While there are two ‘A’s’ in ‘FAA’, we can all rest assured that neither ‘A’ stands for ‘ACCOUNTABILITY’. This we know from the news which, on a nearly daily basis, shows a corrupt and scandal-riddled work culture, where officials are ever careful to not let their personal name be attached to their professional actions and inactions. The recent coverage of the ATC recruitment scandal is one example; FAA’s decades-old habit of excessively redacting names of all FAA officials in FOIA responses is another example; and a third example is illuminated in the excellent series of articles from last summer, by Mario Diaz at PIX11.
FAA’s culture of unaccountability goes further. It not only protects those employed by the agency, but it also insulates rogue pilots and others whom the agency is supposed to be regulating, to protect them from accountability, too. Thus, incidents like the 2012 helicopter harassment against an advocate for regulation of skydiving noise in Longmont, CO are effectively enabled by a dysfunctional FAA. Essentially, a rogue pilot can do whatever he wants, and he’ll get away with it so long as he can rely of FAA to not enforce.
Required Aircraft Registration Markings
One clear area of FAA failure has to do with the requirements to mark all aircraft with legible registration numbers. The two principal ways that accountability is dodged with these GA aircraft markings are:
- FAA’s rules allow for incredibly tiny letters; and
- Even when an aircraft is identified, FAA is habitually lax about enforcement against aviators (click here for the FreeRangeLongmont version of the 2012 harassment incident… and be sure to click through to see the supporting documentation!)
We are all quite familiar with the license plates placed on the rear (and in many states on the front, too) of all registered trucks and automobiles. The purpose is to ensure drivers are accountable for their driving behavior. Identifying marks, legible from a reasonable distance, were intended to enable citizens and/or law enforcement officials to establish the registered owner (and hopefully the actually driver) after an accident or after any illegal driving actions.
The standard in the U.S., adopted in 1956, calls for plates that are 6″ by 12″. Typically, these have letters that are 2.5-inches (65mm) tall. A 1960 engineering study by the University of Illinois recommended adoption of a numbering system and plate design “…composed of combinations of characters which can be perceived quickly and accurately, are legible at a distance of approximately 125 feet (38 m) under daylight conditions, and are readily adapted to filing and administrative procedures.” The study also concluded that plates need to be readable from at least 125-feet away, and that a 14″ plate width (not just 12″ wide)would improve legibility, by ensuring letters are not excessively thin or mashed together.
The same logic is also supposed to apply to aircraft. However, states, local jurisdictions and Courts all defer to FAA as the final authority in charge of aviation safety. As such, it fell upon FAA to establish regulations for the proper marking of aircraft, to ensure they are identifiable, and to ensure the operators are accountable.
So, what did FAA do? They crafted a set of rules that virtually guarantee that any unsafe pilot or excessively noisy aircraft will be unidentifiable. And, even when they are identified, FAA tends not to enforce the rules, anyway.
The bulk of ‘General Aviation’ includes personal aircraft, many of which are kit-built by the owner/pilot. The vast majority of all small GA aircraft require 2″ tall registration letters; only a small number of GA require larger letters, either 3″ or 12″ tall. Think about that. Given that highway engineers opted for 2.5″ tall letters to be properly legible at 125-feet on our roadways, logically the minimum height to read the registration number of an aircraft at least 1,000-feet above the ground should be eight-times 2.5″, thus 20″ tall. Yet, the only small aircraft required to be marked with the full 12″ letters are those factory-built fixed-wing types after 1982 (and rotorcraft after 1983), and those kit-built models that cruise at speeds in excess of 180 knots. According to FAA’s rules, somebody flying an early 1970’s Learjet or Citationjet is legal, so long as they show 2″ tall letters on the sides of their engines. So, is it any wonder that drug-runners have become partial to using older small airplanes to move their product around?
An Example of Non-Enforcement
Here’s an example: a 1984 Cessna Turbo Stationair said to be based in Ohio, for which a custom paint-job was done. Nice looking plane, and plenty of power to get to remote lakes when outfitted in floats. But, take a look at the registration numbers. A licensed professional aircraft painter did this job, then advertised their good craftsmanship online, and the FAA officials simply looked the other way. The same FAA that jumps on hobbyists who use 6-pound quadcopters flown maybe 100- or 200-feet above the ground to shoot real estate aerial photos nowhere near any airports, and with zero risk of impacting regular aviation … that same FAA pays no mind to the fact that FAA-licensed pilots and the FAA-certified professionals who service their FAA-registered aircraft are routinely ignoring numerous FAA’s regulations, such as the need to have legible letters with a contrasting background.
And to the right is an earlier photo, prior to the custom paint-job. Both paint jobs do a wonderful job of camouflaging the aircraft callsign. And had this aircraft been built just two years earlier, in 1982, that camouflage would surround letters only 2-inches tall!
For the record, FAA’s regulations on marking aircraft are contained at Title 14 of the Code of Federal Regulations (CFR) at Chapter I, Subchapter C, Part 45, Subpart C. The specific language in 14 CFR at Section 45.21(c) includes: “…Aircraft nationality and registration marks must … have no ornamentation, … contrast in color with the background, … and be legible.” So, if this floatplane were to buzz a group of people on the water – even if by accident – chances are that, despite FAA’s regulations, the impacted people would not be able to identify the aircraft or pilot. In the best-case scenario, a decent pilot would never learn of his carelessness, would fail to sharpen his skills, and would continue a bad and unsafe habit. In the worst-case scenario, a rogue pilot would ‘get away with it’ – and feel further empowered – all the more likely to repeat use of his aircraft to endanger and harass people.
It’s Even Worse for Helicopters
Read this quote carefully, as this is FAA’s binding regulation for rotorcraft markings, copied from 14 CFR 45.29(b)(3): “(the markings) …must be at least 12 inches high, except that rotorcraft displaying before April 18, 1983, marks required by § 45.29(b)(3) in effect on April 17, 1983, and rotorcraft manufactured on or after April 18, 1983, but before December 31, 1983, may display those marks until the aircraft is repainted or the marks are repainted, restored, or changed.” The underline is added to emphasize, in essence, for all helicopters built prior to 1984, the owner must increase the numbers from 2″ tall to 12″ tall ONLY IF the owner chooses to ‘repaint, restore or change’ the numbers. It is as if regulators (and Congress?) wanted to carefully avoid upsetting operators in the pipeline, soon to take delivery of their new helicopter (why should they be burdened with a rule that makes their helicopter potentially identifiable?). Absurd, and yet so typical of the ambiguous mish-mash built into so many FAA regulations.