Next gen affirmative 1ac advantage-Econ
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- A2: States CP-Solvency
A2: States CP-SolvencyEven if there’s a paradigm shift, fed is key to overcome the costs to airlines Stephen Goldsmith Harvard Kennedy School, Zachary Tumin Harvard Kennedy School, and Fred Messina Booz Allen Hamilton, March, 2010 (“Assuring the Transition to the Next Generation Air Transportation System A New Strategy for Networked Governance,” http://www.ash.harvard.edu/extension/ash/docs/nextgen.pdf) The historic paradigm—and current practice—says that airlines pay for planes; government pays for infrastructure. Government has always underwritten air traffic control infrastructure—towers and runways, for example—as public benefits. The airlines have always equipped the planes. “Clearly,” one respondent observed, “government needs to pay for the FAA’s infrastructure or the infrastructure that’s necessary to deliver the service.” This includes radars, transmitters, ground infrastructure, and controllers who operate the system. The NextGen paradigm arguably shifts this equation: under NextGen, public benefit infrastructure relocates from the ground to the cockpit. With infrastructure moving to the cockpits, many believe that government should fund the capital improvements. After all, the very virtue of NextGen is that avionics in the aircraft are not just serving the airlines or the airplane operation anymore. They are serving the system—making it more capable and providing benefits across the board. This then became a case of supporting an important public benefit infrastructure that has moved from the ground to the plane. If the airplane is to become a central cog in the air traffic control system, should government not subsidize the required technology on par with subsidies for ground-based air traffic control equipment? In today’s fiscal climate, those investments are dear, whether by government or industry. One airline executive asserted that equipping his fleet would cost $80 million to $100 million. Federal leadership and initiation is key to collaboration-that’s key to solve FAA 2012 (http://www.faa.gov/nextgen/accomplishments/collaboration/media/NextGen%20Engagement%20Proposal%205-28-10.pdf) Building NextGen will require collaboration and investment among the FAA, other federal government agencies and a wide range of participants, including commercial, private, and government flight operators; airport operators, labor, researchers, the manufacturing community, and local communities. The breadth and complexity of NextGen, however, means that there is no one-size-fits-all approach to engaging with the community or individual organizations. Overall, engagement needs can be described in three general categories: Executive-Level Engagement: The FAA needs community input on establishing overall priorities across capabilities, locations, and timeframes. This input needs to be from executives who can represent their organizations’ needs and interests. Implementation Engagement: Implementing specific NextGen capabilities requires joint planning and investments with members of the community to be successful. For these capabilities, the FAA needs to work with aviation community members who understand operations and technologies to fully define a capability; especially with stakeholders who need to invest money, resources, and human capital. Dialogue on Performance Metrics: The FAA is committed to keeping lines of communication open between the agency and the aviation community. The FAA needs to create a performance management framework that assists future conversations. A2: States CP-SolvencyThe Courts will strike down the CP-only the Federal government can authorize airport regulations AP 2008 (“Appeals court rejects passenger bill of rights” http://www.msnbc.msn.com/id/23795241/ns/travel-news/t/appeals-court-rejects-passenger-bill-rights/#.UAG7TvUVKdY) A federal appeals court Tuesday struck down a state law requiring airlines to give food, water, clean toilets and fresh air to passengers stuck in delayed planes, saying the measure was well-intentioned but stepped on federal authority. The 2nd U.S. Circuit Court of Appeals said New York’s law — the first of its kind in the country — interferes with federal law governing the price, route or service of an air carrier. The law was passed after thousands of passengers were stranded aboard airplanes for up to 10 hours on several JetBlue Airways flights at Kennedy International Airport on Valentine’s Day last year. They complained they were deprived of food and water and that toilets overflowed. A month later, hundreds more passengers of other airlines were stranded aboard planes at JFK after a daylong ice storm. The law was challenged by the Air Transport Association of America, the industry trade group representing leading U.S. airlines. The court said that while the goals of the law were “laudable” and the circumstances prompting its adoption “deplorable,” only the federal government has the authority to pass such regulations. “If New York’s view regarding the scope of its regulatory authority carried the day, another state could be free to enact a law prohibiting the service of soda on flights departing from its airports, while another could require allergen-free food options on its outbound flights, unraveling the centralized federal framework for air travel,” the court wrote. Assemblyman Michael Gianaris, the prime sponsor of New York Airline Passenger Bill of Rights, said in a statement that the ruling “is a disappointment to anyone who has suffered at the hands of airlines that care more about profits than their customers.” “This is far from over,” the Democrat said. Options for proponents of the law include an appeal, a new law or putting pressure on the federal government to create similar rules for long-delayed flights. In a statement, the air transport association said the ruling vindicates its position that airline services are regulated by the federal government and that a “patchwork” of state and local measures would not benefit customers. Government investment necessary to spur sustainable private investment AIA 2009, Aerospace Industries Association (AIA 2009 ""NextGen: The Future of Flying"" http://www.aia-aerospace.org/assets/brochure_aia_nextgen.pdf )PHS How To Accelerate NextGen NextGen is a national transportation infrastructure priority. The Transportation Department and the White House are looking at ways to accelerate NextGen implementation by up to eight years. This will only be possible with robust federal funding support — not just for FAA programs and infrastructure, but also for avionics equipment in the aircraft that will transport passengers and cargo around the United States and the world. The civil aviation industry — both commercial and general aviation — is experiencing the worst economic period in its history. For less than the cost of one high-speed rail project, every aircraft that flies into and out of the 35 busiest airports in the United States could be equipped with the avionics needed to transition to NextGen. And many NextGen capabilities, such as performance-based navigation, can be implemented in the short term while the full array of services and technologies of the air traffic system of the future are certified and produced. Timely implementation of these capabilities will not only improve the business case for operators’ investment, but will vastly improve the overall flying experience for the public. 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 0.75 Mb. Share with your friends:
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