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UPS PHOTO


UPS delivery of prescription


medicines from a


Florida pharmacy to a nearby large retirement


community via drone is scheduled to begin in May. The flights


will cover less than 0.5 miles, and final delivery will be by ground vehicle.


accidents now, where you go in and you really look at all aspects—the human factors, the machine, the operating environment, the training records, and whatever else. So we moved from the blame game to forensics. Ten we moved from forensics to a proactive approach,


and that’s where we are now. We have voluntary safety reporting programs, and we have data from flight-data monitoring and flight operational quality assurance that’s streaming off of engines and airplanes. We have other types of employee reporting and agency audits. Ten you have a team sift and filter that data to figure out


what’s important, what the threats are, and what changes need to be made. Tis approach does allow you to be more proactive, but it’s an analog process. We’re moving to a world where the data sources talk to


each other. Maybe you’re online looking at a new TV, and then later these pop-up ads for TVs show up. Tese com- mercial companies know a lot about you by analyzing the data they’ve collected about you. But we don’t have the same kind of visibility into a pilot.


For example, when you look at a pilot who’s being put into the operation that day, what is their readiness level for that day? We need to look at their schedule, their qualification, their checkrides. Tat’s the people data. Ten there’s the data on the machine. Ten what about the operating environment? What’s the mission, what’s the tempo, what’s the weather? Tis information comes from very different data sources.


But imagine if we could bring that in and combine it with some machine learning or artificial intelligence. So the question isn’t just, “Do I want that pilot?” It’s, “Do I want to


50 ROTOR 2020 Q2


pair a captain with less than 100 hours with a new-hire first officer flying their first ride into Midway, a place with high- tempo operations where the shorter runway can be challenging?” Tat’s where you start to get into predictive analysis, where


you look at the data to make a better-informed decision rather than reacting after the fact. You might say, “Tis mission meets the rules, but is that really a risk that we want to take on?” So you change the experience levels of the crew pairing, or you substitute a different equipment type, or you wait for the weather to clear, or you do whatever you can to reduce the risk. Tat’s what I’m pushing forward to. Right now, there are a lot of data-driven processes within


the FAA, but I want to bring all of that together into a com- mon data lake. We can then use and manipulate that data for different purposes. For example, an aviation safety inspector’s personnel information is segregated from their training qualifications, even though it’s the same person. I want to bring all that together, because I may want to query it for different purposes. And that’s just one example. You have to be able to translate the data into some kind of actionable information. And that’s the challenge.


What progress is being made on integrating UAS, or drones, into the National Airspace System?


Te FAA has an excellent leader in Jay Merkle, who came from our Air Traffic Organization and is now overseeing our UAS integration team. He’s doing a good job of engaging stakeholders and bringing together the different lines of business within the FAA.


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