FAA Administrator Marion Blakey addresses members during her annual Meet the Administrator session at EAA AirVenture Oshkosh 2007. Photo by Dave Higdon Watch the 'Meet the Administrator' session

FAA Administrator Marion Blakey announced a revision of the Washington, D.C., ADIZ and plans for nationwide implementation of ADS-B, and addressed the storm over the FAA’s efforts to levy user fees on general aviation in her fifth and final starring appearance at AirVenture’s Meet the Administrator session yesterday at the Honda Pavilion.

Before Blakey was introduced, EAA President Tom Poberezny put her tenure, which will end on September 13, in context, playing down the user-fee controversy.

"As evidenced by the [‘No to User Fees’] badges and decals I see here, we know where we stand," said Poberezny. "The issue is now in Congress. It’s an honest debate. But a few things are important to recognize: Under Marion’s leadership, we’ve never had a better working relationship with FAA."

Poberezny went on to note Blakey’s pivotal role in resolving pilots’ medical certification issues, and in pushing for sport pilot and light-sport aircraft (SP/LSA).

"You’ll never know what she had to do" to win approval for those initiatives, Poberezny said. "Marion deserves the credit and will leave a legacy behind that will enhance the future of aviation."

Blakey began her remarks by recognizing Poberezny’s 30th year as pilot in command at the helm of the EAA convention.

"I have to say it is extraordinary; this organization has become such a force for change and for the importance of flying for the general aviation community," Blakey said. "Tom is truly the moving force behind LSA. No one should be confused about that at all."

Blakey, who traditionally brings a large contingent of senior FAA staffers to the fly-in, introduced some of the officials, and urged attendees to approach them afterward with their questions and comments.

Commenting on her impending departure from her post, Blakey said, "I don’t know what I’m going to do next. But I know I’m very, very much committed to the FAA, and very, very much committed that this will not be my last Oshkosh." She asked for recommendations for AirVenture volunteer committees to serve on. "I’d like to be out there with one of those luminescent shirts next time around," she said.

Turning to the issue of aviation safety, Blakey praised GA’s safety record.

"This is the safest period in history of aviation, not only commercial, but general aviation as well," Blakey said. "Fatal accident rates for general aviation have been improving for 30 years. We expect this trend to continue."

ADS-B

FAA Administrator Marion Blakey applauds EAA President Tom Poberezny in recognition of his years of service as chairman of EAA AirVenture. Photo by Dave Higdon

Talking about Capstone, the experimental ADS-B (automatic dependent surveillance broadcast) program in Alaska, Blakey noted that accidents have dropped 40 percent in the last decade, and that April 2007 was the safest on record.

She then unveiled plans to implement ADS-B across the continental United States, stating, "We’re ready to take ADS-B nationwide." A $1 billion contract will be let on August 30 for a company to create the nationwide ADS-B system. Three companies are currently competing for the contract, which she failed to disclose.

Tests should begin by this time next year on a fully functioning uplink, Blakey announced. The system will become operational in 2010, with 2020 the mandatory time for all aircraft to be equipped with ADS-B receivers. A proposed rule on these requirements will be published for public comment this September, Blakey added.

"I realize cost is a concern, but this reminds me of the Mode C transponder rule," Blakey said. "A few people predicted the end of general aviation [due to the cost of pilot compliance]. But the sky didn’t fall, and it won’t for ADS-B. As more manufacturers get in the game, market forces will drive down prices," she predicted. "To me the question you should be asking is, why wouldn’t you want ADS-B in your cockpits?"

User fees

Turning to the controversial issue of user fees, Blakey reiterated the FAA’s unpopular position:

"Without dedicated revenue for next-generation equipment like ADS-B, there’s a very real possibility you won’t be able to fly where you want, when you want," she warned.

To illustrate her point, Blakey contrasted the fees paid by an airliner and a business jet to fly the same route, from New York to Miami. According to Blakey, an airliner currently pays $2,015 in fees for the flight, while the business jet pays about $200.

"Fundamentally, we believe a cost-based system will keep you flying instead of keeping you from flying, as some contend," Blakey said. "We all know the debate that’s been unfolding over the way we finance our air traffic system. Now it’s time for the aviation community to come together. Congress needs a bill by September 30. Taxes that keep the FAA running expire September 30—66 days from now. This is about the future of our aviation system. Everyone needs to be pulling together."

ADIZ reduction

Blakey concluded her prepared remarks by announcing a major revision in the Washington, D.C., ADIZ (air defense identification zone), which was established in the wake of September 11.

"The ADIZ was put in place without the opportunity for public comment," Blakey said. "The FAA acted on the requirements of security agencies and DoD (Department of Defense). None of us here questions the need to protect out nation’s capital and every thing it stands for."

The FAA solicited public comments about the ADIZ, Blakey said. "Twenty thousand of you spoke up. That’s got to be a record. And now after a few years of working with Homeland Security and DoD, we’ve reached an agreement that keeps D.C. safe and gives you more freedom.

"Effective August 30, we’re reducing the size and simplifying the shape of the ADIZ. It’s the right thing to do and the right time to do it."

The irregular shape of the ADIZ, which resembled a trio of circles pushed together, has been reduced to a 30-mile diameter circle. The reconfigured restricted area will remove 1,800 square miles of airspace from the ADIZ and frees 33 GA airports from the zone’s coverage, including a cutout for Leesburg Executive Airport in Virginia.

Before opening the floor to questions, Blakey extended a note of gratitude to EAA AirVenture. "I want to thank you for inviting me to be here all these years. Dayton and Kitty Hawk are rightful to call themselves the birthplace of flight. But Oshkosh is where you find the heart and soul of aviation."

To no one’s surprise, Blakey’s first question had to do with user fees. The questioner, a 30-year pilot, first thanked Blakey for her service then reflected on a recent trip to Australia and his discovery of their user fee system; while it began similarly to what the FAA proposes, Australian GA pilots now pay for each operation at every airport.

"On the international issue, because I know that has been a concern, most of the information is anecdotal and of course it is different from country to country," Blakey responded. She added that she couldn’t really comment on Australia’s particular fee system, but pointed to a closer neighbor, Canada.

"NavCanada is on a cost basis; they are on a fee basis. And most of their general aviation, their business aviation, and their commercial aviation are supporting this, as they have been able to bring their costs down three times. They have dropped the costs now 20 percent from what they were before they went to a cost-based system."

A member of the media followed up on the user fees line by asking why GA should be asked to pay a larger share of a system built for the airlines. In his words, "Why should the canoe pay for the drawbridge?"

"We went through a very, very detailed cost account process," Blakey replied. "The FAA has one of the most sophisticated cost accounting systems [in the world]. We analyzed 600 categories so we know what it costs to move an aircraft. We also did a cost allocation and that goes to your point. We know the system was definitely built for the airlines so wherever it was at all possible [in] the core infrastructure, we put those costs back on the commercial carriers."

She went on to say that the least active control facilities and other general purpose systems like the flight service stations, would continue to be funded out of federal general funds.

The user fee theme continued when a university student, pursuing a professional pilot career and planning to take his ATP checkride next week, expressed a concern that the proposed fee structures would again add to the already high cost of getting the necessary ratings and experience.

Blakey answered that the proposed fees would be a small fraction of the overall cost of flight training. She compared the fees for new or updated pilot certificates to the cost of getting or renewing a driver’s license. "$50 is not going to break the bank," she said.

A pilot from the Northeast asked about FAA’s privatization efforts and what its oversight was, given the "safety hit" the system has taken with recent service problems with the Lockheed Martin-run flight service station system.

"I want to be careful about saying that there is a safety hit with the flight service system—I don’t think there is any data to support that," Blakey said.

She went on to say, "What we have gone through is, as they say, a rough patch…. Frankly we have been all over Lockheed Martin on those long holds and dropped calls. They have stepped it up and I have statistics to prove it."

Blakey did encourage all users of the flight service station system to report any service issues through the facilities the FAA has set up for that purpose.

A representative of the Air Taxi Association asked why, with the projected 20 percent improvement in fuel costs that NextGen will bring, those savings couldn’t be used to build out the system.

"Certainly ADS-B brings tremendous efficiencies, but something we should all be talking about is reduced emissions," Blakey answered. "There are tremendous benefits for everybody.

"Let me point out that ADS-B, as fast as we can go with it, will not be out there in reality until the next decade and then it will only be in certain parts of the airspace. It will be 2020 before all the aircraft are equipped for it…that’s a long time before you will see a system that will give the economies for everybody."

As for the budding air taxi market, Blakey said she expects that area of aviation to grow, but it will need to pay its fair share of the system’s costs.

The final question came from a Pennsylvania airport owner frustrated by a cell phone tower that went through FAA obstruction evaluation, yet ended right on their downwind pattern leg.

Blakey turned the question over to Kirk Shaffer, FAA associate administrator for airports, for an answer.

"[FAA’s] rulings on obstructions around airports are advisory only," Shaffer said. "I will be honest with you, that doesn’t make sense to me. My favorite person in America right now is the mayor of San Diego, who sued [a developer] and made them take 20 feet off of their development near Montgomery Field because it’s all about our primary mission, which is safety."

Shaffer offered to personally look into the case.

Poberezny concluded the session by saying, "We thank you for your time, for your leadership, and for your participation here at Oshkosh."