OI. The story of the status quo
Solvency Exts - Plan spurs international cooperation
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Solvency Exts - Plan spurs international cooperationStable funding key to EU cooperation – solves best for trans-Atlantic flightsPerera 11 [David Perera is executive editor of the FierceMarkets Government Group. He has reported on all things federal since January 2004. In addition to his Fierce work, he is also at work on a book to be published in September 2012 on the federal information technology market. “NextGen budget cuts hurt EU collaboration, says GAO”, http://www.fiercegovernmentit.com/story/nextgen-budget-cuts-hurt-eu-collaboration-says-gao/2011-11-29, 11-30-2011] Lin Budget cuts to the Federal Aviation Administration's multi-year air traffic control modernization effort could have the effect of making coordination with European counterparts more difficult, warns the Government Accountability Office. The FAA effort, known as NextGen, is an at least $40 billion collection of programs meant to revamp air traffic control by replacing radar with Global Positioning Satellite tracking, permitting the national airspace system to accommodate up to three times more air traffic than currently possible while reducing airplane fuel consumption and emissions through increased air traffic efficiency. The European Union has embarked on a similar effort called the Single European Sky ATM Research, or SESAR. As the GAO notes, a lack of interoperability between NextGen and SESAR technology standards could end up forcing planes on trans-Atlantic routes to have two sets of avionics and two different operating procedures--a situation that would degrade safety. The FAA and European Union signed a memorandum of cooperation in March 2011 establishing a formal collaborative structure for NextGen and SESAR, but any NextGen spending cuts caused by a reduction in congressional appropriations take precedence over deadlines agreed to even in the context of the formal structure, FAA officials told auditors. For example, FAA officials said the agency is restructuring plans to implement a ground-based augmentation system because of a potential funding reduction, even as Europeans press forward with it. GBAS augments the accuracy of GPS signals. As a result, "SESAR may have an operational GBAS while FAA does not," auditors say. FAA and European officials also told auditors cuts in their travel budget will make working with European counterparts more difficult despite the use of remote meeting tools such as WebEx, possibly resulting in schedule delays on joint projects. AT: SQ Solves - RetrofittingStatus quo attempts at decreasing jet fuel emissions are failing - retrofitting will not cause a significant declineFleming 8 (Aviation and Climate Change: Aircraft Emissions Expected to Grow, but Technological and Operational Improvements and Government Policies Can Help Control Emissions June 8, 2009 Statement of Susan Fleming, Director, Physical Infrastructure Issues. June 8, 2009 This is a GAO report. LexisNexis.) foster Retrofits such as winglets--wing extensions that reduce drag-- can be made to aircraft to make them more aerodynamic but may have limited potential for future emissions reductions according to experts we surveyed. By improving airflow around wings, winglets reduce drag and improve fuel efficiency, thus reducing emissions by a modest amount. Boeing estimates that the use of winglets on a 737 reduces fuel burn by 3.5 percent to 4 percent on trips of over 1,000 nautical miles. Many new aircraft can be purchased with winglets, and existing aircraft also can be retrofitted with them. However winglets have already become very common on U.S. commercial airline aircraft and provide limited benefit for short-haul flights. According to experts we surveyed, there is low potential for future fuel consumption and emissions reductions from winglets. Topicality Helpers - We are Transportation InfrastructureWe meet - Next Gen is transportation infrastructureDave Hess 11,http://articles.courant.com/2011-09-27/news/hc-op-hess-nextgen-0927-20110927_1_air-traffic-radar-air-routes,Modern Air Control Vital To Economy, Jobs, 9/27/11, editor at the Hartford Courant jeong Unfortunately, I don't think most Americans know what NextGen is. We tend to focus on roads, rail and ports when we talk about transportation infrastructure. Yet, in a world increasingly dependent on international commerce and coast-to-coast travel, speedy, reliable air transportation is just as important. And as safe as air travel is right now, the NextGen overhaul will make it even safer, more efficient and more environmentally friendly.¶ It's almost unbelievable, but 50,000 flights a day in the U.S. are controlled much the same as they were in 1960 — by World War II-era ground radar stations. Topicality Helpers - We are infrastructureNext Gen is infrastructureMark,Phelps,12, [http://www.bjtonline.com/business-jet-news/why-%E2%80%98nextgen%E2%80%99-matters,”Why ‘NextGen’ matters “,4/20/12,writer and editorial consultant for numerous aviation news and magazines.] Jeong The congressional logjam blocking long-term FAA funding in the U.S. appears to be broken. Perhaps the FAA can finally move ahead with the much-heralded “next generation” air-traffic-control program known as NextGen.¶ This news makes me recall the mid-1990s, when a visionary FAA staffer named Bruce Holmes–this was back when “visionary” and “FAA” fit in the same sentence–proposed the Small Aircraft Transportation System (SATS). It was meant to exponentially expand general aviation’s role within the U.S., opening up new options for pilots and passengers alike.¶ Aircraft and avionics manufacturers were charged with developing then-revolutionary integrated guidance systems. Pilots would have precise GPS guidance and full access to weather, traffic and terrain-clearance information on large video displays. Digital autopilots would fly with pinpoint accuracy. All this and more has been achieved.¶ In fact, business jet crews already had this level of technology when SATS was proposed. So what would SATS mean for business aviation? That’s where a second element of the plan was to come into play. The original idea called for the FAA to use new technology to redesign the concept of air traffic control, moving away from ground-based radar and navigation beacons and toward solid-state satellite control. In fact, much more of the “control” would be in the cockpit, with pilots having an accurate presentation of the traffic situation on their avionics screens. Ground-based controllers would direct flow, but would no longer be responsible for traffic separation at close quarters.¶ There was talk of a traffic “bubble” around every airplane in the sky–when an aircraft closed in on another’s bubble, the controller could intervene. Otherwise, pilots would be unencumbered by routings that funnel all aircraft through the same bottlenecks and would be free to fly like birds, rather than like rats in a maze. The potential fuel savings of such a system were huge, and that economic edge placed the airlines fully on board, too.¶ The other benefit was in airport final-approach technology based on precise satellite navigation. We now have “Localizer Performance” (LP) approach procedures; and more precise “Localizer Performance Vertical” (LPV) procedures, which include detailed descent guidance. With SATS, even small airports can allow aircraft to take off and land in all but the worst weather, without the need for costly and cumbersome ground-based instrument landing systems (ILS).¶ This is where the true breakout is still expected. If more general aviation aircraft–from heavy business jets to small “air taxis”–can access more airports under more weather conditions, that should enable much greater use of general aviation. Maybe then, the concept of “air taxis”–small jets bypassing large airports by using small airports to pick up passengers and take them to other small airports–can finally gain traction.¶ So, why has this taken so long? Certainly, the lack of a stable FAA budget slowed NextGen implementation. We currently have close to 3,000 LP and LPV approaches in the U.S. That’s more than twice the number of much “higher maintenance” ILS approaches, and new LP and LPV procedures are planned at an increasing pace. The improvements in infrastructure are or will soon be in place. Perhaps now we’re finally on the verge of realizing the dream of Bruce Holmes and his Small Aircraft Transportation System architects.¶ Sometimes, “smaller” leads to bigger and better. Directory: files files -> Answer True False 2 points Question 2 files -> Integer programming and game theory files -> 4 Integer Programming files -> Bpa vehicle Window Repair Scenario #1 task: Procure vehicle window relacement. Objective files -> Pop Warner History files -> North Carolina Inclusion Initiative Mapping Where Children with ieps are Being Served Purpose files -> Fall 2013 Spring 2014 Program Data: Standard 1 Exhibit 4d files -> Hanban – asia society confucius classrooms network 2010 request for proposal files -> Northern England’s set-jetting locations Download 0.82 Mb. Share with your friends:
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