals for the change to computer-based

tests is to minimize the need for an

OCVT in the future.

First-time applicants for an FAA

medical certificate after Jan. 1, 2025, will receive a computer-based test.

With certain exceptions, this is a

“one and done” test for them and is not required for those who have a

medical issued on or prior to Dec.

31, 2024. The first exception is if you

are diagnosed with a medical con-

dition or take a medication that can impair color vision, a computer-based

test will be required as part of your

evaluation. This is true regardless of

when you first had an FAA medical

issued. The other exception is for those issued a medical prior to Jan.

1, 2025, but who request removal of

a current limitation for color vision or an upgraded medical (e.g., from a

Class III to a Class I or II).

We recognize that this is a signifi-

cant policy change and will monitor it closely to minimize the impact on

pilots while ensuring safety of flight.

Dr. Susan Northrup received a bachelor’s degree in chem-

istry, a medical degree from The Ohio State University, and

a master’s degree in public health from the University of

Texas. She is double board-certified by the American Board of Preventive Medicine in Aerospace Medicine and Occupa-tional Medicine. She is a retired U.S. Air Force colonel and a

former regional medical director for Delta Air Lines. She is

also an active private pilot and aircraft owner.

08:30 – 09:30 10:00 – 11:00 11:30 – 12:30 13:00 – 14:00 14:30 – 15:30

TUESDAY

APRIL 1Weather or

Not to FlyDon’t Grind the

Gears When Shifting

Culture How to Avoid a

Fighter InterceptThe Fun and

Challenges of Flying

SeaplanesHow Lancair

Improved its

Safety RecordJoin us

for daily forums

at the

FAA Safety

CenterJeff Arnold

Leidos Flight ServiceLee Stromenger

FAATrevor Boswell

NORADSteve Guetter

WipaireJeff Edwards

AVSafe

WINGS: AK1 WINGS: BK3 WINGS: BK2 WINGS: BK2 WINGS: BK3

WEDNESDAY

APRIL 2Aeromedical

UpdateLoss of Control and

Decision Making on

Land and WaterImportance of Oil

AnalysisUsing “From the

Flight Deck” ProductsWeather by

Phase of Flight

Tomorrow:

Meet the FAA Dr. Brett Wyrick

FAASteve Guetter

WipaireWayne Odegard

Aviation LaboratoriesAndrew Applegate

Dane Guynn

Runway SafetyDr. Ian Johnson

Brandon Smith

FAA

WINGS: BK3 WINGS: BK2 WINGS: BK3/AMT WINGS: AK2 WINGS: BK2

THURSDAY

APRIL 3Planning the

Transition to

Replace 100LLStraight Talk

About Aviation

SafetyVisual Separation

for VFR AircraftRecognizing

Dangerous Goods

and Your RiskMike Millard is

back with AMT

and WINGS

Credits!Chris D'Costa

Swift FuelsJohn & Martha

King SchoolsKatherine Wilson

NTSBVictoria Lehman

FAA

WINGS: BK3/AMT WINGS: BK3 WINGS: BK3 WINGS: BK2

FRIDAY

APRIL 4Aircraft Maintenance

Human FactorsInstrument

DeparturesAccident

Investigation

UpdatesTop Schools

Teaching: Loss of

ControlNavigation During

GPS OutageTomorrow:

It’s no illusion,

Dr. Stretanski

is here!Mike Millard

FAAEd Verville

DPEPatrick Hempen

FAA (Ret)Ed Verville

DPEDr. Vance Massimini

FAA VOR MON

WINGS: BK3/AMT WINGS: AK1 WINGS: BK3 WINGS: BK2 WINGS: BVK2

SATURDAY

APRIL 5Aircraft in Distress Have You Seen

Anything Like

This Before?Weather or

Not to FlyUsing “From the

Flight Deck”

ProductsMedical Aspects of

Flight Illusions

Make Better

Decisions

Through

EducationTom Slater

FAASTeam RepMike Millard

FAAJeff Arnold

Leidos Flight ServiceAndrew Applegate

Dane Guynn

Runway SafetyMike Stretanski

AME

WINGS: BK1/AMT WINGS: BK3/AMT WINGS: AK1 WINGS: BK2 WINGS: BK3 FAA SAFETY CENTER FORUMS

April 1–5, 2025

Access FAASTeam Safety

Brochures here:

bit.ly/FAAST_pamphletsFAA Forums Open Daily at 08:30 unless otherwise noted.

Schedule is subject to change. For updates, check the

QR code to the right or go to Lakeland Forums:

bit.ly/FAA_Forums Meet the FAA

6 FAA Safety Briefing*No Session*

WINGS: NA

Unintentional Unintentional

Aerial EncountersAerial Encounters

Avoiding Costly Clashes with Wildlife

March/April 2025 7By James Williams

“ Always keep your eye on your opponent, and never let yourself be deceived by ruses. ”

— The Dicta Boelcke, Oswald Boelcke, 1916

Surprises can be good when discussing a birthday

party, but not when just hoping for a peaceful flight.

The Dicta Boelcke cited above was a simple list of

eight rules for air combat developed by Oswald Boelcke in the infancy of air combat. Boelcke, along with Max

Immelmann, for whom the aerial maneuver is named, and others, formed the original cadre of fighter pilots with

aircraft developed as fighters. The Dicta Boelcke which

was distributed around the nascent German Fighter Corps, served as one of the earliest tactical guides and influenced

virtually every air combat manual up to today.

Our dealings with wildlife in general aviation (GA) are

not inherently adversarial, but potential conflict exists.

Oftentimes, pilots and birds find themselves occupying the very same airspace; it is an encounter where no one

truly wins. Denying the enemy's use of the sky was the first

purpose of fighter aircraft — to deny the sky to bomber aircraft. More importantly, reconnaissance aircraft helped the high commands aim artillery and plan offensives. Our ambitions as GA pilots aren’t so grand, but the individual

consequences of these unintentional wildlife conflicts can

range from deadly, to simply inconvenient. So, what do we do about it?

Securing Our Advantages

The first step in approaching any problem is to define the problem and make sure it actually exists and that you are

not chasing ghosts. Regarding wildlife strikes, we have

data to consider. In cooperation with the U.S. Department

of Agriculture Wildlife Services, the FAA produces an In 2023, there were 19,367 strikes

logged, with 701 classified as

damaging strikes.

annual report of the Wildlife Strike Database. While there

is some discussion around the completeness of that data,

the question is generally around to what degree the official

tally undercounts actual wildlife strikes since many minor

strikes are not reported. So, we can consider the total

reported strikes to be a lower boundary for the scale of the problem and the real number may be much higher. The

total damage and injury count is probably closer to reality

since it’s more likely that someone will report a strike that results in significant damage or injury. However, even the

“low impact” strikes are essential to report because they

can inform mitigation strategies.

Wildlife strikes dipped in 2020 due to lower aviation

activity but have been steadily rising ever since. In 2023, the last year with complete data, there were 19,367 strikes

logged, with 701 classified as damaging strikes. The data

for 2024 is still being vetted and analyzed and should be available in the next couple of months. Total costs for the

same period had a similar trend but didn’t set any records

with a high of $461 million versus a high of $589 million

in 1995. Total cost includes repairs, aircraft downtime, and other expenses. However, it is hopeful that despite a signif-icant increase in reports, the damage bill isn’t climbing in

strong correlation. This may mean we are capturing a more complete picture.

Making Preparations

How can we prepare to avoid these unintended clashes? The Dicta Boelcke emphasizes working in groups, and

that’s an important point here because what we can do

directly is limited. But together with airports, government

agencies, and others, we can work to reduce the dangers.

As individual pilots, we can improve our situational aware-ness. Many factors can increase or decrease our likelihood

of a too-close encounter with the wild kind.

First, seasonal migration patterns bring extra avian

visitors to, or throughout the country. During those times, extra vigilance should be applied. But this is really just

ramping up some common-sense concepts that can help

avoid collisions. Knowing the area surrounding airports

for our flight route can help. Avoid flying over attractive environments like lakes, ponds, wetlands, water treatment

facilities, and garbage dumps to the extent practical. Also,

increasing altitude can reduce your chances of a bird strike. Most reported strikes — a whopping 92% — happened at

3,500 feet above ground level (AGL) or below, and 71%

occurred at 500 feet AGL or below. Altitude isn’t a complete

savior, but it dramatically improves your odds; about 1% of

strikes occur at 9,500 AGL or higher. Unfortunately, these tactics won’t work as we approach the airport so we’ll need

to lean on our airport partners.

Fire Only at Close Range

The Dicta Boelcke emphasizes the need to engage only at

close range to ensure success, and close range, in terms of

the airport environment, is where our danger is greatest.

It’s where we’re low and slow and may not have any avoid-

ance options. Airport operators know this and work with

government and research organizations to enhance their defensive and offensive wildlife weapons.

8 FAA Safety Briefing

Avoid overflying areas like wetlands to reduce the odds of a bird strike.

March/April 2025 9

The most effective solutions involve an ounce of pre-

vention. By working with communities and municipalities,

airports seek to avoid placing wildlife attractants like the

aforementioned landfills, retention ponds, wastewater

treatment plants, etc., in the immediate surroundings. This

can go a long way toward reducing the wildlife populations in the immediate airport area, but it isn’t a complete solution.

Airports also work to make their grounds less habitable for

birds and other animals. While small rodents like mice aren’t usually a problem for aircraft directly, they can draw poten-

tial problems in the form of predators. Habitat modification

may include removing water, food sources, and nesting

locations from the airport area to the extent possible.

To illustrate this with a personal story, we once had

neighbors living in the U.S. as embassy staff and they were

unfamiliar with the local wildlife common in suburban

America. They would put out “food” for the squirrels in

the middle of their backyard. But with the placement in

the open area surrounded by tall trees, their intended

squirrel feeder quickly became a hawk feeder. Allowing attractive habitats on airport property can create similar

circumstances where an inconsequential species attracts a

problematic one for pilots. Good perimeter fencing is also a must. While we think of this in terms of security, it is also

a barrier for animals like deer and coyotes. These strikes

are far rarer than bird strikes, but the larger size of these

animals can make any contact more dangerous.

While passive measures

are great, they often require supplementation with more

active approaches. These can vary greatly depending

on each airport's budget

and needs. Simple solu-

tions include techniques

like propane cannons that startle animals periodically.

But like the classic scare-

crow used for centuries on

farms, there may be a need

to reinforce this faux threat with something more tan-

gible. This is where “dog

fights” come in multiple ways. Using trained pred-

ators like dogs and raptors can make your airport environment seem less hospitable

to concerning species. Using these predators to chase off

wildlife can affect local populations beyond the short time

the predators are active.

As you can see, it’s not about a single approach to solving

all your wildlife problems. The layering of these approaches delivers the best results. Just like in the early air war, it A Personal Perspective

On Halloween a few years ago, I was with a relatively new

student pilot whom I just met that afternoon. We decided we were going to do one pattern at Bay Bridge airport. We got

off the departure end of Runway 29, and to the left side of my

eye, I saw three large birds

come across the front of the aircraft. The trailing bird, which I found out was a cormorant, made a hard

right turn and immediately

entered the aircraft by bust-ing through the plexiglass windshield of the Cessna

172, hitting me in the face

and making its way to the

back of the aircraft.

At that point, I realized

the plane was still flying, but we needed a lot of extra power because of all

the drag from the smashed

windshield. We made it around, and on final, I actu-ally had to apply full power

because of the drag and a 10-knot headwind. Fortunately, we had enough power and landed safely. I’ve been flying small air-

planes for 24 years and instructing for 12 years. The majority of

my 4,000 hours is instructing in smaller airplanes, and I never had a close encounter with a bird in all that time.

Typically, the birds will dive under you or just avoid you,

but in this case, I think it was just such a low level, with the wetlands being so close to the end of Runway 29, that I think

we were both just taking off. Now, I definitely look at the envi-

ronment around an airport and incorporate a scan for wildlife prior to taking off.

Watch the FAA Wildlife video that features Chris’ account at

bit.ly/FAAbird.

— Chris Criswell, Manager, FAA Airport Data and Airspace Branch

Many factors can increase or

decrease our likelihood of a too-

close encounter with the wild kind.

(USDA Wildlife Service photo)

10 FAA Safety Briefingwasn’t just the Fokker Eindecker that led to the period

of German air superiority that the British would call the

Fokker Scourge. In fact, French pilot Roland Garros (for

whom the tennis stadium is named to show you how big a

deal it was) had equipped his airplane with a crude system

of metal reinforcements on the propellor that allowed him to fire through the propellor arc before the Germans devel-

oped the proper equipment. The combination of the right

airplane, equipment, pilots, and tactics/doctrine created that success. But nothing lasts forever, and the Entente air

forces would catch up after several months. By the end of

1916, Boelcke and Immelmann would be lost in combat.

Continued evolution of tactics and equipment is vital. This

is why research is so important.

Adding more approaches to wildlife management can

provide airport operators with more options and greater variety. This can be useful for some species that habituate to more established tactics and might otherwise require

culling. A recent example is using drones instead of pred-

ators to drive off wildlife. Y ou can read more about that in the Drone Debrief department (page 28). But adding more tools to the toolbox isn’t without complications. Using drones at an airport requires careful coordination and

well-defined procedures — it’s not as simple as grabbing

a drone and heading out to the airport. Wildlife manage-ment is an evolving process requiring teamwork from the

aviation community. The environment isn’t static, and we

must continue to help however we can. For most of us, that

means reporting any strike we experience, even when it’s

inconsequential. For some, that means helping maintain a clean airport environment to avoid attracting airborne and

terrestrial scavengers. For others, it’s working on research

that may bring the next great tool to help keep airplanes

and wildlife separate. For civil pilots, the greatest air

combat victory possible is to avoid it entirely.

James Williams is FAA Safety Briefing’s associate editor and photo editor. He is also a pilot

and ground instructor.

LEARN MORE

FAA Wildlife Hazard Mitigation

faa.gov/airports/airport_safety/wildlife

Things That Go Bump in the Flight, FAA Safety Briefing, Jan/Feb 2009, Page 28

bit.ly/FAASB_JanFeb09

To report a wildlife strike, go to

bit.ly/reportstrike .

RIM to the

Rescue

How the FAA’s Runway Incursion

Mitigation Program Is Improving

Aviation Safety

By Tom HoffmannImproving safety at the nation’s airports is a top

priority for the FAA. But to truly move the needle

with airport surface safety, we must deal with one

of its leading nemeses — runway incursions (RIs). In fiscal year 2024 alone, there were 1,757 RIs, nine of

which were the more dangerous Category A and B variety where a collision was narrowly avoided or was

a strong possibility.

A major contributor to RIs is complex airport

geometry; areas where a pilot might get confused about how to properly proceed. Y ou may notice

many of these locations labeled as “hot spots” on

airport diagrams (e.g., two runway thresholds in

close proximity). The FAA is aware of these arrange-ments and the confusion they sometimes cause for

pilots. And while there is solid outreach and guid-

ance for these locations, the FAA needed a specific effort that could focus on complex geometry more

quantitatively and develop mitigation strategies that

provide more effective and long-term solutions.

In 2015 the Runway Incursion Mitigation (RIM)

program was established and set out to tackle this very issue. And with nearly 10 years under its belt,

RIM is well on its way to being one of the FAA ’s most

successful safety programs.

Finding the Right Angle on Safety

To get a better idea of how many and what types of geometry issues existed, the FAA ’s Airport

Technology Research and Development Branch

was tasked with conducting a study that would help

inventory problematic taxiway geometry (PTG)

locations. Often, the PTGs had commonality with existing hot spots. The 2013 study (bit.ly/PTGreport)

created a database of all pilot deviation and vehicle/

pedestrian runway incursions at 520 towered airports reported between Oct. 1, 2007, and Sept. 30, 2013,

and overlaid them with the PTGs. In doing so, the

report identified 19 of the most common geometry

elements associated with a runway/taxiway intersec-

tion, known as geocodes. The three most problematic geometries discovered were 1) a short taxiway dis-

tance from a ramp/apron to a runway; 2) direct taxi

access to runways from ramp areas; and 3) taxiways intersecting a runway at other than right angles. For a

full list of these 19 geocodes, see table 1.

The research also plotted the intersection of

airport design issues and RIs and helped pinpoint

an initial 140 locations for further study. This

set the stage for the RIM team, which began validat-ing a subset of these initial 140 locations for inclu-

sion into the program, giving priority to high-inci-

dent locations.

12 FAA Safety Briefing

March/April 2025 13

Table 1. Geocode Listing

Geo Code Problematic Geometry Definition

0 No geometry issues

1 Y-shaped taxiways crossing a runway

2 Wrong runway events

3 Wide expanses of taxi pavements entering or along a runway

4 Convergence of numerous taxiway types entering a runway

5 High-speed exit crossing a taxiway

6 Two runway thresholds in close proximity

7 Short taxiways (stubs) between runways

8 Direct taxiing access to runways from ramp areas

9 An aligned taxiway entering runway ends

10Nonstandard markings and/ or signage placement (e.g.,

overlapping holdbars, nonstandard holdbar placement, runway intersections with multiple hold lines)

11 Greater than three-node taxiway intersection

12 Taxiway connection to V-shaped runways

13 Taxiway intersects runway at other than a right angle

14 Short taxi distance from ramp/apron area to a runway

15 High-speed exits leading directly onto another runway

16 Taxiway coinciding with the intersection of two runways

17 Using a runway as a taxiway

18 Unexpected holding position marking on parallel/entrance taxiway

99Miscellaneous:• Nonsequential taxiway designation schemes• Absence of full-length parallel taxiway• Taxiway intersection along the middle third of a runway• Runway intersection sign and marking standards

Measuring Up

The validation process for RIM locations involves several

steps as well as specific criteria that must be met. First, the

location must have had three or more RIs in a single cal-

endar year, or average one or more RIs per year during the

most recent 10-year stretch. In addition, some of the unique

characteristics of a location are reviewed along with the narratives of the incursions. This is designed to help weed

out cases that might skew the RI counts at certain locations,

such as a vehicle driver who caused multiple RIs in a single incident. Other unique situations, like an air show or a

short-term construction project, could indicate RIs that were

caused by something other than a taxiway geometry issue.

The next step is to validate the RIM location in the field.

Local FAA staff will do a final assessment of the location and verify the geometry issue still exists. Once that’s com-

plete, the location is entered into the RIM inventory. The number of RIM locations fluctuates throughout

the year, with the current total at approximately 140. “Every year we go through a re-evaluation based on the

previous year’s RIs and add new locations if needed, ” says Steve Debban, a civil engineer with the FAA ’s Airport

Engineering Division and RIM program manager. “ As

we go through the year, we’ll also remove some from the

inventory as locations are completed. ” Debban adds that

locations that fall off are still monitored for effectiveness and could potentially be added back to the list for addi-

tional mitigation action based on new data.

Squaring that Circle

Once a RIM location is added to the inventory, FAA

personnel and local airport sponsors will coordinate to

determine the most appropriate mitigation strategies for

the location. “While safety is our number one priority, we

prefer solutions that won’t hamper the airport operations

by causing major issues for air traffic control, fixed-based operators (FBOs), or local users, ” says Debban.

With that in mind, airports have a variety of mitigation

strategies at their disposal to eliminate problematic taxiway geometries and reduce the likelihood of incursions. Some

geometry changes might include reconfiguring a taxiway

to intersect a runway at 90 degrees or closing a taxiway or,

on rare occasions, a runway. A few non-geometry-related

solutions include changes to airfield lighting, signage, and markings. Public outreach and procedure changes can also

be appropriate measures in certain cases. Other factors like

funding sources and environmental studies must also be considered when exploring solutions. While the mitigation

process can be iterative, proper planning and stakeholder

communication are essential for all parties to agree on a

solution that is both effective and efficient.

Correcting an Acute Issue

Working the RIM process to mitigation completion can be

a lot of hard work in many locations, but the results have

proven to be extremely worthwhile. By the end of fiscal

year 2024, RIM was credited with having mitigated 100

complex airfield locations. Many locations have seen zero

RIs post-mitigation, with the total recurrence reduction rate averaging an impressive 80% according to Debban.

Mitigations at these locations have also eliminated hot

spots from the airport diagram at 32 locations. We have a lot of people across the

country doing what they can to

keep pilots safe and to hardwire

safety into the system — that’s what

RIM is all about.

No-Taxi MarkingBlast Pad Marking

Runway 1L/19RTaxiway -CTaxiway -CFigure 1: Before and after photos from a RIM project at Miami Executive Airport (TMB) that involved several extensive airfield changes. No incursions have been reported since the project was

completed in May 2024.

Figure 2: Aerial and side view photo (below) of a RIM project at Bethel Airport (BET) to address a confusing runway intersection.Airports that have benefited from RIM run the gamut

from small and medium-size general aviation (GA) fields

to the much larger part 139 hubs. A few notable success

stories have been:

• Fairbanks International Airport (FAI): Runway 20L was shortened to create a more standard configuration

for Taxiway Tango.

• Terre Haute Regional Airport (HUF): Runway 18/36

was converted to Taxiway Foxtrot to provide safety

improvements with traffic flow.

• Miami Executive Airport (TMB): A more standard

taxiway configuration was created for Taxiways Echo and

Hotel where they intersect Runway 31.

In the latter example at TMB, FAA lead program

manager Pedro Blanco and former program manager

Krystal Ritchey, P .E. needed to address several PTGs that resulted in 11 incursions over a nine-year period. Blanco

admits that the most challenging part of addressing a RIM

location is often the validation process by the sponsor (accepting there is a problem) and the planning effort to

determine alternatives with viable options. “These steps

entail significant effort in educating local stakeholders and

conducting a planning analysis that prioritizes safety and

efficiency through airport design standards first, then risk evaluation alternatives, ” says Blanco.Blanco and Ritchey worked diligently with the airport

sponsor, stakeholders, and fellow FAA staff to devise a series of changes that the sponsor later approved for con-struction. The changes were extensive, including shorten-

ing a runway, as well as demolishing, extending, relocating,

and constructing new taxiways (see before and after photos in figure 1). The hard work paid off as there have been no

reported incursions in this area since the project was com-

pleted in May 2024. Additionally, other capacity-related Before After

Runway 1L/19RNo-Taxi Marking

14 FAA Safety BriefingRunway 30 Threshold

March/April 2025 15

tasks were identified during the course of the project that

may provide future improvements in taxiway and runway

utilization at this busy reliever airport.

Another notable example of a successful RIM project

occurred at Bethel Airport (BET) in Alaska (see Fig 2).

Eight runway incursions took place here between 2019 and 2021 when aircraft turned onto the crosswind Runway

12/30 from the main Runway 1L/19R as opposed to uti-

lizing the nearby taxiway as instructed by the air traffic control tower. “ A review of the incursions determined that

the connecting pavement between the two runways caused

pilot confusion on the ground, ” says Rory Bryant, P .E.,

an FAA airport program manager in the Alaskan Region.

In 2022 the sponsor mitigated the existing conditions to increase pilot situational awareness by:

• Reducing the length of the blast pad prior to Runway 30 threshold.

• Applying green paint within the non-movement area between the outer limits of the revised blast pad and

Runway 1L/19R shoulder edge.

• Installing a missing runway edge light along Runway

1L/19R to meet the advisory circular standards for

runway lighting.

Upon completion of the project, no runway incursions

have occurred.

Striking the Right Chord

As mentioned earlier, stakeholder feedback is critical to

gaining consensus on a RIM mitigation strategy, particu-

larly during the planning and coordination phases. Some

of the information the FAA uses for RIM comes from

Aviation Safety Reporting System (ASRS) reports, but most

feedback is conveyed via the local Runway Safety Action Team (RSAT) meetings. RSAT meetings are held regularly

at towered airports to discuss local safety concerns, review

data, and develop targeted action plans to improve surface safety. (Learn more about RSATs at bit.ly/41VYSE5.) These

meetings give pilots an opportunity to discuss problem

areas firsthand and have a seat at the table with any pro-

posed mitigation methods. Some RSATs are designed to

specifically cover potential RIM projects, so be sure to keep an eye out and make your voice heard when able.

Debban credits having more data and feedback

with being able to better validate the success of RIM mitigations. “For the first few years of the program, our

success metrics used to measure pre- and post-incursions

against each other, but as we collected more data as the program has matured, we now have enough data to do

statistical analyses and have a better understanding of

what mitigations are effective, ” says Debban. For example, the team is now looking at certain hot spots differently.

“Before, hot spots that were very large, and maybe had

more than one hold line, would be considered a single

RIM location, ” he continues. The team now breaks a larger

hot spot into separate RIM locations to better mitigate the issue and measure its effect.

Looking forward, Debban is focused on improving safety

strategies for wrong surface events (WSEs). “It’s a chal-

lenge finding mitigations for WSEs as they tend to be very

site-specific solutions, ” says Debban. The FAA ’s Technical Center is currently working on a study that will assist

the RIM team and the entire FAA in developing a more

focused and customized strategy for these events than what exists with current airport design standards.

A Straight Line to Safety

“We have a lot of people across the country doing what they can to keep pilots safe and to hardwire safety into the

system — that’s what RIM is all about, ” states Debban. He

attributes simplicity as a leading factor in the success of the

program. “Our society has been reliant on technology solu-

tions and how we can use AI to solve our way out of things. But in this case, it’s about keeping it simple and building

the infrastructure in the way it’s supposed to be designed

and for the types of aircraft using it. ” It’s a successful geom-etry formula that will help reduce runway incursions now

and for years to come.

Tom Hoffmann is the editor of FAA Safety Briefing. He is a commercial pilot and holds an

A&P certificate.

LEARN MORE

FAA’s RIM Program webpage

bit.ly/FAA_RIM

Pilot Best Practices for Airfield Safety

faa.gov/airports/runway_safety/pilots/best_practicesBy the end of fiscal year 2024, RIM

was credited with having mitigated

100 complex airfield locations.

Many locations have seen zero RIs

post-mitigation.Runway Incursion:

any occurrence at an aerodrome involving the incorrect pres-

ence of an aircraft, vehicle, or person on the protected area of a surface designated for the landing and take-off of aircraft.

National Treasures

American General Aviation Airports

16 FAA Safety BriefingBy Nicole Hartman

(Photos courtesy of the airport operators)“It’s not the destination, it’s the journey. ”

— Ralph Waldo Emerson

When commercial fliers think about air travel, it’s

typically all about the destination. Maybe they’re

visiting family and friends, going on an exciting

vacation, or taking a work trip to a location they’ve never been to before. As they say, location, location, location. But

there’s an important detail we all encounter before reach-ing our journey’s destination — the airport. While most of

us have our favorite (and least favorite) airports to travel

through on our journey, the airport is usually but a small detail in our plans to get from here to there. However, this

important part of the journey might have a little more

meaning to those who pilot themselves.

General aviation airports facilitate transportation to

thousands of locations not served by commercial aviation. They provide a place for people to park their aircraft and

get them fueled and maintained. GA airports also provide

vital support for police, emergency, and medical opera-tions. Additionally, many flight schools are located at these

airports, supplying a much-needed place to learn to fly.

These airports play a pivotal role in our society, economy,

and the aviation system. So, let’s learn a little about their

history and take a closer look at some of these national gems.

Airport Archives

Airports have played a crucial role in enabling travel and commerce and have undergone numerous changes and

developments along the way. Airports, as we know them

today, did not exist until the 20th century, when aviation

technology advancements made it possible for planes to fly longer distances and carry more passengers. The concept of an airport, or a designated area for the landing and takeoff

of aircraft, has been around for as long as humans have

been flying. However, the first recorded use of an airport

was in 1909, at College Park Airport in Maryland.

College Park Airport was established by the Army Signal

Corps to serve as a training location for Wilbur Wright to instruct two military officers to fly the government's first airplane. In 1926 it became a civilian airport and the location

of the first scheduled commercial flight in the United States.

Today it is the world’s oldest continuously operated airport.

The role of the airport eventually shifted from military

and governmental to commercial and civilian use. With the development of commercial aviation in the early 20th

century, airports became more critical for transporting

passengers and cargo. To meet the growing demand for air travel, airports began to expand and modernize, adding

longer runways, more terminal buildings, and a more com-

prehensive range of amenities and services.

General aviation airports are public-use airports that

do not have commercial service or have scheduled service with less than 2,500 passenger boardings each year.

Typical operations include business flying, personal flying,

industrial flying, charter activity, aerial photography, law

enforcement, banner towing, skydiving, sightseeing flights,

medical evacuation, organ transport, and search and rescue. These airports can also be used for agricultural pur -

poses, such as scrub dusting or mosquito spraying. More than 90% of civil aircraft registered in the United States are

general aviation aircraft. And more than 80% of certificated

pilots operate general aviation aircraft. Additionally, about

88% of the airports listed in the National Plan of Integrated

Airport Systems (NPIAS) primarily support GA aircraft.

Discovering GA Destinations

There are many factors to consider when selecting a site for an airport. From an aeronautical viewpoint, the basic

requirement is that it has a relatively flat area of land large

enough to accommodate runways and other facilities and

that this area is in a locality free from obstructions to air

navigation, like mountains and tall buildings. Factoring in air transport needs, environmental considerations, and

the space needed to accommodate a commercial airport

makes site selection tricky. However, modest general avi-ation airports that only require a single runway, an apron,

and a building that serves simultaneously as a terminal

and administration area allow for more interesting and

scenic destinations.

There are about 4,800 public-use general aviation

airports in the U.S., each with its own unique characteris-tics and charm. Here are some of the airports that might

pique your interest as actual destinations rather than just steps in the journey.

Mackinac Island Airport (MCD), Michigan

Mackinac Island Airport is a small but busy airport with a lighted 3,500-foot runway. It is open year-round for

charter and private aircraft and serves tourists, workers,

and island residents. No matter how you land, it’s a

runway on an island and the airport is the major lifeline

for residents when the winter ferry boat stops operations due to ice freezing over the lake. There are no motorized

vehicles allowed on the island with two exceptions — a

pickup truck/ambulance for the state police and the airplanes at the airport. While on the island your only

transportation options are bike, foot, or horse-drawn

carriage, but there’s plenty to explore with nine historic

attractions and three beautiful state parks. And be sure

to pick up some fudge from one of the family-run shops before your departure.

Alton Bay Seaplane Base (B18), New Hampshire

Alton Bay Seaplane Base is a public-use seaplane

base in the summer and

the only FAA-approved

ice runway in the winter.

Located in Belknap County, the airport

provides direct access

to Lake Winnipesaukee and the local restaurants

March/April 2025 17

and shops that surround the bay. The airport is run by a dedicated group of volunteers who assist pilots (seaplane,

ski, and conventional) flying into the bay throughout

the year and who also plow the ice runway and parallel

taxiway in the winter. The ice runway, which only opens

after the ice has reached the necessary 12-inch thick-ness to safely support aircraft, vehicles, and pedestrians,

attracts several hundred pilots during its 4 to 8 week

season and it can be one of the busiest airports in the state on winter weekends. This unique airport provides a great

opportunity to try something new and challenging while

experiencing winter flying. The FAA Safety Team has put

together some information that will help you make good

decisions when operating in and out of the ice runway (bit.ly/4juOolo).

Sedona-Oak Creek (SDX),

Arizona

Often described as

“ America’s most scenic

airport, ” Sedona-Oak

Creek is located near the

Red Rocks on Tabletop

Mesa 500 feet above

the city. Established in 1955, it originally had no paved

runway, and animals such as coyotes could be seen

walking around the airstrip. Today the airport provides a gateway for travelers to enjoy hiking, camping, dining,

shopping, and internationally renowned spa and resort

destinations. It is not uncommon for tourists or locals

driving around downtown Sedona to see an approaching

airplane fly overhead and then suddenly disappear into the mountains without ever appearing to land. In addi-

tion to providing an amazing scenic overlook, the airport

also supports aerial/wildland firefighting operations and medical evacuations, contributing to the overall safety

and accessibility of the region.

Gilliam-McConnell Airfield

(BQ1), North Carolina

Gilliam-McConnell

Airfield in Carthage, N.C.,

is known for its onsite

BBQ restaurant, so much

so that its FAA identifier

is cleverly named BQ1. A There are about 4,800 public-use

general aviation airports in the

U.S., each with its own unique

characteristics and charm.

dedicated following of pilots, barbeque lovers, and airplane

aficionados visit this airfield to enjoy some BBQ just steps

from the runway. Have to wait for a table on a busy day?

No problem! Everyone in your party will likely enjoy the

opportunity to watch the planes landing and taking off,

especially the kids. Speaking of which, the children who visited this past holiday season were delighted when Santa

and his skydiving elves flew in, an event that the restaurant

hosts yearly for the community.

George T Lewis Airport (CDK),

Cedar Key, Florida

With the shortest paved

public runway in Florida

(2,302 feet), Cedar-Key

Airport features water

off both ends of the

runway and is a great spot

to work on your short-field landings and takeoffs. Once

you’ve safely landed you can use the local taxi service, rent

a golf cart, or just take the 30-minute scenic stroll to get into town for some fresh seafood. The Cedar Key area is

part of a large, protected bird sanctuary and it’s common

to see osprey, eagles, herons, egrets, buzzards, pelicans, and

seagulls. There are even several osprey nests within the

immediate area of the runway so watch out!

Furnace Creek Airport (DTH),

California

Furnace Creek Airport

in Death Valley is not

only America’s hottest

and driest airport, it’s

the lowest at 210 feet

below mean sea level.

The first airport was built in Death Valley in 1923 by the

Pacific Coast Borax Company for use by mining executives.

However, the company was also building a luxury hotel in the area, so when it opened in 1927, many Hollywood elites

like Clark Gable and Carole Lombard would frequent the

airport. From air or ground, campsite or five-star hotel, this

destination provides spectacular scenery.

Pacific City State Airport (PFC), Oregon

Pacific City State Airport has existed since the 1920s when

a plane landed in a mowed cow pasture, which is still the site of the airstrip today. This popular Pacific Northwest

coastal airport is valued locally for its economic, emer -

gency, and transportation impacts. It’s a short walk to

restaurants, fishing on the Nestucca River, the scenic ocean,

and lodging. If you’ d rather not walk you can borrow one

of the airport’s bikes, located in a shed under a large tree on the west side of the airport (the access code is the unicom

frequency code for the airport). Be it the scenery or the

bikes, Pacific City State Airport has a quaint feeling, with

one pilot noting he once had to wait for a cat to cross the

runway before finishing taxiing to park. Note: pilots have also reported that there is usually a prevailing crosswind

resulting in “fun” landings.

Big Creek Airstrip (U60), Idaho

Idaho has nearly 100

backcountry airstrips,

including Big Creek, that

offer access to outdoor

recreation like camping,

fishing, and hiking. Flying in the mountains of Idaho

can be a challenging endeavor, requiring proficiency in slow flight and airspeed control, a comprehensive knowl-edge of your aircraft’s performance, and well-prescribed

personal limitations. Big Creek is known for its upslope

before the runway as it is fairly steep for an airstrip. Pilots

are advised that steep enclosed terrain may mask your

view of traffic landing on the runway. Once safely on the ground, you can set up camp or visit the Big Creek Lodge,

originally the Big Creek Hotel built in 1934. The hotel was

destroyed in a fire in 2008 and the lodge was rebuilt and opened in 2018. Patrons have said it’s a lovely spot to fly in

for a meal with a beautiful atmosphere.

Oh, The Places GA Can Go!

While I have not had the pleasure of visiting any of these

locations personally (but I want to), and I have no real

authority to do so, I feel confident in declaring these

airports as destinations of their own and not just a logis-

tical detail in the steps of a journey. Today, airports are

an integral part of modern life, serving as hubs for travel and commerce. But general aviation airports are so much

more than that. They have long histories and will continue

to support great things yet to come. They bring people and communities together and foster future generations

of aviators. They make aviation and airplanes accessible to

everyone. Not to mention that they’ve facilitated countless

$100 hamburgers. GA airports, like the aviators that fly

through them, are diverse and will continue to enhance journeys across the nation.

Nicole Hartman is an FAA Safety Briefing associate editor and technical writer-editor in the

FAA’s Flight Standards Service.

18 FAA Safety Briefing

About 88% of the airports listed

in the National Plan of Integrated

Airport Systems (NPIAS) primarily

support GA aircraft.

Enhancing Safety

and Efficiency

from a Distance

A Look at FAA's New Remote Tower Testbed

By Tom Hoffmann

March/April 2025 19In the 2018 FAA Reauthorization Bill, Congress directed

the FAA to establish a Remote Tower Pilot Program to

assess the feasibility of implementing Remote Tower (RT)

technology into the national airspace system. An RT serves as a potentially lower-cost alternative to a traditional brick-

and-mortar air traffic control tower. They may also provide traffic flow efficiencies and improved situational awareness

to pilots. Critical to advancing this RT program is the FAA ’s

newly developed Remote Tower Testbed which was sched-uled to begin vendor testing in February 2025.

What is a Remote Tower?

While an air traffic control tower provides an out-the-window view of an airfield and nearby airspace for onsite

controllers, a remote tower system uses sophisticated air -

field cameras transmitting to state-of-the-art wraparound displays to mimic this same onsite view for controllers

located in a Remote Tower Center. These centers can be sited and operated at locations off airport grounds. Of

note also is that, unlike the large footprint of a traditional

control tower, the RT camera structures occupy less space.

Previously, the RT Pilot Program had established two

fielded test sites in the U.S., one at Leesburg Executive Airport (JYO) in Virginia, and one at Northern Colorado Regional Airport (FNL) in Colorado. FAA research-

ers subsequently determined that a centralized RT

testbed would better meet the ultimate goals of the Pilot Program. Consequently, the FAA selected the Atlantic City

International Airport (ACY) and the FAA laboratory space

at the National Aerospace Research and Technology

Park (NARTP) as the optimum site for a central-

ized remote tower testbed.

Both ACY and the NARTP

are campus tenants at the

FAA ’s William J. Hughes Technical Center.

“ A centralized testbed

approach allows for com -

prehensive system evalua -

tions in a controlled envi-ronment, ” says Shaquille

Frederick, an engineer

with the FAA ’s Advanced Concepts and Procedures

20 FAA Safety Briefing

Branch. The ACY environment permits the evaluation of

a variety of airport configurations and runway lengths.

This reduces risk, ensures system suitability earlier in the

process, and supports broader regulatory approvals com-

pared to in-the-field testing.

Finding the Right Site

After an exhaustive location, siting, and coordination

effort, three sites for the camera structures were selected

at ACY: one near each Runway 13/31 threshold, and a

main 360-degree camera site near the airfield’s center. The

Remote Tower Center is located in the NARTP’s FAA lab

space, more than a mile removed from the airfield. The distance between the airfield and the NARTP demon-

strates the system’s flexibility by siting the Remote Tower

Center wherever adequate space and appropriate infra-structure is available.

In addition to building out the Remote Tower Center and

installing the airfield camera masts at the RT testbed, the

FAA also provided voice communications equipment (for

monitoring traffic), weather displays, and furniture. Vendors are responsible for supplying their entire system, including

all remote tower equipment and the operating system.

“The testbed site is also designed to accommodate system

customization, ” adds Frederick. This includes the ability to adjust camera locations and configurations, enabling

vendors to optimize their technologies for testing. Remote

tower customization is permitted and encouraged provided

it adheres to FAA minimum technical standards.

Vendor Contenders

Site acceptance testing of the RT testbed was successfully concluded last year, allowing vendors to begin submitting

their RT system designs for approval. Vendors need to

follow an intake process outlined in the advisory circular

here bit.ly/3Wyeev9 (PDF). Those that pass the intake

process will be evaluated at the FAA RT testbed. Functional acceptance evaluations with the first vendor were expected

to begin in February 2025.

During these evaluations, data will be collected pas-

sively from the remote tower center while the ACY tower maintains control of traffic. The goal of these evalua-

tions is to independently assess respective RT system capabilities

in a robust operational envi-ronment. If a tested RT system

meets FAA criteria and passes

the operational evaluation, the FAA will grant the manufacturer

a System Design Approval and

place the system on a qualified

vendor system list. The manufac -

turer may then sell its RT system

to airports within the bounds of

the design approval. The current

projection for having an initial

vendor-approved RT system

available is 2027.

For more information on this

process, including supporting guidance and process docu-ments, go to the FAA ’s RT system

webpage at bit.ly/FAA_RTS.

Tom Hoffmann is the editor of FAA Safety Briefing.

He is a commercial pilot and holds an A&P certificate.FAA laboratory space at the National Aerospace Research and Technology Park was designated

as the Remote Tower Center, far removed from the ACY airfield.

Google Earth map indicating the position of the Remote Tower System at ACY, including camera locations and Remote Tower Center.

Roll of Honor 2024

22 FAA Safety BriefingWright Brothers Master Pilot Award

The FAA ’s most prestigious award for pilots is the Wright Brothers Master Pilot Award.

It is named in honor of the first U.S. pilots, the Wright brothers, to recognize 50 years

of exemplary aviation flight experience, distinguished professionalism, and steadfast

commitment to aviation safety. In 2024, we recognized the following Master Pilots.

For more about the award, go to bit.ly/faamasterpilot .

Donald Burand AK

Robert Bursiel AK

Lambert De Gavere AK

Fred Dyen AK

Craig Emery AK

David Furber AK

Robert Gastrock AK

Robert Hallett AK

Robert Hansen AK

Robert Juranich AK

Wayne Koecher AK

Michael Koskovich AK

Timothy La Porte AK

Timothy McGhan AK

Robert Mercier AK

Joseph Palmier AK

John Pratt AK

Thomas Ratledge AK

Ronald Sheardown AK

Ronald Allen AL

Larry Anderson AL

Timothy Freeman AL

Samuel Givhan AL

James Griffin AL

Dennis Jones AL

David Kraft AL

John Madison AL

Robert Pauer AL

Clay Perkins AL

Charles Preston AL

Kenneth Satterfield AL

Otha Vaughn AL

Charles Ainley AR

Thomas Anderson AR

Jerald Burns AR

Richard Griffin AR

Marion Maneth AR

Robert Maneth AR

Mark Miller AR

James Moore AR

Rex Poe AR

Darryl Riddell AR

Ronny Rogers AR

Rickey Stracner AR

John Tylenda AR

Bertil Aagesen AZ

Duane Artery AZ

Robert Baker AZCharles Brasile AZ

Ronald DeCandia AZ

Charles Fulton AZ

Joseph Goetz AZ

Martin Goldfarb AZ

Scott Gordon AZ

John Harman AZ

David Henley AZ

Leif Isaacson AZ

Thomas Jeffers AZ

Donald Johnson AZ

Frants Madsen AZ

Mark Metzger AZ

Bradley Power AZ

Stephen Richardson AZ

Brian Riis AZ

John Rippinger AZ

Maxim Shears AZ

Roger Sloan AZ

Terry Trendler AZ

Gregory Valentine AZ

Hildery White AZ

David Wilcox AZ

Fred Yoder AZ

David Alden CA

Kenneth Barnes CA

Bart Baxter CA

Bruce Bolla CA

Robert Broaddus CA

Michael Budd CA

Paul Buller CA

Emerson Byrd CA

Robert Carona CA

Forrest Copeland CA

Phillip Davis CA

Daniel DeArman CA

Garry Dudley CA

Allan Eckmann CA

John Fox CA

William Gervais CA

Gordon Hardy CA

Mark Humphreys CA

Kenneth Jillson CA

John Johnson CA

Milo Johnson CA

David Kahn CA

Dan Kaljan CA

John Kaylor CA

John Kendrick CA

Paul Koscheka CAThomas Lagrelius CA

Barry Lawrence CA

Barbara London CA

Richard McGlashan CA

Gary Middleton CA

Benjamin Moses CA

Roger Nilsen CA

William Palmer CA

Roger Pesuit CA

George Richards CA

Richard Richter CA

Larry Roessler CA

William Rorden CA

Delmar Schulte CA

Larry Selznick CA

James Simon CA

Sheldon Simonovich CA

Michael Stiener CA

Russell Stocker CA

John Swanson CA

Dean Thomas CA

Peter Tracy CA

Paul Trent CA

Eugene Tucker CA

Robert Valette CA

Dwight Wait CA

Keith Wolzinger CA

Ronald Wood CA

John Woosley CA

Steven Zambrano CA

Barry Biggs CO

Gary Bridgestock CO

Elliot Crawford CO

Mark Davis CO

Roger deLuise CO

Hank Eng CO

Ronald Fogleman CO

Don Gosney CO

Charles Hogeman CO

James Huffman CO

Brian Killian CO

Jerome Limoge CO

Rick Mason CO

Charles Shaw CO

Kelly Siple CO

James Skelton CO

Quay Snyder CO

Monte Squires CO

William Standerfer CO

Charles Wilson CORonald Winsor CO

Stephen Wood CO

Clarence Wood CO

John Bermingham CT

Paul Cleary CT

Domenic Possemato CT

William Psaledakis CT

Nile Pullin CT

Ronald Robbins CT

Dean Spitnale CT

Robert Berry DE

Paul Nuwer DE

Paul Adrien FL

Stephen Alcorn FL

Frank Arnone FL

Gary Bagaas FL

David Barnholtz FL

George Batsche FL

Thomas Bell FL

Max Berger FL

Robert Berryhill FL

Irving Boswell FL

Brian Boucher FL

Joseph Boyter FL

James Bradgon FL

Blanchard Brooks FL

George Bustillo FL

Christopher Cameron FL

James Carney FL

Reginald Carnick FL

Carter Chapman FL

John Dougherty FL

William Emmer FL

Gene Ford FL

Lawrence Gilbert FL

William Harrelson FL

Philip Harrison FL

Nile Harter FL

Michael Hayden FL

Jack Healan FL

Charles Hendrix FL

James Hiatt FL

Michael Higgins FL

Edward Hoffman FL

Laurence Hofmeister FL

Wylie Johnson FL

Patricia Jones FL

Scott Justmann FLGerald Key FL

Anthony Kiggins FL

David Landset FL

David Lippman FL

David Lippman FL

Victor Lopez FL

Paul Loschiavo FL

Gary Marschheuser FL

John May FL

Thomas Miller FL

Michael Mock FL

James Mooney FL

James Morgan FL

Craig Munson FL

David Murray FL

Edwin Nass FL

Louis Nemeth FL

Mary O'Donnell FL

Randall Opat FL

John Parker FL

Gregory Payne FL

Nestor Pedraza FL

Frances Pellizzari FL

Stephen Ponder FL

John Preiss FL

Joseph Razzano FL

Wilson Riggan FL

David Robinson FL

Stephen Rogers FL

Edward Rosenblum FL

Gregory Sanders FL

Russell Sattler FL

Vicki Sherman FL

William Shinew FL

Lawrence Sietsma FL

William Slocumb FL

William Spencer FL

Bruce Stanley FL

Bruce Stuart FL

Russell Sykes FL

Richard Turner FL

Edward Turner FL

Robert Weinstein FL

Paul Wikander FL

William Witcher FL

Dennis Wolcott FL

Sumner Wyall FL

Larry Zettwoch FL

Ramond Bell GA

Thomas Campobasso GA

March/April 2025 23Ralph Cohen GA

Chris Davis GA

Herndon Edgerton GA

Daniel Firebaugh GA

Kenneth Gibbs GA

Reynolds Gruber GA

Douglas Harwell GA

James Herrin GA

John Hulsey GA

AC Hutson GA

John Jones GA

Steven Kearney GA

Charles Kerscher GA

Clyde Knight GA

William Knott GA

Alan Kozarsky GA

Richard McCalla GA

Larry McIntire GA

Loyd Montague GA

Frank Morgan GA

Timothy Morris GA

William Moscow GA

Scott Murray GA

William Nelson GA

Richard Ossoff GA

Stephen O'Sullivan GA

Gregory Reese GA

William Rial GA

Thomas Ritchie GA

Donald Roberts GA

Stephen Roundy GA

Randall Sage GA

Taylor Spangler GA

Mark Stewart GA

John Thacker GA

James Tonelli GA

Robert Walden GA

Alan Wayne GA

Carl Wischmeyer GA

David Young GA

Alan Sitt HI

Paul Beck IA

Douglas Boyd IA

Keith Campbell IA

Michael Connell IA

Quinn Fairchild IA

Roger Godfrey IA

Phillip Gray IA

Travis Gregory IA

Michael Johnson IA

Donald Lindholm IA

Ivan McBride IA

Robert McDowell IA

Harold Morton IA

Gary Ruble IA

Cecil Schenk IA

Hazel Sig-Hester IA

Arnold Sperfslage IA

Loren Steenhoek IA

Brent Taylor IABarry Taylor IA

John Verhulst IA

Douglas Black ID

Luke Cesnik ID

Alan Cohn ID

Daniel Gase ID

Al Goodwin ID

Arlyn Miller ID

Donald Mullen ID

Stephen Colson IL

David Corman IL

John Edwards IL

Gary Garrison IL

William Giannetti IL

Donald Gregory IL

Lindell Hardt IL

Mark Heidbreder IL

James Holbrook IL

Robert Jacobsen IL

Patricia Knight IL

Jerry Krajewski IL

Gregory Landis IL

Robert McConnell IL

Dennis Morton IL

James Mrkacek IL

James Preiss IL

Kenneth Rapier IL

Scott Robertson IL

Coyle Schwab IL

Duane Sink IL

Hugh Stoops IL

Kenneth Swain IL

Kenneth Wood IL

Charles Crosby IN

Brian Crull IN

Sheila Dick IN

Harry Goss IN

Samuel Heiter IN

David Kovach IN

James Martin IN

Harold Price IN

Timothy Sparks IN

Kermit Walsh IN

Arthur Befort KS

Kenneth Bixenman KS

David Craig KS

Jerry Farley KS

Dennis Fisher KS

James Floyd KS

Malcolm French KS

Larry Funk KS

Allen Goodwin KS

Bruce Granheim KS

Ronald Huckins KS

James McElroy KS

David McFarlane KS

Ulf Moe KS

Kenneth Newell KSJohn Peterson KS

William Randall KS

Donald Tevis KS

Ronnie Thompson KS

James Uselton KS

Kevin Garrison KY

James Girdley KY

William Hammond KY

Leo Krebs KY

Charles Rathbun KY

Allan Sweeny KY

Robert Yaden KY

James Yonts KY

Stephen Basco LA

Hugh Hunton LA

Donald Imhoff LA

Robert Knight LA

Jay Martin LA

Stephen Basco LA

Hugh Hunton LA

Donald Imhoff LA

Robert Knight LA

Jay Martin LA

Donald Brozenske MA

Alexander Crosett MA

Jean Hardy MA

John Krug MA

James Lortsher MA

William McGrath MA

Steven Perko MA

Donald Proctor MA

Charles Stevenson MA

Andrew Zona MA

Michael Allen MD

Daniel Morris MD

Frederick Cahn ME

Reid Campbell ME

Edward Clegg ME

Randall Comber ME

Joseph Jolda ME

David Smith ME

James Allen MI

Charles Birdsley MI

Geoffrey Bush MI

Thomas Cable MI

Gary Copp MI

John Dobben MI

William Donberg MI

William Dumont MI

John Freitas MI

James Gaetzi MI

James Jordan MI

Daryl Koch MI

Scott Leavitt MI

Joseph Lemanski MI

Thomas McDonald MILeon Miller MI

Raymond Monier MI

William Purosky MI

Glenn Shaw MI

Carl Sweeney MI

Bruce Thorburn MI

Charles Van Thomme MI

Thomas Bowden MN

David Gaylor MN

Douglas Mansfield MN

Steven Nedrelow MN

Marc Remhof MN

Stephen Rufer MN

Curtis Shoemake MN

William Strand MN

Neil Strawhorn MN

Robert Streeter MN

Maurice Bonnel MO

Linda Brown MO

Carl Grimmett MO

David Jones MO

Michael McGraw MO

Rodney Mulvania MO

Stanley Myers MO

Stephen Novakovich MO

James Prinster MO

Daniel Schettler MO

Michael Scott MO

Janice Sines MO

Gary Sines MO

Gurden Tague MO

Jerome Woods MO

Michael Weelborg MS

Yandell Wideman MS

Larry DePute MT

Jonathan Haynes MT

Frank McDowell MT

Timothy Pfahler MT

John Quackenbush MT

Allen Rickman MT

William Vance MT

Phillip Amidon NC

Samuel Aycock NC

Samuel Barnes NC

Michael Beasley NC

Michael Bluestein NC

James Brown NC

Jess Cline NC

Coy Conrad NC

Richard Corum NC

Danny Daniels NC

Deborah Dennis NC

James Donahue NC

Richard France NC

Virgil Gottfried NC

William Horan NC

Cedric Hunter NCStephen Jones NC

Jerry Marstall NC

Michael McKendry NC

Andrew Riolo NC

Roger Smith NC

Craig Upton NC

Forrest Walton NC

Charles Wenk NC

Ben Woolston NC

Ernest Blair ND

John Blair ND

Vernon Chausse ND

Roy Wiege ND

John Johnson NE

Gary Lantner NH

Clifford Magnor NH

Elliott Marchegiani NH

Glenn Michael NH

Daniel Trombly NH

Arthur Dube NJ

Cynthia Federici NJ

Robert Fischer NJ

Edward Gibson NJ

Charles Hirsch NJ

Harry Maroney NJ

Michael McNeely NJ

Lowell Miller NJ

Thomas Murray NJ

Edward Nagle NJ

Arthur Penrose NJ

Robert Ullman NJ

James Wadkins NJ

Ralph Woodward NJ

Dennis Beattie NM

Gregory Bell NM

Charles Book NM

Keigm Crook NM

Robert Hicks NM

Donald Jansen NM

Michael King NM

Jim Kirstine NM

James Kirstine NM

Daniel Marotta NM

Michael Mattoon NM

Thomas McConnell NM

Emilio Verastegui NM

Raymond Brach NV

Michael Bradford NV

Randall Gibson NV

James LaMay NV

Burl Nunnelee NV

Joseph Rajacic NV

Ralph Raymond NV

Joey Scolari NV

Keith Winikoff NV

———Roll of Honor 2024

24 FAA Safety BriefingRoll of Honor 2024

Timothy Allen NY

Edward Barrett NY

George Ezzo NY

Roger Griggs NY

Richard Middaugh NY

Charles Parker NY

Douglas Auld OH

Margaret Ballou OH

Jeffrey Borelli OH

Richard Buergel OH

Christopher Cordle OH

Carl Doherty OH

Martin Drummond OH

Michael Emich OH

Harry Griffing OH

John Harris OH

William Hollihan OH

Richard Hunt OH

James Jackson OH

Herbert Johnson OH

Daniel Kiser OH

William Kretschmer OH

Ronald Krickovich OH

Phillip Martin OH

Bruce McConkey OH

Robert Metelko OH

Walter Omiecinski OH

Robert Paquette OH

Robert Parmelee OH

Robert Perry OH

Thomas Rudolf OH

Robert Rutherford OH

Judy Stream OH

Carl Strout OH

James Walters OH

Donald Wykoff OH

Robert Castle OK

David McClurkin OK

Lee Romanek OK

Alpha Singleton OK

Roger Ward OK

Philip Brown OR

Jerold Dale OR

Allen Forsyth OR

Michael Harfst OR

Eric Heublein OR

Richard Heyman OR

Stephen Knudson OR

Harmon Lange OR

Jeff Neiger OR

John Pappas OR

Debra Plymate OR

David Schuur OR

Larry Stevens OR

Jerry Trimble OR

Spencer Wessling OR

Calvin Augustin P A

Robert Estill P A

Joseph George P ACarl Gitschier P A

Martin Haski P A

Mark Jacques P A

Gary Leinberger P A

James McClelland P A

Charles McKinney P A

Russell Musta P A

Lawrence Myers P A

Harry Neel P A

Gary Novack P A

Larry Pedersen P A

John Reever P A

Arthur Sperring P A

Lester Stinson P A

Peter Alfonso RI

Marc Auger RI

Daniel Scanlon RI

Gail Baxter SC

David Beam SC

Frederic Clarke SC

John Dickerson SC

Robert Doppler SC

Terry Fisher SC

George Fleming SC

Jerry Frank SC

Blaine Liljenquist SC

John Long SC

Billy Marlowe SC

Richard Maury SC

Thomas McManamy SC

George Ream SC

William Robinson SC

Edwin Shields SC

Stuart Swanson SC

James Tyner SC

Gregory Whitt SC

Robert Woodson SC

Mark Adams TN

Steven Arena TN

John Bookas TN

Leland Calhoun TN

James Corkern TN

James Hammond TN

Philip Holt TN

Kenneth Hooper TN

Cynthia Hughes Berwyn TN

Charles Johnston TN

Lawrence Kampa TN

Louie Lacy TN

Lynn Larkin TN

Michael McIver TN

Steve Michael TN

Nicholas Nichols TN

James Owen TN

Jimmie Ruckman TN

Harry Stowers TN

Aaron Tippin TN

George Vezina TN

Gary Able TXJames Adams TX

Charles Alworth TX

Myron Babler TX

J. Baker TX

Thomas Barger TX

Allen Benzing TX

Bruce Bohannon TX

Alvin Born TX

Frank Brewer TX

Michael Burke TX

Horace Burnett TX

Paul Carrington TX

Steven Chase TX

Thomas Clemmons TX

Gordon Cohen TX

Herman Cox TX

Rodney Doss TX

Eugene Dukes TX

Charles Eberhart TX

Donald Elliott TX

David Evans TX

John Fields TX

Donald Fisher TX

Robert Fulmer TX

Aaron Garrett TX

Al Gonsoulin TX

Noel Graubart TX

David Groves TX

Thomas Grubbs TX

William Gunn TX

Grady Harbour TX

John Harlan TX

Jack Harlow TX

William Harper TX

Terence Henricks TX

Stanley Hoffpauir TX

Gordon Holiday TX

Randall Hollenberg TX

Walter Huber TX

Richard Hyslop TX

John Iisager TX

William Irwin TX

Robert James TX

Rand Johnson TX

Joseph Kapocsi TX

Winston Kenworthy TX

Edward Kimbrough TX

Stephen Kinzer TX

Robert Landa TX

Brenda Landing TX

Charles Larson TX

Mary Latimer TX

Mark Latimer TX

Richard Law TX

Zane Lemon TX

Donnie Lewellen TX

Rodney Lewin TX

Don Locker TX

Donald Loucks TX

Boyd Maddox TX

Don Magnuson TX

Arliss Marshall TX

Ronald Marshall TXWilliam Martin TX

Evan Miller TX

Floyd Mull TX

Steve Nielsen TX

Bobby Noack TX

Aubrey Ogden TX

Jonathan Palmer TX

Howard Patton TX

Richard Piasecki TX

William Porter TX

Robert Reece TX

wwwwwFrank Robertson TX

Scott Rozzell TX

Dean Rush TX

Antone Sacker TX

Allen Salibo TX

David Schlener TX

Donald Senter TX

Michael Sigman TX

Randy Smith TX

Warren Smith TX

F. Starbuck TX

James Sterling TX

Keith Stout TX

Daniel Summerall TX

Robert Swacker TX

Stephen Swearengin TX

Garry Tarpley TX

Karl Thomas TX

Craig Thorson TX

Lauren Trottier TX

Thomas Tweeddale TX

Edward Vesely TX

Oscar Vickery TX

Joseph Weaver TX

Noel Welsh TX

David White TX

Dianne Wieman TX

Robert Wier TX

Richard Wilson TX

Paul Yust TX

James Breeze UT

John Cavanagh UT

Dana Floyd UT

Clark Hall UT

Mario Jimenez UT

Thomas Moulton UT

Nicholas Soter UT

Eric Wickfield UT

Craig Bond V A

Brooks Coburn V A

George Flathers V A

James Hyde V A

Thomas Jones V A

William Keller V A

Andrew Klarmann V A

Fracis Parks V A

Greg Parrott V A

Michail Sheen V A

Louis Simmons V A

Robert Vos V A———

Graham Simpson VI

David Bahnson VT

Lisa Miller VT

Danforth Newcomb VT

Oistein Andresen W A

Rex Bloesser W A

Robert Braunstein W A

Jeffrey Brewer Escue W A

Scott Crosier W A

Lee Donham W A

Thomas Flagg W A

John Hallinen W A

Eric Hansen W A

Eugene Hill W A

Robert Jamieson W A

Joseph Leadingham W A

William Lockwood W A

Gregory Novotny W A

Terence O'Brien W A

Claudia Simpson-Jones W A

David Smith W A

William Stoelt W A

Steven Theno W A

David Utley W A

Kenneth Vanwinkle W A

Thomas Watkins W A

Charles Wiest W A

Pete Wylie W A

Jonathan Bales WI

Carl Bumpers WI

George Frederick WI

Michael Jones WI

James Ketter WI

John Lotzer WI

Richard Morey WI

Gary Otto WI

Alan Ruud WI

Dale Wahl WI

John Watschke WI

Joseph Weirich WI

Rexford White WI

Donald Newell WV

John Earnshaw WY

Michael Fielder WY

Earl Gibbs WY

Bruce Hanson WY

Roll of Honor 2024

March/April 2025 25Charles Taylor Master Mechanic Award

The FAA ’s most prestigious award for aircraft mechanics is the Charles Taylor Master

Mechanic Award. It is named in honor of the first aviation mechanic in powered flight,

Charles Taylor, to recognize 50 years of exemplary aviation maintenance experience,

distinguished professionalism, and steadfast commitment to aviation safety. In 2024,

we recognized the following Master Mechanics. For more about the award, go to

bit.ly/faamastermechanic .

Timothy La Porte AK

Scott Norman AK

Thomas Ratledge AK

Ronald Bean AL

Kenneth Gilliland AL

Herbert Luoma AL

David Rothenanger AL

John Trotter AL

Jerald Burns AR

William Paul AR

Rex Poe AR

Dickey Robertson AR

John Tylenda AR

Ronald DeCandia AZ

Joseph Goetz AZ

Leonard Harkness AZ

Mark Kirsch AZ

Bradley Power AZ

Roger Sloan AZ

David Alvarez CA

Robert Broaddus CA

John Fox CA

Carl Gerker CA

Edward Gregory CA

Michael Kirkley CA

Paul Larsen CA

Donald Mackie CA

Richard McGlashan CA

John Prunty CA

Paul Qugana CA

Daniel Scanlon CA

William Seubert CA

Ray Smith CA

David Soto CA

Michael Stiener CA

Raja Tarazi CA

Dean Thomas CA

David Whitman CA

Michael Wilson CA

Brian Ashton CO

Gordon Roy CO

Ben Walden CO

Steven Anderson CT

Raymond Segarra CT

Paul Nuwer DEStanley Peters DE

Michael Terre DE

Robert Berrios FL

Ernst Biamby FL

Donald Bower FL

Gary Clemmer FL

Nelson Gonzalez FL

Nile Harter FL

Randall Hartman FL

Richard Hicken FL

Jamie Hill FL

Kenneth Hobbs FL

Anthony Imparato FL

Steven Johnson FL

Terry Jones FL

Robert Kaba FL

Edward Loop FL

George Mella FL

John Parker FL

Nestor Pedraza FL

John Preiss FL

Robert Sweatman FL

John Trester FL

James Trudeau FL

Paul Wikander FL

Ronald Corley GA

Raymond Crossley GA

Stephen DaCosta GA

Richard Minton GA

Loyd Montague GA

Leland Styles GA

Marion Wiley GA

Michael Daniel HI

Dale Mitton HI

Anthony Tomoso HI

Steven Butler IA

Paul Cawthorn IA

Phillip Conn IA

Michael Johnson IA

Ivan McBride IA

Phil Smith IA

Barry Taylor IA

Ernest Keener ID

Robert Beckett IL

Kent McMakin IL

Bruce Rebechini ILGary Schandl IL

Howard Siedlecki IL

Gerald Calvert IN

Kenneth Justice IN

Arthur Befort KS

Dennis Fisher KS

Mitchel Hatmaker KS

James McElroy KS

David McFarlane KS

William Randall KS

James Girdley KY

William Hammond KY

Walter Peery KY

Joseph Dimas LA

Paul Baran MA

Robert Brigham MA

Donald Pare MA

Harry Schlegelmilch MA

William Moore MD

Thomas Young MD

Thomas Carr MI

Dennis Peterson MI

Charles Van Thomme MI

Maurice Bonnel MO

David Jones MO

Rodney Mulvania MO

James Trigg MS

Charles Wright MS

Jonathen Haynes MT

Allen Rickman MT

Steven Vold MT

Samuel Barnes NC

Richard Corum NC

Richard France NC

Virgil Gottfried NC

Charles Hartzell NC

Gregory Parsons NC

Peter Woods NC

John Ahrens NE

Timothy Garity NE———

James Ando NJ

Edward Gibson NJ

William Knowles NJ

Steven Acor NV

Jim Nunnelee NV

Paul Abdis NY

Michael Bonventre NY

Stephen Brendler NY

Thomas Ciura NY

Joseph DiPalmo NY

Thomas Ege NY

Paul Faltyn NY

John Gill NY

James Irvin NY

James Irwin NY

Clifford Johnson NY

Walter Lechowski NY

Thomas Schneck NY

Robert Smith NY

Michael Torregrossa NY

Norman Urbaniak NY

Staniland Wochner NY

Robert Craig OH

Roger Deere OH

Norbert Drees OH

Michael Dunkley OH

Stanley Faske OH

Christopher Hopkins OH

Charles McConkey OH

James Miller OH

Eugene Sprang OH

Rollin Tomlin OH

Michael Van Auken OH

Scott Van Vranken OH

Gary Welch OH

Phillip Giedrys OK

John Jackson OK

Kenneth Kinsler OK

Gary Thompson OK

Kenneth Thompson OK

Thomas Dalquist OR

Howard Frank OR

Frederick Benz P A

Terrance Formanik P A

Karl George P AThomas Riemer P A

Frederick Wright P A

Cornelius Baker SC

John Dickerson SC

John Heverling SC

Harold Johnson TN

Michael Smith TN

Randall Bass TX

Louis Cuevas TX

Rodney Doss TX

Thomas Gates TX

Gary Geis TX

Perry Hodgson TX

Robert Keefer TX

Mark Latimer TX

Mary Latimer TX

Donnie Lewellen TX

Don Locker TX

Boyd Maddox TX

Michael Peterson TX

Robert Reece TX

James Williams TX

Edwin Wunderlin TX

Joseph Foster V A

Fredrick Grill V A

David Bleasdell W A

Earl Poland W A

James Richardson W A

Thomas Cunningham WI

Richard Rupslauskas WI

George Snamiske WI

Charles Styles WI

Bruce Hanson WY

26 FAA Safety Briefing

THE PATH TO UNLEADED AVGAS

WINTER 2025 UPDATE

UNDERSTANDING THE STC PROCESS AND WHY IT MATTERS

TO PILOTS AND AIRCRAFT OWNERS (Part 1 of 3)

This is the first in a three-part series explaining how the next generation of

unleaded aviation fuels may be authorized for use in specific engines and

aircraft. This installment examines the type certificate (TC) and supplemental

type certificate (STC) processes, which enable eligible aircraft and engines to

operate using qualified unleaded aviation gasoline (avgas) under the FAA’s

traditional certification procedures. The second part will review the Fleet Authorization process, developed through the Piston Aviation Fuels Initiative

(PAFI), which allows eligible aircraft and engines to operate safely using

unleaded avgas. The final installment will discuss the importance of industry consensus standards, such as those from ASTM International, in ensuring the

safe, consistent production, distribution, and use of aviation fuels. For more

information on these topics, visit flyEAGLE.org .

Q: Why should pilots and aircraft owners be invested in the unleaded

avgas approval process?

Pilots and aircraft owners play a critical role in the transition to unleaded fu -

els. Staying informed ensures they can adopt new fuels safely and efficiently

while maintaining compliance with the required approvals or authorizations.

While the approval processes may seem technical, they directly affect

daily operations, safety, maintenance, and long-term aircraft reliability.

By understanding these impacts, owners can confidently navigate the

transition and make informed decisions for their aircraft and missions.

Q: What is an STC, and how is it used to authorize unleaded aviation

fuel for specific aircraft and engines?

An STC is an FAA-issued approval that authorizes the use of specific fuel, fluids,

parts, and/or equipment in a designated list of aircraft and engines. It is one of

two pathways fuel developers can use to bring their products to market.

Through the STC process, fuel developers are solely responsible for testing

the compatibility, safety, and performance of a new fuel with specific aircraft

and engine models. Once the FAA reviews and approves the data, an STC is issued, authorizing the use of the fuel. The STC database (bit.ly/STCdatabase)

can be searched to identify aircraft models approved for a specific modifica-

tion or installation.

The applicant can sell the STC to customers, enabling them to modify their

individual aircraft for the use of the fuel specified in the STC. This modifica-tion typically includes updating the fuel placard and may require additional

adjustments depending on the STC. For aircraft with a standard airworthiness

certificate, the alteration must be performed by a certificated mechanic or authorized entity in compliance with the STC.

STC data is considered proprietary to the applicant. Therefore, the FAA

does not provide STC data directly to owners of aircraft with special, re -

stricted, or experimental airworthiness certificates. However, the applicant

may choose to share the necessary information with interested parties.

Owners of special light sport aircraft (SLSA) can implement the authori-

zation after the SLSA manufacturer issues approval. Experimental aircraft owners must individually determine appropriate unleaded fuels, either

by conducting their own compatibility assessments or consulting the STC

holder for relevant data.

Q: What is the Approved Model List (AML)?

The AML is a list of aircraft models approved for a specific modification or

installation, typically under an STC. Aircraft owners must take specific actions

to implement changes to their aircraft, typically through service bulletins or the installation of an STC. For aircraft with a standard airworthiness certificate,

the alteration must be performed by a certificated mechanic or authorized

entity in compliance with the TC/STC.

Q: How does the STC process differ from the FAA fleet authorization process?

Under the FAA’s traditional STC/AML process, an applicant is responsible for demonstrating that the aircraft and engines meet all applicable regulations

and minimum standards under the normal certification process when using

the new unleaded fuel. The FAA reviews the compliance data provided by the

applicant and, upon approval, issues an STC.

Under PAFI, the FAA uses a combination of testing and analysis methods

developed in collaboration with industry to determine if an unleaded avgas qualifies as a replacement for approved leaded avgas. The data obtained

through testing supports the development of the ASTM production

specification for the candidate fuel.

The FAA will identify the makes and models of type-certificated and

non-type-certificated piston aircraft and engines that can safely operate with

the qualified unleaded avgas, compiling them in the Eligible Fleet Authorization

Summary Report (EFASR), which will also include experimental aircraft.

Additionally, the FAA will issue a Special Airworthiness Information Bulletin

(SAIB) and provide detailed instructions to implement the necessary alterations for using the fuel. The candidate fuel is then qualified as a replacement fuel under the fleet authorization process for the eligible portion of the fleet.

Q: Why is it important for pilots and aircraft owners to read and

understand an unleaded fuel STC?

It’s crucial for pilots and aircraft owners to read and fully understand an STC, as

it outlines the specific modifications, limitations, and operational requirements

necessary to safely integrate the approved fuel or equipment into their aircraft.

Strict adherence to the STC ensures compliance with FAA regulations while

maintaining the safety, reliability, and airworthiness of the aircraft. Currently,

two fuels, G100UL from General Aviation Modifications, Inc., (GAMI) and Swift

Fuels’ 100R have approved AML-STCs.

By understanding both pathways, pilots and owners can better plan for their

aircraft's transition to unleaded fuels. Whether through individual STCs or

fleet-wide approvals, these processes are designed to ensure safety and reliability.

In the next issue, part 2 of this three-part series will delve into the FAA Fleet

Authorization process and its benefits for the general aviation community.

CHECKLIST FAA resources and safety reminders

JAMES WILLIAMS

March/April 2025 27A NEW ERA FOR AIRPORT DATA

Change is hard. Change in critical

systems is incredibly hard. Change

in a critical system used by multiple

user groups, well, you can probably

guess how that works. But change is

necessary and can also be empower -

ing. The Airport Data Information

Portal (ADIP) was a massive

overhaul of a bedrock system that underpins many of the commercial

applications and services we as pilots

rely upon to operate in the National

Airspace System (NAS).

“The ADIP system has enabled

airport managers and airport owners to transition from a previous legacy

paper-based process for updating airport data to an easily accessible

system that allows airport proponents

the ability to spatially visualize and

manage aeronautical information

related to their airport, ” explains Chris Criswell, the manager of the Airport

Data and Airspace Branch of the FAA ’s

Office of Airports and also a certifi-

cated flight instructor. ADIP is a rev-

olution for both the people who enter data into the system and those who

pull from it. For example, airport oper -

ators may submit changes to runway

lighting systems, operating hours, etc.

Through the Portal

“ ADIP allows all users the ability to

easily access and query FAA airport aeronautical information for over

20,000 landing areas within the NAS

and visualize those locations using sat-

ellite imagery, ” Criswell said. Providing

access to satellite or aerial imagery is a great tool for pilot’s situational

awareness at airports that they may

be operating at for the first time. The ADIP system not only provides essen-

tial data to pilots to make informed

aeronautical decisions, but it also allows airport

owners/oper -

ators to easily

manage their

data so that

pilots are assured they have access to the most current information. ”

Rapid access to data changes is key

to higher quality information. The

FAA ADIP team ensures the quality of

the data entered into ADIP by vetting over 30,000 registered users and

incorporating a verification/validation

process along the entire data update

process. “FAA's ADIP system has more

than 29,000 vetted, registered users who have designated permissions to

manage airport data for over 20,000

landing areas in the NAS, ” Criswell continued. “Beyond ADIP's publicly

accessible user interface, it is home to

nine interconnected applications.

“These tools give airport owners/

operators transparency to their airport aeronautical information and

the ability to visualize, analyze, and

manage their data, ” says Criswell. “This ensures the most current and

accurate data can be provided to the

flying public to support data-driven

decision making. ”

Y ou may be wondering why this

matters to you. Making it easier and faster for airports or their represen-

tatives to update, modify, or correct

information means your tools are

better for navigation and access. That data is what underlies most

flight planning tools, GPS systems,

Electronic Flight Bags (EFB), etc. Better data quality means a lower

likelihood of system errors. Also, by

moving to an electronic submission

system with ADIP , the hope is to

make it easier for smaller operators to update information.One of the challenges of increas-

ing access to the system is ensuring quality remains high. That is why

users are vetted before access is

granted. Processes and standards

developed by the FAA to maintain

the quality of submissions in the new electronic system back this up.

How You Use It

Pilots do not even need to create

accounts. Simply navigate to the site

and search for any airport or other

landing sites of interest, like heliports,

for example. From there you can see the airport with high-quality satellite

imagery and pull up anything from

basic info to approaches or charts.

Another nice touch is as you zoom

out you can see other nearby facilities, which can be helpful for planning

purposes. Whether it’s looking for

alternate airports or alerting your -

self to possible helicopter traffic to a

local hospital in the vicinity of your

destination, ADIP provides the kind

of integrated experience that you pre-

viously would have had to go to the private sector for. ADIP is the type

of program that people will come to

appreciate more. Visit adip.faa.gov

and give it a try.

James Williams is FAA Safety Briefing’s associate editor and

photo editor. He is also a pilot and ground instructor.

LEARN MORE

Airport Data and Information Portal

adip.faa.gov

DRONE DEBRIEF drone safety roundup

REBEKAH WATERS

28 FAA Safety BriefingDRONE PATROL

Y ou can often find me in the woods

hiking with my dog. There’s nothing

I love more than spotting wildlife

along the way. We often see Canada

geese, chipmunks, squirrels, and the

occasional beaver. While it’s fun to spot these creatures in the wild, it’s

not so fun to spot them around an

airport. Wildlife can pose serious risks to aviation. Using drones as part of an

airport wildlife management program

can help mitigate these risks.

Many airports have wildlife man-

agement programs to help reduce the risk of bird strikes and collisions

with other wildlife. These programs

employ techniques like habitat man-agement, population control, active

deterrents, and monitoring. Y ou can

read more about these programs in

this issue. Adding drones to these

programs could help enhance them. In fact, there can be key advantages to

using drones for wildlife management,

especially during hazard assessments.

Aerial data collection is easier, safer,

and more economical when drones are part of a wildlife management program. Drones can inspect areas that are usually difficult to access and

cover ground more quickly, making

it easier to collect information about wildlife and their habitats.

If you are involved in an airport

wildlife program, adding a drone to the mix could be a useful tool, but

there are a few things to consider.

First, make sure you are ready to

comply with all safety regulations

(both local and FAA) including part 107 (bit.ly/3YSQbaA). The FAA

has information about on-airport

applications for drones, including a letter to airport sponsors about using

drones to disperse wildlife. This letter

goes over important information to consider including the need to contact regional U.S. Fish and Wildlife per -

mitting offices. As this letter points

out, it is important to understand all

regulations, in addition to FAA reg-ulations, surrounding wildlife man-

agement, including any permits that

are required. More information about

on-airport operations can be found at

bit.ly/DroneOnAirportOps.

Next, decide how you will use a

drone to enhance your airport’s wild-life management program. Develop a

concept of operations and check with

your airport manager and ATC to see if they are open to the idea of using

drones in wildlife management. Work

with them to ensure your program adds value to the airport. Once you’ve

successfully added a drone to your

wildlife program, it is important that

pilots who use your airport monitor

ATIS and be on the lookout for NOTAMs regarding any airport wild-

life drone activity.

Wildlife management is an import-

ant part of airport safety. When adding a drone to your airport’s

wildlife management program,

follow the steps above to ensure you

reap the benefits.

Rebekah Waters is an FAA Safety Briefing associate

editor. She is a technical writer-editor in the FAA’s Flight

Standards Service.

LEARN MORE

‘Game-Changer’: Drones Can Reduce Wildlife

Strikes at Airports, According to Award-Winning Eagle Research, ” Embry-Riddle Aeronautical

University News:

bit.ly/4aFGLVA

FAA Drone Zonefaadronezone.faa.gov

AERIAL DATA COLLECTION IS

EASIER, SAFER, AND MORE ECONOMICAL WHEN DRONES ARE PART OF A WILDLIFE

MANAGEMENT PROGRAM.

NUTS, BOL TS, AND ELECTRONS GA maintenance issuesREBEKAH WATERS

LET’S TALK TIRES

It’s that time of year again. Time to

get aircraft out of storage and ready

for flight, or inspected for any wear

and tear that winter weather may have

caused. All aspects of aircraft inspec-

tion and maintenance are important, but there is one component that is often

overlooked with varying consequences

as a result: aircraft tires. Aircraft tires operate at the most extreme conditions

for load and speed. They are extremely

well-engineered and tested, and when

operated and maintained properly,

are relatively dependable. Proper tire maintenance ensures not only the

longest tire life but more importantly

contributes to overall aircraft safety.

Inflation

Let’s start with inflation. Making sure

that tires are always properly inflated

is the most important service you can perform on them. Both underinflation

and overinflation can be harmful to

tires and dangerous for the aircraft

and those in it. Underinflated tires can

lead to reduced braking performance and valve stem damage or cause the

tire to creep or slip on the wheel or the

sidewalls to be crushed. Underinflation can cause excessive shoulder wear, ply

separation, and casing degradation that

could lead to a blowout. Overinflation

can make tires susceptible to damage

and reduce traction and ride quality. Tires could explode or burst and lead

to serious or even fatal injuries in cases

of extreme overinflation.

How often you check tire pressure

depends on how often the aircraft flies. For aircraft that fly one or more

flights a day, check pressure daily. If

an aircraft flies less than once a day, check tire pressure before every flight.

When tires are newly installed on

an aircraft it is important to check pressure every day for several days

until the tires start to maintain proper

pressure. This is because the initial inflation can stretch the materials that

make up the internal structure of the

tires. Depending on the type of tires, this growth can be as much as 6% to

10%. The corresponding drop in pres-

sure is equal to the tire growth.

Inspection

Whether tires were used or stored

this past winter, they all need a good

inspection. It is important to use a

systematic approach to make sure all

areas of the tire are properly inspected. Tires should always be inspected

before each flight. Look for cracks,

wear, bulges, foreign objects, and if any cords are showing. If cords are

exposed or damaged, remove the tire

from service. Check the tread area for

cuts and other damage, as well as the

depth of the tread. Look for uneven wearing and inspect both sidewalls for

evidence of weather or ozone damage,

radial cracks, cuts, or gouges.

Tires may need to be inspected

after a flight due to a hard landing or heavy braking action. When this is

the case, remember that tire pres-

sure should be measured at ambient temperature, as a hot tire will expand.

This can cause temporary high-

er-pressure readings and can also

make it dangerous to bleed air.

Storage

How you store tires can also impact

safety. Always store tires vertically on the tread if possible. Stacking them

on their sides can cause deformations

and make the mount process diffi-

cult. If vertical storage is not possible,

stacking is permissible only if care is used to prevent distortion of the tires on the

bottom of the

stack, and they should not be

stacked for

more than six months. How

high you can

safely stack

them depends

on their size. Always store tires in a dry, dark environment that is free

from sunlight and ozone-produc-

ing appliances or lights like welding equipment or fluorescent lights. When

moving tires in or out of storage,

always roll them, or use mechanical

lifting tools rather than carrying them

to protect yourself from injury.

Aircraft tires, unlike car tires, take

a lot of stress over short amounts of time. While they are only used a small

percentage of the time during a typical

flight, tire-related incidents have the potential to be deadly since high stress

can lead to failures at critical moments

like touchdown or roll out. Help reduce the risk of tire-related incidents

by making sure tires are properly

stored, inspected, and inflated.

Rebekah Waters is an FAA Safety Briefing associate

editor. She is a technical writer-editor in the FAA’s Flight

Standards Service.

LEARN MORE

“Give Me a Brake ... And Maybe a Tire and a

Strut Too, ” FAA Safety Briefing, Jan/Feb 2020

adobe.ly/36pIuw9

AC 20-97B, Aircraft Tire Maintenance and

Operational Practicesbit.ly/3X3M6jZ

FAA AMT Airframe Handbook, Chapter 13

bit.ly/43H2Ygx

VERTICALLY SPEAKING safety issues for rotorcraft pilots

LEAH MURPHY

30 FAA Safety BriefingA LOOK AT HELIPORT DESIGN

Heliports are valuable infrastruc-

ture that allow vertical lift aircraft

to access areas typically inaccessible

to non-vertical takeoff and landing

(VTOL) aircraft. These are vital in

helicopter air ambulance services, urban air mobility, and other spe -

cialized operations. Prior to using a heliport, it is important for the pilot to be familiar with and understand

the design of their landing zone. Some

questions a pilot should be asking

themselves include: am I allowed to

land here, is the area suitable for my aircraft, and if at night, is the heliport

intended for night operations? The

most comprehensive FAA resource

regarding heliports is Advisory

Circular 150/5390-2D, which can help

in finding these answers. While the

FAA does not certify heliports, this AC

provides comprehensive guidance for safe and efficient airspace use.

There are three key features for

each heliport: touchdown and liftoff

area (TLOF), final approach and

takeoff area (FATO), and safety area.

1. The TLOF is a load-bearing area

on which the helicopter lands

and takes off, normally centered

within the FATO. The TLOF can be

identified by a painted “H” in the

center, which will be surrounded by a yellow circle. The yellow circle is

the touchdown/positioning circle

(TDPC), which provides guidance to allow a pilot to touch down in

a specific position. To properly

use the TDPC, the pilot’s seat is

intended to be over the marking

and the undercarriage will be inside the load-bearing area. The

dimensions and design of a TLOF

vary based on the location and use of the heliport, with requirements

differing from general aviation, transport, and hospital. To

know if an aircraft is suitable

for the heliport, the pilot

needs to reference the TLOF size/weight limitation box.

This box is at least five square

feet divided into two sections, upper and lower. The upper

section indicates a weight

limit in thousands of pounds

(if there is a diagonal line in

lieu of a number, there is no weight limit), and the lower

section indicates the con-

trolling dimension of the

largest helicopter for which it

is designed in feet.

2. A h eliport has at least one FATO ,

a defined area over which the pilot

completes the final phase of the

approach to a hover or a landing and

from which the pilot initiates takeoff.

Not all FATOs are load bearing, rather they provide guidance and

clearance for the helicopter to reach

the load bearing TLOF. For those that are load bearing and equipped

for night operations, they will typi-

cally have green perimeter lights.

3. The safety area is a defined area on

a heliport surrounding the FATO

intended to reduce the risk of

damage to helicopters accidentally

deviating from the intended flight

path and diverging from the FATO.

All three areas must be free of

vertical obstructions to provide clear

space for safe operations. The design

standards provided also assume that there will never be more than one

helicopter within the safety area and

FATO at a time.

With the evolving industry, the

emergence of vertiports is integrat-ing into heliports. On Dec. 27, 2024, the FAA issued Engineering Brief

(EB) No. 105A, Vertiport Design , to

supplement AC 150/5390-2D. This EB clarifies that vertiports are a

subclass of heliports and their design takes into consideration aircraft with

three or more propulsors, compared

to the typical heliport design which was established for single, tandem,

or dual-rotor aircraft. They will be

identifiable by the letters “VTL ” on

the TLOF, while still having the tradi-

tional “H” in the center.

By understanding the design

features and operational require-ments outlined in AC 150/5390-2D

and EB150A, pilots should be able to

confidently utilize heliports in their intended manner.

Leah Murphy is a dual-rated flight instructor and helicopter

air ambulance pilot. She is also an FAA Safety Team Repre -

sentative in Cleveland, Ohio.

LEARN MORE

AC 150/5390-2D, Heliport Design

bit.ly/AC150-5390-2D

Engineering Brief 105A, Vertiport Design

bit.ly/EB_VertiportsBasic features of a general aviation heliport.

FLIGHT FORUM

Check out our GA Safety

Facebook page at

Facebook.com/groups/GASafety .

If you’re not a member, we encourage you to join the group of nearly 17,000 participants in the GA community who share safety principles and best practices, participate in positive and safe engagement with the FAA Safety Team (FAASTeam), and post relevant GA content that makes the National Airspace System safer.

letters from the Safety Briefing mailbag

The Tower Laughed and

Said That Happens a Lot

A top contributor from

our Facebook group shared this

learning experience:

My wife and I landed yesterday in our

Cessna Cardinal RG at KSAF, Santa Fe Regional Airport. The airport's elevation is 7,349' MSL. Of course, we'd been flying higher from Dallas to get here, and I had leaned the fuel-injected engine as I always do when flying higher. Well, coming into land maybe 1500' lower than our cruising altitude I did NOT enrichen the mixture. Dumb. When we landed, full flaps, and I throttled back more as we slowed down now firmly on the runway, the engine STOPPED. Still on the runway, I braked to a stop. The tower sounded concerned. "Is anything wrong?" he asked. I said, "Well, the engine stopped, and I'm going to try to restart it." I enrichened the mixture, and of course, it started right up. I apologized for staying too long on the runway. He said, "No problem, that happens a lot." Live and learn.

— Brian

Other members thanked him for

sharing and posted some of their own experiences:

Cardinal RGs specifically seem to have

problems with leaned fuel metering at low throttle. I’ve flown many injected engines, including other Cessnas, that just don’t do that. But one 177RG that did, in similar circumstances. Lore says it’s a vapor lock. Maybe. It’s not that you screwed up enriching descent unless you were flying extremely high. I suspect the real reason that happens all the time is that the before landing checklist says, “mixture rich. ”

— Michael

Hmm ... I don't want to say ... but I was

in a Sundowner and descended out of 5500 MSL to my near-sea level airport. While passing about 3000', the engine quit! After a few seconds of shock, I went through the emergency procedures: switch tanks, mixture full rich ... and varoom! The engine roared to life. Whew ...

— Paul

PEDs Can Cause Deadly

Distractions

A recent video from the Rotorcraft

Collective discusses when and under

what circumstances to use portable electronic devices and provides tips on managing use while flying. Viewers were thankful for the information and offered some advice of their own.

Great PSA. Great lesson. Thank you. Note to others ... if you are being dis-tracted by your smartwatch notifications, in the settings simply turn off the feature, i.e., turn off the ability to receive notifica-tions and messages on your smartwatch.

— @Eltoca21

My experience as a mature pilot allows me

to share some wisdom. This FAA video is right on target. I learned to fly over 55 years ago with automatic direction finding (ADF) and very high-frequency omni-di-rectional range (VOR) as the main source of electronic navigation. Dead reckoning was a needed skill. Then came LORAN, then GPS, and the follow the magenta line culture. I love the gadgets but experienced several eye-opening mistakes when I realized my focus was too much on the dependency of inside the cockpit. Glass cockpits are amazing, but they are just a tool to aid the pilot. Every now and then, turn off the glass and do a flight if weather conditions allow the old fashion way. Keep those old skills honed.

— @danschiffer

For more stories and news,

check out our blog

“Cleared for Takeoff” at

medium.com/FAA .

Let us hear from you! Send your

comments, suggestions, and questions

to SafetyBriefing@faa.gov . You can

also reach us on X (formerly Twitter) @FAASafetyBrief.

We may edit letters for style and/or

length. Due to our publishing schedule, responses may not appear for several issues. While we do not print anonymous letters, we will withhold names or send personal replies upon request. If you have a concern with an immediate FAA operational issue, contact your local Flight Standards Office or air traffic facility.

32 FAA Safety Briefing

ON FINAL an editor's perspective

TOM HOFFMANN

AIRPORTS BY THE NUMBERS

Did you know that there are close

to 20,000 airports across the entire

United States and its territories? To

be more exact, there were 19,869

listed as of February 2024. That’s just one of the many bits of trivia I

picked up while doing research for

this airport-themed issue of FAA Safety Briefing . I came across the

number on a new data visualization (viz) page I hadn’t seen before. I have always been familiar with the FAA ’s Fact Book in hardcopy form, a pock-

et-sized directory of interesting facts and figures about the FAA and our nation’s sprawling national airspace

system (NAS). It came in handy when

I needed quick numbers on how many certificated pilots or registered aircraft were traversing our skies. But I admit,

the new data viz version of the Fact

Book had eluded me. It was a happy

discovery though as these facts and

figures were now plotted in a way

that provided deeper context and

greater visual appeal. See for yourself at faa.gov/newsroom/faa-fact-book.

There are sections on airmen certifica-tion, air traffic, safety metrics, and of course, airports.

Drilling down into the airports

section revealed a number of ways to slice and dice the data. Using an inter -

active map display, you can filter air -

ports by type (public, private, or grant eligible/ineligible), hub size (large, medium, small, non-hub), and loca-

tion (continental U.S., Alaska, Hawaii,

and the various U.S. territories). Y ou also get a color-coded breakdown of user categories, like heliports, seaplane

bases, ultralight fields, and gliderports.

Y ou can even see where the nation’s 13 balloonports are located.

The data viz tool also includes the

number of airports that are public-use facilities listed in the National Plan of Integrated Airport Systems (NPIAS), which stood at 3,285 in February

2024 (see the

latest numbers at bit.ly/FAA_NPIAS). Airports included in the NPIAS may

be considered for federal funding

under the Airport Improvement Plan (AIP) and the Bipartisan

Infrastructure Law (BIL) signed into

law in November 2021. Approximately 97% of the NPIAS airports are owned by public entities (generally city,

county, or state governments) and less

than 2% are privately owned airports.

NPIAS airports are categorized by

the type of activity and service they provide. The main categories are commercial (primary and non-pri-mary), reliever, and general aviation.

The primary commercial service

category is further broken down by hub size (large, medium, small, and

non-hub) based on the percentage of

total passenger boarding. The remain-ing airports primarily support GA aircraft (about 88%) and are grouped

into five categories based on existing

activity, geographic factors, and public interest functions. These categories

are national, regional, local, basic,

and unclassified. The categories were established following an FAA study in 2012 (GA Airports: A National

Asset ) that aimed to better capture

the diverse functions and economic

contributions of GA airports. Y ou

can see a more detailed description of

these categories on the FAA ’s airport webpage here bit.ly/3CxzsCK.

Local airports comprise the largest

share of these non-primary catego-ries and serve as the backbone of the general aviation system, accounting

for about 36% of all NPIAS airports.

According to the 2012 study, local air -

ports also account for 38% of the total flying at the general aviation airports studied and 17% of flying with flight plans. In addition, local airports

typically accommodate flight train-

ing, emergency services, and charter passenger service.

Basic airports are the second largest

category and account for about 7% of the total flying at general aviation

airports. Most of the flying at basic airports is self-piloted for business

and personal reasons using propel-

ler-driven aircraft, often with single runways and/or limited infrastruc-ture. Although generally smaller, basic

airports provide communities with

a vital link to the national airport system and many critical general avia-

tion activities.

The third largest category, unclas-

sified, are mainly a mix of privately

owned airports, seasonal airports,

converted military airfields, and

airports not meeting the criteria of the other categories. A follow-on study

reclassified many of the initial airports

in this category, with 281 remaining as unclassified. The 2025-2029 NPIAS has reduced the 281 unclassified air -

ports to 190 unclassified airports with more meeting the NPIAS criterion.

Future development at general

aviation airports included in the NPIAS will continue to be based on eligible, justified and reasonable developments. This becomes even

more critical with the growth of new

user groups, like drones, commercial space, and advanced air mobility. The

FAA stands committed to working

with stakeholders and local communi-ties to ensure our airports remain safe and efficient and continue to meet the

needs of the public.

FAA FACES FAA employee profile

PAUL CIANCIOLO

JEAN HARDY

Aviation Safety Inspector, FAA’s Training and Certification Group (and Former Airport Owner)

Picture it: Maine, 1982. A young

husband-and-wife team is on their

hands and knees with paint rollers in

the middle of a runway. The center -

line needs a touchup. A 10-year-old waves from the controls of an airplane taxiing nearby. Another kid is “sky-

writing” in the grass while attempting

to keep the weeds at bay at the airfield. A wild turkey crosses the road,

making bird tracks across the new

threshold markings. But I digress.

One of those painters was Jean

Hardy, and that was her family run-ning a private, public-use airport she

co-owned at the time. It also hap-

pened to be the 14th busiest airport in the state then.

“Owning the airport was a lot of

work. We paid for everything out of

our own pockets, which was okay with

me. I drove junk cars in exchange for owning airplanes and the airport, ”

explains Jean. “My husband was an

excellent mechanic, and my motto

was: I broke, he fixed. Together, we

also looked at ways to prevent acci-dents like plowing the runway a cer -

tain way so the snowbanks were not too high for low-wing aircraft. ”

That airport is where one of her

kids soloed on their 16th birthday, and the other earned a private pilot

certificate on her 17th birthday. They

also helped move and refuel aircraft, among other chores.

“We had no problem giving them

the keys to the airplane, but we had heartburn giving them the keys to

a car, ” notes Jean. “We saw flying as

being safer than driving. ”

Jean’s passion for aviation has

always been with her. She saved her money when she was young and

took to the skies. She has owned

three Cessna 150s, including an Aerobat , a Pitts S-1C and S-2A, and

a Cessna 172. Jean is a commercial pilot and flight instructor with sea-

plane, instrument, and multi-engine

ratings. When Jean and her husband Jack owned a flight school, they also

had a Piper Arrow , Cherokee Six , and

Aztec on leaseback. All that general

aviation (GA) experience resulted in Jean earning the FAA ’s prestigious

Wright Brothers Master Pilot Award

last year, recognizing more than 50

years of safe flying.

Jean’s passion for aviation safety

led her to work for the FAA. Her first foray into federal service was as an

aviation safety inspector out of the

Teterboro Flight Standards District Office. She was responsible for ensur -

ing aviation safety regulations and standards were followed and evalu-ating the competence of other pilots

and airmen. Now, Jean is assigned

to the FAA headquarters’ Training

and Certification Group under the

General Aviation and Commercial Division. The group regulates train-

ing at 14 CFR part 141 pilot schools

and institutions of higher education and the certification of pilots, flight

instructors, and ground instructors

under 14 CFR part 61.

“This dynamic area to work

includes exemptions, answering questions from the public and within

the FAA, and defining pilot training. We strive to provide the most com-

prehensive service to the aviation community, ” she defines. “We also

help resolve highly complex technical

issues affecting national and interna-

tional aviation issues. ”

Being part of the GA community

in Maine affords Jean the perspective needed to serve the American peo-

ple effectively. Even after selling the airport, she still lives in the house

at the end of the runway, which is a

reminder of her late husband.

“I agreed to sell my beloved sin-

gle-seat Pitts to pay for an extension to our home. I figured if he had cancer

and wanted a new kitchen, then he

would have one. This was a good deci-sion — that new kitchen reminds me

of Jack every day. ”

Jean is still a fixture in the local

community, having played the alto

saxophone for the Seacoast Wind Ensemble for the past 30 years. She

equates music and flying as similar

endeavors, and she believes that con-tinual practice makes one better. Her

advice is to keep learning new lessons

no matter how experienced you are.

Paul Cianciolo is an associate editor and the social media

lead for FAA Safety Briefing. He is a U.S. Air Force veteran

and an auxiliary airman with Civil Air Patrol.

U.S. Department

of Transportation

Federal Aviation

Administration

800 Independence Ave., S.W.

Washington, D.C. 20591

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