Next gen affirmative 1ac advantage-Econ
Solvency Contention-Implementation
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Solvency Contention-ImplementationFAA focus on the plan solves GCN 2009 Government Computer News http://gcn.com/Articles/2009/03/19/NextGen-air-traffic-control-031909.aspx?Page=2 The Federal Aviation Administration (FAA) is looking at opportunities to begin phasing in new technology over the next decade that could help relieve the growing congestion in the nation’s air transportation system. The FAA’s most recent implementation plan for the Next Generation Air Transportation System, which is supposed to be in place by 2025, focuses on capabilities that can be achieved in the mid-term, from 2012 to 2018, the Government Accountability Office told a House panel Wednesday. That shift is in part a response to industry concerns about the ability of the current system to handle growing volumes of air traffic. “Today’s system is straining to meet current demands,” Gerald Dillingham, GAO’s director of physical infrastructure issues, said. “To help address current congestion and delays, industry stakeholders have frequently suggested that FAA focus on maximizing what can be done with existing, proven capabilities and existing infrastructure.” The NextGen system would replace the current radar-based air traffic control system in which data, communications and instructions flow to and from a handful of ground control facilities, to a satellite-based system that would allow aircraft to locate each other and communicate with each other and FAA controllers more efficiently. This would allow more efficient use of congested air space and airport facilities. GAO reported on FAA’s NextGen progress to the House Transportation and Infrastructure Committee's Aviation Subcommittee. GAO has expressed concerns about the organization of the FAA’s Joint Planning and Development Office, in charge of planning the new system, and the Air Traffic Organization, which will be in charge of implementation and transition. “Recent versions of NextGen planning documents have partially addressed some of GAO’s concerns about their usefulness, but industry stakeholders continue to express frustration that the documents lack any specific timelines or commitments,” Dillingham said. The aviation industry also wanted to see more near-term investment in existing technologies to ease pressure. The nation’s air traffic controls system now handles about 50,000 flights a day, and in 2008 one in four of those flights was delayed or canceled. The volume is expected to increase to 80,000 a day by 2025. The aviation industry suggested to GAO the broader use of off-the-shelf tools, such as Traffic Management Advisor, Traffic Flow Management, and User Request Evaluation Tool, as well as techniques such as performance-based navigation and tailored arrival procedures. Traffic Management Advisor, a decision support tool, is being used in some airports to increase capacity, but the industry it is not being used to its full potential. NextGen includes five major programs, Automatic Dependent Surveillance Broadcast (ADS-B), System-Wide Information Management, NextGen Data Communications, NextGen Network Enabled Weather, and National Airspace Voice Switch. One of the first of these to be implemented in the near term could be ADS-B, which FAA has been using in pilot and demonstration programs. ADS-B lets airplanes determine their position using a global navigation satellite system and broadcast that information to other aircraft and to ground stations, rather than depending on ground-based radar. This would enable improved use of increasingly crowded airspace, and FAA established its Surveillance and Broadcast Services program office in 2005. FAA calls ADS-B a proven technology after years of use by general aviation pilots in Alaska and in air transport carriers in the Ohio River Valley. However, industry officials told GAO that without explicit commitments from FAA to reduce separation standards with ADS-B is in place, there would be no incentive for airlines to invest in the technology. Staffing and funding for updating the air traffic control system also is a concern. A senior FAA official told GAO that staffing needs can be difficult to address because historically the skills needed have been in short supply and competitively priced in the marketplace. Funding requested for FAA NextGen research and development has significantly increased, GAO said, from $83 million in fiscal year 2009 to about twice that amount in each of the next four fiscal years. This funding should complement investments made by other federal agencies, particularly NASA, to help support NextGen’s implementation. The stimulus funding law has increased NASA’s budget for aeronautics research by $150 million, although it does not specify whether this additional funding will be focused on NextGen-specific research. Solvency Contention-Will SucceedNext gen works-testing proves University of Alabama, December 16, 2009 (Next-Generation Air Transportation System to Ultimately Succeed, Computer Scientist Predicts, http://phys.org/news180186094.html) The Next Generation Air Transportation System, known as NextGen, is due for national implementation in stages between now and 2018. "I am predicting ultimate success and a system that will provide a much safer travel environment," says Dr. David Brown, a University of Alabama professor who has used data mining to help improve FAA safety databases. The Next Generation Air Transportation System, known as NextGen, is due for implementation across the United States in stages between now and 2018. To implement this new system, the Federal Aviation Administration will undertake a wide-ranging transformation of the entire air transportation system. “It is very well known that the current air transportation system is under increasing stress from gridlocks and delays,” says Dr. David Brown, professor of computer science at The University of Alabama and a nationally recognized expert on using database retrieval technology to help improve highway safety and FAA safety databases. “The recent computer problem in November with the FAA system that collects airlines’ flight plans caused widespread cancellations and delays.” The NextGen system moves from the current ground-based technologies to more dynamic satellite-based technologies. The first phase will be the automatic dependent surveillance-broadcast, which will use Global Positioning System satellite signals, and will begin after the proposed rule is finalized around 2010. “If history is any indicator, I would predict it will be a complete flop because they have tried this recently, but to no avail,” says Brown. “Given that they have to upgrade, however, I would think that perhaps they have learned from their past mistakes and instead of a big bang approach will do some smaller scale prototyping and testing. I also expect them to put a plan into effect to allow the new system to evolve concurrently as the old system is being phased out.” “So, I am predicting ultimate success and a system that will provide a much safer travel environment,” explains Brown. NextGen is capable of handling three times the traffic using integrated weather information NASA, 2007 (National Aeronautics and Space Administration. “NASA & THE NEXT GENERATION AIR TRANSPORTATION SYSTEM (NEXTGEN)” http://www.aeronautics.nasa.gov/docs/nextgen_whitepaper_06_26_07.pdf) The future Traffic Flow Management (TFM) function for NextGen has to be designed to deal with as much as three times today’s traffic, be less structured, and be able to handle a traffic mix consisting of airline operations, air taxi operations, general aviation, and unmanned air vehicles. It will be enabled by 4D trajectory-based operations, as described above, resulting in optimal utilization of the prevailing airspace and airportal configuration (but flexible and dynamic enough to support the future operational paradigms of NextGen). In the NextGen, many aircraft will have gate-to-gate 4D commitments, which may include gate identification, pushback time, take-off time, a complete 4D trajectory through the airspace, touchdown time, and gate arrival time. However, there may also be some aircraft in the NextGen that are equipped to design, in real time, a 4D trajectory of their choice while separating themselves from other traffic. TFM must accommodate both. All of this must be done with full use of integrated weather information. In addition, airspace adjustments restructuring should be fast and allow for airspace management from any facility by any controller on a routine basis to assist in balancing workload, and capacity and demand. NASA research in TFM will directly address these challenges as it develops concepts to effectively allocate demand through management of departure times, route modification, and adaptive speed control, among others, in the presence of uncertainties such as wind prediction, dynamic convective weather, aircraft performance, and crew/airline procedures and preferences Directory: file -> view view -> Western Europe after wwii view -> Author study: paul fleischman view -> Qpa1 7ela study Guide view -> Arctic Oil/Gas Neg view -> November 1970 Approximately 150,000-500,000 deaths Bhola Cyclone Bangladesh view -> Grade Level: 6 Unit of Study: Caribbean glce view -> Citation: Duffield, Katy view -> Table of Contents Lesson # view -> Chinese Wind Energy Disad Download 0.77 Mb. Share with your friends:
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