Test. And now, thats right, i cant go to the airport because i couldnt get my code without pacing the test. Code. Mr. Hubbard . Until Technology Catches up public awareness. I would say the most efficient is an Industry Based standard so we dont have to go down a regulatory path. I very much like that idea of Industry Standard versus government edict. One quick question because i see im down to 52 seconds and i guess this would be directed to you, mr. Hanson, going back to that idea of Industry Standard, how would you describe the way in which ama develops and educates members and the general public about modeling guidelines and safety atlarge . You talk about community standard. You talk about sort of Industry Standards. How do you all do that presently . Well, currently within our membership a lot of our education is done at the local club level with the local people coming together and gathering a club and sharing information. In terms of the broader membership, we do that through our mainstay magazine, through our online presence, and then in terms of the uneducated consumer, were doing that through the know before you fly campaign. I see i have one second left, mr. Chairman. Well, im down to zero. Thank you for yielding back that second, mr. Sanford. The chair recognizes the gentleman from washington, mr. Larson. Thank you, mr. Chairman. Chief hubbard, in your testimony you said the Forest Service and the department of interior are developing a summary of the 015 field season and will make recommendations. When can we expect to see that summary . The summary of the incursions . Yes. We have that available now. Okay. Thats available now. And are you making recommendations from that summary . No, thats just capturing what weve encountered and we turned to faa and others for recommendations. So one of the instances in california you reported that five aircraft were delayed for 20 minutes. Is that right . Yes. What impact can a 20minute delay have on your ability to suppress a fire . What can happen in 20 minutes . In back country fire, not a lot. It gets bigger. In interface fires where you have life and property at risk it of course depends on the situation but it could be dramatic. Define dramatic . Loss of property for sure. And sometimes putting lives at risk. So after we get a chance to review the summary, may do some followup with you on just understanding better what steps we might take. So then faa and you all worked on it. Do you have an mou, is that right, or an moa . Moa. And whats in that moa . How we want to proceed together to try to resolve these kinds of issues because we know were an outlier in terms of our statistics and our operating altitudes. And its going to be a little more complicated. So we need some help. How many acres are on fire in the west . Weve burned 9 million acres. What was the other number you had, how many individual fires were there . 47,000 fires. Is that an outlier . No of. So how do you figure an outlier . I dont think so. Mr. Whitaker, how do you confirm that there have been situations where drones have come inappropriately close to aircraft . Theres been some questions about confirming these, whether they are or they arent. How does the faa confirm these . Well, i think as others have discussed, they are difficult to confirm. We dont have end numbers on these things that we can see. We dont have an ability to locate them the way we would with a laser, for example. And thats just the nature of the data. So its very raw data. I think what we can say is that the trend in the data is pretty obvious. So the number of reports on a monthly basis now is over 100 and thats a fivefold increase from a year ago. You can argue around the margins but theres a significant trend. How do you confirm these numbers . The numbers we get is on an anecdotal method and we point to a website that helps them refresh their memory for a near air collision report and if, in their mind, the determining factor in this instance, they believe they had one, we point them to the various links at the faa to fill the form out and submit the report. Thats beyond the report that happens real time where the pilot says here is one of those xwing drones and pushes on his transponder and calls the tower and says i just observed this and then the controller can say thats a data point for us and warn the aircraft behind them. Dr. Kay, youre the technology guy. How would you suggest we clean that up . How to confirm these . Its really tough if you just rely on pilot reports. I dont want to diminish theis. There have been, well, at least one case where the pilot thought they hit a drone and it turned out later to be a bird. So its very tricky. So what you would have to rely upon is some kind of surveillance something, something near an airport that could actually capture these things. Can you talk as well and this will be my final question i want to understand the difference between an engine taking in a bird and either a composite material drone or a drone thats metal based. So i should clarify that engine ingestion is not my area of expertise but ive talked with some people and we dont really know. I was happy to hear the faa is pursuing that. It probably has to do with the size of the drone, the components its made out of, and so forth. Thank you, mr. Chairman. The chair recognizes the gentleman from illinois. Talking about engine digestion or indigestion. Great question, mr. Larson. Thank you for being here. I apologize, multiple hearings today, so if im redundant, please forgive me. I have a concern, i represent central illinois, home to some of the manufacturers of our hobby type aircraft and Uva Technology and also home to many possible users of this technology for commercial use. A lot of discussion was on the program being implemented and run through the faa and part of my concerns have to do with some previous hearings like this where we talked about the exemption process moving slowly to offer exemption to those who have applied. Now that theyve sped up, weve seen the older requests being limited versus some of the newer requests in what can be done with the technology that theyve applied for the exemption for and, mr. Whitaker, i appreciate that your process has evolved at the faa but i think there might be a concern where older applicants and older exemptions issued may have to have some of the older applications to see if they need that same type of f x flexibili flexibility, and, if so, are you going to do that unilaterally or is that something that the previous applicants have to do . So, this is not a concern that ive heard expressed before but it sounds like a concern the newer exemptions have more flexibility that would be triggered by the current holders coming back for some adjustment to their 333 application. So they would have to come back personally to change the operational conditions . As opposed to us changing the conditions for them. Ill look at that and respond to your office. It is a concern to those in my district who have been possibly granted exemptions that may now be outdated. And i do believe and i hope you take this back that we need to have some flexibility in that process because the technology has changed even over the time that this program was implemented, and the technology is being produced in my district will continue to evolve unless we stop it to evolve and allow it to grow into what i believe should be commercial usage and a much more flexible commercial usage for technology and to do it in a safe way. I think that can happen. While i have time left, i will not butcher your name like my colleague mr. Larson didnt either since i wasnt here to get the correct pronunciation. Ill call you dr. K. Again, too. Thats just fine. Can you give me an idea of how maybe Transponder Technology can be helpful in avoiding some of the collisions, the issues that i think the faa is facing and we are, too, as policy makers . If Unmanned Aircraft are going to be flying at the level of transport aircraft or even up with general aviation aircraft, in order to be seen they need to have some kind of transponder. Wouldnt it work at lower level flights like life flights . It could work as well. Im not sure how many life flight helicopters have tcast involved. But its a possibility. The problem is that the cost of these transponders are pretty expensive. And they consume power and theyre heavy. For a lot of these larger aircraft it makes sense, and should be absolutely required. But for smaller drones, maybe a couple pounds so the technology for lightweight transponder okay. And how do you pronounce your last name. Its kokandorfer. Thank you. I yield back. Ill recognize myself for just a few moments. Mr. Whitaker, you talked about the difference between going after folks with serious penalties when they did not learn their lesson versus trying to train folks up. Im thinking about the number of incursions on restricted airspace by licensed pilots, by pilots flying planes with transponders. I see those incursions into restricted airspace listed in the thousands. Do you happen to know how many of those folks have faced serious penalties versus just trying to be trained up. Youre talking about incursion between manned aircraft . Thats right. I dont have statistics on that. Our compliance philosophy would largely be the same that wed be focused on remediating the problem and making sure theres compliance as a first step before moving to enforcement. Im told the maximum financial penalty for one of those restricted airspace incursions is 1,100. I think mr. Micah from florida has legislation to increase that to 100,000. But i just want to contrast that for a moment with what were talking about with unmanned vehicles today, captain. Youre one of my bosses, so i take you at your word when you tell me how to solve problems. But i have heard a lot about d adding technology to these 55 drones to keep them out of restricted airspace, yet no one is makinging that same suggestion for 50,000, 100,000, 150,000 manned aircraft. Is the importance of keeping folks out of restricted airspace such that before we Start Talking about adding technology to 55 gallon drones we should be adding it to aircraft . Its a multilayer problem. Its not only the financial penalty, flying into restricted airspace will ultimately result in you losing your license to operate the aircraft, and tracking who is the operator of the unmanned aerial system is difficult. So thats where part of the conflict is. We have to look at it both. I dont know the numbers either, but i do know we have programs in the manned Aircraft Community such as asap where if you make a mistake in an aircraft, were human, and we do make mistakes. You have a way of reporting it. That is gathered in a large database and we can do analysis on it. That, to my knowledge, doesnt exist for the commercial operation of Unmanned Systems yet. I think it would be a good idea to look at it. Having that reporting database might be more powerful than having some of the technical restrictions across the board . I think theyre both important. To have the database of someone who can report i lost command of my vehicle for this amount of time and i think it was because of this, then we can look to mitigation for the problems that they experience in the future. Dock are to, you suggested that one of the easy answers would be an altitude restriction. My guess is were either going to have to change the strength or put an altimeter in every Unmanned Aircraft to make that effective. Is that what you had in mind, a Technology Solution to create an altitude restriction not just a rule that then would be left up to individuals about whether they abided by it or not . I think something should be enabled by default. Like i said, when you pull it out from underneath the Christmas Tree a lot of people just try to see how high they can go. We really want to prevent things like that. It should be allowed to be overridden because the consumer drones are brought by legitimate operators like Law Enforcement and so forth. Well, that was in fact the very first line of the captains written testimony, this is an industry that has great benefit potential for americans for equality of life, for the safety of pilots and how to come together on that. Ill close with this and then ill ask each one of you in the context of terrorism there are an unlimited number of ways to do us harm but a limited number of folks who wanted to do it in this area were talking about today. Unlimited number of ways that accidents can happen. A limited number of folks who are out there day in and day out to violate the rules as the faa has indicated just this week. Is that the challenge, doctor, not to find a one size fits all aircraft solution but to go after those folks who would intentionally violate the industry or regulatory standards . In my written statement i categorized the different kinds of users, so i worry a lot about the naive users and reckless users. I think that is a separate category. I would have to say theres relatively little we can do about that right now. Mr. Hanson, should we be focused on the naive users or the bad actors . I think intentional acts need to be dealt with and there are existing laws and sanctions that can be put in place to do that. The naive or uneducated community is one we need to focus on because we firmly believe the users are good natured and conscientious individuals that just need the proper information. I thank you. If there are no further questions, then i thank all of the witnesses for their testimony and their indulgence today, and the committee stands adjourned. Every weekend the cspan Networks Feature programs on politics, nonfiction books, and American History. Saturday morning at 10 00 eastern on cspan marking the 20th anniversary of the million man march, live coverage of the justice or else gathering at the National Mall with keynote speaker minister Louis Farrakhan. At 6 30 at the National Press club retired neurosurgeon and gop president ial candidate ben carson discusses his book a more Perfect Union he wrote with his wife candy. Were live from New Hampshire for our allday coverage of the no labels Problem Solver convention in manchester including eight republican and democratic president ial candidates. On cspan 2s book tv saturday at 1 00 p. M. Eastern coverage of the 10th annual brooklyn book festival featuring msnbcs joanne reid, the history of corruption in america, and mona on why the middle east needs a sexual revolution. Sunday night at 9 00 on book tvs afterwards, rm toer meet the press host and White House CorrespondentDavid Gregory on his current book hows your faith . About faith and religion, interviewed by sally quinn. On American History tv on cspan 3 saturday night at 8 00 on lectures in history, San Diego StateUniversity ProfessorElizabeth Cohn on Alexander Hamilton and his role in the creation of the federal government and belief to mediate between the states. And sunday afternoon at 4 00 on real america the 1982 u. S. Information agency film on the first three years of the soviet unions war inbjh c afghanistan alleged war crimes including the bombing of hospitals. Get our complete weekend schedule at cspan. Org. Cspan has your coverage of the road to the white house 2016. Where youll find the candidates, the speeches, the debates, and, most importantly, your questions. This year were taking our road to the white house coverage into classrooms across the country with giving students the opportunity to discuss what important issues they want to hear the most from the candidates. Follow cspan student cam contest and road to the white house coverage 2016. Online at cspan. Org. Next, Baltimore Mayor stephanie rawlingsblake talk ing about the riots in baltimore earlier this year and how City Government handles community relations. She also discussed her work as president of the u. S. Conference of mayors. This is an hour. Welcome to the National Press club. My name is john hughes, im an editor for bloomberg first word, breaking news desk here in washington, and i am the president of the National Press club. Our speaker today is Baltimore Mayor stephanie rawlingsblake as the president of the u. S. Conference of mayors she will discuss that groups agenda for the 2016 president ial candidates. But first, i want to introduce our distinguished head table. This includes club members as well as guests of the speaker. From the audiences right, jerrod rizzy, White House Correspondent for sirius xm, wesley lowry for the washington post, erica sutherland, assistant professor at the school of communications at howard university. J. P. Grant, president of grant capital management. Skipping over our next guest for just a moment, kevin johnson, mayor of sacramento and former member of the nba phoenix suns. Donna laje, breaking news editor for usa today. Shes a past president of the National Press club and is the vice chair of the clubs speakers committee. Skipping over our speaker for a moment, jonathan solante, the washington correspondent for nj advanced media, the star ledger. Hes a former National PressClub President and hes the member of the National PressClub Speakers Committee who organized todays event. Thank you, jonathan. Caliope, chief of staff for the mayor of baltimore. Bruce johnson, anchor reporter at wusatv. Chris chambers, photographer of media studies at geor