[Senate Hearing 109-1157]
[From the U.S. Government Publishing Office]
S. Hrg. 109-1157
NEW AIRCRAFT IN THE
NATIONAL AIRSPACE SYSTEM
=======================================================================
HEARING
before the
SUBCOMMITTEE ON AVIATION
OF THE
COMMITTEE ON COMMERCE,
SCIENCE, AND TRANSPORTATION
UNITED STATES SENATE
ONE HUNDRED NINTH CONGRESS
SECOND SESSION
__________
SEPTEMBER 28, 2006
__________
Printed for the use of the Committee on Commerce, Science, and
Transportation
----------
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SENATE COMMITTEE ON COMMERCE, SCIENCE, AND TRANSPORTATION
ONE HUNDRED NINTH CONGRESS
SECOND SESSION
TED STEVENS, Alaska, Chairman
JOHN McCAIN, Arizona DANIEL K. INOUYE, Hawaii, Co-
CONRAD BURNS, Montana Chairman
TRENT LOTT, Mississippi JOHN D. ROCKEFELLER IV, West
KAY BAILEY HUTCHISON, Texas Virginia
OLYMPIA J. SNOWE, Maine JOHN F. KERRY, Massachusetts
GORDON H. SMITH, Oregon BYRON L. DORGAN, North Dakota
JOHN ENSIGN, Nevada BARBARA BOXER, California
GEORGE ALLEN, Virginia BILL NELSON, Florida
JOHN E. SUNUNU, New Hampshire MARIA CANTWELL, Washington
JIM DeMINT, South Carolina FRANK R. LAUTENBERG, New Jersey
DAVID VITTER, Louisiana E. BENJAMIN NELSON, Nebraska
MARK PRYOR, Arkansas
Lisa J. Sutherland, Republican Staff Director
Christine Drager Kurth, Republican Deputy Staff Director
Kenneth R. Nahigian, Republican Chief Counsel
Margaret L. Cummisky, Democratic Staff Director and Chief Counsel
Samuel E. Whitehorn, Democratic Deputy Staff Director and General
Counsel
Lila Harper Helms, Democratic Policy Director
------
SUBCOMMITTEE ON AVIATION
CONRAD BURNS, Montana, Chairman
TED STEVENS, Alaska JOHN D. ROCKEFELLER IV, West
JOHN McCAIN, Arizona Virginia, Ranking
TRENT LOTT, Mississippi DANIEL K. INOUYE, Hawaii
KAY BAILEY HUTCHISON, Texas BYRON L. DORGAN, North Dakota
OLYMPIA J. SNOWE, Maine BARBARA BOXER, California
GORDON H. SMITH, Oregon MARIA CANTWELL, Washington
JOHN ENSIGN, Nevada FRANK R. LAUTENBERG, New Jersey
GEORGE ALLEN, Virginia BILL NELSON, Florida
JOHN E. SUNUNU, New Hampshire E. BENJAMIN NELSON, Nebraska
JIM DeMINT, South Carolina MARK PRYOR, Arkansas
C O N T E N T S
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Page
Hearing held on September 28, 2006............................... 1
Statement of Senator Burns....................................... 4
Statement of Senator Lautenberg.................................. 3
Statement of Senator Rockefeller................................. 2
Statement of Senator Stevens..................................... 1
Witnesses
Andersson, Matthew G., Senior Aviation Consultant, Aerospace,
Defense, and Transportation, CRA International, Inc............ 41
Prepared statement........................................... 44
Cirillo, Michael A., Vice President, Systems Operation Services,
Air Traffic Organization, Federal Aviation Administration...... 8
Joint prepared statement..................................... 9
Iacobucci, Edward E., President/CEO, DayJet Corporation.......... 33
Prepared statement........................................... 34
Pelton, Jack J., Chairman, General Aviation Manufacturers
Association; Chairman, President and Chief Executive Officer,
Cessna Aircraft Company........................................ 36
Prepared statement........................................... 37
Raburn, Vern, President/CEO, Eclipse Aviation Corporation........ 22
Prepared statement........................................... 23
Sabatini, Nicholas A., Associate Administrator for Aviation
Safety, Federal Aviation Administration........................ 6
Joint prepared statement..................................... 9
Appendix
Air Transport Association of America, Inc., prepared statement... 57
Honda Aircraft Company, prepared statement....................... 62
Inouye, Hon. Daniel K., U.S. Senator from Hawaii, prepared
statement...................................................... 53
Response to written questions submitted by Hon. Conrad Burns to:
Matthew G. Andersson......................................... 55
Edward E. Iacobucci.......................................... 53
Vern Raburn.................................................. 54
NEW AIRCRAFT IN THE
NATIONAL AIRSPACE SYSTEM
----------
THURSDAY, SEPTEMBER 28, 2006
U.S. Senate,
Subcommittee on Aviation,
Committee on Commerce, Science, and Transportation,
Washington, DC.
The Subcommittee met, pursuant to notice, at 10:07 a.m. in
room SR-253, Russell Senate Office Building, Hon. Ted Stevens,
Chairman of the full Committee, presiding.
OPENING STATEMENT OF HON. TED STEVENS,
U.S. SENATOR FROM ALASKA
The Chairman. Good morning. My apologies for being late. In
the last days of any Congress, there are an enormous number of
things that have to be handled, and conferences. I do
apologize. And I apologize to you, Senator Rockefeller, for
being late.
The Chairman of this Subcommittee will be here shortly to
take over this hearing. He is at the Armed Services Committee
meeting, which is an important meeting, and as soon as he can
get away, he will come.
The issues we are here to discuss are critical to the
future of our national aviation and aerospace system. The very
light jets, or, I have called, the ``mosquito fleet,'' without
trying to be derogatory at all, will be--soon be a part of our
daily air travel in our Nation. Just as regional jets vastly
increased the number of planes in our national airspace, this
new fleet has the potential to do even greater--to add even
greater numbers to it.
The first wave of this fleet is expected to hit the market
next year, and that increase could revolutionize air traffic--
the air traffic business. At around $2 million each, on an
estimated basis, these new minijets will be within reach of
thousands of individuals and companies, and have the potential
to create a booming air taxi industry.
Unmanned aircraft are also poised to enter our national
airspace. They have been used by the military since World War
II. In those days, as I reminded the Committee recently, pilots
took those aircraft off, and then they parachuted out, and the
planes were flown remotely to targets. That is not the
situation now, of course. Unmanned aircraft play an integral
part in fighting the wars in which we're involved now,
particularly the war against the terrorists. And UAVs have the
potential of being a key line of defense for our first
responders. We have asked, actually, that they be tested in
Alaska to determine whether or not they can play a significant
role in maritime boundary enforcement and protecting our
fisheries.
We look forward to hearing from our witnesses today. And we
urgently hope we can work together to ensure that our National
Airspace System can, and will, accommodate all manner of new
aviation transport, as well as face a period of upgrading of
the whole system itself.
Senator Rockefeller?
STATEMENT OF HON. JOHN D. ROCKEFELLER IV,
U.S. SENATOR FROM WEST VIRGINIA
Senator Rockefeller. Thank you, Mr. Chairman.
I think the UAVs can patrol very well, fishing boundaries.
It's a good use for them.
The Chairman. It's a question of icing, Senator. We--they
generally do not have icing--deicing equipment, and some of
those spaces which have to be patrolled have an enormous icing
potential, so----
Senator Rockefeller. They must have been talking about
South Carolina.
[Laughter.]
The Chairman. The southern coast could easily be done.
We're talking about the maritime boundary between the United
States and Russia.
Senator Rockefeller. I gotcha.
Next year, this Committee's going to have to reauthorize
the Federal Aviation Administration. I'm certainly in hopes
that we will do that. One of the most important challenges we
have to address is how to make sure our aviation system can
absorb all growth in traffic, any growth in traffic.
Now, the FAA predicts that commercial air travel is
scheduled to increase by nearly 50 percent over the next 10
years. Compounding the uncertainties surrounding the ability of
our aviation system to meet future needs is the potential
impact of new types of aircraft on the aviation system.
I've been working on a different--not mosquito jet, but
it's a different kind of jet--for 15 years, with Taiwan,
something called Sino Swearingen, and it's completely a new
innovative, small business jet, but it's not what we're talking
about here. And I'm pleased to say that it's certified. I know
that in addition to new business jets coming onto the market, a
number of innovative kinds of small aircraft, called very light
jets, or microjets, are in the process of certification or
already in production.
I confess to you that I'm mystified about this phenomenon,
and that's why these two gentlemen are sitting before us, so
that--to demystify all of this.
These new planes, whether they're small business jets or
very light jets, have the potential to be--not necessarily, but
the potential to be very disruptive to the aviation system. I
do not use that term ``disruptive'' in a pejorative sense. I'm
a strong supporter of general aviation. I would not have spent
all those years working on that project with Taiwan if I was
not that way. But I am concerned that our aviation system is
not prepared to handle the impact of all categories of new
jets, and particularly these microjets.
Now, granted, they fly at 41,000 feet, or they say they do.
On any given day, as many as two-thirds of all airplanes in the
sky are, in fact, general aviation planes. Most people don't
know that. And it becomes very important in all matters,
including airport security.
And general aviation represents about 15 percent of the
aircraft interacting with our air traffic control resources.
However, the introduction of these new aircraft could alter how
general aviation impacts the aviation system. We're all--we all
recognize that the very light jets will have to use air traffic
control system. They're taxis that are going to be under FAA.
Whether the introduction of these planes into the system is
gradual or explosive, the fact is that the composition of the
planes in the sky is changing, the nature of air travel is
changing. We must make sure, in our reauthorization, that the
FAA has the tools and the resources to adapt to this changing
environment.
And I'm worried about resources. I'll get to that in my
question period.
The other issue I want to raise today is that we must
consider security issues associated with an increase in general
aviation traffic. I know the general aviation community does
not see itself as a risk. I differ from them in that respect.
We must make sure that the influx of small jet aircraft flying
from hundreds of small airports into national airspace does not
open up a new hole in our system of the--aviation security.
So, we have a lot of challenges, and we're going to have an
interesting discussion this morning.
Thank you, Mr. Chairman.
The Chairman. Well, thank you.
Senator Lautenberg, do have an opening statement?
Senator Lautenberg. A short one, Mr. Chairman, thank you.
STATEMENT OF HON. FRANK R. LAUTENBERG,
U.S. SENATOR FROM NEW JERSEY
Senator Lautenberg. We really need to hold this hearing on
the impact of very light jets on our aviation system. One
hundred microjets could take flight by year's end. That's
according to the FAA. Four hundred to five hundred could take
to the skies over the next decade, for a total of almost 5,000
by 2017. These planes hold great potential to fly people into
American cities and towns that they had trouble reaching
before. But before we fly into the future, we've got to resolve
some problems concerning the present and the past.
Before we put a new plane in the sky, we ought to look at a
record that we have about some airplanes that we sent up
before, more than 40 years ago, the MU-2 Mitsubishi twin
turboprop plane. Twenty-five percent of those planes have since
been involved in a serious series of fatal crashes--with these
three crashes alone, this--where--three crashes this summer.
But if you ask FAA about the MU-2, they'll say that all systems
are go, and that the problem is pilot error. Before we consider
a new airplane, we've got to have the courage to look into
what's taken place with the MU-2.
And, second, before we put a new plane in the sky, we've
got to see the effects of that on the aviation system. The
equipment in our towers is outdated. The number of controllers
in those towers is too low. We've already had 1,081 fewer
controllers in our towers than we did 3 years ago. And 70
percent of those controllers are eligible for retirement by
2011. So, as the workload increases, so do the number of people
who plan to retire.
And I think it's fair to say that the judgment is that it
takes 4 years to train a controller fully, and yet the FAA has
still not developed a plan to hire new staff for our control
towers.
At the same time 760 million people fly within the United
States every year. By 2015, we're going to hit 1 billion
passengers. So, before we consider new aircraft, we need full
controller staff to handle the planes that are currently in the
sky. We saw the tragic results of controller shortages recently
in Kentucky. In August, Conair Flight 5191 crashed, 49 people
lost their lives. Only one air traffic controller was on duty,
and that's contrary to Federal Aviation Administration policy.
So, while the NTSB continues its investigation, we owe it
to the public to find out why the FAA is not meeting its own
standards. Now, I've asked the Subcommittee, Mr. Chairman, for
a hearing specifically on the Kentucky crash and whether the
FAA is properly staffing air traffic control facilities for our
future. So, we have not yet been able to have that hearing, but
I hope, at the earliest opportunity, that we'll do that. And
so, before we consider a new plane, I urge the Subcommittee to
act.
Thank you very much, Mr. Chairman.
The Chairman. Well, Senator, I think that's a very unfair
statement.
Senator Lautenberg. Perhaps----
The Chairman. I think this system is working. We've had
enormous new entries. We don't put one plane in the sky.
They're put in the sky by private people, by companies who try
to enter the system. The government doesn't put anybody in the
air. We can't determine--we've got to prepare the system so it
can take on this new, coming addition to the system. It's not
something that we--where we can say, ``You can't do it.'' It's
going to happen. So, I really think the political statement, at
this time, at--when we're trying to find out what the facts are
concerning how to deal with this new system----
Senator Lautenberg. Mr. Chairman----
The Chairman.--is absolutely wrong.
Senator Lautenberg. Mr. Chairman, if we're going enter into
a debate, I'm going to ask for a chance to respond.
The Chairman. You can have----
Senator Lautenberg. I didn't----
The Chairman.--all the time you----
Senator Lautenberg. I didn't----
The Chairman.--want to respond, but----
Senator Lautenberg. I didn't----
The Chairman.--that's an unfair statement.
Senator Lautenberg. I didn't say----
STATEMENT OF HON. CONRAD BURNS,
U.S. SENATOR FROM MONTANA
Senator Burns [presiding]. Order.
Senator Lautenberg. Mr. Chairman, now, you weren't in the
room, so I want to have an opportunity to respond to an
accusation that was made that I suggest that the system isn't
working. Not at all. It works. I spend a lot of time in the
sky, and I know you're a pilot, but I would tell you this, that
there are shortages. I go to Newark Airport. That's one of the
busiest in the country. We're short 10 percent. We're short
almost a hundred FAA controllers in that facility alone. That's
a lot of----
The Chairman. Let's go to the floor and debate----
Senator Lautenberg.--a lot of people.
The Chairman.--this. We don't want--you said we can't put
another plane in the sky.
Senator Lautenberg. Well----
The Chairman. Those were your words, Senator.
Senator Lautenberg. All right, I'm sorry, an error. We're
talking about TSA, at the--five controllers short.
Senator Burns. If I could--if I could assume a little
control here----
[Laughter.]
Senator Burns.--get my hand on the stick and the ``go''
knob.
Thank you all for your opinions. And I'll just make my
statement. How's that? Is that all right with the rest of the--
--
Senator Lautenberg. You're in charge.
Senator Burns.--Committee? Thank you very much.
I want to thank the folks who will be showing up today.
We're going to focus on a different situation, as we are coming
up a year away from reauthorizing the FAA. And I think we're
going to talk about some things that are very, very--will be
very, very important in that reauthorization in how we handle
our air traffic.
We're going to be talking about very light jets today, and
UAVs, and we'll review the information of developing,
certifying, selling, and flying these new aircraft types, along
with the challenges of integrating them with the current
aviation system in a safe manner. And I would tell the--I want
to emphasize the safe manner, because that's what we do, we err
on the side of safety.
The introduction of potentially large numbers of very light
jets into the National Airspace System and the request from
industry and government agency for speedy certification of
certain UAVs to operate in U.S. airspace raises numerous short-
and long-time--or long-term policy and safety issues for the
Federal Aviation Administration, and, of course, this
Committee.
In addition, earlier this year we held a hearing on the
Joint Program and Development Office, who is assigned the task
of developing the Next-Generation Air Transportation System. It
is important we start to understand the impact of the very
light jets and the UAVs, what they will have on our aviation
traffic. How will these new aircraft interact with the current
system? Will some of the new aircraft types simply replace the
current operations? Well, I will tell you, those are big, big
questions.
To date, there has been a lot of speculation and back-and-
forth about the actual impact in the number of aircraft that we
should anticipate. On one hand, commercial aviation interests
have argued that, based on the very optimistic, very light jet
forecast, those jets will clog our air traffic control system
increase congestion, and increase costs, and not pay their fair
share of the costs. And, on the other hand, general aviation
interests have generally maintained a more conservative
forecast of these light jets, and argue that the modest
additional aircraft can easily be accommodated into the
National Airspace System, as they are today. We hope to clarify
some of those differences today. Not all of them, because the
questions are too big. Ultimately, the free market will
probably have the final say.
In addition, like many of my colleagues, I'm interested in
the--effectively utilizing sophisticated UAVs to improve our
border defense, wildfire-fighting and capabilities, among other
uses. The bottom line is, where do we need to do it? And can we
do it safely and create a smooth and noncumbersome integration
of the UAVs into the general aviation and commercial aviation
communities? And I couldn't ask for a better Ranking Member on
this Subcommittee than Senator Rockefeller, and we're going to
pursue this with a great deal of energy and vigor, and we'll--
and we hope that we'll come up with some answers.
Today, we're happy to have Mr. Michael Cirillo, who is Vice
President of System Operations Services of Air Traffic
Organization for the FAA, and Mr. Nicholas Sabatini. I was
wondering if--that's all they're hiring over there nowadays, I
suppose, huh?
[Laughter.]
Senator Burns. I've had the pleasure of meeting both of
these gentlemen, and they are looking at monumental questions,
and trying to answer them. And we appreciate both of you coming
today.
Mr. Cirillo, we will hear your testimony first.
Oh, Mr. Sabatini is going to start, OK. All right. Thank
you.
Mr. Sabatini?
And I assume you've made your statement and everything.
Senator Rockefeller. I did. But I can make it again.
[Laughter.]
Senator Burns. No, they didn't want to hear mine the first
time.
Mr. Sabatini, please.
STATEMENT OF NICHOLAS A. SABATINI,
ASSOCIATE ADMINISTRATOR FOR AVIATION SAFETY,
FEDERAL AVIATION ADMINISTRATION
Mr. Sabatini. Good morning, Chairman Burns, Senator
Rockefeller, and Members of the Subcommittee.
I am pleased to be here this morning to dispel any concerns
you may have with certification and regulations regarding the
introduction of new aircraft into our Nation's airspace.
Together with my colleague Mike Cirillo, we represent every
step in the process of the successful integration of new
aircraft into the National Airspace System, from certification
of the airframe to certification of the pilots to the
introduction of the high-tech tools that have enhanced the
safety of operations and made our air traffic control
infrastructure as robust and flexible as it has ever been.
The system is in place today to accommodate the entry of
new aircraft into the National Airspace System. This is nothing
new for the FAA. It is our day-to-day business. We have
established systems in place to assure a safe introduction of
aircraft, no matter the size, speed, performance capability,
manned or unmanned. From when FAA's predecessor agency
certified the first Buhl Airster in 1927 to the introduction of
the Boeing 707 in the late 1950s and the dawning of the Jet Age
in the 1960s, FAA's business has been to successfully
assimilate new aircraft into the NAS.
When the Boeing 707 began its transcontinental flights in
the 1950s, the average airspeed of a passenger aircraft more
than doubled overnight, from about 220 knots to more than 500
knots. FAA was able to successfully mix the Boeing 707 into a
system largely populated with piston-powered, propeller-driven
aircraft. And this transition into the Jet Age took place with
an infrastructure that was, at that time, 50 years old. The
system is much more robust today, with better technology, more
precision, and greater flexibility than any time in our
history.
FAA has tried-and-true mechanisms and controls in place to
assure the safe introduction of new aircraft, and nothing
indicates to us that the introduction of VLJs or unmanned
aircraft will be as operationally transformational as the
introduction of jets.
The FAA has long-established operating procedures that
ensure different types and vintages of aircraft are operated at
compatible airspeeds in congested airspace or while en route to
and from the high-altitude structure. We have done it time and
again over the course of FAA's history, and the introductions
have proven uneventful. We know how to do this.
In addition, by the time a new aircraft is ready for its
entry into service and the domestic airspace, FAA engineers,
pilots, and inspectors have been over every inch of the design,
production, operating procedures, flight envelope, training
requirements, and how to maintain the aircraft's continued
airworthiness. FAA also certifies the pilots. We have
established mechanisms to assure that pilots meet proficiency
and medical standards for the safe operation of aircraft.
Furthermore, with new, sophisticated aircraft, we have
increased emphasis on pilot training to help pilots develop the
skills and in-depth systems knowledge to assure safe operating
procedures for these aircraft.
In addition, we certify air traffic procedures, in
conjunction with the Air Traffic Organization, based on the new
aircraft size, speed, and capabilities to assure safe operating
environment.
Today's aircraft enter a more sophisticated,
technologically advanced, and precise system than ever before.
Aircraft avionics are more advanced, as well, with more precise
autopilot and altimetry, and improved navigational systems,
which allow for procedures like RVSM. From beginning to end,
nothing is left to chance.
A large part of the unprecedented safety record that the
U.S. is now enjoying is due to the synergistic partnering of
industry, academia, and government, recognizing that we all
share the same goal: aviation safety. This cooperation is a
large reason why the United States aviation system is the envy
of the world. It is why our citizens can fly with such
assurance of safety.
Thank you for the opportunity to speak to you today, and I
now would like to turn the mike over to my colleague Mike
Cirillo, who will talk about the ATO and their plans to
integrate these new aircraft into the air traffic control
system.
Senator Burns. Mr. Cirillo, thank you very much for coming
today. We appreciate it and we look forward to your testimony.
Now, if you go over 5 minutes, why, if you can consolidate your
statement, that would be fine, but your full statement will be
made part of the record. And thank you for coming today.
STATEMENT OF MICHAEL A. CIRILLO, VICE PRESIDENT,
SYSTEM OPERATIONS SERVICES, AIR TRAFFIC ORGANIZATION, FEDERAL
AVIATION ADMINISTRATION
Mr. Cirillo. Well, thank you, and good morning, Chairman
Burns, Senator Rockefeller, and Members of the Subcommittee.
I'm here this morning with my colleague Nick Sabatini to
discuss FAA's plans to safely integrate very light jets and
unmanned aircraft into the NAS. To reiterate what Mr. Sabatini
just said, the FAA is involved in the introduction of new
aircraft types, from the drawing board to the runway. We're
there every step of the way to ensure that new aircraft are
designed, manufactured, maintained, and operated safely. Our
safety record is the envy of the world. We leave nothing to
chance.
Our Nation's air traffic management system is also the most
technologically advanced, precise, and robust system in the
world. Our workforce is constantly striving to improve safety
and efficiency. The ATO is producing results today that have
already increased capacity and improved efficiency. In
conjunction with the Joint Planning and Development Office,
we're designing the Next-Generation Air Transportation System.
I'd like to take this opportunity to describe to you some
of the programs we're implementing today that are laying the
foundation for the NextGen system.
Last year, we implemented Domestic Reduced Vertical
Separation Minimum. DRVSM has significantly increased capacity
in the high altitude en route airspace by doubling the number
of usable altitudes between 29,000 and 41,000 feet, which is
the level where commercial airliners fly. DRVSM permits
controllers to reduce minimum vertical separation at these
altitudes from 2,000 feet to 1,000 feet; thus, allowing twice
the capacity in the same airspace.
Last month, the FAA approved the updated Roadmap for
Performance-Based Navigation, which was developed in
cooperation with the aviation industry. The 2006 Roadmap
focuses on addressing future efficiency and capacity needs
while maintaining or improving the safety of flight operations
by leveraging advances in navigation capabilities on the flight
deck.
The strategy rests upon two key navigation concepts: Area
Navigation, or RNAV, and Required Navigation Performance, or
RNP. RNAV procedures provide flight-path guidance that is
incorporated into onboard aircraft avionics system, requiring
only minimal air traffic instruction. RNAV procedures allow for
more precise routes for departures and arrivals, reducing time
intervals between aircraft on the runways and allowing for
increases in traffic, while enhancing safety.
In 2004, 13 RNAV departure procedures and four RNAV arrival
procedures went into full operation at Atlanta Hartsfield-
Jackson International Airport, the world's busiest. In
addition, 16 RNAV departures were implemented at DFW
International Airport in 2005. The FAA published 53 of these
procedures in 2006, and plans to publish at least 50 more in
2007.
RNP procedures use onboard technology to allow pilots to
fly direct point-to-point routes more reliably and accurately.
It gives pilots not only lateral guidance, but vertical
precision, as well. RNP potentially reaches all aspects of
flight--departure, en route, arrival, and approach. As of
today, the FAA has published 28 RNP approach procedures this
year, and plans to publish at least 25 more in Fiscal Year
2007.
As we move toward implementing the NextGen system, we are
actively working to incorporate VLJs and UAs into the current
NAS. We've been working with the VLJ industry to learn about
their business plans, to ensure we're prepared.
The advertised business models for the first companies say
that they will fly point-to-point among the Nation's 5,400
smaller airports. In addition, we're expecting the VLJs to
operate in the less-congested lower altitudes. Although it's
expected that many of the VLJs will be certified to 41,000
feet, the planned stage links for these business plans are
typically less than 600 nautical miles, which will limit most
of their operating altitudes to between 15,000 and 28,000 feet.
It's expected that these aircraft will be delivered from
the manufacturer with state-of-the-art avionics that will allow
the VLJs to take advantage of RNAV and RNP procedures and
routes that will assist us in accommodating these aircraft in
all phases of flight.
Incorporating UAs into the NAS will require similar efforts
at the FAA. UAs are also an evolving aviation segment.
Safeguards are currently in place, through a Certificate of
Authorization, or COA, for government agencies and Experimental
Airworthiness Certificates for civil operations, to provide
appropriate criteria to be met by UA operations to ensure they
do not jeopardize safety of other aviation operations or the
public on the ground.
Our objective in issuing a COA or EAC is to ensure an
equivalent level of safety as manned aircraft. As the UA
segment of aviation matures in both technology and types of
missions, our service delivery will evolve to accommodate their
operations, consistent with the mandate to maintain system
safety.
We have the system in place at the FAA to assure the safe,
successful integration of VLJs and UAs into the NAS, regardless
of their size, speed, or performance capabilities. VLJs and UAs
will enter a more advanced and more flexible air traffic
control system than ever before. We've handled the introduction
of new aircraft types successfully in the past while preserving
system safety, and will continue to do so in the future.
This concludes my remarks. I'd like to thank you for the
opportunity to discuss the introduction of new aircraft into
the NAS with you, and I'd be happy to answer any questions you
may have.
[The joint prepared statement of Mr. Sabatini and Mr.
Cirillo follows:]
Joint Prepared Statement of Nicholas A. Sabatini, Associate
Administrator for Aviation Safety, and Michael A. Cirillo, Vice
President, Systems
Operation Services, Air Traffic Organization, Federal Aviation
Administration
Good morning, Chairman Burns, Senator Rockefeller, and Members of
the Subcommittee. It is our pleasure to be here today to discuss with
you the introduction of new aircraft in our Nation's air traffic
system. The Federal Aviation Administration is preparing to deal with
the challenges presented by these and other new types of aircraft. Very
light jets (VLJs) and unmanned aircraft (UAs) are examples of the on-
going evolution of the aviation industry, and the FAA, working closely
with the aviation industry, will develop safety standards and operating
procedures to ensure their safe integration into the NAS.
VLJs and UAs are part of the future of aviation, and that future is
on our doorstep right now. The system is in place today to accommodate
the entry of new aircraft into the National Airspace System . . . this
is nothing new for the FAA. It is our day-to-day business. From when
FAA's predecessor agency certified the Buhl Airster in 1927, to the
introduction of the Boeing 707 and the dawning of the jet age in the
late 1950s, FAA has always been able to successfully assimilate new
aircraft into the NAS. When the Boeing 707 began its transcontinental
flights, the average airspeed of passenger aircraft more than doubled
overnight, from about 220 knots to over 500 knots. And this transition
into the jet age took place within an infrastructure that was 50 years
old at the time. The system is more robust today, with better
technology, more precision, and greater flexibility, than at any time
in our history. FAA has long established operating procedures that
ensure different types and vintages of aircraft are operated at
compatible airspeeds in congested airspace or while en route to and
from the high altitude airspace. From beginning to end, nothing is left
to chance.
Relatively inexpensive twin-engine VLJs are believed by many to
have the potential to redefine the business jet segment by
significantly expanding business jet flying and offering performance
that could support a true on-demand air-taxi business service. FAA
forecasters project that up to 5,000 of these jets will be in operation
by 2017.
The FAA has established a cross-organizational group to address the
issues of safety and system capacity created by the anticipated
introduction of thousands of VLJs within the next 10 years. This group
includes elements from our Air Traffic Organization (ATO), Flight
Standards Service (AFS), Aircraft Evaluation Group (AEG) and Aircraft
Certification Office (ACO). The group has organized its work under
separate committees that focus on specific issues: Pilot Training and
checking; Flight Operations; Maintenance; Inspector Training; and Air
Traffic.
Also, to address UAs, we have established an Unmanned Aircraft
Program Office to develop guidance and regulations for certification
and integration of UAs. Interest in using unmanned aircraft (UAs) for a
broad range of purposes is increasing, not only by U.S. governmental
agencies, but also by the civil aviation community. Integrating UAs
with manned aircraft in the NAS presents significant challenges for the
FAA, and both the public and private-sectors. At the outset, it is
helpful to understand that UAs cannot be described as a single type of
aircraft. UAs can be vehicles that range from a 12-ounce hand-launched
model to one the size of a 737 aircraft. They also encompass a broad
span of altitude and endurance capabilities. Obviously, the size of the
UA impacts the complexity of its system design and capability.
Therefore, each different type of UA has to be evaluated separately,
with each aircraft's unique characteristics being considered before its
integration into the NAS can be safely accomplished.
The certification of all government agency aircraft, including UAs,
in the NAS is considered a public aircraft operation, the oversight for
which falls outside the scope of the FAA. These public operations are,
however, required to be in compliance with certain federal aviation
regulations administered by the FAA and the FAA is and must be involved
to ensure that the operation of these aircraft does not compromise the
safety of the NAS. FAA's current role is to ensure that UAs do no harm
to other operators in the NAS and, to the maximum extent possible, the
public on the ground.
In working with government agencies, the FAA issues a Certificate
of Authorization (COA) that permits the various public agencies to
operate a particular UA for a particular purpose in a particular area.
In other words, FAA works with the agency to develop conditions and
limitations for UA operations to ensure they do not jeopardize the
safety of other aviation operations. The objective is to issue a COA
with terms that ensure an equivalent level of safety as manned
aircraft. Usually, this entails making sure that the UA does not
operate in a populated area and that the aircraft is observed, either
by someone in a manned aircraft or someone on the ground. For example,
in the interest of national security and because ground observers were
not possible, the FAA worked with the Department of Homeland Security
(DHS) to facilitate UA operations along the Arizona/New Mexico border
with Mexico. In order to permit such operations, the airspace was
segregated to ensure system safety so these UA flights can operate
without an observer being physically present to observe the operation.
With the steadily expanding purposes for which UAs are used and the
eventual stateside redeployment of large numbers of UAs from the
theater of war, the FAA expects to issue a record number of COAs. In
fact, the FAA has issued more than 75 COAs this year, compared with a
total of 50 for the two previous years combined.
FAA's work with private industry is slightly different than with
government agencies. The development of guidance and regulations for
UAs for civil aviation use will be an evolving process. Standards
development is required for all areas of UAs technology, including the
airframe, maintenance procedures, pilot and controller training,
powerplant and other areas. The FAA is working with industry, under the
auspices of RTCA, Inc. to develop consensus standards for detect, sense
and avoid systems; and command, control and communication systems.
Until standards and minimum requirements are established, the FAA is
working closely with companies that wish to operate UAs in the NAS
today by applying the Experimental Airworthiness Certificate process.
Today, for civil operation, companies may obtain an Experimental
Airworthiness Certificate by demonstrating that their aircraft can
operate safely within an assigned flight test area and cause no harm to
the public. They must be able to describe their unmanned aircraft
system, along with how and where they intend to fly. This is documented
by the applicant in what we call a program letter. An FAA team of
subject matter experts reviews the program letter and, if the project
is feasible, performs an on-site review of the ground system and
unmanned aircraft, if available. If the results of the on-site review
are acceptable, there are negotiations on operating limitations. After
the necessary limitations are accepted, FAA will accept an application
for an Experimental Airworthiness Certificate which is ultimately
issued by the local FAA Manufacturing Inspection District Office. The
certificate specifies the operating restrictions applicable to that
aircraft. To date, we have received several program letters for UAs
ranging from 39 to more than 10,000 pounds. We have issued two
experimental certificates, one for General Atomics' Altair, and one for
Bell-Textron's Eagle Eye. We expect to issue at least one more
experimental certificate this year.
The COA and Experimental Airworthiness Certificate processes are
designed to allow a sufficiently restricted operation to ensure a safe
environment, while allowing for research and development until such
time as pertinent standards are developed. They also allow the FAA,
other government agencies, and private industry to gather valuable data
about a largely unknown field of aviation. The development of standards
is crucial to moving forward with UA integration into the NAS. Because
of the extraordinarily broad range of unmanned aircraft types and
performance, the challenges of integrating them safely into the NAS
continue to evolve. The certification and operational issues described
herein highlight the fact that there is a missing link in terms of
technology today that prevents these aircraft from getting unrestricted
access to the NAS.
So far we have discussed FAA's current efforts regarding
certification and regulation of VLJs and UAs as we enable the safe
introduction of these new aircraft into the NAS. There are still many
challenges to be met in these areas before the procedures for
certification, licensing, training, inspection, maintenance and
operation of these aircraft are standardized and routine. The question
many have is how FAA is going to integrate these new aircraft into the
NAS, without adversely affecting safety, or increasing congestion and
delays. The ATO is producing results today that are already improving
capacity and efficiency, and in conjunction with the Joint Planning and
Development Office (JPDO), laying the foundation for the Next
Generation Air Transportation System (NextGen).
In 2005, the ATO implemented a new procedure, known as Domestic
Reduced Vertical Separation Minima or DRVSM, which is truly exciting.
DRVSM has significantly increased capacity in the en route airspace by
doubling the number of usable altitudes between 29,000 and 41,000 feet.
The procedure permits controllers to reduce minimum vertical separation
at altitudes between 29,000 and 41,000 feet from 2,000 feet to 1,000
feet for properly equipped aircraft.
The User Request Evaluation Tool (URET) is a tool used by the
controller to predict potential aircraft to aircraft, and aircraft to
airspace conflicts earlier, allowing them to construct alternative
flight paths. URET allows these conflicts to be addressed in a
strategic sense rather than a tactical sense, with fewer deviations to
the route or altitude.
In August, the FAA approved the update to the Roadmap for
Performance-Based Navigation, developed in cooperation with the
aviation industry. The 2006 Roadmap focuses on addressing future
efficiency and capacity needs while maintaining or improving the safety
of flight operations by leveraging advances in navigation capabilities
on the flight deck. This revision updates the FAA and industry strategy
for evolution toward performance-based navigation. The Roadmap is
intended to help aviation community stakeholders plan their future
transition and investment strategies. The stakeholders who will benefit
from the concepts in the Roadmap include airspace operators, air
traffic service providers, regulators and standards organizations, and
airframe and avionics manufacturers. As driven by business needs,
airlines and operators can use the Roadmap to plan future equipage and
capability investments. The strategy rests upon two key navigation
concepts: Area Navigation (RNAV) and Required Navigation Performance
(RNP).
The ATO is focused on expanding the implementation of advanced RNAV
procedures to additional airports. These RNAV procedures provide flight
path guidance that is incorporated into onboard aircraft avionics
systems, requiring only minimal air traffic instructions. This
significantly reduces routine controller-pilot communications, allowing
more time for pilots and controllers to handle other safety-critical
flight activities. Also, RNAV procedures use more precise routes for
departures and arrivals, reducing time intervals between aircraft on
the runways, and allowing for increases in traffic, while enhancing
safety. In 2004, thirteen RNAV departure procedures and four RNAV
arrival procedures went into full operation at Atlanta Hartsfield-
Jackson International Airport--the world's busiest airport.
Additionally, sixteen RNAV departures were implemented at Dallas/Fort
Worth International Airport in 2005. The FAA published 53 of these
procedures in FY 2006, and plans to publish at least 50 procedures in
FY 2007.
FAA is currently implementing additional technological innovations,
including a capability known as RNP. RNP uses on-board technology that
allows pilots to fly direct point-to-point routes more reliably and
accurately. RNP is extremely accurate, and gives pilots not only
lateral guidance, but vertical precision as well. RNP potentially
reaches all aspects of the flight--departure, en route, arrival, and
approach. As of today, the FAA has published 28 RNP approach procedures
this year, and plans to publish at least 25 more in FY 2007.
We must also make sure we are using the best technology to maintain
a safe and efficient air traffic system. The en route air traffic
control computer system is considered the heart of the NAS. En Route
Automation Modernization (ERAM) provides the basic foundation upon
which many of the transforming technologies moving us from the current
NAS to NGATS needs. ERAM replaces the software for the Host Computer
System and its backup. It will enable the FAA to increase capacity and
improve efficiency in a way that cannot be realized with the current
system, which is a mix of different technologies that evolved over the
years and is extremely difficult to expand or upgrade. In addition to
supporting new transformational technologies, ERAM itself can process
more than double the number of flight plans, and use almost triple the
number of surveillance sources as the current system. The ERAM system
is scheduled to be deployed and operational at all 20 Air Route Traffic
Control Centers by 2010.
Traffic Flow Management (TFM) is the ``brain'' of the NAS, and is
the reason that we could handle more traffic at our major airports in
2005 than in 2000, without the long delays that made the summer of 2000
the worst on record. The TFM system is the mechanism by which traffic
flows across the NAS are orchestrated. As the NAS is impacted by severe
weather, congestion and/or outages, the TFM system provides timely
information to our customers to expedite traffic and minimize system
delays. The FAA is currently in the process of modernizing the TFM
infrastructure through its TFM Modernization program. We are currently
introducing new Airspace Flow Management technology to reduce the
impact of delays incurred during the severe weather season. FAA
estimates show that TFM provides roughly $340 million in benefits to
our customers on a yearly basis in reduced direct operating costs
through delay reductions. ERAM and TFM together will enable flexible
routing around congestion, weather, and flight restrictions, and help
controllers to automatically coordinate flights, during periods of
increased workload.
The JPDO and ATO will work together to analyze the changes that
will be needed to both ERAM and TFM so they meet the needs of the Next
Generation System. Today's flight planning and air traffic paradigms
will be transformed into a system that manages operations based on
aircraft trajectories, regularly adjusts the airspace structure to best
meet customer and security/defense needs and relies on automation for
trajectory analysis and separation assurance.
The JPDO serves as a focal point for coordinating the research
related to air transportation modernization for agencies across the
Federal Government, including the Departments of Transportation,
Commerce, Defense and Homeland Security, as well as NASA and the Office
of Science and Technology Policy.
At the FAA, our eyes are focused on the NextGen Vision while using
existing technology to provide important and tangible operational
benefits now. We are finding ways to make existing capacity work more
efficiently through advanced technology and operational improvements.
Research is underway to explore ways of safely achieving reductions in
separation standards, allowing for greater density of operations, which
the anticipated increase in these vehicles will demand. We are also
examining the Human Factors implications of super density operations
and traffic control automation. Moreover, as-yet unexplored concepts
may be expected to play a role.
These innovations provide relief today as well as help to lay the
foundation for the Next Generation System. Successful integration of
VLJs and UAs into the NAS will represent a significant step in the
process of evolution from the current NAS to the NextGen system. In
order to fulfill the NextGen 2025 vision of handling significant
increases in today's traffic, with improved safety, capacity, and
efficiency, we must competently manage the introduction of VLJs and UAs
into the NAS. The impact of these new vehicles on the NAS is addressed
in the JPDO Concept of Operations (CONOPS). One overarching goal of the
NextGen initiative is to develop a system that will be flexible enough
to accommodate a wide range of users--very light jets and large
commercial aircraft, manned and unmanned aircraft, small airports and
large, business and vacation travelers alike, while handling a
significantly increased number of operations with a commensurate
improvement in safety, security and efficiency.
In 2005, the JPDO moved ahead with plans to accelerate the
development of key NGATS projects, such as Automatic Dependent
Surveillance-Broadcast (ADS-B), and System Wide Information Management
(SWIM). In FAA's Fiscal Year 2007 budget request, the Administration
proposed several targeted investment areas, to promote early
implementation of elements of the NGATS system. One of these very
promising initiatives, with potential for broad operational
applications, is the Automatic Dependent Surveillance-Broadcast (ADS-B)
system, a technology that will replace ground-based radar systems and
revolutionize air navigation and surveillance. For FY 2007, the
President's budget includes $80 million for the FAA for the ADS-B
program.
Given its fundamental importance to the success of the NGATS
System, establishing an initial Network-Enabled Operations (NEO)
capability is a high priority for JPDO and its member agencies. Current
efforts focus on identifying the network architecture and enacting
standards for information and safety data sharing. In 2005, the JPDO,
FAA and an industry team demonstrated how network-enabled concepts
developed for the military customers can be applied to Air Traffic
Management. The FAA's System Wide Information Management (SWIM)
program--the beginning of network-centric operation in the National
Airspace System--will continue developing this capability. The
President's budget proposal for FY 2007 requests $24 million for FAA's
SWIM program.
The FAA has already been working with industry to identify the
near-term operational requirements of VLJs in the NAS. DayJet, a large
Part 135 operation, expects to be operating 100 Eclipse EA-500s by the
end of 2007. Its business plan calls for utilizing regional airports in
the southeastern U.S., and DayJet is working in close cooperation with
FAA so we can establish appropriate flight procedures as these jets are
introduced. FAA is also currently working with Eclipse to contract for
training for both FAA operations and maintenance inspectors for FY07.
The EA-500 is unlike any other aircraft currently in production, and is
unique in that it has highly integrated avionics systems.
Performance characteristics of VLJs are similar to some other
business class aircraft that have operated in the NAS for many years.
VLJs can operate from shorter runways than commercial airliners, and
can utilize the 5000+ satellite airports around the United States. In
fact, the advertised business models for the first companies state that
they will fly point-to-point among the Nation's smaller regional
airports that are situated within a half-hour's drive of over 90
percent of Americans. These jets are expected to be delivered from the
manufacturers with state-of-the-art avionics, capable of taking
advantage of RNAV and RNP procedures and routes. Manufacturers state
that VLJs will be IFR-certified, with glass cockpits, with full RVSM
and ADS-B equipage. They will be capable of flying with single or dual
pilots, with 4-10 passenger seats, and will typically operate at
intermediate flight levels between 15,000 and 28,000 feet, but capable
of 38,000 to 45,000 feet. Cruising speeds will be between 315 and 450
KIAS or Knots Indicated Air Speed, with a range of 900-1750 nautical
miles, although typical legs will be 200-600 nautical miles.
The FAA is conducting training throughout the ATO regarding
performance capabilities of these aircraft to help mitigate any
problems with blending VLJs with faster jets. The FAA's Cross
Organizational Group will continue to work to monitor the safety and
impact of these new aircraft, and address any unanticipated problems as
they arise.
These technological and operational improvements are positive steps
down the road to building the Next Generation Air Transportation
System. The FAA and the JPDO are continuing to explore near and far
term innovations that will enable accommodation of increasing numbers
of VLJs and UAs in the NAS. We know, however, that we continue to face
many challenges. Over the next few years we will work to achieve better
cost management; determine the best solution for our aging and
deteriorating facilities; plan more effectively for catastrophic
events, like hurricanes or terrorist attacks; and, conduct research on
convective weather to reduce flight delays associated with summer
storms. Everything in our business--pay, job performance, future
technology, the Nation's economy--is linked together. We strive to
improve efficiency, while searching for innovative ways to provide
safer services even more efficiently. As we decide how to wisely invest
in our future, we will continue to work closely with our customers, our
employees, and of course, Members of Congress.
Mr. Chairman, this concludes our testimony, and we would be happy
to answer any questions the Committee may have.
Senator Burns. Thank you very much, Mr. Cirillo.
And let me--I will start this off, just--well, a question
to you.
Now, we know that these new light jets, they have legs of
about 1,100 miles. They fly around 350-375 miles an hour. They
are lighter than 10,000--when they started out, I think, it
weighed around 10,000 pounds. I understand that. They are
backordered. They are, it seems like, costing from a million to
a million-and-a-half dollars, with some of them costing more
from some manufacturers. But those are the first figures that I
have seen.
Do you have any indication just how popular this airplane
is going to be, and the numbers that we might expect in the
next 5 years?
Mr. Cirillo. Well, maybe Mr. Sabatini can address the
popularity, maybe not, but we have the same figures that you
have, and that was 5,000 by the year 2017.
Senator Burns. Mr. Sabatini, does that----
Mr. Sabatini. Mr. Chairman, I would offer that FAA has
forecasted that by 2025 we'll have approximately 5,000 aircraft
in the system. But I would say that, as I believe the system
will work, and how they are in--at the present time, on order,
the number on order, they will be assimilated into the system
in an orderly fashion. We don't have 5,000 airplanes waiting to
be launched overnight. So, it's going to be a very well-
controlled and managed process to allow the introduction of
these aircraft.
Senator Burns. In the areas of UAVs--and I hear they can be
as small as the models that we see flying on Sunday afternoon
to as big as a 737. Is that correct?
Mr. Sabatini. That is correct, sir.
Senator Burns. Does this present unique problems to you?
Mr. Sabatini. Yes, it would, but we have processes in place
that certainly we've been, for the past several years,
accommodating the need for these unmanned aircraft to enter
into the system. We do work with the Department of Defense and
other public agencies who have a need to put Predator-type
aircraft up along, for an example, the southern border. We have
protected airspace and very specific and tightly controlled
procedures for the safe operation of those aircraft in the
system. So, we accommodate them.
Senator Burns. The reason I asked that question, we've got
570 miles of border with Canada in my home state, and we are
now looking at a virtual kind of security border. And
sometimes--those of us who are on the ground, ``virtual''
doesn't mean a lot. In other words--I always make the comment--
if I put a virtual bull on a virtual cow and get a virtual
calf, do I get a virtual check when I take the calf to market?
I want to see something, you know. But UAVs, the training and
the certifications of operators of UAVs, be they Department of
Defense or Homeland Security, do they have--is there a
certification procedure that those operators go through? Are
they--with the satisfaction of the FAA?
Mr. Sabatini. Yes, sir. What we're currently doing, whether
we issue an Experimental Airworthiness Certificate to the civil
side of the request or whether it's from a public agency such
as DOD or Customs and Border Patrol, and issue a Certificate of
Authorization, we require, at this point in time, a pilot
license with instrument rating. That's the going-in model.
We're also working in with the RTCA, where all interested
members of this industry are participating with the RTCA to
determine how best to develop the technology around ``detect,
sense, and avoid,'' as well as ``command, control, and
communications.'' So, I'm confident that we're putting in place
the kinds of controls that assure the safe operation of these
aircraft.
Senator Burns. Those standards are in place now.
Mr. Sabatini. Yes, they're existing pilot----
Senator Burns. OK.
Mr. Sabatini.--requirements.
Senator Burns. All right.
Senator Rockefeller?
Senator Rockefeller. Thank you, Mr. Chairman. Let me just
take off from the Chairman's questioning.
Now, you've--we have agreed on about 350 knots, 80 knots,
up to 550 knots, 41,000 feet. And I know that many in the
industry state that very light jets will fly between 18,000 and
30,000 feet. They're--according to that logic, they wouldn't
be--they'd not be interfering with long-haul traffic. But even
at these altitudes, would they not pose an air traffic control
problem? And I say this, because when I fly on turboprops from
Charleston, West Virginia, to Washington, D.C., or to Dulles,
as the case may be, they fly precisely in that range, at the
lower end of that range. So, these are very congested
airspaces. So, you indicate that the plans are place, and yet
I've got to get a much better feel as to how you're going to
handle this with respect to the air traffic controllers that
Senator Lautenberg brought up, and I'm just, sort of, at a loss
to figure out--there's so much traffic at a lower level, until
everybody gets regional jets--and I don't even know, you know,
how high they fly, whether there would be interaction there.
But if there is, I'm worried about it. I'd like to have you
discuss that.
Mr. Cirillo. Well, the top range, of 31,000 feet, is--I
think that's in the transition phase of flight out of a
terminal area. There is--they will be intermixed with other
aircraft of all different types. However, the routes can be
segregated. We currently do not forecast that the major
airports will be inundated with very light jets, that they will
probably use a satellite airport, in which case we can
segregate those flows. And so, the final altitude that the
airliners will use will be also segregated from very light
jets. And even in our major metropolitan areas today, the
routes into the major airport and the satellite airports are
different, so you can segregate the flows that way. And there
is capacity at those airports. We often talk about the
capacity-constrained airports, and they do exist. But----
Senator Rockefeller. But, Mr. Cirillo, you're talking as if
there were a lot of satellite airports lying around. You know,
I mean, if you apply that theory to West Virginia, I guess
you've got to fly--you've got to land in the Greenbrier Airport
and then drive 3 hours to Charleston. I mean, there just aren't
satellite airports everywhere. Yes, there are, you know,
Teterboro, et cetera, but I can see--that's meant to be a
satellite airport, but it's also, I think, busier than
LaGuardia. It has more traffic than LaGuardia. So, I can't
assume that satellite--sort of, the release point for these
planes.
Mr. Cirillo. The--well, the business model we've seen shows
a--for a particular airport, is a fairly small number of very
light jets. And airports like Charleston do have capacity. And
a very light jet can use a runway----
Senator Rockefeller. I agree with that, yes.
Mr. Cirillo. A very light jet can use a runway that is as
short as 3,000 feet--3,000 to 5,000 feet. So, that opens up
myriad airports available for their use, which I'm sure are--
that you may have in the vicinity of Charleston. So, it is in
their best interest to have a business model like this, because
of the flexibility involved. They can go where the capacity
exists, and it exists----
Senator Rockefeller. But you're saying--I mean, I certainly
can't make the case that Charleston, West Virginia Airport is
overflowing with flights, but I would think, as one went about
the country, there would be a lot of places that are larger
than Charleston, had more air traffic than Charleston-
Huntington, et cetera, where there would not be satellite
airports. I'm just trying to--I'm just--you said there's going
to be a mix in the air. I accept that, and I worry about that.
So, I need to have you put me at ease.
Mr. Cirillo. Well, we can--on the subject of the mix in the
air, we can deconflict in the air. And the reason I brought up
RNAV/RNP is because it does provide for precise navigation and
less separation between routes. And so, in a--even in a busy
terminal area, there is a way to deconflict the major flows
from the big airports and the smaller flows from the satellite
airports.
So--and then, in the en route phase of flight, there will
be a disparity in altitudes, so there really is not a conflict
there. And there is a lot of en route capacity. We talk about
the New York area quite a bit, but there is a significant
amount of en route capacity throughout the rest of the country,
especially at those altitudes.
Senator Rockefeller. My time is up. Thank you.
Mr. Cirillo. Thank you.
Senator Burns. Senator Lautenberg?
Senator Lautenberg. Thanks, Mr. Chairman.
Do we--do either--do you have any idea about how many of
their airplanes may be in the sky at a busy hour, typically, in
a day in the United States?
Mr. Cirillo. Very light jets? The only business model I've
seen is numbers of aircraft for particular airports, and they
were all--they were all very low-activity airports, and the
numbers were not overwhelming.
Senator Lautenberg. Well, I'm sorry--Mr. Cirillo, what I
understand is that there are about 5,000, at a busy moment, in
the sky today. Now, we're introducing an additional 5,000. And
I--as someone who frequently uses the flights between here and
the New York airports, Newark included, where we're under
constant delay--half-hour the other--one night, I was told that
the airplane couldn't take off for an hour and a half. They had
just closed the door. And after sitting an hour and a half, the
pilot said, ``We've had some discouraging news. It's another
hour that's contemplated. Too much traffic for the area.''
Well, what are we doing to get ready for that? What kind of
airport changes have to be made? Do the very light jets land at
the same speed as turbos or piston engines? There will have to
be some accommodations made, I assume.
Mr. Sabatini. Well, Senator, I would offer--to expand on
this subject of the compatibility, I would offer that, in
addition to the precise navigation that these aircraft are
capable of and the system that is in place today to accommodate
that, we can do offsets safely. So, you can have parallel route
structures because of the GPS capability that these aircraft
now have.
Senator Lautenberg. In these smaller airports that you're
talking about, these satellite airports?
Mr. Sabatini. Well, I would tell you that the aircraft are
capable of doing that----
Senator Lautenberg. Oh, yes.
Mr. Sabatini.--and we are in the process of building and
putting in place the kinds of instrument approaches that will
permit that kind of capability. Mr. Cirillo offered examples of
Atlanta, where we have demonstrated very clearly there is
tremendous savings for the fuel conservation and tremendous
savings in time----
Senator Lautenberg. Yes.
Mr. Sabatini.--as well as workload----
Senator Lautenberg. Yes.
Mr. Sabatini.--between the pilot----
Senator Lautenberg. But when--
Mr. Sabatini.--and the air traffic controller.
Senator Lautenberg.--when you get into an airport, and
you've got--the only thing you've got is a UNICOM, and they
said, ``Well''--and that you've got a recording, ``The winds
are thus and''--and they're not--these are intended to land at
shorter runways in order to make them really useful.
Let me leave that question, because we're in, apparently,
some territory where we're--that's not clearly understood, and
that--the number of controllers to take care of the--our needs.
Right now, it's estimated that we need 15,000 controllers, but
we barely have 14,000. That's under current conditions. We have
these retirements facing us. Is that something that you folks
are looking at as we contemplate heavier use of the airspace?
Mr. Cirillo. We currently have in the neighborhood of
14,600 controllers, which we--which was the projection of our
need for this year. We actually hired more this year. By the
end of the fiscal year, we will have hired more than we had
anticipated. And--now, we do have a fairly sophisticated hiring
plan, over the next more-than-decade, that includes more than a
thousand hires per year.
Senator Lautenberg. Would you certify an airplane, knowing
that, over the airplane's life, that, then, 25 percent of them
might crash?
Mr. Sabatini. Sir, the certification of an aircraft has to
demonstrate that it complies with a particular rule. They'll--
--
Senator Lautenberg. Have you looked at the M-2--the
Mitsubishi, Mr. Sabatani?
Mr. Sabatini. Well, the airplane, at the time of--it was
certified, demonstrated that it could meet----
Senator Lautenberg. How about its performance now, where
one out of four of them that were built have crashed?
Mr. Sabatini. Well, we've been quite vigilant on that
subject, sir, and I----
Senator Lautenberg. What does that mean?
Mr. Sabatini. Well, we've been reviewing the history of
that aircraft, and have, as a matter of fact, as early as
earlier this week, we have a special Federal Aviation
Regulation that has been posted at the Federal Register to
address the special training that we have determined needs to
be put in place, and which industry has voluntarily adopted,
even before the regulation became effective. So, we've worked
very closely with the industry. We recognize that, as the
aircraft has transitioned from where it started, in terms of
its introduction, being operated with a certain class and group
of people, migrating to a different category, we have
identified that, in fact, there have----
Senator Lautenberg. Would you put your family in an MU-2?
Mr. Sabatini. I'm a pilot, sir, and I would fly one today,
myself, with my family.
Senator Lautenberg. You would fly one. Would you put your
family in it?
Mr. Sabatini. I would put my family in it.
Senator Lautenberg. Um-hmm. Well, I wouldn't. And I sit
second seat a lot of times. But----
Thank you very much, Mr. Chairman.
Senator Burns. Thank you, Senator.
With the new technologies, I would tell you that, in
general aviation, we do a great deal of flying with GA in
Montana. And those of you with the new GPS systems that can be
put in there, you tell me where you're strip is, give me the
coordinates--I don't care if it's a grass strip in Augusta,
Montana--we can find it, we can put--we can get it in there.
And--under some conditions that we didn't use to have, to be
right honest with you, years ago.
Some of these light jets will be going into air taxi
service, I understand. How do we deal with Part 135 of the FAA
regulations on single pilots requiring two pilots in air taxi,
or to allow those operations to go ahead with just one pilot?
How do we deal with that, Mr. Sabatini?
Mr. Sabatini. Well, the current regulation, Part 135, has,
for a long time, accommodated that option by on-demand-type
operations in--with a single pilot. So, we have a long history
and a methodology and a process where an applicant, an operator
who wishes to avail themselves of that capability, must
demonstrate that they have the appropriate training program in
place for its pilots, that they have the appropriate autopilots
and functioning for that aircraft, because it is not just a
single-pilot operation, it is also compatible--has to be
compatible with the equipment onboard the aircraft. So, we do
permit it today, and have a long history of safe operations
with single pilots.
Senator Burns. I have no more questions for this panel. I
do have some more, but they are, sort of--I think it'll be an
ongoing discussion with both of you gentlemen as we work our
way through the reauthorization process next year. I appreciate
your testimony.
And if you have any more questions, why, I'd--I'm going to
do that, but, as far as I'm concerned, I want to thank you for
being candid with us and--in your testimony, and also in our
daily dealings with the FAA. I appreciate that very much.
Senator Rockefeller?
Senator Rockefeller. Thank you, Mr. Chairman.
It's been very interesting to me to watch all of the rigors
and the people involved in the certification process. And I
don't mean to come back to Sino--the SJ-230, but that has
13,000 parts. They all have to be certified by the FAA, every
single one of them. And my question is--and it's a long
process. Adjustments were made as a result of that process. So,
as these new lighter planes are coming onto the market--there
are--I think there are about 20 different models that are being
considered, at the present time--I'm interested in--do you
have--and to make the point more strongly, getting the FAA
certifiers out to Martinsburg, West Virginia, has been tough,
to get enough of them, on a present--larger small passenger
jet. You get 20 more coming online, and I just want to be
sure--I want you to tell me, one, how many people you have
involved in certification. How, in general, are they dispersed,
by what order of priority? And how are they going to handle
these new models coming on?
Mr. Sabatini. Thank you, Senator.
From the safety side of the house, sir, our first order of
business and first priority is continued operational safety.
That is number one. And, from that point on, we then have to
prioritize the work that we do. And as a result, because we
focus our attention on continued operational safety, where you
tend to see the impact of staffing is in the arena of
applicants coming to us for new certification, starting in 2006
we've had to put in place a queuing system. So, while
applicants will eventually be served, they are put in a queue,
and it could some time for us to get to those folks to deliver
the service they're looking for from the FAA.
So, when we do certify an aircraft--and I will tell you
this, the current models that are in place today are not
suffering from a certification backlog. Those folks were in the
queue early on, and we've--are certainly providing the
necessary resources to get that work done. But those other
applicants that will be coming online, while there may be 20
thinking about it--some, seriously; some quite--not so
seriously--they have expressed their desire to build
airplanes--but they have been informed that there is a queue,
and that there is a period of time, most likely, they will
wait. Congress has certainly recognized that--in 2006, you
plussed us up, and certainly recognized that in the 2007
budget. So, we certainly appreciate that, but that's where the
impact does show up. But never at the level of safety--at the
safety level.
Senator Rockefeller. Thank you.
Senator Burns. Senator Lautenberg, do you have----
Senator Lautenberg. A couple, Mr. Chairman, if you'd
indulge me. And thanks for calling this hearing. I think it's
very important.
Did you say, Mr. Cirillo, that you have 14,600 people on
duty now in the air--air traffic controllers?
Mr. Cirillo. Yes, in--well----
Senator Lautenberg. They're on duty. Now, I'm not----
Mr. Cirillo. They're on duty. Some are in various stages of
training.
Senator Lautenberg. Of--various stage--so, they're not on
duty, those stages of training. And those that you've hired
this year--you said 14,600, that this was a big hiring year.
But the question is, What's the standing population of the
controller force?
Mr. Cirillo. That was the 14,600.
Senator Lautenberg. Yes, we have reason to challenge it,
and we'll discuss that at a later moment, if you will.
All right. Do these have any--Mr. Sabatini, do these
airplanes have any commercial viability? Will they--can they be
used--I mean, you know that there are places that fly a Cessna
402 and put eight passengers in there, and they function.
Mr. Sabatini. Well, we certainly have certified the
airplane to perform under many different circumstances and
operating environments. It would certainly be up to an operator
to decide to use it in a business model that they choose to.
Senator Lautenberg. But you'd have no restriction.
Mr. Sabatini. None. We have regulations that would be
specific for the type of operation that operator----
Senator Lautenberg. So that they can put as many people as
they can comfortably fit in there, right?--in one of these
airplanes.
Mr. Sabatini. Yes, and they can use it, under Part 135, on
demand, or they can use it--well, basically, that's the
regulation----
Senator Lautenberg. Yes.
Mr. Sabatini.--they would be able to----
Senator Lautenberg. Yes.
Mr. Sabatini.--use it under.
Senator Lautenberg. Right. I wanted to ask you this, that
when we look at the accommodations needed, did--do you think
at--with the present restrictions--we've got a 1,000-foot
separation, and delays, constantly, on the East Coast and other
fairly busy places. They cause delays all over, because what
happens if New York is jammed with flights coming North-South,
then they can't take the airplanes from the West, coming there.
At what point do you say that skies have finite--has a finite
limit and that there's a point at which we can't take any more,
based on the fact that delays count? Is there a delay marker
that we use that says that every flight should be off in 10
minutes, or something like that, from its advertised time?
Mr. Cirillo. Well, safety is our number-one priority, so we
don't put those types of parameters around the operation,
because our ultimate mandate is to maintain the safe operation.
But we do have a sophisticated traffic flow management system,
and it's generated from the Air Traffic Control System Command
Center in Herndon and our traffic management units around the
country, and we have the ability to put a traffic management
initiative in at any airport, and also, as recently as this
year, for the airspace. And the reason is obviously to maintain
efficiency, but, more importantly, is to maintain safety so
that airports or airspace or sectors don't get overloaded and
we have the maximum throughput while still maintaining our
safety mandate.
Senator Lautenberg. Would it make sense for FAA to publish
delay statistics? Do they do it now?
Mr. Cirillo. Yes, sir.
Senator Lautenberg. How frequently?
Mr. Cirillo. On a daily basis, we----
Senator Lautenberg. All airports?
Mr. Cirillo. Yes, sir.
Senator Lautenberg. I would ask you a question. What about
the noise level from these aircraft? Will they be significantly
less or more than, let's--turboprops or other--the lightest of
the jets that are flying now?
Mr. Sabatini. They will certified to the most recent noise
requirements. And I will tell you that when they fly by, you
will hardly hear them.
Senator Lautenberg. Really? That would be excellent. Well,
does that mean we can get rid of some of the old, noisier ones
that are not yet--that don't meet the standard in a lot of
airports?
Mr. Sabatini. Well, sir, I believe today that all aircraft
that are operating today, regardless of their weight, meet or
exceed the noise requirement contained in their certification
basis. As technology for aircraft and engine design has
improved over the years, many aircraft today are quieter than
their predecessors. This is also true for small jets in
general. Market forces will determine the attrition rate of the
noisier jets.
Senator Lautenberg. Most. Not all.
Mr. Sabatini. Well, I'm not aware of any, so I'd have to
get back to you, Senator.
Senator Lautenberg. Thanks very much, Mr. Chairman. Thank
you, gentlemen.
Senator Burns. Thank you. And I thank both of you for
coming this morning and offering your testimony. We'll--we look
forward to working with you as we work through next year. Thank
you very much. Thank you.
We'll go to our second panel: Mr. Vern Raburn, President
and Chief Executive Officer of Eclipse Aviation Corporation,
out of Albuquerque, New Mexico; Mr. Edward Iacobucci, President
and Chief Executive Officer, DayJet Corporation, Delray Beach,
Florida; Jack Pelton, Chief Executive Officer from Cessna
Aircraft out of Wichita, Kansas; and Mr. Matt Andersson--and I
suspect it's ``Anderson,'' though--Senior Aviation Consultant,
Aerospace, Defense and Transportation, CRA International, out
of Chicago. We appreciate you gentlemen coming today.
[Pause.]
Senator Burns. As we tackle with this new challenge in
aviation of UAVs and very light jets, we appreciate your
testimony. I read most of it last night. I appreciate some of
your testimony. And if you have a 5-minute version of your
testimony, that would certainly be helpful to us, at this time.
Mr. Vern Raburn, Chief Executive Officer of Eclipse, thank
you for coming today.
STATEMENT OF VERN RABURN, PRESIDENT/CEO,
ECLIPSE AVIATION CORPORATION
Mr. Raburn. Thank you, Mr. Chairman. I appreciate the
opportunity to speak to the Committee today on the really
exciting opportunities and changes that are happening in
aviation today.
I founded Eclipse Aviation in 1998 to really revolutionize
air travel through a low-cost, high-performance jet that we
believe is delivering unprecedented levels of performance,
efficiency, reliability, and safety, to customers. I do so with
the knowledge that our air transportation system would not be
equipped to meet the needs of 21st century air travelers. And,
in fact, the need for a whole new layer of air transportation
would be crucial to our country's future leadership and
economic development.
We believe that, enabled by this emergence of these new
VLJs, that there's a whole new generation of entrepreneurs that
will be emerging to offer services using these aircraft. These
air-taxi or on-demand air travel companies intend to leverage
the breakthrough performance and costs of VLJs to provide
point-to-point on-demand service through hundreds, not just a
few, communities in the United States.
The beneficiaries of VLJs will be individuals who regularly
endure the 5- to 10-hour drives, not airline travel, because
they cannot access commercial airlines for their transportation
needs. In other words, consumers will be using this form of air
transportation to go to new levels of companies, new levels of
communities, whether it's small, medium, or even large-sized
companies will be using these aircraft to increase their travel
needs or their travel capabilities.
Last, these aircraft will offer owner/operators--people
who, like myself, own aircraft--conduct business and personal
air travel in a way that hasn't been possible heretofore.
There are a number of faulty assumptions about VLJs that
I'd like to address. These are myths that are primarily being
generated by current users of the system that do not understand
the capability of these aircraft.
This first myth is that these VLJs will be flown by
inexperienced pilots, and training will be a concern. The
simple fact of the matter is that we have over 800 individuals
who have bought these aircraft, and these individuals typically
have a commercial pilot's license, have over a thousand hours
of experience, and are already qualified to fly aircraft that
are far more difficult to fly.
Training. Eclipse pilots will receive the most advanced
flight training, far beyond any mandate from the FAA. In fact,
they will receive training that is in excess of what airline
pilots typically receive. So, we will be training the pilots,
with the ultimate context of, ``If you can't meet the training
criteria, we won't sell you an airplane.'' No other
manufacturer has ever made that claim previously in the history
of aviation.
Another myth is that VLJs will cause airport congestion.
There's a lot of ample evidence to show that en route airspace
to accommodate new aircraft with today's antiquated ATC system
is able to handle this. VLJs will rarely be accessing major hub
airports. In fact, they will be accessing the satellite
airports. To Senator Rockefeller's question earlier, every
major city, ironically, with the exception of Washington, D.C.,
has significant number of satellite airports around it,
including, by the way, Charleston. And passengers will be able
to use time-sensitive, on-demand air travel, to go where they
need to go when they want to go. Once again, I want to
emphasize the point, not where the airlines go today, but where
the airlines don't go.
The myths continue with this idea that VLJs will disrupt en
route traffic flows. Again, this is simply not a fact. In fact,
we rarely will fly at higher altitudes. I've flown the Eclipse
500 now well over 150 hours, and I've only been above 28,000
feet six times; principally on test flights. That's because at
even 28,000 feet, the aircraft offer 100 knots of additional
speed for the same fuel burns as turboprops. For the ranges and
the typical trips that these aircraft will be using, whether it
be up and down the East Coast or to the West Coast or to
Montana or to Wyoming, this airplane will be able to use these
altitudes, very effectively.
There is another myth or concept that VLJs drive cost into
the air transportation system. Well, the simple fact of the
matter is, once again, that most of the cost in the air
transportation system today is driven by the airlines, by their
need to go to and from a very, very small, finite number of
airports, whether it's the 22 PACER airports or the 35 OEP
airports. That's what drives the congestion in the system
today, is the fact that they all go in, and want to depart and
arrive at, the same places. VLJs will, once again, be operating
out of the airports, out of the communities where there is no
congestion today.
So, the fact is that a lot of these concepts are fully
misdirected, and it's endangering the economic future of this
country. The airlines are approaching air transportation as a
zero-sum game, as a game that simply says, ``There's no more
space left, let's restrict the access to the system.'' In fact,
a recent study that Matt will be talking about, from CRA, says
that, based solely on the VLJ projections from the FAA, that
there will be over $24 billion in economic output, over $7
billion in earnings, and over 176,000 jobs created by 2017,
from VLJs alone. In Albuquerque, alone, we now employ 850
employees that, 2-5 years ago, were not employed in
Albuquerque, with an average salary that's three times that of
the average salary in the State of New Mexico. It is
unfathomable that we, as a Nation, will not move forward
aggressively to tap into this significant growth opportunity
for businesses and economic expansion.
Thank you very much for your time.
[The prepared statement of Mr. Raburn follows:]
Prepared Statement of Vern Raburn, President/CEO,
Eclipse Aviation Corporation
Good morning. My name is Vern Raburn, and I am President and CEO of
Eclipse Aviation Corporation (Eclipse), located in Albuquerque, New
Mexico. I appreciate the opportunity to address the Senate Committee on
Commerce, Science, and Transportation Subcommittee on Aviation,
concerning the incorporation of the very light jet (VLJ) into the
national air space (NAS) and into our Nation's economy. My goal today
is to first summarize Eclipse Aviation, the Eclipse 500 and the current
air transportation system. Second, I want to dispel the many myths that
the airlines are creating about VLJ integration into the National
Airspace System. And finally, I will show how the national economy will
benefit from a new layer of air transportation.
Sadly, with the exception of the very top end of the market, the
spirit of innovation has long been absent in general aviation, where
growth contracted dramatically following airline deregulation in 1978.
The reality is that general aviation has been sidelined to the domain
of the elite few. Since its inception, Eclipse Aviation has
demonstrated an unwavering commitment to return innovation and growth
to general aviation. I founded Eclipse in 1998 to revolutionize air
travel through a low-cost, high-performance jet that will deliver
unprecedented levels of performance, efficiency and safety to
customers.
Before I go into detail about Eclipse or why we pioneered the VLJ
market, I would like to briefly touch on the role of air transportation
in our society and national economy. Recently, the U.S. economy has
entered what some call a post-industrial phase. Employment growth is
primarily in professions and services, and this type of employment is
very flexible in its location. Consequently, the U.S. population has
begun to shift toward the interior of the nation, where things like
quality of life and cost of living are massively, measurably better.
High-speed Internet access, express package delivery and the expansion
of go anywhere phone numbers (i.e., cellular phone) are enabling this
migration.
And so, more than ever before, goods and people must be able to
move freely between regions. Companies must have fast, flexible, safe
and cost-effective access to destinations across the country. Small and
medium communities must have viable links to each other. In short, a
robust, broad and deep transportation network is more critical than
ever to our Nation's economic growth and prosperity.
Yet at the same time, our ground transportation system is
weakening. Long distance passenger rails are a thing of the past and
commuter trains are rare except in a couple of really specialized areas
like Chicago, Boston and New York. The highway transportation system is
ever more clogged, difficult and dangerous to navigate. The end
result--people are increasingly interested in traveling by air.
Yet in spite of the fact that smaller communities desperately need
air transportation to drive business development and economic growth,
the reality is that there is significantly less air service available
today as measured by communities directly served. Virtually all of
these communities have underutilized airports that can be used as
economic growth engines. In the face of these challenges and nascent
opportunities, the advent of the very light jet (VLJ) is playing a
critical role in revitalizing the GA industry and improving our overall
air transportation system.
Eclipse Aviation has successfully designed, developed, certified--
and is now manufacturing and delivering the world's first VLJ--the
Eclipse 500. To create the Eclipse 500, Eclipse used technologies and
business practices forged in the technology industry to drive down cost
while increasing performance. Eclipse applied innovation across every
facet of its business to make the Eclipse 500 significantly easier and
less expensive to operate than traditional business aircraft, and more
efficient to certify and produce. Some of the groundbreaking
innovations that we are applying to the Eclipse 500 include friction
stir welding, the PhostrEx fire suppression system, electro-mechanical
actuators and digital electronics with integrated software. These
technologies are changing the status quo of what we recognize today as
general and corporate aviation, and inspiring new and better methods of
aviation transportation for the masses.
The resulting Eclipse 500 is a high-performance aircraft with
technology and capabilities normally found in jets costing many
millions more. With an acquisition cost of one half of today's small
jets and the lowest operating cost per mile of any jet, the Eclipse 500
provides the lowest cost of jet ownership ever achieved. This
breakthrough has made the benefits of jet transportation available to a
broader segment of the population, and inspired an emerging generation
of entrepreneurs to bring a new form of air travel to the flying
public--the air taxi. It has also opened up a new world of convenient
air transportation to a majority of the communities in the U.S. that
are simply not served by commercial airlines, thereby enabling
significant economic growth.
Potential markets for the Eclipse 500 include owner operators,
corporations, airman training institutions, same-day express services,
and one of the most promising markets of all, the new air taxi
industry. Testimony specific to the new air taxi industry will be
presented by DayJet at today's hearing. For small to mid-sized
companies, the availability of small affordable jets will open up the
convenience and time savings of corporate transportation to new levels
of company management. This will create much leaner fiscal operations,
while providing new levels of service to customers in the field. These
aircraft will also allow owner/operator pilots to conduct business and
personal travel in jets offering sophisticated performance and safety
features that were previously available only in high-end corporate and
transport aircraft.
The operational characteristics of the Eclipse 500 clearly
demonstrate the aircraft's versatility. Although certified to operate
at 41,000 feet at 370 knots, the Eclipse 500 is very efficient at lower
altitudes and speeds. Many of the shorter trip profiles will have
operators flying at altitudes from 20,000 to 30,000 feet. For the five
hundred mile, two to three passenger trips that will constitute a
significant portion of the workload of the Eclipse 500, those often
underutilized altitudes will serve as the most efficient. Further, with
the ability to land and take off from 2,500 foot runways, the Eclipse
500 can utilize 10,000 (5,000 public and 5,000 private) landing
facilities in the U.S. This will allow communities and remote
geographic regions of our country that do not enjoy the safety and
reliability of twin engine jet aircraft transportation, to become the
beneficiaries of modern-day transportation, and the economic benefits
that will follow.
Bringing turbine safety to a whole new class of aircraft, the
Eclipse 500's standard safety features rival those of aircraft costing
millions more and include: autothrottle; color weather radar; a dual-
redundant flight management system with sophisticated aircraft
performance computer; ``smart'' electronic checklists and an
intelligent crew alert system. The state-of-the-art Eclipse 500 cockpit
is designed for safety. For example, to ensure availability of critical
flight data, the Eclipse 500 is equipped with redundant, high
reliability, solid state electronic sensors and displays. In addition,
both Primary Flight Displays (PFDs) and the Multi Function Display
(MFD) have a reversionary mode, allowing them to transfer information
to one of the other displays if required.
Through digital electronics, the Eclipse 500 incorporates a level
of systems integration and safety previously available only in advanced
military aircraft and commercial airliners. This extensive level of
aircraft systems integration, known as Avio in the Eclipse 500, is
delivered through integral, redundant computer systems, and an advanced
power distribution system. Avio systems contain extensive built-in-
testing capabilities that are used to constantly monitor and ensure the
integrity of the aircraft. More than just an integrated avionics and
instrument suite, Avio expands integration technology beyond the
cockpit and applies it to the entire aircraft. Aircraft systems--
including avionics, engine operation, fuel system, flaps, landing gear,
cabin pressure and temperature--are centrally controlled by Avio. Avio
significantly reduces pilot workload by simplifying tasks, generating
useful information, managing systems and assisting with
troubleshooting. In fact, the Avio-equipped Eclipse 500 is more capable
of operating in our current and future national airspace than most of
the aircraft currently used in air carrier operations.
There are a number of faulty assumptions about VLJs, and one of
them is that they will be flown by inexperienced pilots. The reality is
that the people who are purchasing these airplanes are not just
beginning to learn how to fly. They are licensed, seasoned pilots who
have earned multi-engine and instrument ratings from the FAA. As I will
detail in a moment when I walk you through Eclipse's training process--
training will be done through the best aviation training school in the
world. In all cases, the curriculum goes far beyond what the FAA
requires and the core curriculum goes beyond all existing airline
training programs. Moreover, this is not a matter of simply sitting
through a course. Pilots will have to demonstrate proficiency.
As the category leader, Eclipse's comprehensive approach to
training demonstrates its unwavering commitment to safety and has set a
very high bar for VLJ training overall. In 2005, Eclipse kicked off an
unprecedented training partnership with United Airlines, a proven
industry leader in cockpit resource management and crew safety
innovations. This partnership is designed to provide Eclipse pilots
with the most advanced flight training available in general aviation.
The training program will provide a level of professional pilot
training normally available only to commercial airline pilots. Eclipse
takes its responsibility to create an environment for pilot success so
seriously, it has committed to refund the deposit of any customer who
cannot successfully complete its training program.
Eclipse is actively participating in the FAA's Industry Training
Standards (FITS) program. The FITS program uses scenario-based training
and case studies of previous aviation accidents and incidents to
provide a learning environment that more closely resembles day-to-day
flight experiences.
Eclipse's curriculum is unprecedented in the industry and is
focused on creating safe pilots. The Eclipse pilot training program
consists of multiple phases that provide training experiences from
initial introduction to the Eclipse 500 to recurrent training. At the
beginning of the Eclipse training program, pilots will have to complete
a Flight Skills Assessment in a full-motion simulator focusing on
instrument proficiency and airmanship skills. A written Pilot
Qualification Review will be completed by each pilot in advance of the
Skills Assessment. Each pilot will also be required to take the Myers-
Briggs Type Indicator personality test to help tailor the training
program to their individual personality type. Based upon the results of
the Skills Assessment, supplemental training may be required for some
customers prior to beginning the Eclipse 500 Type Rating.
After the flight skills assessment, each pilot will be provided
with information on the basics of operating a jet, and will have to
complete emergency situations training. The Jet Basics Self-Paced Study
Course, in a CD format, provides an overview of jet aircraft and their
operating environment. The topics covered in the course are:
Introduction to Jet Engines; High Altitude Physiology; High Altitude
and High Airspeed Aerodynamics; High Altitude Flight Planning; and,
High Altitude Weather and Radar. The emergency situations training will
provide hands-on upset recovery training in Eclipse's L-39 jet.
Further, in addition to classroom work on physiology and hypoxia, the
pilot candidates will experience actual hypoxia training with a mixed
gas simulator.
After all of this foundational training is complete, pilots will
transition to the Eclipse 500 type certificate transition training. The
training is comprised of four parts. They include: self-paced study of
the Eclipse 500 aircraft systems; classroom training; simulator
training; and, actual flight training in the Eclipse 500. The type
rating transition course will provide classroom instruction that
emphasizes FITS scenario-based training to build good judgment.
Following completion of the type rating course, each pilot will take a
type rating examination in the Eclipse 500, or in a full-motion
simulator once the simulators are certified.
Depending upon the pilot's experience level, following completion
of the type rating examination, some pilots will receive their type
rating to fly the Eclipse 500 in single-pilot operations. Others will
be required to fly with experienced mentor pilots, which is similar to
an airline-style initial operating experience. This pilot mentor
program will include operations in high-density traffic areas, the
high-altitude weather environment, and will generally ensure that the
airman displays the proper proficiency to operate as a single pilot in
the jet environment. Completion of the mentor program is not based upon
a predetermined number of hours flown with the mentor pilot, but rather
is based upon the previously mentioned display of proficiency.
Recurrent training will be required for all Eclipse 500 pilots. The
frequency of recurrent training will be determined by individual pilot
skill level and experience. For the more experienced pilot, one-year
recurrent training will be the norm. For the pilots requiring an
initial mentor program experience, six-month recurrent training will be
an initial requirement. Recurrent training will also include web-based
home study, classroom review and a proficiency check in a simulator.
I would now like to address some of the confusion that is emerging
about the integration of VLJs into our national airspace. The FAA and
Joint Planning and Development Office (JPDO) are doing very important
work to modernize our national air transportation system through the
Next Generation Air Transportation System (NGATS) initiative. A recent
article by a member of the Strategy, Advanced Traffic Management group,
The Boeing Company, illustrated that the need to modernize our Air
Traffic Control (ATC) system is necessary to simply move away from the
1950s technology that is in place today, and completely utilize the
system efficiencies and increased safety available through NGATS
technology. Journal of Air Traffic Control, January-March 2006,
(Attachment ``1'', page 43).
The article also dealt with misconceptions surrounding VLJs and
airport congestion. Specific to congestion, the reality is that VLJs
will neither require nor seek regular access to major hub airports. The
FAA data supports this with general aviation operations accounting for
only 6 percent of the operations at the Operational Evolution Plan
(OEP) 35 airports. In addition, there is absolutely no correlation when
comparing the 20 busiest general aviation airports to the 20 busiest
airports for airlines. As the article states, ``The VLJ business model
is based on providing convenient, personal point-to-point services
through non-congested airports. VLJ passengers will be time sensitive
and convenience-minded, and they will use VLJs precisely to avoid the
hassles associated with large hubs. Second, VLJ aircraft are
specifically designed to operate from runways as short as 3,000 feet
(including many grass strips). This makes them ideal for providing
point-to-point services to most of the 5,000+ U.S. airports serving
small to medium sized markets.'' Journal of Air Traffic Control,
January-March 2006, (Attachment ``1'', page 42).
In fact, even if a VLJ operator decides to operate into a hub
airport, that operation will not cause congestion. ``The effect of VLJ
operations into hub airports will be minimal for a number of reasons:
VLJ pilots will need adequate prior experience and will receive
rigorous training, equivalent in many cases to that for commercial
pilots; VLJ aircraft will have advanced integrated avionics to provide
enhanced pilot situational awareness, enable seamless traffic flow
integration and optimal spacing with commercial traffic flows; VLJs are
capable of operating at speeds compatible to those of commercial jet
aircraft, throughout the terminal area and until well inside the final
approach fix; VLJ climb and descent rates are compatible with
commercial turbojet aircraft; VLJ aircraft can land and depart safely
using shorter runways, unusable by commercial jet traffic. Even
regional jets require those same longer runways. On intersecting
runways, VLJ aircraft are capable of routine (LAHSO) Land and Hold
Short Operations; and finally, to enhance traffic integration even
more, new procedures that take advantage of VLJ performance and
avionics capability can be developed.'' Journal of Air Traffic Control,
January-March 2006, (Attachment ``1'', page 42).
Some believe that VLJs will clog our airspace and create gridlock
in the skies. The reality is that there is significant available
airspace to accommodate these new aircraft. Under Marion Blakey, great
progress has been made and the transformation to NGATS has already
begun. Last year we doubled the capacity of airspace system between
FL290 and FL410 with RVSM, so there is plenty of capacity in those
altitudes. WAAS is now a reality, and RNAV and RNP are happening.
Moreover, it is important to note the airspace is three dimensional.
This is not a two lane highway where you are permanently stuck behind
the truck in front of you. VLJs are technologically advanced and
nimble. They are more than capable of getting out of the way of faster
airplanes. Moving around in the airspace is something airplanes do
everyday, most often when the commercial airlines go up and down in
altitude looking for a smooth ride.
As stated in the Journal of Air Traffic Control, ``Commercial jet
traffic will continue to dominate in the higher altitudes. VLJ
operations will generally be on shorter routes under 600 statue miles
and mainly at altitudes below those on longer-range commercial
operations. Sometimes, especially on longer stage lengths, VLJs will
want or need to operate at the higher altitudes, but even then VLJs
will not disrupt en route traffic flows, even though they cruise at
0.64 mach, slightly slower than commercial airliners. Current Flight
Management System (FMS) technology already enables faster moving
aircraft to establish offset tracks so as to pass slower aircraft en
route.'' The article goes on to say, ``In the ongoing debate about the
impact of VLJ operation, the question of VLJ speed compatibility has
been raised frequently. In large measure, this is a red herring. The
commercial and business fleets of today operate at a variety of climb,
cruise, descent, and approach speeds, based not just on aircraft type,
weight, and performance differences but also on variations in company
policies. Even with today's 1950s ATC technology, controllers are able
to integrate traffic of varying speeds quite efficiently, so VLJs will
add no significant complexity.'' Journal of Air Traffic Control,
January-March 2006, (Attachment ``1'', pages 42&43).
The current hub-and-spoke system used by the airlines is reaching
capacity regardless of the integration of VLJs into the NAS, and as was
established in 1997, it is this airline hub and spoke operation that
drives the majority of system cost. VLJs will not change this dynamic.
VLJ operators and owner pilots will use their aircraft to go where the
airlines don't, avoiding the congestion associated with the hubs.
Moreover, when these airplanes are flown by air taxi operators they
will pay the commercial ticket tax. Because the air taxi charge will
likely exceed a typical coach ticket, the typical air taxi passenger
will end up paying more in taxes than the scheduled airline passenger.
It would be irresponsible not to point out the elephant in the
room--and that is the fact that airlines see air transportation as a
zero sum game and are acting to limit air transportation capacity vs.
expand it. In other words, fearing they will lose passengers to VLJ
operations, the airlines are propagating a series of myths to impede
the air transportation expansion our country so desperately needs. This
energy is misdirected and harmful to our economic future. As mentioned
earlier, most VLJ passengers want to travel where the airlines do not
offer service and will be choosing VLJ air transportation in lieu of
their cars. Additionally, the ample airspace capacity and new aircraft
capabilities exist to make this expansion possible today. It is clear
that the sophisticated technologies that are available on today's VLJs,
including ADS-B, WAAS and LPV, are not advancements the airlines are
interested in retrofitting on their fleet.
I would like to close by recognizing the significant economic
impact of the VLJ market on the Nation's economy. At EAA AirVenture
2006, Acting Secretary of Transportation Maria Cino, prior to awarding
the Eclipse 500 type certificate, stated that ``air travel drives
economic growth.'' At the same event, FAA Administrator Marion Blakey,
said ``Eclipse is more than about just building a plane . . . it's
about building a company, it's about building our economy.''
A recent study, conducted by CRA International and based upon FAA
VLJ market projections, estimated a potential annual VLJ economic
impact of $24 billion in output, $6.9 billion in earnings and 178,000
jobs in 2017. Based upon the unprecedented market acceptance of the
Eclipse 500 VLJ, there is a very real potential for higher production
of VLJs than the FAA has forecast. Increasing the FAA projection by 50
percent (for a total fleet size of 7,425 aircraft), economic activity
in 2017 related to VLJs would total over $32 billion in output, $9.4
billion in earnings, and over 249,000 jobs. If the forecast of VLJ
production is increased beyond the FAA projection to reflect an
additional increment of corporate sales equal to the level of aircraft
purchased by air taxi operators (for a total fleet size of 8,250
aircraft), economic activity in 2017 related to VLJs would total over
$35 billion in output, $10.4 billion in earnings, and over 276,000
jobs. The Economic Impact of Very Light Jets, CRA International, May
2006. * More specific information on the potential economic impact of
the VLJ market on our Nation's economy will be presented by CRA
International at today's hearing.
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* The information referred to has been retained in Committee files.
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Thank you for the opportunity to testify before the Senate
Committee on Commerce, Science, and Transportation Subcommittee on
Aviation. I hope that my comments have assisted in your understanding
of the emerging VLJ market; the potential impact of VLJs on our society
and economy; and the incorporation of the VLJ into the NAS.
Attachment 1--
Journal of Air Traffic Control--January-March 2006
Very Light Jets, Impacts on NAS Operations
(By Captain J Leslie Robinson, Aviation Consultant, Neil Planzer, Vice
President, Strategy, Advanced Air Traffic Management, The Boeing
Company)
``Without the unique benefits of air transportation, our quality of
life would be dramatically reduced. Whether those benefits will
continue to be available in the future will depend on actions we begin
taking now. The system is already showing signs of stress and it is
clear that projected demand will soon surpass the system's capacity.''
\1\
---------------------------------------------------------------------------
\1\ JPDO. Next Generation Air Transportation System Integrated
Plan. U.S. GPO: Washington, 2004. P.2.
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``Now imagine an alternative world where a traveler or shipper
determines the departure and arrival times--instead of being confined
to a predetermined schedule . . . Think of the possibilities if owning
a recreational plane, a micro-jet, or a share of a jet capable of
flying in nearly all weather conditions were affordable to more
Americans.'' \2\
---------------------------------------------------------------------------
\2\ Ibid. P.i.
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In the Next Generation Air Transportation System Integrated Plan,
published in December 2004 by the Joint Planning & Development Office,
JPDO projects a range of outcomes by year 2025 that can include
increases in demand to a level of up to 3 times the number of
operations in today's current National Airspace System (NAS).
The vital work of the FAA and JPDO in transforming the NAS from its
current 1950s technology to a modern information-centric, network-
enabled system of systems is finally gaining traction inside the
Beltway. Nevertheless, the sheer magnitude of the systems-of-systems
planning, funding, and engineering required, as well as the
accompanying political and social issues, continue to stall NAS
modernization. If this delay continues, the result could be monumental
air traffic gridlock, with unimaginable economic and social
consequences. No one can predict when this could occur, in some measure
because the timeline can be affected by several disruptive
technologies.
Some of these technologies will likely have minimal effects on the
NAS in the near to mid-term. The integration of unmanned or remotely
operated aircraft into the NAS does not seem likely in the near to mid
term. The NASA Small Aircraft Transportation System (SATS) concept,
which suggests that someday individuals with little or no aviation
skills may be operating private air vehicles controlled and separated
from each other by computer systems, seems even more remote.
In contrast to these more remote technologies, however, there is a
third very real, disruptive technology approaching in the very near
term--the Very Light Jet (VLJ). Next year, with virtual certainty,
these small, moderately priced, six-passenger twin-engine jets will be
certified and will begin to populate the NAS in increasing numbers,
enabling personal and on-demand, point-to-point air service to most of
the Nation's approximately 5,400 airports.
What Industry & Government Are Saying About the VLJ
The pending introduction of the VLJ has raised some concerns.
Airline operators see a possibility that the skies and airports they
use will suddenly be filled with large numbers of smaller and slower
aircraft. Increased airport and airway congestion could mean more
delays and higher operating costs for an industry that is already
hanging by a thread.
At the same time, the FAA, NASA, and the JPDO have expressed
similar concerns regarding the potential impact of VLJs on the NAS Air
Traffic Control System:
``The FAA predicted this spring that 4,500 microjets will be
flying by 2016.'' \3\ To put this in perspective, according to
the Boeing 2005 Current Market Outlook, the 2004 year-end
global fleet of commercial aircraft consisted of just 16,778
aircraft, and by 2025 that fleet is expected to more than
double to 35,287. \4\
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\3\ Levin, Alan. ``High Tech Gizmos Propel Aviation into the
Future.'' USA Today: Washington, 2005.
\4\ The Boeing Company. Current Market Outlook. The Boeing Company:
Seattle, 2005. P. 11.
``An FAA computer simulation last year predicted that flight
delays would climb more than 300 percent by 2010 if microjets
(VLJs) arrived as expected and the Agency made no improvements,
said its author, FAA mathematician Doug Baart.'' \5\
---------------------------------------------------------------------------
\5\ Ibid.
``NASA says the number (of VLJs) could be even higher. It
estimates the market at more than 8,000 by 2010.'' \6\
---------------------------------------------------------------------------
\6\ Ibid.
The JPDO Next Generation Air Traffic System Integrated Plan
states that ``a shift of 2 percent of today's commercial
passengers to micro-jets that seat 4-6 passengers would result
in triple the number of flights in order to carry the same
number of passengers as today.'' \7\
---------------------------------------------------------------------------
\7\ JPDO. Next Generation Air Transportation System Integrated
Plan. U.S. GPO: Washington, 2004. P. 5.
These rather stark projections raise two important questions.
First, can VLJ aircraft be assimilated seamlessly into today's NAS? And
second, would a rapid growth in VLJ deliveries in the mid- to long term
overwhelm the air traffic control system and create widespread
gridlock, long before any Next Generation Air Traffic System (NGATS)
could be implemented? Are these concerns justified? Let's take a look
at the issues.
The Very Light Jet & ``Disruptive Technology''
Recently, some aviation experts have referred to the VLJ as a
``disruptive technology,'' \8\ Clayton M. Christensen of Harvard
Business School originated the term in his 1997 book The Innovator's
Dilemma. Christensen described ``disruptive technology'' as ``a
technology bringing to market a very different value proposition, . . .
products typically cheaper, simpler, smaller, and frequently, more
convenient to use.'' \9\ He also said that a disruptive technology can
initially appear to be of limited application and minimal consumer
appeal, but can ultimately trigger changes (sometimes deadly) to
industries that fail to recognize these changes and continue to rely on
existing business models and associated ``sustaining technology.''
---------------------------------------------------------------------------
\8\ Christensen, Clayton M. The Innovator's Dilemma, When New
Technologies Cause Great Firms to Fail, Harvard Business School Press:
Cambridge, 1997. P. xv.
\9\ Ibid, Page xv.
---------------------------------------------------------------------------
With respect to the airline industry, it can be argued that VLJs
will provide business and upscale leisure travelers with a cheaper,
simpler, smaller and more convenient point-to-point substitute for
traditional hub airline services. Since airlines rely heavily on
revenues from these valuable passengers, substantial skimming of that
traffic could have major consequences.
FAA and other air traffic management experts are also concerned
about the possible impact of VLJs on the ATC system. If just a small
amount of traffic were skimmed to VLJs from commercial carriers, it
could mean a significant increase in the number of NAS operations. And
if the era of personal air vehicles is indeed coming soon, VLJ-like
traffic volume could grow rapidly.
FAA and JPDO are busily trying to develop a Next Generation Air
Traffic System based on a timeline intended to meet current projections
of traffic. The possibility of early, rapid VLJ growth could mean that
aviation gridlock might come a lot earlier than expected. So let's take
a look at the VLJ. Will it be a ``disruptive technology,'' and just
exactly what will its impact be on the NAS in the near to far term?
The Near-Term Operational Impact of the VLJ
Very Light Jets are a different breed. Serving stage lengths of up
to 1,300 nautical miles, they are capable of operating at altitudes of
up to 41,000 feet, carrying 4 to 6 passengers rapidly and comfortably
above the weather and in airspace customarily used by commercial
airlines. Let's examine the possible impact of VLJs, from an operations
perspective.
VLJ Aircraft--Safety & Equipage
The Eclipse is a great example of VLJ aircraft design. Designed as
an integrated airframe and avionics platform, these aircraft are
subjected to rigorous certification standards set by the FAA. And
precisely because these aircraft are new, integrated designs, not just
rehashes of old airframes with new black box avionics, they are getting
even more rigorous attention from FAA. VLJs will clearly be safe upon
certification!
As to equipage, most VLJs will include advanced integrated avionics
as standard or optional equipment. For example, the Eclipse will be
equipped to support:
ADS-B for precision surveillance monitoring;
Dual GPS with WAAS for precision navigation;
Auto-throttles;
Data link communications capability to connect to tomorrow's
network-centric ATM architecture;
Color Weather Radar;
Dual FMS (Flight Management Systems) for trajectory-based
operations in today's environment and in the NGATS of tomorrow.
The only option the Eclipse does not yet include is data
link to FMS integration linkage.
In short, the typical VLJ will distinguish itself as better
equipped than many of the aircraft in today's commercial fleets.
The Pilots--Training and Qualifications
A VLJ pilot will be required to hold an FAA Pilot certificate with
type rating, which implies appropriately high levels of training and
experience. In addition, because VLJ manufacturers are particularly
sensitive to the need for high-quality training, they are taking
training curricula one step further. For example, Eclipse Aviation
signed an agreement with the United Services division of United
Airlines to provide a mandatory training program similar to that of
commercial airline pilots.
There are still a few unanswered questions as to whether VLJs will
be certificated to fly with a single pilot crewmember, but current
evidence supports such a step for several reasons:
1. Meticulous attention has been given by both industry and FAA
to new advanced training standards for high performance
aircraft (i.e., FITS--FAA/Industry Training System);
2. The VLJ's integrated aircraft design and advanced avionics
platform will help make flight training and flight operations
much safer, yet much simpler;
3. Using advanced VLJ avionics capability, pilots can maintain
higher levels of situational awareness.
This combination of rigorous training and sophisticated design will
place VLJ pilot operating capabilities and operating environments near
to, at or even above the sophistication and capability of many airline
cockpits.
Air Traffic Operations--Near- to Mid-Term VLJ Impacts
Airport and Terminal Area Operations
There is speculation that even in the near to mid-term VLJ traffic
will trigger congestion or gridlock at major hub airports. They won't,
for several reasons.
With few exceptions, VLJs just won't want access to major hub
airports. The VLJ business model is based on providing convenient,
personal point-to-point services through non-congested airports. VLJ
passengers will be time-sensitive and convenience-minded, and they will
use VLJs precisely to avoid the hassles associated with large hubs.
Second, VLJ aircraft are specifically designed to operate from
runways as short as 3,000 feet (including many grass strips). This
makes them ideal for providing point-to-point services to most of the
5,000+ U.S. airports serving small to medium sized markets.
Some of those airports lack the runway, taxiway, or terminal
facilities to support larger aircraft. Others serve markets for which
there is no business case for commercial service. Still others have
some commercial service but offer few point-to-point travel options,
forcing travelers to connect through congested hub airports. For these
communities, the VLJ will provide convenient new service options. This
is their market niche. Narrow body jets and RJs just can't serve most
of those cities.
Third, of all the reasons why VLJs won't frequent major hub
airports, the biggest one is pure economics. Projected passenger cost-
per-mile for VLJ travel will be equal to or higher than full commercial
coach fares. VLJs will also probably provide no frequent flier
benefits. Therefore, business or upscale leisure travelers flying
through hub airports will be inclined to choose a traditional airline.
VLJ travel at its currently projected costs will never be a viable
economic substitute for commercial travel at major hub airports.
But what if despite all these reasons, VLJ operators decide to
operate into hub airports. Will those operations disrupt traffic or
induce gridlock? Absolutely not! The effects will be minimal, for the
following reasons:
VLJ pilots will need adequate prior experience and will
receive rigorous training, equivalent in many cases to that for
commercial pilots;
VLJ aircraft will have advanced integrated avionics to
provide enhanced pilot situational awareness, enable seamless
traffic flow integration and optimal spacing with commercial
traffic flows;
VLJs are capable of operating at speeds compatible to those
of commercial jet aircraft, throughout the Terminal area and
until well inside the final approach fix;
VLJ climb and descent rates are compatible with commercial
turbojet aircraft;
VLJ aircraft can land and depart safely using shorter
runways, unusable by commercial jet traffic. Even regional jets
require those same longer runways.
On intersecting runways, VLJ aircraft are capable of routine
(LAHSO) Land and Hold Short Operations; and finally
To enhance traffic integration even more, new procedures
that take advantage of VLJ performance and avionics capability
can be developed.
In summary, for the near and mid term, Very Light Jet technology
will not only bring point-to-point travel convenience and enhanced
economic development to many smaller towns and cities, it will do so
with minimal impact on the existing crowded hubs frequented by
traditional air carriers.
En Route Operations
It has been suggested that VLJs will cause or exacerbate en route
traffic congestion, either by their growing numbers or because of their
somewhat slower (mach .64) cruise speeds. This is certainly not the
case in the near to midterm.
There is ample available en route airspace to accommodate new
aircraft, even with today's antiquated ATC system. Commercial jet
traffic will continue to dominate in the higher altitudes. VLJ
operations will generally be on shorter routes under 600 statute miles
and mainly at altitudes below those of longer-range commercial
operations.
Sometimes, especially on longer stage lengths, VLJs will want or
need to operate at the higher altitudes, but even then VLJs will not
disrupt en route traffic flows, even though they cruise at 0.64 mach,
slightly slower than commercial airliners. Current Flight Management
System (FMS) technology already enables faster moving aircraft to
establish offset tracks so as to pass slower aircraft en route. And in
the near future, the addition of high altitude ``tubes'' with passing
lanes should enhance that capability.
The General Question of VLJ Speed Compatibility--Terminal and En Route
In the ongoing debate about the impact of VLJ operations, the
question of VLJ speed compatibility has been raised frequently. In
large measure, this is a red herring. The commercial and business
fleets of today operate at a variety of climb, cruise, descent, and
approach speeds, based not just on aircraft type, weight, and
performance differences but also on variations in company policies.
Even with today's 1950s ATC technology, controllers are able to
integrate traffic of varying speeds quite efficiently, so VLJs will add
no significant complexity.
Air Traffic Operations--Mid- to Long-Term VLJ Impacts
We have discussed the near- to mid-term integration of Very Light
Jets into NAS operations and concluded that their impact will be
minimal. It's time to take on the larger question--will the VLJ prove
to be a ``disruptive technology'' in the mid- to long-term?
Often the term ``disruptive technology'' seems to have mostly
negative connotations, perhaps due to the havoc such technology can
sometimes create in an industry or institution that fails to recognize
and adapt to change. Yet ``disruptive technology'' is generally a
positive thing in the longer term and is accompanied by periods of
exciting growth. Such periods of innovation and growth should be
expected and encouraged, if our goal is for the U.S. economy and
domestic productivity to continue to grow.
VLJ technology could have this kind of substantial positive
economic impact and could emerge as a ``disruptive technology,'' but
the results may also create increased demand for ATC and airport
services:
By bringing personal and on-demand travel within the reach
of the small business and middle class user, the VLJ may usher
in a new paradigm of personal travel freedom and mobility. This
could result in substantial, as yet unanticipated, increases in
future travelers and NAS operations, with increased congestion
in en route airspace;
By providing a jet aircraft tailored to serve smaller
airports and markets, the VLJ can broaden airport usage in the
NAS to include many more currently under-served airports. This
could mean increased demand for terminal services at those
airports;
By answering the need for personal and on-demand point-to-
point air service, driven by user needs, the VLJ can enhance
domestic productivity and economic activity, while linking
smaller markets directly to the domestic and global economies.
This could generate increased needs for VLJ cargo operations.
By including a fully integrated aircraft and avionics
platform, the VLJ can assume a leadership role in advancing the
JPDO NGATS, by assuring that VLJs will be full and efficient
participants in the NGATS of tomorrow.
All this new activity could add to the scope of the overall NAS
congestion problem, which is largely focused on hub airports. A
convergence with possible new terminal demand at VLJ airports, plus
increased en route operations, could be the makings of an ATC ``Perfect
Storm'' of gridlock.
The Solution--Demand Management or Capacity Enhancement
Regrettably, instead of concentrating our collective efforts on
capacity enhancement and NGATS, there are those who favor demand
management solutions. In particular, the idea of user fees or other
surcharges for Regional Jets has re-emerged for VLJs. This is an
unfortunate and distracting debate.
Demand management is a flawed concept that constrains innovation
and economic activity, while distorting market forces. If a new era of
personal travel options is possible, we should do everything possible
to encourage the development of an NGATS in which traditional air
carrier services can operate in harmony with personal air vehicles such
as VLJs. We should not try to constrain or inhibit innovation by
disincentives such as demand management.
Instead of wasting time considering ways to generate higher fees in
support of current inefficient, antiquated systems, shouldn't we tackle
the real problem? Isn't it time for the FAA, Congress, and industry to
make jointly a full commitment to a Next Generation Air Traffic System?
Conclusion
Very Light Jet technology may represent the beginning of a new and
exciting era of increased personal and on demand travel. If the
business model succeeds, VLJ technology can broaden usage of the NAS
and its under-served airports, and it can boost the economies of small
to medium sized communities, which today may lack adequate point-to-
point connections to domestic and global market places.
Such a potential revolution in personal travel can have significant
beneficial effects on domestic productivity and economic growth, but
``disruptive technologies'' sometimes leave casualties in their wake,
often because the institutions and industries affected either fail to
recognize the paradigm shift or else refuse to deal with it.
Time is growing short. FAA, Congress, and industry should recommit
to forging with all possible speed the partnership necessary to assure
timely transformation of our antiquated air traffic management system
into the scalable, network-enabled system of systems required to
satisfy tomorrow's demand, and in so doing assure continuing U.S.
economic growth and opportunity.
Senator Burns. We thank you.
And now we hear from Mr. Edward Iacobucci, President and
Chief Executive Officer of DayJet Corporation, down in Delray,
Florida. Thank you very much for coming.
STATEMENT OF EDWARD E. IACOBUCCI, PRESIDENT/CEO,
DayJet CORPORATION
Mr. Iacobucci. Thank you. Good morning, Chairman Burns,
Senator Rockefeller, and other Members of the Committee. I want
to thank you for the opportunity to testify here to you--with
you today on the topic of VLJs, and specifically the work that
my company has been doing in conjunction with the FAA, the
JPDO, NASA, TSA, and our partners, Eclipse Aviation, over the
past 3 years.
The mission of our company is to develop and deploy what we
consider to be the world's first commercial--what we call
``per-seat, on-demand'' service, as opposed to air-taxi. It's a
seat-oriented on-demand system. It's a regional air
transportation system, and it's exclusively deployed between
secondary markets, using community airports.
The Jet Age in the United States has delivered a very
affordable transportation methodology. It's ushered in a
broadbased economic opportunity, and it's done so by connecting
major cities in the--over the past years. However, despite
that, trips of 600 miles or less remain--have been, and remain,
a frustrating experience and very inefficient for millions of
travelers. According to DOT statistics, there were 29 percent
fewer scheduled flights less than 500 miles in length in 2005
than in 2000--only a 5-year period, 29-percent reduction. While
scheduled flights at small regional airports still exist, they
dropped, for the same period, by over 17 percent. For many
years--in fact, for decades--broadbased subsidies and programs
have failed to bring self-supporting commercial air service to
the secondary communities of our country. Even in the case
where air flights were available, typically it involves
multiple steps with long layovers, unpredictable layovers
through a large hub, and it costs time and money, and, as a
consequence, a lot of regional travelers have taken to driving.
In fact, BTS travelers survey--here, let me make sure I quote
it properly--is 136 million of the 192 million business trips
identified in that survey in 2003 were spent driving to
regional meetings 100 to 750 miles away.
As I said, our corporate mission is to make direct on-
demand air transportation between secondary markets a
commercial reality. Our passengers will enjoy safe and secure
transportation to these markets and produce economic
development opportunities at--in those markets.
For example, earlier this year, DayJet announced our first
five locations. We've actually announced our southeast region
as our first region; and the first five locations, within that
region.
The VLJs themselves are going to enable new travel options
and, to the cost point, allow us to aggregate passengers in
ways that haven't been done before. Our marketing studies,
focus groups, agent-based technology shows us that most of the
travelers will come off the highway. Our optimization systems
show us that these services can be deployed at scale on a
profitable basis.
We will connect smaller communities, metropolitan exurbs,
and rural areas with point-to-point service, strictly point-to-
point service. Our missions are all 100 to 600 miles. And
seldom will we ever have to enter Class B airspace.
As was mentioned before, all our flights are between--
somewhere between 18,000 and 30,000 feet, and we plan to deploy
the Eclipse 500 using two-person crews. Despite the fact that
we could do it with one, we're going to do it with two, as part
of our business model.
The training is done in conjunction with Eclipse--work that
we're doing with Eclipse, United Airlines. And the training is
going to be done to standards that are well beyond the typical
standard that you would see in FAR 135 operations.
As far as security goes, we will plan to implement the 12-5
rule. Again, even though the aircraft is only 5700 pounds, we
will be putting in place all the rules that are in place today
for 12,500-pound aircraft. Our pilots, maintenance personnel,
will have 10-year background checks. Parking lots are going to
be monitored--ramps, fence, passengers cleared through TSA
lists and escorted to and from the airplanes.
I could talk quite a bit more about the work that we've
been doing with the air traffic control and NASA, in terms of
developing some of the new technologies within our network as
we grow it. I'm going to run out of time, so that I'm--so that
I'll leave that for the questions and answers. The topics have
been covered.
But, in short, we believe that the network-enabled
operations that we're developing view DayJet as a network of
airplanes, not individual airplanes, that are all managed by a
system. That innovation and the innovative business model will
bring new business to communities, new transportation options,
and ultimately economic growth.
Thank you so much.
[The prepared statement of Mr. Iacobucci follows:]
Prepared Statement of Edward E. Iacobucci, President/CEO,
DayJet Corporation
Good morning Chairman Burns, Senator Rockefeller, and Members of
the Subcommittee. Thank you for the opportunity to testify today on the
topic of very light jets (VLJs) and the work we are doing together with
the Federal Aviation Administration (FAA), the Joint Planning and
Development Office (JPDO), National Aeronautics and Space
Administration (NASA), Transportation Security Administration (TSA) and
Eclipse Aviation to develop and deploy the world's first commercial
``per seat--on demand'' regional air transportation service between
secondary communities using community airports.
In the United States the jet age has delivered safe, affordable
transportation ushering in broad based economic opportunity by
connecting major cities. Yet trips of 600 miles or less remain
frustrating and inefficient for millions of travelers. According to the
Department of Transportation (DOT) there were 29 percent fewer
scheduled flights less than 500 miles in 2005 than in 2000, while
scheduled flights at small regional airports dropped 17 percent during
the same period. For decades, despite concerted effort, a variety of
subsidies and programs have failed to bring broad-based, sustainable,
self-supporting commercial air service to secondary communities and
rural areas of the Nation. Even in the case where flights are
available, multiple legs must be flown through a hub airport costing
time and money. Often regional trips require a forced overnight stay
due to flight scheduling. As a result, 136 million of the 192 million
business trips identified in the 2003 BTS Business Travelers Survey
were spent driving endless hours to regional meetings 100 to 750 miles
away.
DayJet's corporate mission is to make direct on-demand jet air
transportation between secondary markets a commercial reality. DayJet
passengers will enjoy affordable, safe and secure air transportation
between these markets and our air transportation service will expand
local economic development opportunities in the communities we serve.
Earlier this year DayJet announced our initial service area in the
southeastern region including Florida, Georgia, Alabama, Mississippi,
North Carolina, South Carolina and Tennessee.
VLJs enable new travel options. DayJet's new ``per seat, on-
demand'' * service lowers the cost for individual travelers traveling
on a VLJ by aggregating other passengers on the aircraft (for a total
of up to three (3) passengers per flight) even as we manage all of the
factors of logistics and costs of providing the air service. Our
marketing studies, focus groups and agent-based demand generation
technology shows us that most of our travelers come off the highway.
Our Advanced System Technology for Real Time Operations (ASTRO) makes
it possible to establish a profitable business to serve customers with
the highest levels of safety, security and a great customer experience.
---------------------------------------------------------------------------
* The report ``Per Seat, On-Demand Jet Services--How to Keep Air
Transportation Moving at the Speed of Business'' has been retained in
Committee files.
---------------------------------------------------------------------------
DayJet will connect smaller communities, metropolitan exurbs and
rural areas with a point-to-point service. With missions in the 100 to
600 statute mile range our short flights will avoid entering Class B
air space. Instead we will fly in under-utilized air space at flight
levels typically in the 18,000 ft to 30,000 ft range. DayJet plans to
fly our Eclipse 500 jets using a two-person crew meaning we will train
and fly with two pilots. Our business plan supports this level of
personnel. We will train our flight crews in a program that is similar
to that of a traditional airline. Eclipse Aviation in cooperation with
United Airlines will train our pilots using the most up-to-date methods
and equipment including flight simulation. As a FAA FAR 135
certificated operator we choose to train our pilots and maintenance
personnel at a level that goes above and beyond minimal requirements.
We do the same when it comes to security.
DayJet will follow the TSA 12-5 rule for security, setting a higher
standard for an aircraft in this weight class beyond today's TSA
requirements. Our pilots and maintenance personnel will have 10 year
background checks, our parking lots will be monitored, ramps will be
fenced and all passengers will be escorted to and from our aircraft.
While this is not required by TSA at this time and many community
airports do not have security practices, at DayJet we believe security
and safety must be nurtured and lived everyday. This is why our
training, best practices and corporate culture are founded upon of
safety, security and accountability.
DayJet's investments in next generation technology are a factor
driving modernization of the National Air System (NAS). Working in
partnership with the FAA over the past 3 years and leveraging technical
research and development by NASA, we have identified key areas in which
operational best practices combined with new technology will be
implemented. These implementations on our aircraft and in our training,
maximize safety and operational availability while minimizing our
impact on workloads for air traffic control (ATC). Our investments in
on-board technology and in training will allow DayJet to use new
Required Navigation Performance (RNP) routes and Wide Area Augmentation
System (WAAS) lateral precision vertical (LPV) approaches. We will
equip our fleet with Automatic Dependent Surveillance Broadcast (ADS-
DB) transponders allowing for much improved ground-based surveillance.
As ``ADS-B in'' capability becomes available, we expect to reap the
benefits of reduced minimum separations and much improved situational
awareness. These innovations result in lower costs for all parties
while enhancing safety through greater flight precision in the
utilization of air space and in a greater variety of weather--all
meaningful near term advantages of modernization.
In the longer term our active participation on the JPDO's Agile
Airspace Integrated Product Team (Agile IPT) provides an appropriate
dialogue mechanism for technical input and the sharing of information
for future planning purposes. As a business person with an in-depth
understanding of digital technology, who played a role in shaping the
information networked age over the past two decades, I believe that the
JPDO's development of the Concept of Operations and the Enterprise
Architecture working toward Network-Enabled Operations (NEO) is
essential to realize the vision of a scaleable network-centric
automated NAS model.
Innovation comes from setting standards and encouraging
entrepreneurs to invest in the realization and commercialization of the
vision. We saw this in the application of digital technology in
telecommunications, the Internet and Hi-Definition broadcasting. Many
innovations come from small companies and start-ups with new approaches
and ideas. In aviation we need to foster similar innovation by
encouraging new entrants while accommodating an evolutionary pathway
for legacy stakeholders in their move to modernize.
Mr. Chairman, this concludes my testimony. I would be happy to
answer any questions the Committee may have.
Senator Burns. Thank you very much for your testimony.
We have Mr. Jack Pelton here now, Chief Executive Officer,
Cessna Aircraft Company, from Sedgwick County, Kansas.
STATEMENT OF JACK J. PELTON, CHAIRMAN,
GENERAL AVIATION MANUFACTURERS ASSOCIATION;
CHAIRMAN, PRESIDENT, AND CHIEF EXECUTIVE OFFICER, CESSNA
AIRCRAFT COMPANY
Mr. Pelton. Chairman Burns, Senator Lautenberg, and Members
of the Subcommittee, my name is Jack Pelton. I join you this
morning in a dual capacity of Chairman of the General Aviation
Manufacturers Association, or GAMA, and as Chairman, President,
and Chief Executive Officer of Cessna Aircraft Company. Thank
you for the invitation to join you and offer testimony on the
development of what has become known to be called very light
jets, or VLJs.
Mr. Chairman, I would like to ask that my full statement be
included in the--for the record.
Senator Burns. Without objection, it sure will. And all of
your--all of the statements will be included.
Mr. Pelton. Since its founding in 1927, Cessna has
introduced, participated in, or witnessed firsthand every major
innovation in aviation. From radials to pistons to jets, Cessna
built half of the airplanes in the world today and trained the
majority of the world's pilots. It's with that background that
I join you today to address the development of VLJs.
The introduction of ``very light jets,'' a term that was
defined by the industry as jet-powered aircraft with a maximum
takeoff weight of 10,000 pounds or less, is merely another step
in the evolutionary cycle of general aviation, or GA, aircraft
development. Although the significance of the arrival of the
VLJs will be best assessed after several years of experience,
this is an exciting time for the general aviation community.
I believe that soon the traveling public will also realize
how VLJs can fulfill an unmet need for air transportation.
Mr. Chairman, in recent months, some have expressed concern
regarding the effects of the introduction of VLJs on the
National Airspace System. Although I do see VLJs as an exciting
expansion of the GA market, there are at least five specific
reasons why I strongly disagree with some of the opinions that
I've heard.
First, very light jets will not darken the skies. Based on
the forecasts made in the development of Cessna's own entry
into this sector, the Citation Mustang, fears of traffic
congestion are unfounded and unwarranted. Cessna's been
manufacturing jets since 1971. Today, our Citation fleet is the
largest business jet fleet in the world, numbering around 4,500
aircraft, and it took us 35 years to put those jets into our
customers' hands. Based on my experience, I believe general
aviation will see steady and linear, not exponential, growth.
Cessna believes that the VLJ market will develop like every
other turbine-powered GA aircraft, in an evolutionary, rather
than revolutionary, way.
Second, VLJs will not place an undue burden on the Nation's
air traffic control system. Concerns about integrating VLJ
operation with other aircraft flying in the National Airspace
System have been greatly exaggerated. Currently, the air
traffic control system accommodates a variety of airplane
types, each with a different speed and performance capability.
VLJs will operate within the speed envelop of a broad spectrum
of aircraft that are operated today by the airline fleet, and
will be able to coexist with these aircraft.
Third, VLJs will not increase congestion at the Nation's
busiest airports. At the Operational Evolution Plan, 35
airports comprised mainly of airline hubs and where a majority
of the FAA expenditures are made, GA currently accounts for
less than 6 percent of the total operations. We have no reason
to believe that GA's usage of these airports will change with
the introduction of VLJs. In fact, VLJ operators have a
powerful incentive to avoid the traffic congestion and delays
found at these airline-dominated airports. In short, Cessna
sees the introduction of VLJs at a rate that will permit them
to be transparently and smoothly absorbed into the system.
Fourth, VLJ pilots will be trained to the same standards as
commercial pilots. To obtain a type rating in a very light jet,
a pilot will have to go through FAA-approved training, the same
that's mandated for today's air-carrier and corporate pilots.
Manufacturers have selected their training partners, United
Airlines and FlightSafety, both worldwide leaders in pilot
training recognized for their leadership and safety. These
pilots, who will operate in the very light jet operations or
on-demand charter, will also meet the training, testing, and
currency standards specified and overseen by the FAA. These
type-rating requirements and proficiency standards have been
established to ensure competent pilots operate airplanes in
private and commercial operations.
Fifth, VLJ operations will pay taxes into the Airport and
Airways Trust Fund in the same manner as all other aircraft
operators, based on the operation.
Mr. Chairman, the introduction of very light jets into the
market is an exciting time for general aviation. The General
Aviation Manufacturers Association, Cessna, and all of our
industry partners look forward to working with you and your
colleagues to ensure seamless integration of the VLJ into the
United States aircraft fleet.
Thank you, again, for the opportunity to testify before you
this morning, and I look forward to your questions.
[The prepared statement of Mr. Pelton follows:]
Prepared Statement of Jack J. Pelton, Chairman, General Aviation
Manufacturers Association; Chairman, President, and Chief Executive
Officer, Cessna Aircraft Company
Chairman Burns, Senator Rockefeller and Members of the
Subcommittee, my name is Jack Pelton and I join you this morning in the
dual capacity of Chairman of the General Aviation Manufacturers
Association (GAMA) and as Chairman, President and Chief Executive
Officer of Cessna Aircraft Company. I am pleased to appear before you
to discuss the unique and growing contribution general aviation (GA)
makes to our Nation's economy and air transportation system. At large,
medium and small sized airports across the country, general aviation
operations supplement and complement the air transportation services
provided by our partners in air transportation--scheduled airlines.
Without general aviation services, thousands of communities, especially
those in remote or rural areas, could not realize the economic benefits
of air transportation.
General Aviation Development
Not many years ago, the existence of general aviation was in doubt.
If the value of GA had not been recognized, its role in the current air
transportation system would have been significantly diminished. If we
had failed to act then, the traveling public would be suffering now.
This Subcommittee played a significant role in resolving those threats,
so I would like to take this opportunity to update the Subcommittee on
the many positive outcomes of your past actions. I believe they also
provide a conceptual framework for resolving some of the issues we are
discussing today.
In 1994, recognizing the unique and essential contribution GA makes
to the Nation's air transportation system, Congress enacted the General
Aviation Revitalization Act (GARA). GARA instituted a Federal, 18-year
statute of repose for general aviation products, removing an impediment
that had caused some to conclude that the GA industry was ``dead.''
Subsequent to GARA's enactment, the number of frivolous lawsuits filed
against GA manufacturers dropped dramatically.
During the GARA debates, the General Aviation Manufacturers
Association (GAMA) predicted that if the legislation was enacted,
former GA airplane manufacturers would return to the market, new
manufactures would emerge and advanced GA products would once again be
widely available. The public, especially small communities, would
benefit from an improved margin of safety, enhanced economic growth and
a more effective air transportation system. I am pleased to note that
the public benefits predicted by GAMA in 1994 have more than
materialized and there are still more to come.
The growing demand for general aviation airplanes reflects the
increased need for air transportation, which is driven by a growing
economy. No single segment of aviation can fulfill this country's
transportation needs. Major airlines serve only 150 U.S. airports,
regional airlines serve an additional 300, while general aviation is
still the only means of air transportation at more than 5,000 public-
use airports and thousands of private-use airports. It's easy to
understand why the economic benefits from general aviation are
significant.
A recent economic study by some of the country's most knowledgeable
transportation economists quantified the economic value of general
aviation to the national economy, as well as each state. GA contributes
more than $150 billion to U.S. economic output, and directly or
indirectly, employs more than 1,265,000 people whose collective
earnings exceed $53 billion. I have attached a state-by-state summary
of this analysis to my statement and the entire study is available on
GAMA's website (www.gama.aero).
General Aviation Safety
While economic benefits are very important, our highest priority is
improving GA's margin of safety. Recent FAA statistics indicate that,
at the current rate, the number of fatal general aviation accidents
will hit an all-time low in 2006.
Safety improvements have been enabled by four main factors:
Development of innovative designs and production processes
for airplanes, engines, avionics and other components, thereby
enhancing the reliability, performance and efficiency of GA
operations.
Development of affordable avionics with advanced
capabilities, sized for installation in even the smallest GA
airplane, thereby allowing every type of GA airplane to fully
benefit from available communication, navigation and
surveillance services, and to interface seamlessly into the air
traffic control system.
Introduction of integrated, digital cockpits and electronic
displays, thereby improving a pilot's situational awareness
while reducing human error.
Introduction of more effective and efficient training
curricula for both pilots and maintenance technicians, and
growing use of advanced-technology training simulators and
devices for pilot training.
The integrated, digital cockpits available on GA airplanes today
rival any equipment installed on commercial airliners. GA manufacturers
and pilots recognized the safety benefits of this technology so quickly
that ``all-glass'' cockpits are now standard equipment on almost all
new GA airplanes capable of flying under instrument flight rules (IFR).
Very Light Jets
The introduction of very light jets (VLJs), a term defined by
industry as jet powered aircraft with a maximum take off weight of
10,000 pounds or less, is merely another step in the evolutionary cycle
of GA aircraft development. Although the significance of the arrival of
VLJs will be best assessed after several years of experience, this is
an exciting time for the general aviation community. I believe that
soon, the traveling public will also fully realize how VLJs can fulfill
an unmet need for air transportation.
As airplanes enter service, GAMA will continue to be a strong
advocate for GA safety risk management. GAMA will work closely with
current and future manufacturers, operators, training providers,
aviation advocacy groups, and appropriate representatives from the FAA,
including the Air Traffic Organization, to ensure the safe operation of
very light jets. Our purpose will be to help collect, assimilate and
distribute any reported incidents or other occurrences related to the
continued airworthiness and operation of VLJs. In line with FAA's work
on safety risk management to proactively manage the safe operation of
all airplanes in the NAS, the data available about very light jet
operations will exceed that of any previous airplane type. This will
help us ensure safe operation, and enable us to make real time
modifications to training programs and target operator oversight from
the FAA.
The Future and Impact of Very Light Jets
In recent months some have expressed concern regarding the effects
of the introduction of VLJs on the National Airspace System. Although I
do see VLJs as an exciting expansion of the GA market, there are a
number of reasons why I strongly disagree with some of the opinions I
have heard.
VLJs Will Not ``Darken the Skies''
Based on the forecasts made in the development of Cessna's own
entry into this sector, the Citation Mustang, fears of traffic
congestion are unfounded and unwarranted.
Cessna has been manufacturing jets since 1971. Today, our Citation
fleet is the largest business-jet fleet in the world, numbering around
4,500 aircraft and it took us 35 years to put those jets into our
customers' hands. Based on this experience, I believe general aviation
will see steady and linear, not exponential, growth.
Cessna believes that the VLJ market will develop like that of every
other turbine powered GA aircraft, in an evolutionary, rather than
revolutionary way.
VLJs Will Not Place an Undue Burden on the Air Traffic Control System
VLJ operations will not place an undue burden on the air traffic
control system today or in the future. In addition, VLJ operations will
not increase operational delays for other operators.
Concerns about integrating VLJ operations with other aircraft
flying in the National Airspace System (NAS) have been greatly
exaggerated. Currently, the air traffic control system accommodates a
variety of airplane types, each with different speed and performance
capabilities. VLJs, which operate within the speed envelopes of the
broad spectrum of aircraft operated by the airline fleet, will be able
to coexist with these aircraft.
FAA Administrator Marion Blakey apparently agrees. In a July 28,
2006 feature on very light jets, following the provisional
certification of the Eclipse 500, the Administrator told NBC Nightly
News, ``I think the people who are anticipating congestion problems way
up at high altitudes are probably anticipating a problem that we don't
necessarily expect to have.''
VLJs Will Not Increase Congestion at Operational Evolution Plan
Airports
At the Operational Evolution Plan (OEP) 35 airports, comprised
mainly of airline hubs and where a majority of FAA expenditures are
made, GA currently accounts for less than 6 percent of total
operations. We have no reason to believe that GA's usage of these
airports will change with the introduction of the VLJ. In fact, VLJ
operators have a powerful incentive to avoid the traffic congestion and
delays found at these airports, and they will have several ways to do
so. The flexible nature of a GA operation, and the operational
characteristics of a VLJ, make it relatively easy for operators to
avoid congestion and delay.
VLJs can fly fuel-efficient profiles using altitudes both above and
below those typically used by airlines. Unlike larger aircraft, the
operating costs for VLJs will not significantly increase when the
aircraft is flown at less-than-optimum altitudes. Also, unlike
scheduled operations, the departure time for a VLJ operation can be
easily adjusted to accommodate current congestion in the ATC system, or
current weather conditions.
VLJ Operators Will Pay Their Fair Share
VLJ operators will pay into the Airport and Airways Trust Fund
(AATF) in the same way as all other aircraft operators, based on the
operation.
VLJs Will Provide Service to Many Underutilized and Neglected Markets
Due to their unique operating characteristics, VLJs will be able to
provide commercial service to communities currently ignored by the
airlines. Today, most GA operations occur at airports with excess
capacity. It is preposterous to think that VLJ operators will not
follow suit, as doing so would alleviate the primary benefit of owning
and operating your own personal airplane: time savings and flexibility.
VLJ Pilots Will be Trained to Standards Applicable to Commercial Pilots
To obtain a type rating in a very light jet, a pilot will have to
go through FAA approved training, the same as that mandated for today's
air carrier and corporate pilots. Manufacturers have selected their
training providers--United Airlines and FlightSafety International--
both worldwide leaders in pilot training, recognized for their
leadership in safety. Those pilots who will operate a very light jet
for commercial purposes, such as an air taxi operation or on-demand
charter, will also meet the training, testing, and currency standards
specified and overseen by the FAA's principal operations inspectors and
at the discretion of the FAA Administrator. These type rating
requirements and proficiency standards have been established to ensure
competent pilots operate airplanes in both private and commercial
operations.
The Delivery of VLJs to Market Will Take Place Over Time
There is simply no large parking lot full of VLJs poised to soar
into America's skies in the coming days and weeks. In fact, as we
speak, there are less than two dozen VLJs flying (including
prototypes). Regardless of consumer demand for these aircraft, it will
take significant time for industry to produce, flight test and deliver
aircraft to customers.
Summary
The development and introduction of VLJs should be lauded as a
significant technical achievement by U.S. manufacturers. GA makes a
unique contribution to the air transportation system and generates
significant benefits to the U.S. economy. The introduction of new
technology, such as the VLJ, further expands and enhances GA's
contribution to the air transportation system.
GA operators and manufacturers continue to give safety the highest
priority. Advanced technologies are an essential precursor to
innovative airplane designs. Innovative designs enhance the margin of
safety and efficiency of GA operations.
VLJs will operate under the same pilot training standards required
for all U.S. jet pilots.
Based on the most likely estimate of VLJs to be delivered in the
next 10 years, for the foreseeable future VLJ operations will not
contribute to air traffic delays suffered by airlines. Most GA airplane
operators, including those that will operate VLJs, will continue to
avoid congested airspace and airports in order to make their movements
as quick and efficient as possible.
The VLJ's impact on both the National Airspace System and the GA
market has been greatly exaggerated on a number of fronts. The VLJ will
develop in a similar fashion to other general aviation aircraft, as a
tide, rather than tidal wave.
VLJ operators will pay their fair share for use of the NAS through
a combination of ticket and fuel taxes.
______
Appendix B
Summary of Results
Table B1--State Impacts--Total value and per capita, 2005
($ ($
State millions) Per Capita State millions) Per Capita
Alabama $1,703 $370 Montana $260 $259
Alaska $400 $571 Nebraska $721 $409
Arizona $2,766 $529 Nevada $962 $465
Arkansas $1,033 $376 New $639 $499
Hampshir
e
Californi $18,202 $529 New $4,351 $518
a Jersey
Colorado $2,141 $479 New $761 $378
Mexico
Connectic $2,409 $726 New York $9,267 $508
ut
Delaware $577 $722 North $4,140 $503
Carolina
District $483 $914 North $218 $322
of Dakota
Columbia
Florida $7,520 $462 Ohio $5,462 $478
Georgia $8,751 $1,040 Oklahoma $1,215 $348
Hawaii $412 $307 Oregon $1,832 $507
Idaho $581 $393 Pennsylva $6,009 $489
nia
Illinois $6,040 $492 Rhode $465 $460
Island
Indiana $3,352 $539 South $1,606 $398
Carolina
Iowa $1,413 $481 South $303 $374
Dakota
Kansas $7,072 $2,561 Tennessee $2,571 $431
Kentucky $1,746 $426 Texas $11,237 $523
Louisiana $2,059 $454 Utah $912 $378
Maine $521 $405 Vermont $274 $430
Maryland $2,085 $381 Virginia $3,333 $455
Massachus $4,046 $641 Washingto $3,186 $509
etts n
Michigan $4,138 $424 West $616 $333
Virginia
Minnesota $2,976 $595 Wisconsin $3,523 $643
Mississip $860 $296 Wyoming $353 $621
pi
Missouri $2,498 $437
Senator Burns. Thank you, Mr. Pelton. We appreciate that
very much.
Mr. Andersson?
STATEMENT OF MATTHEW G. ANDERSSON, SENIOR
AVIATION CONSULTANT, AEROSPACE, DEFENSE, AND
TRANSPORTATION, CRA INTERNATIONAL, INC.
Mr. Andersson. Members of the Senate Aviation Subcommittee,
my comments here----
Senator Burns. Am I pronouncing that right, or do you have
another pronunciation when you put to ``s's'' in it?
Mr. Andersson. No, it's just that that's the Swedish
variety.
Senator Burns. OK.
[Laughter.]
Senator Burns. You Svedes. OK.
[Laughter.]
Senator Burns. Ja, sure.
[Laughter.]
Mr. Andersson. Members of the Senate Aviation Subcommittee,
my comments here, as well as my purpose today in answering your
questions, are necessarily limited to VLJ economic, business,
and policy issues and their implications for the NAS. Of
course, I welcome any questions you may have on broader civil
aviation development, and will endeavor to respond to the best
of my abilities.
My background, briefly, includes more than 25 years of
private and commercial aviation management experience,
including over 10,000 hours as an airline transport pilot. I
was the founder and CEO of Indigo Airlines, an American Express
Corporation-backed venture, and currently serve as a senior
aviation consultant to CRA International, or Charles River
Associates, a leading provider of economic, financial,
business, legal, and regulatory consulting, recently ranked by
Forbes as one of the top 100 fastest-growing service firms.
Founded and in business continuously since 1965, with over a
thousand specialists around the globe, serving Fortune 500,
government, and new businesses across more than 12 sectors,
including aerospace, defense, and transportation, our firm is
known worldwide for its innovations and expertise in travel
analysis and forecasting.
My objectives here today in this particular forum are not
to provide an oral defense, per se, of the economic impact
study, but to help explain some of the features of the results,
and to translate these into real-world examples, including
their merit as indicators of industrial market development.
As for the report's accuracy, only one thing is certain: it
will be wrong. All forecasts are. But getting it right also
means what ``right'' means. This can range from the right
numbers to the right market and industry direction to the right
trend, the right reality.
For some descriptive comparison of previously unexpected
developments in air travel, consider, among others, the growth
of shared or so-called fractional jet services. In 1985, this
industry didn't exist; today, one company alone is considered a
top-ten airline, with a fleet that rivals the world's largest.
In 2005, the private jet industry was the recipient of over $10
billion in new business; the consumers diverted from
traditional airline service. Why? This is how consumers, your
constituents, increasingly want to travel regionally.
Allow me to preface the remarks concerning NAS management
with an underlying position. The current debate or contest
between the airline industry and general aviation and the
private-jet sector is unproductive and unnecessary. Far from a
nuisance, the VLJ industry will represent a family of worker
bees pollinating their environment and experts at making honey.
And traditional airlines will continue to work toward improving
their products and services, and mass public transportation
will continue to be a central critical backbone of our Nation's
economy. Both air networks will share a need for increasingly
intelligent ATC capabilities and financing, such that these
advances in benefits can be operationalized.
Airlines and GA need not fight an antagonistic battle.
Working together on strengthening our aviation industry, in all
its forms, along with a--along with driving forward
breakthroughs in technology, material science, propulsion, and
processing, will only best serve the American public, American
business, and America's future.
NAS ramifications are, in my view, straightforward and
clear. There's no shortage of airspace. VLJs will not constrain
airspace. Business jets will not compromise airline operations.
VLJs will productivize dormant aviation assets. Intelligent ATC
will revolutionalize density assumptions. NGATS must be funded,
regardless of the slope of UAV and VLJ growth curves, because
NGATS is really a recapitalization issue.
As for new aircraft in the NAS, the topic of today's
hearing, it is helpful to consider that long before the concept
of an airline was introduced, aviation was born from individual
aspiration, with individuals operating small private aircraft
for personal and business purposes. And right alongside the
introduction of the very first passenger jets were also the
very first business jets, including the Sabre, JetStar,
Learjet, Falcon, Gulfstream, Cessna, and now the VLJ, a natural
development from a long series of built-to-purpose aircraft.
Relatedly, it is important to maintain context over
relative representation of airline and GA aircraft in the NAS.
Airline capacity, operational intensity, and inventory levels
vary based on several competitive issues and can often
represent significant excess levels over demand. A generally
held view is that airline capacity is still excessive, some
believe as much as 30 percent. Moreover, our deregulation
regime supports nearly constant entry of new carriers, and
``Open Skies'' will invite yet more capacity. GA business, jet
or air-taxi flight operations, on the other hand, do not
compete, per se, for market share through blind inventory
creation. They fulfill actual demand in regional catchment
areas; indeed, they are demand-pulled, rather than supply
pushed, and may represent an inherent efficient equilibrium.
Further, VLJ production levels and air taxi operations, among
others, will generally reflect actual consumer demand. Aircraft
and seat inventory will not spoil on a daily basis, like
traditional airline inventory. VLJs and VLJ services will be
mass-customized rather than mass-supplied.
Implied economic impact, jobs, and earnings from our recent
study are, indeed, meaningful. It indicates to me that we could
witness not merely a new segment of civil aviation, but a whole
new industry, one based on the powerful effects of decreasing
product and service cost and its ability to make individual jet
transportation available to the broader public. Moreover, the
indications of work productivity achievable from such travel
tools and services are serious, millions of precious travel
hours worth billions of dollars saved every year, ones that can
be reinvested back in our economy.
Please keep in mind, however, that these initial
estimations of future production impact are, in the context of
other current forms of transportation, are still modest.
Indeed, it is my view that the study is conservative in its
conclusions, but literal in its implications: that the
democratization of personal air travel may be upon us; and, if
so, the future of urban and short-distance air travel will be
very much different from the one we know today.
Regardless of your acceptance or rejection of this view,
one thing is certain, individuals will continue to gain
increasing control over their air mobility, as we have
witnessed over communication and computing tools. We can argue
over forecasts. What we cannot deny, however, is inexorable
fact, technology, in all its forms, gets smaller, better,
cheaper, faster, smarter, and more broadly diffused across the
marketplace.
Allow me to conclude with what I believe to be a key
message. The topic under our consideration is not just
important, it is of vital national significance. Air travel is
a young industry. Only 50 years ago, the first jet aircraft was
introduced into commercial service. The aviation industry is
capable of developing in ways just as dramatic as it did when
we went from the Wright Flyer to the first passenger jet. More
so, in fact. It will be led by U.S. aviation entrepreneurship
while advancing and building on aviation know-how.
No one rivals the U.S. in aviation. India may have call
centers; China, low-tech manufacturing; the Middle East, oil;
and Japan, its auto industry. But the U.S. owns aerospace. It
is critical that all of us do not unintentionally neglect or
short sell U.S. aviation dominance expertise with the future of
this industry.
I urge you to join forces with the Nation's entrepreneurs
and professionals, some of whom are here today, to make certain
that we succeed. As American technology pioneer Alan Kay said,
``The best way to predict the future is to invent it.'' This
Nation's aviation future is too important and promising to
leave to chance.
Thank you, and I look forward to your questions.
[The prepared statement of Mr. Andersson follows:]
Prepared Statement of Matthew G. Andersson, Senior Aviation Consultant,
Aerospace, Defense, and Transportation, CRA International, Inc.
Introduction
Members of the Senate Aviation Subcommittee, I appreciate this
opportunity and am pleased to testify this morning on a very important
topic.
My comments here, as well as my purpose today in answering your
questions are necessarily limited to VLJ economic, business and policy
issues and their implications for the NAS, ATC modernization and FAA
reauthorization. I am an exclusive senior consultant to CRA, not an
employee; some views may be strictly my own professional ones.
Of course I welcome any inquiries you may have on broader civil
aviation development, and will endeavor to respond to the best of my
abilities.
Background
My relevant background briefly, includes more than 25 years of
private and commercial aviation management experience, including over
10,000 hours as an Airline Transport Pilot. I come from an aviation
family. My father, Lee, was a Navy veteran and Eastern Airlines
Captain. My mother, Bobbi, was a Colonial Airlines DC-3 ``stewardess.''
I leaned to fly at age 11 in a Piper Cub on a grass field in
Connecticut, and graduated from Embry Riddle Aeronautical University at
age 19. I received a B.A. degree and studied economics with W.W. Rostow
at the Johnson School of Public Policy at the University of Texas at
Austin and received an MBA in economics from the University of Chicago.
I was the Founder and CEO of Indigo Airlines, an American Express
Corporation backed venture and currently serve as a Senior Aviation
Consultant to CRA International (Charles River Associates) a leading
provider of economic, financial, business, legal and regulatory
consulting, recently ranked by Forbes among the top 100 fastest growing
service firms, founded and in business continuously since 1965 with
over 1,000 specialists around the globe serving Fortune 500, government
and new businesses across more than 12 sectors including aerospace,
defense and transportation. Our firm is comprised primarily of Ph.D.
level economists, engineers and other specialists and is known
worldwide for its innovations and expertise in travel analysis and
forecasting.
Overview of VLJ EI Analysis
The VLJ economic impact study that you have been supplied with and
that our firm produced was commissioned by Eclipse Aviation and is part
of a growing body of formal analysis directed at producing a sharper
understanding of this important new transportation initiative.
My objectives here today in this particular forum are not to
provide an oral defense per se of the study but to help explain some of
the features of the results, and to translate these into real world
examples, including their merit as indicators of industrial and market
development, such that the Nation's aviation infrastructure is
contemplated in light of demands on system modernization and processing
capacity, consumer/constituent benefits--and of course, ATC funding.
The EI study concludes that a range of VLJ production is reasonable
and provides from a base-case and higher production scenario, likely
economic impacts organized as user, direct, indirect and induced. There
is not a probability weighting across the scenarios but a sensitivity
to variance addressed through production variation. Moreover, it is
important to understand that our focus was on EI, given certain
assumptions of VLJ production. We are currently conducting a much more
formalized and comprehensive unit forecasting analysis.
As for the reports accuracy, only one thing is certain: it will be
wrong. All forecasts are. But getting it ``right'' also means what
``right'' means. This can range from the right numbers, to the right
market and industry direction, the right trend, to the right reality,
the right view of the world. And for some descriptive comparison of
previously unexpected developments in air travel, consider, among
others, the growth of shared or so-called fractional jet services. In
1985 this industry didn't exist. Today, one company alone is considered
a ``top-ten'' airline with a fleet as large as the world's largest
airline, and as an industry continues to attract record numbers of
consumers. In 2005, the private jet industry was the recipient of over
$10 Billion in new business that consumers diverted from traditional
airline service. Why? This is how consumers--your constituents--
increasingly want to travel.
Competitive Airspace Considerations
Allow me to preface some remarks concerning NAS management with an
underlying position: the current debate (contest) between the airline
industry and the general aviation/private jet sector is an ill-founded
one; it is unproductive, distracting and unnecessary. Various sound
bites including ``a blip is a blip;'' ``mosquito fleet'' or
``Pterodactyl airlines'' are not helpful and needlessly antagonistic.
Most importantly they are not accurate. Consider for example, the
airline industry. Their position may not even be relevant to today's
topic. Airlines are concerned right now especially, not so much with
the future, but with survival. Airlines are subject to a legacy
regulatory system that is central to their struggles. The ``Hill'' is
merely another platform for cost divestiture in the absence of a
comprehensive, supportive regulatory and policy regime. As for the
notion of a ``mosquito fleet,'' I prefer a smart team of peregrine
falcons, of fast swallows, or a VLJ family of ``worker bees,''
pollinating their environment and experts at making honey.
Relatedly, the consternation over so-called user fees may be
misplaced. The FAA broadly, is in my view a public good that will be
publicly financed, with targeted private participation. User fees may
serve as a proxy for private sector financing preconditions. Then
again, they may not. And future infrastructure finance requirements
likely in high excess of both funding levels and funding duration
stemming from this limited component. And of course the source of
funding is fungible and always the same: the consumer. Whether various
income, sales, estate, transaction or ticket tax receipts; user fees
passed through to the consumer; or private equity investing pension
funds, the consumer pays. We can vary the descriptor but the subject
remains unchanged. As for ``new aircraft in the NAS'' it may be helpful
to consider that long before the concept of an airline was introduced,
aviation was born from individual aspiration; of individuals operating
small, private aircraft for personal and business purposes. And right
alongside the introduction of the very first passenger jets were also
the very first business jets; including the Sabre, Jetstar, Lear Jet,
Falcon, Gulfstream (in civil and military use) and now the VLJ: a
natural development from a long series of built-to-purpose aircraft.
UAVs in the NAS
Concerning UAVs, I limit my response to the following issue:
detection. UAVs must possess 4-Pi steradian or full spherical coverage
to operate safely outside restricted airspace in the NAS. UAVs must
posses a sensor capable of fulfilling the FAA's ``sense and avoid''
requirement and this must be applied across the full range of UAV
types, from large winged loiter craft to small tactical UAVs that may
require a ultra-wide-band (UWB) capability for high range-resolution
across microstrip patch-array antennas directed at object avoidance
(power lines, telephone poles, buildings, towers, trees, etc). I direct
your attention to Mr. William Cotton, President, Flight Safety
Technologies, Inc. for further elaboration and possible expert
testimony on this subject.
Position on New Aircraft Vis-a-Vis the U.S. Aviation System
NAS ramifications are in my view, straight forward and clear:
1. There is no shortage of airspace.
2. VLJs will not constrain airspace.
3. Personal jets will not compromise airline operations.
4. VLJs will productivize dormant aviation assets.
5. Intelligent ATC will revolutionize density assumptions.
6. NGATS must be funded regardless of the slope of UAV and VLJ
growth curves (NGATS is really a recap issue).
Indeed, not unlike automotive development, there are various sports
cars, family cars, SUVs, motorcycles, campers, LTL and LH trucks and
many other forms of surface vehicles and multimodal interaction that
all rather peacefully coexist, if not mutually reinforce each other
(and one could compare telecommunication networks similarly, from
copper, fiber, ISDN, cable, satellite, PCS, cellular, radio, VoIP) as
airspace will becomes ``digitized.''
Finally, implied EI, jobs and earnings from our recent study are
indeed meaningful. It indicates to me that we could witness not merely
a new segment of civil aviation, but a whole new industry, one based on
the powerful effects of decreasing product and service cost and its
ability to make individual jet transportation available to the broader
public. Moreover, the indications of work productivity achievable from
such travel tools and services are serious: millions of precious travel
hours saved every year, ones that can be ``reinvested'' back in our
economy.
Please keep in mind, however, that these initial estimations of
future production and impact are, in the context of other current forms
of transportation, still modest. Indeed, it is my view that the study
is conservative in its conclusions but liberal in its implications:
that the ``democratization'' of personal air travel may be upon us, and
if so, the future of urban and short-distance air travel will be very
much different than the one we know today.
Regardless of your acceptance or rejection of this view, one thing
is certain: individuals will continue to gain increasing control over
their air mobility, as we have witnessed over communication and
computing tools. As Steve Forbes insightfully stated over a decade ago,
``Small jets are starting to do to the airline industry what PCs did to
mainframe computing; minimills did to steel; cellular is doing to
telephony; mutual funds are starting to do to centrally managed
corporate and government pension plans and eventually will do to Social
Security; and what coming minigenerators will do to massive power
plants--give customers more service, more flexibility, more control at
less cost, as well as generate new products and services. Its about
power moving away from the machine-age center toward individuals of the
microchip era.''
Moreover, traditional airlines will continue to work toward
improving their products and services and mass public transportation
will continue to be a central, critical backbone of our Nation's
economy. Both air networks will share a need for increasingly
``intelligent'' ATC capabilities (and financing) such that these
advances and benefits can be operationalized. Airlines and GA need not
fight an antagonistic battle. Working together on strengthening our
aviation industry--in all its forms--along with driving forward
breakthroughs in technology, material science, propulsion and
processing, will only best serve the American public, American
business, and American government.
Conclusion
Allow me to conclude with what I believe to be a key message: the
topic under our consideration is not just important, it is of vital
National significance.
Air travel is a young industry. Only 50 years ago the first jet
aircraft was introduced into commercial service. The impact on
communication, economic development and business productivity has been
profound. But perhaps we have lost our perspective as well as our
ambition: in all the confusion and turmoil of aviation dramas we may
easily lose sight of the real goal; it isn't just commercial survival,
but continuous modernization, fundamental scientific advancement and
technical and service progress. The aviation industry is capable of
developing in ways just as dramatic as it did when we went from the
Wright Flyer to the first passenger jet. More so, in fact. It will be
lead by U.S. aviation entrepreneurship while advancing and building on
U.S. aviation know-how.
But rather than fixating on what one airline's quarterly financial
results were, we should ask first where America's future is; what the
next generation of flight will look like, and what it will take to get
there. Some of that future is testifying today. In addition to VLJs and
personal air mobility services such as air taxi, we should be engaged
in a flurry of inventive activity that brings us new, quiet supersonic
aircraft, new blended wing designs, new forms of propulsion and
material science, entirely new ways of processing a flight from take-
off to touch-down, and especially, new kinds of thinking.
The airline industry is capable of developing in ways just as
dramatic as it did when we went from the Wright Flyer to the first
passenger jet. More so, in fact. But first we're going to have to get
our economics right. And that also means crafting a U.S. national
airline policy.
Most observers often forget just how big and how important the
overall U.S. market is to the rest of the world. America's GDP is over
$11 Trillion; Japan is a very distant second of $4.5 Trillion while
Germany and France around $2T each. The GDP of California alone is
larger than Spain, Italy and even Russia; over twice the size of
Australian GDP and together with several other states including Texas,
larger than all of China. If the U.S. grew 10 percent in 1 year it
would produce another ``Canada.'' America's aviation markets are no
less dramatic. More passengers fly more often on more aircraft to more
places than in any other country. Our aerospace, defense, commercial
and space programs lead the world. No one rivals the U.S. in aviation.
India may have call centers, China low tech manufacturing, the Middle
East oil and Japan its auto industry, but the U.S. owns aerospace.
It is critical that all of us do not unintentionally neglect or
short sell, U.S. aviation dominance, U.S. aviation expertise or the
potential and future of the U.S. aviation industry.
America's aviation system can't meet all of its challenges alone.
Industry can't carry all the load. But neither can government. Until we
raise aviation's modernization requirements to a national policy level
of importance, can we expect the private sector and government to be
able to join forces coherently and reliably around a comprehensive
modernization objective, and then actually realize it.
The late President Ronald Reagan said that everyone American is a
shareholder in government; so for my \1/300\ Millionth equity share, I
urge you to join forces with the Nation's entrepreneurs and aviation
professionals, some of whom are here today, to make certain, that we
succeed. As American technology pioneer Alan Kay said, ``The best way
to predict the future, is to invent it.'' Captain Picard might say
``Make it so.'' Nike would say, ``Just do it.''
I say, this Nation's aviation future is too important and promising
to leave to chance.
Thank you and I look forward to your questions.
Senator Burns. Thank you very much.
I was interested in your assumption that--the important
part or your testimony said, ``No matter what we do, we'll
probably be wrong.'' I can remember sitting at this dais
whenever we did the telecom bill in 1996, when we tried to
predict the use of cell phones by the year 2000.
[Laughter.]
Senator Burns. How far could we be wrong? And I will tell
you, I'm not a very good forecaster, because the first cell
phone that I looked at, I said, ``Who in the world would ever
own one of those? We still have pay phones, don't we?'' And----
[Laughter.]
Senator Burns.--I think I said the same dumb thing about
facsimile machines, also.
[Laughter.]
Senator Burns. But, nonetheless, I appreciate your
testimony.
Mr. Raburn, your testimony, you state that the most
promising market for the Eclipse 500 is the new air taxi
industry. In fact, the largest percentage of your orders will
be for those designed for that market. Some are skeptical of
that growth. That already is an existing market. Why are you
confident that the air taxi market will continue to grow with
the introduction of the lighter jets?
Mr. Raburn. Well, just to follow onto your comments,
Senator, I've been involved in introductions of lots of new
technology, including opening one of the very first computer
stores in the Nation over 30 years ago, to being the 18th
employee of Microsoft, when we introduced all kinds of new
technology, and all I can tell you is, the forecasters are
always wrong. The skeptics are always wrong. The numbers are
always bigger when you actually solve a problem. And it's very
simple, when you look at the air tax model, the ``per-seat, on-
demand'' model, they're solving a problem. And the problem is,
people today need to take a lot of time to go between
secondary, smaller communities, especially if you're not going
from a small community to a large city and you're going between
two small communities. I live in a State where that happens
every single day, just as you do. And the simple fact of the
matter is, there are a lot of people out there today who need a
better form of transportation.
So, I find it inconceivable that the air taxi model
couldn't work. It does require two things. It requires a very
different kind of airplane, an aircraft that is designed, from
the beginning, to be not only efficient, from a cost
standpoint--meaning fuel expense and maintenance--but also
very, very reliable. In other words, it has to be like a
Boeing. The second thing that it requires--and our friends at
DayJet have done a marvelous job of this--is a whole new way of
dispatching and managing these aircraft. And it's really
technology out of the Internet world that's providing that--not
just web access, but the theory behind network management--that
will make this possible.
So, there really are two technology changes that is
enabling the air taxi. The fact that there is demand, I have no
problem with, because I live in the pain every day, personally,
of trying to get around this Nation if I don't have my own
airplane to fly.
Senator Burns. I would pose the same question to Mr.
Pelton, because you're competitors, of course, in the market of
building airplanes, and I would like to hear his view on that.
Mr. Pelton. Well, certainly at Cessna we are hoping that
the air taxi market does emerge, because it will be good for
our industry. We built our Citation Mustang in our business
plan around conventional wisdom, in the assumption that what we
know today will hold true going forward, and that there would
not be an emerging air taxi market. So, certainly our forecasts
are significantly lower than some of the other competitors
within the industry.
When we look at the very light jet market in concept, we're
addressing it with the existing known fractional providers, air
charter providers, individual owner/operators, and corporations
buying that airplane. And today, we've successfully sold into
that market and have not been able to penetrate the air taxi
market. So, I think there are probably two different ends of
the spectrum, although we are optimistically hoping that the
market does emerge, because it will be good for everybody in
the industry.
Senator Burns. The folks from DayJet, do they concur with
that model?
Mr. Iacobucci. Well, Chairman Burns, with all due respect
to my industry partners here, I think that the VLJ is a part of
the story. It is what we'd like to term a necessary, but not
sufficient, condition for the creation of this new market. We
view this--and the reason that there's so much skepticism
around this is that aviation hasn't seen an incremental market,
much in the same way that technology's seen--you cited cell
phones; I could cite the Internet, even desktop computing--are
all examples of markets that, when we started, everyone was
very skeptical, because it didn't exist before.
In the context of aviation, in particular, there hasn't
been any transformative changes that have created new groups of
users coming to the market. I believe--firmly believe--DayJet
believes--that the short-haul transportation between hard-to-
get-to places not only serves a good common cause, but has,
also, the potential for developing a true incremental market
where people--not CEOs, COOs; I'm talking about servicepeople,
engineers, auditors, lawyers, you name it--that today are
forced to drive the 500-600 miles, yet are willing to
investigate other options, but just don't have that option
today. Going all the way up to a charter is far too cost
prohibitive for a CEO to cut loose his senior salesperson to
close a couple of deals or for a support person to fix
something. Happens sometimes, but it's very unlikely.
So, yes, I believe that there is a market. I believe that
both gentlemen here actually demonstrate the two ends of the
spectrum, in terms of the assessment of that market. And
naturally, from our perspective, we're very confident the
market exists, and that's what our business plan is built on.
Senator Burns. Senator Lautenberg?
Senator Lautenberg. Thanks, Mr. Chairman.
The topic is one of great personal interest to me. I like
aviation, and have spent a lot of time flying around; never at
the helm, but always interested in what's going into
technology. And over the years, I wrote legislation to insist
on transponder C's in all areas, except the busiest. And I'm
concerned about safety.
I worry about one thing. By the way, Mr. Raburn and Mr.
Pelton, I am also very excited about the prospects that this
new--the new light jets bring. I really--I see it in so many
ways. Every time I get in the car between here and the New York
area and find out that the car is never fast enough to make a
decent--trip decent, I look longingly at aviation. And then I
get to the airport, and I wait an hour or a half-hour to take
off, and the flight's 36 minutes, but the waits are an hour and
a half. So, these are terrific opportunities.
And I asked a question of the earlier panel about
commercial viability. I view general aviation as something that
companies own and people own and so forth, but I--of course,
commercial viability is expressed in different manners. I worry
about whether or not the infrastructure for dealing with this
new phenomenon is in place. Because it can't be the same.
Mr. Raburn, I think you said something about, ``We won't
see parking--airports become parking lots for very light
jets,'' but I think, in some cases, you will see that kind of a
condition. And it's--and will a tower or some kind of a
management system be required? In a way, I hope so.
Let me ask you this question. The noise factor in light
jets, relatively insignificant, a lot less than the typical
stage-3 aircraft?
Mr. Raburn. Senator, if I may, we just finished our FAA
certification testing for noise levels on the Eclipse 500. It
has been certified at a noise level that's 41 decibels lower
than stage-4 requirements, which is not even yet promulgated.
In other words, that's 51 decibels lower than the current
stage-3 requirements.
What that means, practically, is, this jet is quieter than
any other jet flying today. It's quieter than any twin
propeller flying today. And it's quieter than all but about a
dozen single-engine piston airplanes flying today.
So, this jet--and I think Mr. Sabatani made the comment
that--because he's seen demos of the aircraft--that you really
can't hear the aircraft as it takes off and goes by.
Senator Lautenberg. Depends upon your hearing, huh?
Mr. Raburn. Well, that's true, too. I've flown for so long,
I don't have much hearing left, either.
[Laughter.]
Senator Lautenberg. No, but that's a kind of surprise, that
you can't notice it. I--so, do you think these aircraft can
help replace some of the stage-2s that still--that remain
around?
Mr. Raburn. I'm sure Mr. Pelton and I would just love to
replace those airplanes.
[Laughter.]
Senator Burns. Well, Mr. Pelton, how do you feel about----
Mr. Pelton. Well, I guess I'd like to answer it on behalf
of GAMA, not Cessna, because GAMA's looking very hard at, How
do we, as an industry, recognize that noise is an issue that
upsets people at local airports and ends up causing problems
with our future growth? So, we are very active in looking at,
How do we move forward with getting into mandatory stage-3
requirements? And, as Mr. Raburn mentioned, all of our new
airplanes are certified well beyond stage 3 and well beyond
proposed stage-4 requirements. So, we feel we're doing the
right things, environmentally, long term with our new products,
and we also support the necessary regulatory rules to move into
the stage-3 environment.
Senator Lautenberg. Do the VLJs, more than--are they
single-engine or are they all twins or----
Mr. Raburn. The current certified ones are twins. That's
the Mustang----
Mr. Pelton. Twins.
Mr. Raburn.--and the Eclipse.
Senator Lautenberg. Is it intended that there will be
singles out----
Mr. Raburn. There are announced single-engine airplanes,
yes.
Senator Lautenberg. There are now.
Mr. Raburn. None of them are certified now.
Senator Lautenberg. Well, I wish you luck. I think it would
be a terrific addition to our convenience and economic well-
being. And, without dating myself too much, I watched the first
unmanned jet bombs ever flown. I was a solder in Antwerp,
Belgium, while the city was being hit by B-1s, B-2s. The B-1
was the jet. But I also saw--I think the airplane was made by
Fokker--a jet airplane followed by British Spitfires. And the
distance that opened between them was incredible. It--and I
thought--and I was young once, and----
[Laughter.]
Senator Burns. Aw.
Senator Lautenberg. And I thought--yes.
[Laughter.]
Senator Lautenberg. Wiseguy. Don't talk. Look in the
mirror.
[Laughter.]
Senator Lautenberg. Well, I--but what scared me, even as a
20-year-old--``My God, what's--if these people have that kind
of technology, where are--will we be if this war continues?''
And, fortunately, the fates had it that we changed the course
of events and came out a stronger country for it all.
Thanks very much. Thanks, Mr. Chairman.
Senator Burns. Thank you, Senator Lautenberg.
Well, I will tell you that I'm not as young as you think I
am, because I can remember when the--when Continental flew the
first 707 into Kansas City, old MKC, downtown Kansas City. And
that was--that's been several years ago. And I went to work for
Ozark Airlines, and we were still flying--at the time, we were
flying--still flying DC-3s, but, I'll tell you what, they were
modified, and they had the wheel covers, if you remember.
[Laughter.]
Senator Burns. We were the only airline that had wheel
covers on a DC-3. But we were pretty modern.
And tell me about the new powerplants. We are all concerned
about fuel, fuel efficiency, cost of fuel, which is probably
your biggest cost in operating air taxis, or whatever you're
doing with aircraft. Tell me about the new powerplants. Can
anybody bring me up to date on that? Mr. Andersson probably
could, and Mr. Pelton, for sure. Can you----
Mr. Pelton. It's----
Senator Burns.--comment on those, please?
Mr. Pelton. Yes. It's been--the engine manufacturers have
done a remarkable job of addressing the fuel efficiency issue,
and Mr. Raburn's airplane and my airplane both has a Pratt &
Whitney 600-series powerplant on it, which is the latest
technology and the most efficient engine out there today. It's
probably 20 percent less fuel consumption of what the turbine
engines of 20 years ago consumed, and it's fully electrical--
electrical, digitally controlled. We see continual movement by
the engine manufacturers in addressing the efficiency aspect of
fuel, along with probably what's most important, as what comes
out the back end of the engine. The real issue--we're dealing
with the environment and making sure that low carbons, low
NOx, is being addressed by the engine manufacturers.
And with our two new products, we've really made a step-
function change in that area, and we're seeing engine
manufacturers aggressively addressing that issue.
For the manufacture--for the engine companies to compete
globally, they have to address that, because of the--the green
standards in Europe, which are far more stringent than they are
here, are going to drive where aviation goes.
Senator Burns. Use of new materials. Are they lighter
engines than we've known in the past?
Mr. Raburn. Both engines are for--on a per-pound, per-
thrust basis, are about--again, about 20 percent lighter than
previous. That's a combination of not necessarily new
materials, but new manufacturing techniques and, to some
extent, new materials.
Senator Burns. In other words, you've got some--OK.
Tell me about--we are looking at developing new fuels. We
think we can--through coal gasification, we can build a cleaner
and--more trending toward the green side of a jet fuel. And we
know we can, as far as diesel is concerned, and that's a very
close kind of operation. So, I appreciate that, and--but the
efficiency of the engines, I think, are of primary concern,
because of fuel costs and this type thing. And that.
I just want to--I appreciate your testimony. I read all
your testimony last night. And I look forward to working with
all of you, because, as we go down this road of FAA
reauthorization--I'll come back to that again, that I think you
folks ought to be at the table whenever we do this, for new
technologies and how we handle our traffic. And, there again,
we're in the business of safety. And I appreciate your views
and your insight on entering a new era, I think, probably in
aviation here in this country. So I appreciate all of you.
Mr. Andersson, I was particularly interested in yours--in
your testimony, and I'll--I want you at the table, too, because
you're pretty candid, and because--but I'll--but it's really
good, though, if we have folks like you that have hands on in
the industry, in every phase of it, as we go down this trail.
So, I think there will be questions posed to this panel by
other Members of this Committee. If there are, if you could
respond to the Committee and to the individual Senators, that
would be very good.
We look forward in working with you. And, at this point,
we're going to call this hearing to an end. Thank you very
much.
[Whereupon, at 11:40 a.m., the hearing was adjourned.]
A P P E N D I X
Prepared Statement of Hon. Daniel K. Inouye, U.S. Senator from Hawaii
Rapid advances in technology present both tremendous opportunities
and significant challenges for our system of air travel. The
introduction of hundreds, maybe thousands, of very light jets (VLJs)
into our Nation's air space could transform the way people travel, but
it presents challenges the Congress must address. If our policies do
not support improvements to our system of air traffic control, the
impact of very light jets and other new aircraft in the national
airspace could have severe consequences for safety and air traffic
management. Wise decisions now will allow our aerospace system and
industry to evolve in a way that could provide significant benefits for
American consumers and businesses.
I am very familiar with air charter operations, which have long
served my state of Hawaii, and the idea of introducing these new VLJs
to develop air taxi services in targeted markets is intriguing. Yet
this type of service is still in the planning stages and no one is sure
how this business will develop and how great the impact of micro-jets
will be on our airspace.
All accounts indicate that the very first VLJs will begin to enter
our skies by the end of this year, and we will need to pay close
attention to how these aircraft are used and whether the system can
handle the additional air traffic. VLJs hold a lot of promise for those
underserved or isolated communities that have not received adequate air
service in the past. If these new micro-jets will make remote
communities more accessible to the rest of the country and give their
residents better travel options, then they will serve the American
public well.
The Senate Commerce Committee already has begun to consider aspects
of the Federal Aviation Administration (FAA) reauthorization
legislation which will need to be passed during the 110th Congress. Air
traffic modernization and FAA funding will be key components of this
bill, and we must be certain that the National Air Space is flexible
enough to accommodate changes in aircraft capability both in the near-
term and well into the future. The impact of new aircraft like VLJs
will be part of this equation and will require close attention from the
Congress.
______
Response to Written Question Submitted by Hon. Conrad Burns to
Edward E. Iacobucci
Question. What about convective weather in the United States. The
FAA air traffic control system suffers huge unavoidable system delays
that often impact all traffic in regions. How will you schedule around
such weather interruption?JLW
Answer. DayJet has developed an Advanced System for Real Time
Optimization or ASTRO. Because our ``per seat--on demand'' service is
unscheduled we dynamically manage our fleet and personnel to meet the
needs of our customers. When weather forces changes in itineraries and
flight plans we can adapt in real-time. The result is that as weather
approaches or develops we change our movements to accommodate the
weather with the least level of service disruption for passengers while
maintaining a high fleet optimization and efficiency.
Additionally, our routes and altitudes avoid airline traffic and
Class B airspace so we do not add challenges for FAA Air Traffic
Control during challenging recovery times due to weather or other
circumstances. Our investment in the most advanced on-board technology
allows us to be very precise on all four dimensions of flight including
time. The result of our collaborative work with the FAA and ATC over
the past several years will increasingly enable us to leverage the use
satellite-based high precision approaches, precision navigation and
precision performance to fly routes and approaches which require
minimal workload for air traffic control under all conditions.
______
Response to Written Questions Submitted by Hon. Conrad Burns to
Vern Raburn
Question 1. Since we are talking about new more modern ways of
producing and operating new aircraft, do you have any recommendations
about the FAA aircraft certification process at this point? If very
light jet expected sales doubled as the industry study estimates, do
you think the FAA regulatory and safety and certification process keep
up with demand for new aircraft? If not, do you have any
recommendations for improvements?
Answer. There are two basic aspects to the certification process--
design approval and operational approval. The FAA has been very
proactive in accepting the new technologies and capabilities very light
jets deliver in the design approval process. However, a ``fear of
jets'' mindset still plays a role in the operational approval process.
The FAA is asking that very light jets meet higher regulatory standards
than similarly sized propeller-driven aircraft, simply because they are
``jets.'' Moving forward, we recommend a fundamental shift in thinking.
Small jets should not be viewed as more complex aircraft from an
operational perspective. Rather, they should be acknowledged as modern
aircraft that have more reliable systems than similar propeller driven
aircraft and are easier to operate.
As far as the FAA keeping up with the possible growth in this
market, we were very fortunate that the FAA committed adequate
resources to help us achieve our goal of type certification. However,
if the same FAA office had been forced to divide its attention between
two similar projects at the same time, they could not have adequately
supported both. We think there are two primary ways to address this
problem: (1) allocate additional FAA funding to ensure adequate
resources or (2) provide for more creative and efficient means of
delegation.
We believe that the FAA's pursuit of enhanced Organizational
Delegation (ODA's) is a step in the right direction. This puts more of
the responsibility of ``day-to-day'' certification activity on the
manufacturer, with the FAA evolving more to an oversight organization
that focuses on specific safety-critical items. This will require a
cultural change with both manufacturers and within the FAA.
Manufacturers will need to take this responsibility very seriously as
they will be acting on behalf of the FAA. Manufacturers should be
required to develop structured training, and a system of checks-and-
balances to ensure efficiency, effectiveness and objectivity. The FAA
will need to adjust to not being involved in the details of
engineering/certification activity, and successfully evolve into a
project management organization.
Question 2. In terms of competition with airlines, do you see your
Eclipse customers taking customers away from airlines for complete
(origination to destination) trips or just flying passengers from
remote places to the air lines for connecting service? Wouldn't flying
passengers to places where there is commercial air service put these
aircraft in congested terminal airspaces?
Answer. VLJ operators will not be competing directly with airlines
at the congested hub airports. At a foundational level, air taxi
operators would not be able to compete on a cost basis with the
airlines if they were flying from one hub to another, or from a hub to
a medium-size community. Existing FAA data supports this assumption, as
general aviation operations account for only 6 percent of the
operations at Operational Evolution Plan (OEP) 35 airports. In
addition, there is absolutely no correlation when comparing the 20
busiest general aviation airports to the 20 busiest airports for
airlines. In fact, there are no airlines operating out of the 20
busiest GA airports.
I want to further illustrate this point by referencing Journal of
Air Traffic Control, January-March 2006, (Attachment ``1'', page 42).
``The VLJ business model is based on providing convenient, personal
point-to-point services through non-congested airports. VLJ passengers
will be time sensitive and convenience-minded, and they will use VLJs
precisely to avoid the hassles associated with large hubs. Second, VLJ
aircraft are specifically designed to operate from runways as short as
3,000 feet (including many grass strips). This makes them ideal for
providing point-to-point services to most of the 5,000+ U.S. airports
serving small to medium sized markets.''
Even if a VLJ operator decided to operate into a hub airport, that
operation would not cause congestion. Once again, as detailed in the
Journal of Air Traffic Control, January-March 2006, (Attachment ``1'',
page 42), ``The effect of VLJ operations into hub airports will be
minimal for a number of reasons: VLJ pilots will need adequate prior
experience and will receive rigorous training, equivalent in many cases
to that for commercial pilots; VLJ aircraft will have advanced
integrated avionics to provide enhanced pilot situational awareness,
enable seamless traffic flow integration and optimal spacing with
commercial traffic flows; VLJs are capable of operating at speeds
compatible to those of commercial jet aircraft throughout the terminal
area and until well inside the final approach fix; VLJ climb and
descent rates are compatible with commercial turbojet aircraft; VLJ
aircraft can land and depart safely using shorter runways, unusable by
commercial jet traffic. Even regional jets require those same longer
runways. On intersecting runways, VLJ aircraft are capable of routine
(LAHSO) Land and Hold Short Operations; and finally, to enhance traffic
integration even more, new procedures that take advantage of VLJ
performance and avionics capability can be developed.''
Today, businesses are moving away from the coastal metropolises and
toward the center of the country. Consequently, an increasing number of
individuals want and need to travel from smaller communities to other
smaller communities. Currently, these travelers face a frustrating lack
of commercial air transportation service. If they attempt air travel,
they are spending excessive amounts of travel time being routed through
hubs to make connecting flights. As a result, these individuals are
choosing one of three alternatives: (1) planning and suffering through
a day of travel for even the shortest trips, (2) driving or (3) not
traveling at all. Our nation is filled with communities in which
citizens do not benefit from a convenient level of air service. As a
result, these communities are grappling with growing citizen
frustration, business inefficiency, dwindling business development
opportunities and little to no economic growth.
Question 3. You state that VLJs will not use or overtax congested
airspace around hub airports, could you explain about how these
aircraft will use of the rest of FAA controlled airspace both en route
and terminal? Will these flights adversely impact this airspace? Will
VLJ flights add to the FAA workload?
Answer. As I stated in my testimony, the reality is that there is
significant available airspace to accommodate these new aircraft. Under
Administrator Marion Blakey, great progress has been made and the
transformation to NGATS has already begun. Last year we doubled the
capacity of airspace system between FL290 and FL410 with RVSM,
significantly increasing the amount of space between those altitudes.
WAAS is now a reality, and RNAV and RNP are happening. Moreover, it is
important to note the airspace is three dimensional. This is not a two-
lane highway where you are permanently stuck behind the truck in front
of you. VLJs are technologically advanced and nimble. They are more
than capable of getting out of the way of faster airplanes. Moving
around in the airspace is something airplanes do everyday, most often
when the commercial airlines go up and down in altitude looking for a
smooth ride.
As stated in the Journal of Air Traffic Control, ``Commercial jet
traffic will continue to dominate in the higher altitudes. VLJ
operations will generally be on shorter routes under 600 statute miles
and mainly at altitudes below those on longer-range commercial
operations. Sometimes, especially on longer stage lengths, VLJs will
want or need to operate at the higher altitudes, but even then VLJs
will not disrupt en route traffic flows, even though they cruise at
0.64 mach, slightly slower than commercial airliners. Current Flight
Management System (FMS) technology already enables faster moving
aircraft to establish offset tracks so as to pass slower aircraft en
route.'' The article goes on to say, ``In the ongoing debate about the
impact of VLJ operation, the question of VLJ speed compatibility has
been raised frequently. In large measure, this is a red herring. The
commercial and business fleets of today operate at a variety of climb,
cruise, descent, and approach speeds, based not just on aircraft type,
weight, and performance differences but also on variations in company
policies. Even with today's 1950s ATC technology, controllers are able
to integrate traffic of varying speeds quite efficiently, so VLJs will
add no significant complexity.'' Journal of Air Traffic Control,
January-March 2006, (Attachment ``1'', pages 42 & 43).
______
Response to Written Questions Submitted by Hon. Conrad Burns to
Matthew G. Andersson
Question 1. What is the reason why your underlying model in your
analysis shows that over time travelers (business and others) will
shift out of cars and commercial aircraft to on demand air taxi
services?
Answer. Value, pricing, disposable income, choice criteria and
behavioral/cognitive assumptions from economic theory are among factors
affecting consumer decisionmaking. The modes (or technologies) get
adopted as their utility increases over time. The utility is a function
of network effects (scale): the more users, the more valuable the
service, the higher the utility associated with joining the network
(this may be squared: Metcalfe V=n\2\ (square of the number of users);
Log: Odzliko/Tully: V=n(logn) (connections vary; logarithmic); or
exponential: Reed: number subgroups=n2-N-1 or 2Ln which grow
exponentially (subgroups + all other connections). Utility also
increases as user costs decrease, and which is realized when fixed
costs are allocated over more users. Technological advances can also
decrease cost. An illustration of a utility expression:
[GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]
Utility theory assumes that (1) users and suppliers have perfect
information about the market; (2) they have deterministic functions
(faced with the same options, they will always make the same choices);
and (3) switching between alternatives is costless.
Question 2. Looking at your first map in your testimony on the
distribution of annual originating trips by VLJ air taxi by U.S.
county, please explain the huge number of trips in Southern California
and the Southwest?
Answer. These maps indicate among other elements, the level of
forecast trip origination to other counties by a ``gravity'' model
structure. Factors affecting trip origination include population
density, trading patterns, travel patterns, income and other
socioeconomic elements. Number of trips depend on population, airport
choice and intensity of several socioeconomics factors. The gravity
model reflects certain relationships between places (e.g., households
and work locations). It has been posited that the interaction between
two locations declines with increasing distance, time, and cost between
them, but is positively associated with the amount of activity at each
location (Isard. 1956). Reilly (1929) formulated a ``law of retail
gravitation'', and Stewart (1948) formulated definitions of demographic
force, energy, and potential, now called accessibility (Hansen, 1959).
The distance decay factor of 1/distance has been updated to a more
comprehensive function of generalized cost, which is not necessarily
linear--a negative exponential tends to be the preferred form. In
analogy with Newton's law of gravity, a gravity model is often used in
transportation planning. The rate of decline of the interaction (called
alternatively, the impedance or friction factor, or the utility or
propensity function) has to be empirically measured, and varies by
context. While the gravity model is very successful in explaining the
choice of a large number of individuals, the choice of any given
individual varies greatly from the predicted value. As applied in an
urban travel demand context, the disutilities are primarily time,
distance, and cost, although discrete choice models with the
application of more expansive utility expressions are sometimes used,
as is stratification by income or auto ownership (ref: GNU
documentation/license).
Mathematically, the gravity model can take the form:
[GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]
Question 3. How does that compare to today in that area? What do
you think accounts for the increase in air taxi trips?
Answer. The map does not indicate current or historic trip
origination. The forecast in part reflects economic relationships
between counties; over time these may change.
______
Prepared Statement of The Air Transport Association of America, Inc.
I. Introduction
A. ATA Introduction and Purpose
The airspace system in the United States is fast approaching a
critical point. Several very decisive factors are in plain view; they
will profoundly affect the system and its future ability to serve
users. First, the system must be modernized. Existing and anticipated
satellite-based navigation and communications technologies must be
leveraged to improve the efficiency of the system and its ability to
accommodate substantial new demand for air traffic services. Second, an
equitable way to fund those system improvements must be developed.
Third, the impact on the system of the much-anticipated introduction of
great numbers of very light jets (VLJs) must be evaluated and dealt
with. It is this last matter--the airspace implications of this new
category of system user--that is the subject of our statement.
The Air Transport Association of America, Inc. (ATA) is the
principal trade and service organization of the U.S. airline industry,
and its members \1\ transport over ninety percent of U.S. airline
passenger and cargo traffic. As of June 30, 2006, ATA member airlines
were operating a fleet of 4,316 airplanes.
---------------------------------------------------------------------------
\1\ Members are: ABX Air, Alaska Airlines, Aloha Airlines, American
Airlines, ASTAR Air Cargo, ATA Airlines, Atlas Air, Continental
Airlines, Delta Air Lines, Evergreen International Airlines, Federal
Express Corporation, Hawaiian Airlines, JetBlue Airways, Midwest
Airlines, Northwest Airlines, Southwest Airlines, United Airlines, UPS
Airlines and US Airways. Associate members are: Aerovias de Mexico, Air
Canada, Air Jamaica and Mexicana de Aviacion.
---------------------------------------------------------------------------
As a key stakeholder in our Nation's aviation system, ATA
respectfully submits these comments to the Aviation Subcommittee of the
Senate Committee on Commerce, Science, and Transportation.
B. ATA Member Airlines Enable our Nation's Economic Engine
The U.S. civil aviation sector (including air transportation,
related manufacturing and air-based travel and tourism) was
collectively responsible for $1.37 trillion of national output (i.e.,
economic activity) in 2004, supporting 12.3 million U.S. employees and
$418 billion in personal earnings. Commercial aviation accounts for the
majority of this impact with $1.2 trillion in output, $380 billion in
earnings and 11.4 million jobs.
The national economy is highly dependent on commercial aviation,
which, in 2004, was directly or indirectly responsible for 5.8 percent
of gross output, 5.0 percent of personal earnings and 8.8 percent of
national employment. \2\
---------------------------------------------------------------------------
\2\ The total impact of commercial aviation is compared to national
aggregates of Gross Outputs and Personal Earnings (from the Bureau of
Economic Accounts) and Total Covered Employment (from the Bureau of
Labor Statistics) for the 50 states and the District of Columbia
combined.
---------------------------------------------------------------------------
These extraordinary economic benefits could not have been generated
without an aviation infrastructure that enables air carriers to provide
the services that passengers and shippers demand. Any changes to our
Nation's aviation system, such as the introduction and proliferation of
a new and different aircraft type, must be carefully assessed to ensure
that the public continues to benefit from a safe, healthy aviation
system.
C. The Introduction of VLJs Will Affect All National Airspace System
Stakeholders
The introduction of VLJs into the National Airspace System (NAS)
constitutes a significant change and will have far reaching and--at
this point--not entirely known consequences. What we do know is that
their impact will eventually be felt by all stakeholders, including
airlines, FAA, manufacturers, Fixed Base Operators (130s) and many
others. However this plays out, stakeholders share an obligation to
ensure that their introduction does not jeopardize the unparalleled
efficiency and safety of our NAS.
II. Overview of Very Light Jets
A. What is a Very Light Jet?
A VLJ, also called a microjet or personal jet, is generally defined
as a technologically advanced, high-performance turbine engine-powered
aircraft weighing 10,000 pounds or less (maximum certificated takeoff
weight) and certificated for single pilot operations. These aircraft
will feature advanced cockpit automation, such as moving map GPS and
multi-function displays, automated engine and systems management, and
integrated autoflight, autopilot and flight-guidance systems.
The cost of VLJs, somewhere in the range of $1.0M to $3.0M, places
them well within the reach of many businesses and individuals.
B. Manufacturers and Models
FAA estimates that there are presently some 20 models of VLJs in
various stages of design, certification and production. Exhibit 1
highlights a sampling of VLJs.
Exhibit 1. Sample of Very Light Jets in Development
------------------------------------------------------------------------
Name Company Orders First Delivery
------------------------------------------------------------------------
Eclipse 500 Eclipse Aviation 2,111 as of July 2006
2004
Mustang Cessna 250 as of June 2006
2004
Adam700 Adam Aircraft 77 as of July 2006
2004
EMB-VLJ Embraer Not Disclosed 2008
Epic LT Epic Not Disclosed Not Available
HondaJet Honda Pending Pending
Commitment Commitment
D-Jet Diamond Aircraft Not Disclosed 2006
------------------------------------------------------------------------
C. Performance: Not Your Father's Airplane
VLJs will offer performance comparable to high-end business jets at
a fraction of the price. They will be capable of operating from shorter
runways than commercial airliners and larger business jets, enabling
them to utilize a large number of airports.
VLJs will be certificated to operate at maximum altitudes of
roughly 41,000 feet, enabling them to join commercial airliners and
business jets in competing for finite en route airspace. Unfortunately,
VLJs will have maximum cruise speeds at those altitudes that are
significantly slower than other aircraft (380 knots versus 550 knots).
This difference in cruising speed will pose a potentially significant
airspace management issue. They will have a range of roughly 1,200
nautical miles and carry up to four passengers.
D. Expected Uses
Current and projected aircraft orders illustrate two primary
categories of VLJ buyer. The first is an individual who plans to use
the aircraft for recreational transportation. The second, and much
larger segment of buyer, is that which involves transporting passengers
conducting business between major metropolitan areas. It is important
to note that while VLJs will frequently utilize secondary airports,
those airports are typically near--and share the airspace above--major
metropolitan areas.
E. Projected Deliveries
Predictions regarding the number of VLJ deliveries vary from source
to source. FAA predicts roughly 4,000 aircraft deliveries over the next
10 years, while others put the number at twice that. NASA translated
their projections into flight activity and estimates that VLJs could
account for 20,000 flights daily by the end of the 10-year period.
While aviation industry experts may debate the actual number of
aircraft eventually ordered, most agree that VLJs will appear in
sufficient numbers to significantly increase demand on an already
strained air traffic control system.
III. Economic Implications
The early interest in VLJs clearly illustrates the demand in the
marketplace for an aircraft with its capabilities. It appears to fill
the void between conventional piston aircraft and high-end business
jets at a price considered reasonable by its buyers.
Clearly the VLJ manufacturers and their suppliers stand to benefit
from the sale of these new aircraft. Furthermore, the downstream
activities linked to the operation and support of these aircraft will
increase access and revenue to smaller airports. VLJs will drive new
business for FBOs due to demand for storage, fuel, maintenance and
related services.
Using VLJs, air taxi operators could open access to new business
centers that previously were beyond the reach of available aircraft.
This new access could generate new markets and opportunities resulting
in further economic benefit.
At the same time, any incremental economic benefits would be
quickly erased if the introduction of VLJs leads to an increase in
airspace congestion. The airspace above major metropolitan areas is
already or rapidly becoming congested, and any further increase in
demand would cause an increase in delays for all users.
Delays are especially expensive to airlines and their customers.
The Department of Transportation has estimated that delays cost U.S.
airline passengers $9.4 billion in 2005. In addition to those direct
costs to passengers, delays cost airlines an estimated $62 per minute
in direct (i.e., aircraft) operating costs. Applied to the 94.1 million
cumulative delay minutes recorded in 2005 reveals $5.9 billion in
industry costs. Combining the passenger and airline costs produces a
U.S. economic cost of $15.3 billion or $484 every second.
IV. Implications for Our National Airspace System
A. VLJs Will Place Additional Demands on an Already Constrained ATC
System
The existing U.S. ATC system is based on vintage 1950s design
concepts that can no longer be efficiently expanded to meet future
demand. As the number of aircraft using the system increases,
congestion will worsen resulting in artificial limits on demand--access
to our Nation's airspace will be restricted to prevent total gridlock.
Industry experts \3\ have expressed concern over the ability of the ATC
system to accommodate growing demands:
---------------------------------------------------------------------------
\3\ Vaughn Cordle and Robert W. Poole, Jr., ``Resolving the Crisis
in Air Traffic Control Funding,'' 2005.
``The non-airline turbine powered fleet is much larger than the
air carrier turbine-powered fleet. And the total turbine-
powered fleet is projected by FAA to increase by 49 percent
over the next 11 years, putting considerable stress on the ATC
---------------------------------------------------------------------------
system.''
It isn't hard to imagine a system where access to airspace is
rationed. That is precisely what exists today at New York's LaGuardia
and Chicago's O'Hare airports. Congested airspace above New York and
South Florida threatens to force further restrictions. It is critical
to note that capacity limitations are not necessarily tied to a lack of
runway or terminal capacity. More and more, airport accessibility is
driven by the ability of the airspace above to accommodate the traffic.
For example, VLJs attempting to access Fort Lauderdale Executive
Airport may be blocked by saturated airways even though the airport
itself could handle the traffic.
Integrating VLJs into the current ATC system will present
challenges for FAA and existing users. VLJs will be incompatible with
existing aircraft using high-altitude airspace because they cruise at
significantly slower speeds. Introducing VLJs into these routes is
analogous to allowing tractors on a freeway. Air traffic controllers
would be faced with an increased level of complexity. This increasingly
complex environment translates into increased controller workload,
leading to excessive and inefficient aircraft separation.
Clearly it is in the best interest of VLJ operators and all other
users of our Nation's airspace system to collaborate in building a
system that safely, efficiently and equitably accommodates all users.
Vern Raburn, President and CEO of VLJ manufacturer Eclipse Aviation,
clearly recognizes the importance of NAS transformation on the success
of his business:
``In my opinion, we need to be asking and answering the hard
questions that will lead to implementation of a next-generation
distributed ATC system. And we should be doing it sooner,
because later is already here.'' \4\
---------------------------------------------------------------------------
\4\ Vern Raburn, President and CEO, Eclipse Aviation, October 15,
2005.
Unfortunately, the revenue collected by FAA will not cover their
costs to provide ATC services to VLJ operators and will fall far short
of the amount needed to finance NAS modernization. FAA will be faced
with significantly increasing demand for services without a
corresponding increase in revenue. To illustrate the problem caused by
today's FAA funding mechanism, consider that a typical 737 commercial
airliner flying from New York to Fort Lauderdale pays $1,506 \5\ toward
funding FAA, while an Eclipse 500 corporate VLJ on an identical route
using the same ATC services pays only $53. \6\ Based on an analysis of
FAA's cost data, ATA estimates that it costs FAA approximately $781 to
provide those services.
---------------------------------------------------------------------------
\5\ Commercial airliner tax revenue based on passenger, cargo and
fuel taxes, and assumes 70 percent load factor. Cargo and fuel taxes
derived from DOT Form 41.
\6\ Corporate VLJ tax revenue based on Part 91 operation and
assumes full fuel load at departure.
---------------------------------------------------------------------------
B. VLJs Could Introduce New Operational and Safety Risks
Historically, the cruise performance capabilities of the aircraft
operated by the various segments of the aviation community naturally
segregated them into distinct operating environments. Larger, faster
aircraft (like business jets and commercial airliners) typically cruise
above 28,000 feet, while piston-driven recreational and on-demand
charter aircraft primarily operate at lower altitudes.
VLJ performance will blur the lines between the blocks of airspace
conventionally used by the different types of operators. VLJ operators
will be able to climb to and cruise at altitudes that previously were
inaccessible due to the performance limitations of their previous
aircraft.
While the impact of VLJs on the airport terminal airspace
environment will be more a function of the number of operations rather
than an issue of compatibility, the FAA must assess a broad array of
integration considerations. Approach and departure patterns, wake
turbulence interaction and ramp congestion are but a few.
In recognizing that the potential will exist for relatively
inexperienced pilots to be operating high-tech aircraft in a complex
and challenging environment, the FAA must ensure that current training,
experience and medical standards are adequate to ensure the continued
safety of the system.
C. VLJs Will Consume Limited FAA Resources
1. Initial Certification
With some 20 VLJ models in various phases of certification, FAA is
applying significant resources in an effort to support manufacturers'
production and delivery schedules. While some certification work is
handled indirectly by FAA through the designees, the direct burden on
FAA is significant. FAA resources allocated to VLJ certification
efforts delay other certification activity.
2. Ongoing Safety and Regulatory Oversight
After certification of the aircraft, FAA is responsible for
ensuring that the users of VLJs comply with Federal regulations
applicable to their use of the aircraft. While oversight of individuals
flying VLJs recreationally is relatively straightforward, oversight of
large air taxi operators operating hundreds of aircraft is a complex
and resource-intensive effort. In recent testimony before the House
Aviation Subcommittee, the GAO observed that:
``Meeting the challenges posed by recent safety trends and
program changes will be exacerbated by other changes in human
capital management; the acquisition and operation of new safety
enhancing technologies; and new types of vehicles, such as very
light jets (VLJ), that may place additional workload strains on
FAA inspectors and air traffic controllers.'' \7\
---------------------------------------------------------------------------
\7\ U.S. Government Accountability Office, Testimony before the
Subcommittee on Aviation, Committee on Transportation and
Infrastructure, House of Representatives, GAO-06-1091T.
3. Air Traffic Control
The performance of VLJs and their apparent incompatibility with
existing traffic in the terminal and en route environment will make air
traffic control more challenging. Mixing fast and slow traffic on high-
altitude routes, as described previously, increases controller
workload. Sequencing large and small aircraft in terminal areas to
reduce the effect of wake turbulence adds complexity for controllers.
In limited cases, FAA may be able to respond by adding additional
controllers. The more common response will be to increase spacing to
manage the difference in aircraft speeds and reduce workload. This
results in wasted capacity and ultimately constraints on demand.
In the July 2005 issue of Flight Safety Digest, the director of
safety and technology for the National Air Traffic Controllers
Association, and a former controller, identified the relatively low
cruising speeds of VLJs as the biggest concern for controllers:
``The biggest impact most likely will be in the en route
environment . . . In the upper flight levels, speed will be an
issue''
He also expressed concern that VLJs will have an impact similar to
other, relatively slow aircraft:
``The early (Cessna) Citations are already an issue for us. As
a controller, you have to be aware of their slower speeds so
that you don't run them down. The very light jets are going to
create the same issue if they're put into the same flow with
commercial aircraft . . . I don't think the VLJs will mix in
well with the flow that we have today.''
4. Use of Flight Service Stations
The introduction of VLJs, or any aircraft other than those used by
large commercial air carriers, will drive a proportionate increase in
the use of Flight Service Stations (FSS). FSS provide flight planning,
weather and other related services to pilots free of charge. As the
number of users increases, so will the demand on FSSs. Unlike general,
corporate and business aviation users, commercial airlines typically do
not use FSSs.
V. Unmanned Aerial Vehicles Must Also Be Considered
An issue closely related to the introduction of VLJs is that of
unmanned aerial vehicles (UAVs). While not the focus of this particular
hearing, ATA is concerned about the aggressive pace of their
introduction into the NAS. Although most are used in military
applications today, UAVs are rapidly being deployed in a variety of
non-military surveillance roles.
Unfortunately, the nature and capabilities of most UAVs today,
combined with operators' apparent limitations in handling UAVs, require
that large blocks of valuable airspace be quarantined when UAVs are in
use. Clearly this approach is not a viable, long-term solution.
The aviation industry will continue to work collaboratively to
develop certification standards and operational procedures that will
allow UAVs to be safely integrated into the NAS.
VI. Summary
VLJs are an exciting innovation and a testament to the capabilities
of the U.S. aircraft manufacturers. Their long-term viability, however,
will be governed by the ability of our National Airspace System to
safely and efficiently accommodate them.
ATA believes that the successful integration of VLJs hinges on the
following:
FAA must ensure that robust standards are in place for
certification, operation and training.
FAA must segregate incompatible traffic to streamline flows.
FAA must employ a reliable and equitable funding mechanism
that links revenues to costs.
FAA must use that revenue to create capacity through
modernization of the ATC system.
ATA will continue to advocate a safer, smarter and fairer system
that satisfies the current needs of all users while scaling to meet
future demand.
______
Prepared Statement of Honda Aircraft Company
Mr. Chairman and Members of the Aviation Subcommittee:
Thank you for the opportunity to submit a statement for the record
on the September 28, 2006 hearing entitled. ``New Entrants Into the
National Airspace System.''
On July 25, 2006, Honda announced its intention to introduce the
innovative HondaJet into the very light jet (VLJ) market. The HondaJet
is the culmination of more than 20 years of aviation research,
development and testing to validate our technology. The initial test
flight took place in December 2003 and more than 240 hours of test
flights have occurred between December 2003 and July 2006. Production
of the HondaJet will occur in the U.S. with specific details on
location and timing to be announced in the future.
The design specifications of the HondaJet are as follows:
Seating: 6 to 8.
LengthWidthHeight:
41.739.913.2 ft.
Maximum Speed: 420 knots.
Operational Ceiling: 41,000 ft.
Range: 1,100 nautical miles.
The HondaJet has several significant technological innovations that
help it to achieve superior fuel economy, a larger cabin and more
luggage base, and a higher cruising speed compared with other aircraft
in its class.
The HondaJet has a natural-laminar flow (NLF) wing and fuselage
nose that allows it to have a low drag coefficient along with a high
lift coefficient. These were developed through extensive analyses and
wind tunnel testing including sessions at the Boeing and NASA test
facilities.
The HondaJet's patented over-the-wing mounted engines have the
advantage of eliminating the need for significant structures to mount
the engines to the rear fuselage. This in turn maximizes space for
passengers and luggage. In addition, this design feature reduces drag
at high speeds resulting in improved fuel economy.
The all-composite fuselage of the HondaJet consists of honeycomb
sandwich structures and stiffened panels. These reduce both weight and
manufacturing costs.
The flight deck is all glass state-of-the-art with integrated
avionics and digital graphics on a high resolution flat screen display.
The HondaJet also has an autopilot function.
In August 2006, Honda announced the formation of Honda Aircraft
Company, based in Greensboro, NC. Honda Aircraft Company will be
responsible for getting FAA type certification and production
certification. The new company will also be responsible for taking
sales orders beginning this fall as well as carrying out marketing
activities.
Honda has formed a business alliance with Piper Aircraft. Inc. to
collaborate on sales and service. The alliance will also look for new
opportunities in the areas of engineering as well as general and
business aviation.
The goal of our aviation endeavor, consistent with our other Honda
products, is to provide convenient and efficient transportation to
improve the quality of life for our customers. The entry of the
HondaJet expands the list of mobility products Honda has to offer.
Honda is one the world's leading producers of mobility products
including its diverse line-up of automobiles, motorcycles and ATVs,
power products, marine engines and personal watercraft. Honda is the
world's preeminent engine-maker, with annual worldwide production of
more than 20 million engines. Honda began assembling motorcycles in the
U.S. in 1979, with U.S. automobile manufacturing starting in 1982. We
currently have 10 manufacturing plants in the U.S. with a workforce of
more than 29,000 associates.
Thank you for the opportunity to submit this statement. We look
forward to working with the Committee.
A copy of the article, The Business Jet Market: Here to Stay, by
Richard Aboulafia, from the April 2006 issue of World Military & Civil
Aircraft Briefing has been retained in Committee files.