Amdar coverage & Targeting for Future Airline Recruitment In amdar data sparse regions
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- Airlines in Data Sparse Regions
- Some Statistics to support the claims
AMDAR Data OptimizationAs highlighted previously, in some areas of the world there is a glut of AMDAR data, while a marked scarcity in other regions. While the NWP models have evolved to use more AMDAR data, with finer geographic and temporal increments in the observations, the consensus is that optimization of AMDAR data acquisition is required, and perhaps overdue. There are a number of regional programs designed to control and reduce redundant AMDAR data. At this point in time, the European and Australian AMDAR systems have built the most comprehensive data optimization systems, while the US is considering developing a system. Each of the AMDAR participant European airlines have their own flight selection system developed to turn on or off AMDAR reporting, or change reporting frequency, on individual flights. This provides control over the frequency of data collected from individual routes or airports. Each of these systems has unique attributes but all rely on communication through ACARS to essentially turn on and off AMDAR from individual aircraft on individual routes. Airlines use of both ACARS type messaging is expected to continue to increase in the coming years. As well, Air Traffic Control systems such as FANS (Future Air Navigation System), NextGen and Link 2000+ using ADS type digital radio systems may be established in other areas to reduce the use of verbal radio communications and increase the quality, accuracy and efficiency of communications. With NexGen (FAA) and Link2000+ (EuroControl) the cost of extra communications is covered by the regulatory body. However, with the new digital satellite communications systems it will be easier for the communications supplier to “count characters” and bill airlines for the exact amount of data transferred. This means that airline communications costs will be more accurately invoiced based on exact use. This may also mean that the data costs of AM DAR transmissions will come under greater scrutiny by airline management. Airlines operating in the data sparse regions, and capable of providing AMDAR data, will almost certainly be using satellite communications. It will be necessary for the airline and NMHS to have a data optimization system in place in order to reduce unnecessary redundant data and excess data transmission costs. AMDAR programs in Data Sparse Regions should be designed to include data optimization especially around local traffic hubs. Airlines in Data Sparse RegionsMethodologyUnderstandably, much of the required ACARS client data that is required for this survey is considered confidential by the network suppliers (ARINC and SITA). Therefore other means have had to be taken to substantiate the users of ACARS and therefore potential targets for expanding the AMDAR network. It was decided to use readily available and reliable fleet data from “Airclaims” (the data supplier). This group is known worldwide for its up to date information. On the other hand, the best way for the authors to acquire the understanding of whether an airline is a current VHF ACARS user was to use the public information found on the ACARS worldwide spotters forums. These forums are set up and operated by a team of airline enthusiasts from all over the world who work to keep the spotters network updated. Airline and Fleet information was collected from Airclaims into a database and separated into regions of the world as follows: South American Region (South America, Central America and Caribbean) African Region Middle East and Central Asia Asia Pacific Former Soviet Union These regions follow a delineation of similar socio-economic considerations that should help when it comes time to approach the airlines for participation in the AMDAR program. Next, a list of all VHF ACARS transmitting airlines was collected from multiple sources on the spotters network and correlated with the list of airlines for each region (23,000 records). As this list is only a list of actual aircraft that have transmitted ACARS messages at some point, further work was needed to manually review the specific serial number aircraft that transmitted messages to see if the actual airline fleet was using ACARS or a specific aircraft was transmitting (this could mean that a particular lessor of aircraft had ACARS and monitors the aircraft in lease vs the Airline actually using ACARS). Once the database was narrowed down to the Airline information, Fleet type and quantity and confirming that it was an ACARS operator, a review of the airline routes and frequency was added to the database to complete the effort. Database queries were run to obtain the required ACARS Airline, route and fleet type data and then run through the Airline Route Mapper free-ware tool (http://arm.64hosts.com/). The resulting regional route maps were then used to compare which airlines could significantly enhance the world AMDAR network. Steps 2, 3 and 5 above were fairly manual and labour intensive exercises which required manual research and confirmation from multiple sources to assure that the most up to date and accurate information could be collected. Even with this further research and confirmation, it is still likely that minor errors and omissions are in the resulting database. However, for the purposes of providing the WMO a guide for appropriate AMDAR target airlines, it is thought that the information provided is sufficiently accurate and detailed. Note that, unlike engine data, there is no accessible database of the avionics installed on aircraft. Also, avionics are usually updated several times in the lifetime of an airframe. The upgrades may be piecewise or by complete systems, depending on the individual airline or aircraft owner’s philosophy. It has been the author’s experience that even airline maintenance personnel may not have access to an overview database of installed avionics on their airline’s aircraft. It is clearly impractical to contact all 1300 airlines to request this data! It should also be noted that the airline industry is in a continuous state of flux, with startups, bankruptcies, mergers, etc. happening daily. Indeed at least one reasonably sized airline went out of business during the time the database was being prepared.
It is clear that the demand for air travel is rising globally, as seen in Figure 15. Economic growth in regions like India and China are quickly increasing the demand for world and localized travel. Some of the largest areas of air traffic growth will be due to the urbanization of Asia, Africa and Latin America. 
Figure 15: Growth in Urban Population 2005 – 2025 (Bombardier Aerospace Market Forecast 2012-2013) This is in turn creating the demand for additional aviation hubs to be created in our areas of interest over the next 20 years. The hubs or aviation centres as Boeing and Airbus’ Global Market Forecast 2012-2031 predicts (Figure 16), will provide substantial increases in overflights and route traffic in our existing data sparse regions. 
Figure 16: Forecast growth in Aviation Centres ( Airbus Global Market Forecast 2012-2031) Directory: Documents Documents -> Concept stage Documents -> Concept stage Documents -> The great global switch-off Documents -> Nonprofit grant application Documents -> The Truth about the Rwandan Genocide Documents -> Annual InStructional unit plan Documents -> Chaos equipment included Download 3.89 Mb. Share with your friends:
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