This dataset represents active recreational flyer fixed sites (commonly referred to as flying fields) that are established by an agreement with the FAA. The fixed sites depicted here are located in controlled airspace two or more miles from an airport. At these sites, recreational UAS operations are authorized up to the unmanned aircraft system (UAS) facility map (UASFM) altitudes. If you fly at the fixed sites depicted in this dataset within controlled airspace, you must adhere to the operating limitations of the agreement, which is available from the fixed site sponsor.The FAA currently is upgrading LAANC (Low Altitude Authorization and Notification Capability) to enable recreational flyers to obtain automated authorization to controlled airspace. The FAA is committed to quickly implementing LAANC for recreational flyers. The FAA also is exploring upgrades to DroneZone to enable access for recreational flyers. Until LAANC is available for recreational operations, the FAA is granting temporary airspace authorizations to operate at certain fixed sites (commonly referred to as flying fields) that are established by an agreement with the FAA. For fixed sites that are located in controlled airspace two or more miles from an airport, operations are authorized up to the unmanned aircraft system (UAS) facility map (UASFM) altitudes. The FAA is reviewing fixed sites located within two miles of an airport and will make individualized determinations of what airspace authorization is appropriate. Aeromodelling organizations that sponsor fixed sites, regardless of their location within controlled airspace, can obtain additional information about requesting airspace authorization by email at UAShelp@faa.gov. During this interim period, you may fly in controlled airspace only at authorized fixed sites. The list of authorized fixed sites is available on the FAA’s website at www.faa.gov/uas and will be depicted on the maps on the FAA’s UAS Data Delivery System, which is available at https://udds-faa.opendata.arcgis.com. Agreements establishing fixed sites may contain additional operating limitations. If you fly at a fixed site in controlled airspace, you must adhere to the operating limitations of the agreement, which is available from the fixed site sponsor.As a reminder, existing FAA rules provide that you may not operate in any designated restricted or prohibited airspace. This includes airspace restricted for national security reasons or to safeguard emergency operations, including law enforcement activities. The easiest way to determine whether any restrictions or special requirements are in effect as well as the authorized altitudes where you want to fly is to use the maps on the FAA’s UAS Data Delivery System, which is available at https://udds-faa.opendata.arcgis.com, and to check for the latest FAA Notices to Airmen (NOTAMs). This information may also be available from third-party applications.The FAA will provide notice when LAANC is available for use by recreational flyers.Alternatively, during this interim period, the FAA directs recreational flyers to existing basic safety guidelines, which are based on industry best practices, on its website (faa.gov/uas): • Fly only for recreational purposes • Keep your unmanned aircraft within your visual line-of-sight or within the visual line of sight of a visual observer who is co-located and in direct communication with you • Do not fly above 400 feet in uncontrolled (Class G) airspace • Do not fly in controlled airspace without an FAA authorization • Follow all FAA airspace restrictions, including special security instructions and temporary flight restrictions • Never fly near other aircraft • Always give way to all other aircraft • Never fly over groups of people, public events, or stadiums full of people • Never fly near emergency response activities • Never fly under the influence of drugs or alcoholYou also should be able to explain to an FAA inspector or law enforcement official which safety guidelines you are following if you are flying under the exception for limited recreational unmanned aircraft operations.Please do not contact FAA Air Traffic facilities for airspace authorization because these facilities will no longer accept requests to operate recreational unmanned aircraft in controlled airspace.Please continue to check faa.gov/uas on a regular basis for the most current directions and guidance.

This dataset shows shows the airports in San Mateo County where Unmanned Aircraft Systems (UAS) operators must not interfere with manned aircraft operations and notify the airport operator or control tower before operating a UAS. The Federal Aviation Administration (FAA) has issued regulations for flying Unmanned Aircraft Systems (UAS) or, more commonly, drones. The following are the most important regulations related to UAS operations: 1. Fly no higher than 400 feet and remain below any surrounding obstacles when possible. 2. Do not intentionally fly over unprotected persons or moving vehicles, and remain at least 25 feet away from individuals and vulnerable property. 3. Check and follow all local laws and ordinances before flying over private property. 4. Remain well clear of and do not interfere with manned aircraft operations, and you must see and avoid other aircraft and obstacles at all times. 5. Contact the airport or control tower before flying within five miles of an airport. The full set of regulations can be found on the Know Before You Fly Site: http://knowbeforeyoufly.org/wp-content/uploads/2015/01/KBYF_Brochure.pdf

A FRIA is a defined geographic area where drones can be flown without Remote ID equipment. Both the drone and the pilot must be located within the FRIA's boundaries throughout the operation. In addition, the pilot of the drone must be able to see it at all times throughout the duration of the flight.

For further guidance on the FRIA application, read Advisory Circular 89-3.

For additional information on FRIA, read 14 CFR Part 89.

Got Questions? Contact the UAS Support Center

This map displays the areas where operating requirements are proposed due to categories of population density in proposed part 108.185(c) of 14 CFR, regarding operation over people. Category 1 is any area that does not meet the density requirement of Categories 2-5, therefore it is the areas of no data by default. Refer to the NPRM for Part 108, 2120-AL82, for details on these categories in §108.185, including how they are defined and what the proposed requirements are. Additionally, see the License and Terms of Use for more information about these proposed maps and their intended use. Two data sets are provided, for each day and night. The original data was sourced from ORNL LandScan USA and processed per the proposed rule. https://landscan.ornl.gov/ Download instructions: The downloadable file contains all population density requirement areas. An attribute titled "Category" can be used to filter the desired population density category. Note that Category 1 is the area outside of all other categories, so it has no data. Data can be filtered to Category 2-5 prior to download, or afterward by using the attribute named category. Data dictionary:"The data files contain all population density categories. An attribute titled "Category" can be used to filter to the desired population density category."

The hub status and role of AK airports. Hub codes: N - Nonhub PrimaryM - Medium HubS - Small HubSource: Federal Aviation Administration, March 2018, Alaska Department of Transportation and Public FacilitiesThis data has been visualized in a Geographic Information Systems (GIS) format and is provided as a service in the DCRA Information Portal by the Alaska Department of Commerce, Community, and Economic Development Division of Community and Regional Affairs (SOA DCCED DCRA), Research and Analysis section. SOA DCCED DCRA Research and Analysis is not the authoritative source for this data. For more information and for questions about this data, see: FAA Airport Categories and Alaska Department of Transportation GIS

Public use airports in the state of Alaska. Includes public airports, heliports, and seaplane bases. Points represent the actual location of each airport as provided by the FAA. For Ownership and Use attributes: PU - PublicPR - PrivateSource: Federal Aviation Administration, 2018, Alaska Department of Transportation & Public FacilitiesThis data has been visualized in a Geographic Information Systems (GIS) format and is provided as a service in the DCRA Information Portal by the Alaska Department of Commerce, Community, and Economic Development Division of Community and Regional Affairs (SOA DCCED DCRA), Research and Analysis section. SOA DCCED DCRA Research and Analysis is not the authoritative source for this data. For more information and for questions about this data, see: Alaska Department of Transportation GIS and FAA Airport Data & Contact Information

This listing includes four datasets which, when combined, thoroughly describe the existing airfields in the State of Alaska. The challenge for this dataset, for those who care to attempt it, is to create an interactive graphical representation of this information that provides as much of this data on demand as possible.

This dataset was pulled from the faa.gov and is current as of 30 March 2017.

No research has yet been done on this dataset. Creating a usable graphical representation of this data (i.e. a map that shows all airfields and provides detailed information when each airfield is selected) would prove a very useful planning tool for emergency response planning in the state of Alaska. The intent of posting this dataset is to seek feedback and analysis along those lines.

Above all it is important that any code used to transform this dataset be reusable, since the FAA regularly updates their information on these airfields. An ideal solution would allow these datasets to be fed in one end and spit out a beautiful, intuitive, user-friendly product at the other end.

All the data files are provided in .csv format. The dictionary that contains the definitions for the various fields is provided in Excel because it contains multiple spreadsheets (one to describe each .csv file). It is recommended that you download the Excel file so you can refer to it in Excel while you work on the .csv files.

The Airports database is a geographic point database of aircraft landing facilities in the United States and U.S. Territories. Attribute data is provided on the physical and operational characteristics of the landing facility, current usage including enplanements and aircraft operations, congestion levels and usage categories. This geospatial data is derived from the FAA's National Airspace System Resource Aeronautical Data Product. Data is downloaded from the National Transportation Atlas Database.

Constraints:
Acknowledgment of the Federal Aviation Administration (FAA) and the Research and Innovative Technology Administration's Bureau of Transportation Statistics (RITA/BTS) National Transportation Atlas Databases (NTAD) 2007 would be appreciated in products derived from these data. Not to be used for navigation, for informational purposes only. See full disclaimer for more information.

The Aviation Facilities dataset is updated every 28 days from the Federal Aviation Administration (FAA) and is part of the U.S. Department of Transportation (USDOT)/Bureau of Transportation Statistics (BTS) National Transportation Atlas Database (NTAD). The Aviation Facilities dataset is a geographic point database of all official and operational aerodromes in the United States and U.S. Territories. Attribute data is provided on the physical and operational characteristics of the aerodrome, current usage including enplanements and aircraft operations, congestion levels and usage categories. This geospatial data is derived from the FAA's National Airspace System Resource Aeronautical Data Product. For more information about these data, please visit: https://www.faa.gov/air_traffic/flight_info/aeronav/Aero_Data/NASR_Subscription.

Aircraft Noise Visualization Software Market Outlook

According to our latest research, the global aircraft noise visualization software market size is valued at USD 1.21 billion in 2024, reflecting the increasing adoption of advanced digital solutions in the aviation sector. The market is experiencing a robust expansion, with a CAGR of 8.7% projected from 2025 to 2033. By 2033, the market is forecasted to reach USD 2.58 billion. This growth is primarily driven by stringent environmental regulations, technological advancements in noise mapping, and heightened focus on sustainable aviation practices.

One of the primary growth factors for the aircraft noise visualization software market is the increasing enforcement of global and regional noise regulations around airports and urban areas. Regulatory authorities such as the International Civil Aviation Organization (ICAO) and the Federal Aviation Administration (FAA) have introduced stricter noise abatement procedures, compelling airports and airlines to adopt sophisticated noise monitoring and mitigation strategies. These regulations have accelerated the demand for accurate, real-time noise visualization solutions that can facilitate compliance reporting, community engagement, and proactive planning. Furthermore, the growing public awareness of the environmental and health impacts of aircraft noise has led to mounting pressure on stakeholders to demonstrate transparency and accountability, further fueling market growth.

Technological advancements are another key driver shaping the aircraft noise visualization software market. The integration of artificial intelligence, machine learning, and big data analytics into noise modeling platforms has significantly enhanced the accuracy and predictive capabilities of these tools. Modern software solutions are now capable of processing vast datasets from multiple sources, including radar, flight tracking systems, and environmental sensors, to generate highly detailed noise contour maps and scenario analyses. This evolution is enabling stakeholders to simulate various operational changes, assess the impact of new flight paths, and optimize airport infrastructure with greater precision. Additionally, cloud-based deployment modes are making these sophisticated tools more accessible and scalable, allowing for seamless updates and collaboration among geographically dispersed teams.

Another significant growth factor is the increasing investment in sustainable urban development and airport expansion projects worldwide. As cities expand and populations grow, urban planners and developers are prioritizing noise mitigation in the design of new residential and commercial zones near airports. Aircraft noise visualization software plays a critical role in these initiatives by providing actionable insights that inform zoning decisions, building codes, and noise insulation requirements. The software also supports environmental impact assessments (EIA) for new runways, terminals, and flight procedures, ensuring that development projects align with sustainability goals and community expectations. The alignment of these tools with smart city initiatives and green infrastructure planning is expected to further boost market adoption over the forecast period.

From a regional perspective, the aircraft noise visualization software market exhibits strong growth potential across North America, Europe, and Asia Pacific. North America currently leads the market, driven by the presence of major airports, advanced regulatory frameworks, and significant investments in aviation technology. Europe follows closely, benefiting from progressive noise management policies and robust research initiatives. The Asia Pacific region is emerging as a high-growth market, propelled by rapid airport infrastructure development and increasing air traffic in countries such as China and India. Each of these regions presents unique opportunities and challenges, with local regulations, technological readiness, and stakeholder priorities shaping the pace and direction of market expansion.

The Flight Schedule Monitor (FSM) is the main tool for the traffic management specialist at the FAA David J. Hurley Air Traffic Control System Command Center (ATCSCC) to monitor, model, and implement Ground Delay Program (GDP) operations. FAA and airlines use FSM to monitor demand through receipt of FSM demand pictures of airports updated every 5 minutes. FSM constructs if scenarios for best options (i.e., best parameters) prior to making a GDP decision. Modeling may be used by: (1) the ARTCC Traffic Management Coordinator (TMC) to request ATCSCC implementation of a GDP in the event of significant congestion or if a demand imbalance is projected at an en route fix, route, or sector; (2) the ATCSCC to determine Air Route Traffic Control Center (ARTCC) start times, Airport Arrival Rate (AAR), and other parameters for a particular GDP scenario; and (3) the Airlines to see the effects of canceling or delaying a specific flights under a GDP.

Spatial coverage index compiled by East View Geospatial of set "FAA 1:1,000,000 Scale World Aeronautical Charts (WAC)". Source data from FAA (publisher). Type: Aeronautical. Scale: 1:1,000,000. Region: North America.

Downloaded 10/22/07 from http://www.bts.gov/publications/national_transportation
_atlas_database/2007/. Queryed out ND via attributes and reprojected in ArcMap. Brian Bieber - NDDOT The Airport Runways database is a geographic dataset of runways in the United States and US territories containing information on the physical characteristics of the runways. The 5585 runways in the dataset are runways associated with the 20362 airports in the companion airport data set. This geospatial data is derived from the FAA's National Airspace System Resource Aeronautical Data Product (Effective 18 January 2007).

Constraints:
Acknowledgment of the Federal Aviation Administration (FAA) and the Research and Innovative Technology Administration's Bureau of Transportation Statistics (RITA/BTS) National Transportation Atlas Databases (NTAD) 2007 would be appreciated in products derived from these data. Not to be used for navigation, for informational purposes only. See full disclaimer for more information.

A collection of all collisions between aircraft in wildlife that were reported to the US Federal Aviation Administration between 1990 and 1997, with details on the circumstances of the collision.

Details

The FAA National Wildlife Strike Database contains strike reports that are voluntarily reported to the FAA by pilots, airlines, airports and others. Current research indicates that only about 20\ Wildlife strike reporting is not uniform as some organizations have more robust voluntary reporting procedures. Because of variations in reporting, users are cautioned that the comparisons between individual airports or airlines may be misleading.

Source

Aircraft Wildlife Strike Data: Search Tool - FAA Wildlife Strike Database. Available at https://datahub.transportation.gov/Aviation/Aircraft-Wildlife-Strike-Data-Search-Tool-FAA-Wild/jhay-dgxy. Retrieval date: Feb 4, 2012.

Foto von Erwan Hesry auf Unsplash

VITAL SIGNS INDICATOR

Airport Activity (EC17)

FULL MEASURE NAME

Enplanements or tonnage at airports

LAST UPDATED

August 2019

DESCRIPTION

Airport activity refers to the number of passenger boardings at Bay Area commercial airports and to the quantity of goods – measured in tons – that arrive in the region as air cargo.

DATA SOURCE

Federal Aviation Administration: Passenger Boarding (Enplanement) and All-Cargo Data for U.S. Airports

2001-2017

http://www.faa.gov/airports/planningcapacity/passengerallcargo_stats/passenger/

Note: Passenger only

CONTACT INFORMATION

vitalsigns.info@bayareametro.gov

METHODOLOGY NOTES (across all datasets for this indicator)

Depending on airport size, the enplanement (or boarding) data for passengers comes from either the Primary or Commercial Airport data tables produced annually by FAA, as some smaller airports shift between these designations over time.

Splitgraph serves as an HTTP API that lets you run SQL queries directly on this data to power Web applications. For example:

See the Splitgraph documentation for more information.

Subscribers can find out export and import data of 23 countries by HS code or product’s name. This demo is helpful for market analysis.

This dataset consists of UAS flight images from three sites along an elevation and precipitation gradient within Reynolds Creek Experimental Watershed collected between June 4 and July 9, 2019. The lowest elevation site ('wbs1', 1,425 m) was vegetated by shrub steppe dominated Wyoming big sage (Artemisia tridentata ssp. wyomingensis). Vegetation at the middle elevation site ('los1', 1,680 m) was shrub steppe dominated by low sage (Artemisia arbuscula). Shrub steppe at the highest elevation site ('mbs1', 2,110 m) was dominated by mountain big sage (Artemisia tridentata ssp. vaseyana) and Utah snowberry (Symphoricarpos oreophilus utahensis). A MicaSense RedEdge 3 sensor mounted on a DJI Matrice 600 Pro UAS platform was used to collect multispectral imagery of each site. The drone was flown by a Federal Aviation Administration (FAA) Part 107 certified remote pilot between June 5 and July 9 2019. All flights were completed within two hours of solar noon. The RedEdge is a broadband multispectral sensor: blue (475nm), green (560nm), red (668nm), red edge (717nm), and near-infrared (840nm). The RedEdge sensor was radiometrically calibrated using a reflectance panel before and after each flight. A DJI Phantom 4 with the stock FC330 Red Green Blue (sRGB) camera was flown over each site to collect imagery at a finer spatial resolution to assist with training and test data for vegetation type classification.Resources in this dataset:Resource Title: UAS Imagery and Location Data - SCINet.File Name: Web Page, url: https://app.globus.org/file-manager?origin_id=904c2108-90cf-11e8-9672-0a6d4e044368&origin_path=/LTS/ADCdatastorage/NAL/published/node424632/Folder containing imagery (.zip) and location (.csv) data. The .zip files contain unprocessed visual (RGB) imagery in .jpg format acquired with a 12-MP DJI (Sony) FC330 camera and unprocessed multispectral, 5-band imagery in .tif format acquired with a MicaSense RedEdge-M sensor. Camera settings and EXIF information are embedded in the imagery files. The .csv files contain ground control point (GCP) labels and coordinate information recorded with an RTK instrument for GCP target (black/white cross) locations at the relevant study areas.SCINet users: The files can be accessed/retrieved with valid SCINet account at this location: /LTS/ADCdatastorage/NAL/published/node424632/ See the SCINet File Transfer guide for more information on moving large files: https://scinet.usda.gov/guides/data/datatransferGlobus users: The files can also be accessed through Globus by following this data link. The user will need to log in to Globus in order to retrieve this data. User accounts are free of charge with several options for signing on. Instructions for creating an account are on the login page.

This web map displays the FAA's UAS Facility Map along with parcel boundaries of the six towns on Martha's Vineyard. Much of Martha's Vineyard is controlled airspace. Please see the FAA website for an explanation of the regulations.In addition to FAA regulation areas, you are advised to check DJI's Geo Zones maps prior to flight, if you are using DJI products.The map is for general planning purposes only. If you are a drone pilot (recreational or certified remote pilot), please consult AirMap and other sources prior to take off to ensure that you are flying where permitted.

This data provides locations and technical specifications of legacy versions (ver. 1.0 - ver. X.X) of the United States Wind Turbines database. Each release, typically done quarterly, updates the database with newly installed wind turbines, removes wind turbines that have been identified as dismantled, and applies other verifications based on updated imagery and ongoing quality-control. Turbine data were gathered from the Federal Aviation Administration's (FAA) Digital Obstacle File (DOF) and Obstruction Evaluation Airport Airspace Analysis (OE-AAA), the American Wind Energy Association (AWEA), Lawrence Berkeley National Laboratory (LBNL), and the United States Geological Survey (USGS), and were merged and collapsed into a single data set. Verification of the turbine positions was done by visual interpretation using high-resolution aerial imagery in ESRI ArcGIS Desktop. A locational error of plus or minus 10 meters for turbine locations was tolerated. Technical specifications for turbines were assigned based on the wind turbine make and models as provided by manufacturers and project developers directly, and via FAA datasets, information on the wind project developer or turbine manufacturer websites, or other online sources. Some facility and turbine information on make and model did not exist or was difficult to obtain. Thus, uncertainty may exist for certain turbine specifications. Similarly, some turbines were not yet built, not built at all, or for other reasons cannot be verified visually. Location and turbine specifications data quality are rated and a confidence is recorded for both. None of the data are field verified. The current version is available for download at https://doi.org/10.5066/F7TX3DN0. The USWTDB Viewer, created by the USGS Energy Resources Program, lets you visualize, inspect, interact, and download the most current USWTDB version only, through a dynamic web application. https://eerscmap.usgs.gov/uswtdb/viewer/

8K Video Wall for Air Traffic Control Market Outlook

According to our latest research, the global 8K Video Wall for Air Traffic Control market size reached USD 1.17 billion in 2024, reflecting robust growth as air traffic management systems continue to modernize worldwide. The market is expected to expand at a CAGR of 12.8% during the forecast period from 2025 to 2033, reaching an estimated USD 3.48 billion by 2033. This impressive growth trajectory is primarily driven by the increasing demand for high-resolution, real-time situational awareness in air traffic control environments, where the clarity and reliability of visual information are mission-critical for safety and operational efficiency.

One of the primary growth factors fueling the adoption of 8K video wall solutions in air traffic control is the escalating complexity of global airspace and the corresponding need for advanced visualization systems. As air traffic volumes surge, particularly in key hubs across Asia Pacific and North America, air navigation service providers and airport authorities are investing heavily in next-generation display technologies. 8K video walls offer unparalleled image clarity, enabling controllers to monitor multiple data streams, radar feeds, and surveillance cameras simultaneously with minimal eye strain. This technological evolution is crucial for enhancing decision-making capabilities, reducing human error, and ensuring the highest standards of aviation safety.

Another significant driver is the rapid advancement in display hardware and software integration. Innovations in LED and OLED panels, coupled with sophisticated video wall management software, have made it feasible to deploy large-format, ultra-high-definition displays even in high-ambient-light environments such as control towers and en-route centers. These systems support seamless scalability, redundancy, and failover capabilities, which are essential for mission-critical air traffic operations. Furthermore, the integration of artificial intelligence and data analytics tools with 8K video walls is enabling predictive maintenance, anomaly detection, and enhanced visualization of complex flight data, further increasing operational efficiency and safety margins.

The market is also benefiting from increasing regulatory mandates and industry standards that emphasize modernization and digital transformation of air traffic control infrastructure. International aviation authorities, including ICAO and FAA, are advocating for the adoption of advanced visualization and information management systems. This regulatory push, combined with the growing trend of airport privatization and public-private partnerships, is accelerating the deployment of 8K video wall solutions not only in commercial airports but also in military and dual-use facilities. The resulting ecosystem is fostering greater collaboration between technology vendors, system integrators, and end-users, thereby driving sustained market growth.

From a regional perspective, Asia Pacific is emerging as the fastest-growing market for 8K video walls in air traffic control, driven by massive investments in airport infrastructure across China, India, and Southeast Asia. North America, led by the United States, remains the largest market in terms of revenue share, owing to its advanced aviation sector and early adoption of cutting-edge ATC technologies. Europe is also witnessing significant uptake, particularly in Western European countries focused on airspace modernization. Meanwhile, the Middle East and Africa are gradually catching up, propelled by ambitious airport expansion projects and the need to enhance airspace management efficiency.

Component Analysis

The component segment of the 8K Video Wall for Air Traffic Control market is categorized into hardware, software, and services, each playing a pivotal role in the ecosystem. The hardware segment, comprising display panels, controllers, processors, and mounting systems, dominates the ma