Why Should The Us Government Have To Be Responsible For Research In Aviation
Question 1
An agency of the U.S. government is conducting research and experimentation on methods for detecting airframe ice and conveying the information to the flight crew in a useful format. What agency would be responsible for such experimentation? If that research and experimentation leads to a new technology, what agency of the U.S. government would establish the airworthiness standards for incorporating that technology into U.S. civil aircraft?
Question 1 Answer According to Hamilton (2011), “The FAA does no basic research on aircraft and flight system technologies, these being within NASA’s area of research responsibility” (p. 16). When one hears the name NASA, they only think about their involvement in space exploration, but NASA is also doing research and development in aerodynamics and aviation technology which led to better flight control and deicing systems (Hamilton, 2011, pp. 17-18). Although NASA is responsible for these technological advances, they have to report all findings to the FAA to get the changes incorporated in the field. If the findings are deemed an issue that could affect flight safety, the FAA will then issue an Airworthiness Directive (AD). According to Hamilton (2011), “An AD is usually issued when operating and maintenance experience reveals the need to change some element of the design or fabrication of a particular type of aircraft or component to improve flight safety” (p. 9). …show more content…
Question 2
Why did the nations, represented at the 1944 Chicago Convention, not agree to the "five freedoms of the air" then proposed by the United States?
If a similar conference were held today, do you think the international community would take the same position?
Why?
Question 2 Answer
The proposal was not agreed upon because other nations felt the United States would dominate international air travel after the war (Hamilton, 2011, p. 26). The United States had grown through the war years. They had more planes, more trained personnel, and more manufacturing plants that were left undamaged after the end of the war. The other nations needed years to get to where the U.S. would be after the war (Hamilton, 2011, p. 28). Instead of letting the U.S. taking control of the market, the proposal wasn’t agreed upon. I think today the “five freedoms of air” would be agreed upon with no questions asked. The reason I say this because this would give lower standard countries the ability to enter U.S. airspace, whereas otherwise they would have that opportunity. Plus, a lot of other countries are not on the same level or beyond the U.S. in aerodynamics and aircraft technology. This would give the other nations the ability to expand internationally, which would create more jobs for their economies.
Question 3
If the FAA issues an Order of Suspension with Waiver of Sanction, waiving the sanction because you timely filed an Aviation Safety Report with NASA, can you still appeal the order through the process described above in an effort to keep the regulatory violation(s) charged off your record? If so, what is the worst that could happen to you as a result of that appeal?
Question 3 Answer
You can appeal the order but it has to be done within twenty days (Hamilton, 2011, p. 63). If the person accused fails to appeal within twenty days of the order being signed for, then the order of suspension becomes final and they no longer have the right to appeal (Hamilton, 2011, p. 63). Once the person appeals, the case will be assigned an administrative law judge (ALJ). The judge will hear the case and at the end make a decision. According to Hamilton (2011), “If either side is displeased with the judges initial decision (sometimes both are), it may appeal that decision to the full board (the five political appointees in Washington, D.C.)” (p. 66). If a verdict is reached after all levels of appeal are exhausted and the person charged is found guilty, they have to surrender their certificate to the FAA (Hamilton, 2011, p. 67).
References
Hamilton, J. S. (2011). Practical AviationLaw. Newcastle: Aviation Supplies & Academics, Inc.
An agency of the U.S. government is conducting research and experimentation on methods for detecting airframe ice and conveying the information to the flight crew in a useful format. What agency would be responsible for such experimentation? If that research and experimentation leads to a new technology, what agency of the U.S. government would establish the airworthiness standards for incorporating that technology into U.S. civil aircraft?
Question 1 Answer According to Hamilton (2011), “The FAA does no basic research on aircraft and flight system technologies, these being within NASA’s area of research responsibility” (p. 16). When one hears the name NASA, they only think about their involvement in space exploration, but NASA is also doing research and development in aerodynamics and aviation technology which led to better flight control and deicing systems (Hamilton, 2011, pp. 17-18). Although NASA is responsible for these technological advances, they have to report all findings to the FAA to get the changes incorporated in the field. If the findings are deemed an issue that could affect flight safety, the FAA will then issue an Airworthiness Directive (AD). According to Hamilton (2011), “An AD is usually issued when operating and maintenance experience reveals the need to change some element of the design or fabrication of a particular type of aircraft or component to improve flight safety” (p. 9). …show more content…
Question 2
Why did the nations, represented at the 1944 Chicago Convention, not agree to the "five freedoms of the air" then proposed by the United States?
If a similar conference were held today, do you think the international community would take the same position?
Why?
Question 2 Answer
The proposal was not agreed upon because other nations felt the United States would dominate international air travel after the war (Hamilton, 2011, p. 26). The United States had grown through the war years. They had more planes, more trained personnel, and more manufacturing plants that were left undamaged after the end of the war. The other nations needed years to get to where the U.S. would be after the war (Hamilton, 2011, p. 28). Instead of letting the U.S. taking control of the market, the proposal wasn’t agreed upon. I think today the “five freedoms of air” would be agreed upon with no questions asked. The reason I say this because this would give lower standard countries the ability to enter U.S. airspace, whereas otherwise they would have that opportunity. Plus, a lot of other countries are not on the same level or beyond the U.S. in aerodynamics and aircraft technology. This would give the other nations the ability to expand internationally, which would create more jobs for their economies.
Question 3
If the FAA issues an Order of Suspension with Waiver of Sanction, waiving the sanction because you timely filed an Aviation Safety Report with NASA, can you still appeal the order through the process described above in an effort to keep the regulatory violation(s) charged off your record? If so, what is the worst that could happen to you as a result of that appeal?
Question 3 Answer
You can appeal the order but it has to be done within twenty days (Hamilton, 2011, p. 63). If the person accused fails to appeal within twenty days of the order being signed for, then the order of suspension becomes final and they no longer have the right to appeal (Hamilton, 2011, p. 63). Once the person appeals, the case will be assigned an administrative law judge (ALJ). The judge will hear the case and at the end make a decision. According to Hamilton (2011), “If either side is displeased with the judges initial decision (sometimes both are), it may appeal that decision to the full board (the five political appointees in Washington, D.C.)” (p. 66). If a verdict is reached after all levels of appeal are exhausted and the person charged is found guilty, they have to surrender their certificate to the FAA (Hamilton, 2011, p. 67).
References
Hamilton, J. S. (2011). Practical AviationLaw. Newcastle: Aviation Supplies & Academics, Inc.