ational test-bed." It is anticipated that airport and airline management and researchers will want to look primarily at the feasibility, safety, and reliability and cost benefits of technologies prior to incorporating them into airports. In addition, testing will provide information that may assist in developing proposed changes to airport ground procedures and the construction of new airport facilities. "This is a totally new approach to tower--or airport--traffic planning that wasn't possible just a few years ago," said Dorighi. Twelve rear-projection video screens provide a seamless 360-degree highresolution view of the airport or other scenes being depicted. The imaging system, powered by supercomputers, provides a realistic view of weather conditions, environmental and seasonal effects, and the movement of up to 200 active aircraft and ground vehicles. Note: Photos are reprinted with permission from NASA's FutureFlight Central: photo library found at <http://ffc.arc.nasa.gov/ffc/photo_li brary/photo_lib.html> STANDARDIZED TAXI ROUTES Standardized taxi routes (STR)-have you heard of them? If not, you may hear them being used at selected airports. They are being developed at major airports to expedite ground control operations. Designed for air carrier operations, STR will allow authorized pilots to preplan their taxi routes to and from their gates for takeoffs and landings. STR can be developed for departures, arrivals, or both. FAA Order 7110.116 dated October 1, 1999, outlines the procedures for the development of STR. The new order does not supersede currently approved STR. The Order notes that controllers and pilots will not be mandated to use STR. The Order also lists when STR will not be used, such as during low visibility operations. In low visibility operations Surface Movement Guidance and Control System (SMGCS) procedures will be used if appropriate. When needed for safety or when appropriate, standard taxi procedures will be used. As outlined in the Order, STR are expected to reduce frequency congestion by reducing the amount of transmissions needed between air traffic and approved operators. Operators approved for STR operations will have letters of agreement signed between air traffic and the operator outlining the approved STR, their routing information, appropriate airport diagrams, movement area boundaries, any unique airport characteristics and/or procedures, and a legend depicting appropriate terminology and symbology used with the procedure. It is important to note that STR are not to be used by anyone without a letter of agreement authorizing the use of the STR by that operator. 2ND ANNUAL JOINT BIRD STRIKE COMMITTEE MEETING The second annual joint meeting of the Bird Strike Committee USA and Bird Strike Committee Canada is scheduled for August 8-10, 2000, at the Minneapolis-St. Paul International Airport, Minnesota. According to the organizing committee, military and civilian personnel for airfield operations, wildlife managers, land-use planners, FAA airport inspectors, university researchers, engineers, pilots, aviation industry representatives, waste management operators, and anyone else interested in reducing wildlife strike hazards to aircraft should attend. Registration is $90 by June 16 and $100 after June 16. Special hotel rates have been arranged to support the meeting for those registered by June 16 at the Holiday Inn Select (612854-9000). Attendees must mention. BSC-USA for the special rates of $89 for government employees and $109 per night for other attendees. For more details, you may contact Betsy Marshall, USDA, 6100 Columbus Ave., Sandusky, OH 44870. Her telephone number is 419-625-0242. Her fax number is 419-625-0242. Her email address is betsy.j.marshall @usda.gov. You may also sign on to the following website for more information: www.birdstrike.org. SPRING HAS SPRUNG, AND AN AIRMAN S FANCY TURNS TO ? Before delivering the annual spring proficiency lecture, the Aviation News Staff would like to thank all the readers of FAA Aviation News for their patience and understanding during the recent printing problems. Almost unanimously the calls, emails, and snail-mails concerning missing issues were forceful ("The last issue I got was September 1999, and it's now December."), but accommodating ("This is a good publication, and I want to keep getting it."). The reasons for the problems, we went into last issue, so now that we're back on schedule, we wanted to say, "Thank you"-for sticking with us, for reminding us that we do perform a service that is appreciated. Thank you for your calls and letters to "the powers that be" on the magazine's behalf, which we believe had a significant impact on the eventual albeit belated decision to provide funds to print all the 1999 issues as well as those for 2000. A mere "Thank you" doesn't seem enough to say to all of you, especially since you were the ones inconvenienced, but it is stated from each of us on the staff with sincerity and humility. All right, here comes the pitch for enhancing your pilot skills now that spring is here. (Actually, I'm writing this at the end of January after we've just had 14 inches of snow with six more due to arrive in about 12 hours. I'm using the images of spring to add to the nice logs burning in the fireplace in an attempt to ward off the below-freezing temps. And no, my office does not have a fireplace-I wish. Even a Fed occasionally works at home.) If I had the time this spring, not to mention the funds, I'd go for my multi-engine sea rating. You know, to round out ASEL, ASES, AMEL, AMES. What will it be for you? Multi-engine airplane? Rotorcraft-Helicopter? Glider? Instructor? I'll put my plug in for the instrument rating for all those who lack that particular addition. Cheapest insurance you can buy, and it also begins the process of fine-tuning your piloting skills and provides you with the tools to deal with situations you don't want to find yourself in without the rating. A private pilot can now begin instrument training right after completing the requirements for the private pilot certificate-no more minimum hours. To me, it's-as my teenaged relatives say-a no-brainer. Unless, of course, you really are looking forward to entering IMC inadvertently and trying to fly out of them by the seat of your pants. Now, to my second springtime rant: the debate over which is better, currency or proficiency. Remember, the FAA is only interested on a day-to-day basis with your currency as required by the regulations. The level of your proficiency only becomes a concern to us, again from a regulatory standpoint since your proficiency is always important to us, when an incident or accident occurs. Particularly if you have put flying on hold during the winter, going out on the next nice weekend and plunking down on the runway three times does not mean you're proficient. Go up with an instructor instead-hey, they need the money. Seriously, who better than an independent party to spot something that needs a minor adjustment? You can maintain your currency by staying proficient, the classic win-win scenario. So, add a rating. Get checked in a different make and model aircraft, one you've been wanting to move up to, or get a tail-dragger endorsement and have some fun while you're at it. Better yet, earn a phase of the WINGS program, and there's a new way to qualify for your WINGS-by e-mail. You still have to go out and take the three hours of instruction, but you can qualify as attending the required seminar by signing up for the WINGS by E-Mail program. Four separate topics are e-mailed to you, and at the end of each is a quiz. You can review the material and complete the quiz when it is convenient for you then click on reply and send it back to us. If you score at least 80% on each of the four quizzes, you get credit for a seminar. (A return e-mail is sent to you to verify this so that you can prove your "attendance" when you apply at your local FSDO.) A virtual safety seminar. Again, as my teenagers say, "Kewl." For further information on WINGS by E-Mail, e-mail <david.hunter@faa.gov> or visit <http://wings.e-dialog.com>. As we all move more and more into aviation cyberspace, let's not, however, lose sight of the real world of flying-pilots and mechanics and good aircraft, all operating with a synchronicity that is sometimes so intrinsic that it rivals any systems in nature. The difference from nature is that we humans have the ability to think for ourselves and introduce variables-good decisions and bad ones-into the system. But isn't that proficiency-currency with sufficient practice that assures the good decisions come easily and swiftly? Good decision-making means a safe flight. Safe flights mean a continued decrease in the already low general aviation accident rate. A continued decrease in the accident rate means more communities and businesses will realize what general aviation contributes to the community, its businesses, and its economy. And general aviation grows and becomes an even greater national benefit, local governments will cease trying to close general aviation airports, and we leave a legacy to the future. Sounds simplistic? As with nature, sometimes the simplest approach works. So, go out and do your part. Make proficiency your rite of spring. 'Til next time... |