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Aviation History
2001
2001 - 2021.PDF
WWW.FLI6HTINTERNATI0NAL.COM EDITORIAL +44 (20) 8652 3S42 Quadrant House, The Quadrant, Sutton, Surrey SM2 SAS, UK Fax +44 (20) 8652 3840 email flightMernationambi.co.uk Editor Murdo Morrison +44 (20) 86524395 nwrdo.morrison@rbi.co.uk Editor's PA Oebra Warburton +44 (20) 8652 3835 debra.mrburton@rbi.co.uk News Editor Andrew Chuter •44 (20) 8652 3843 andy.chuter@rbi.co.uk Deputy News Editor Emma Kelly +44 (20) 8652 3096 emma.kelly@rbi.co.uk Features Editor DeeDee Doke +44 (20) 8652 3852 deedee.doke@rbi.co.uk Commercial Aviation Editor Max Kingsley-Jones +44 (20) 8652 3825 max.kingsley.jones@rbi.co.uk Defence Aviation Editor Stewart Penney +44 (20) 8652 3834 stewart.penney@rbi.co.uk Operations/Safety Editor David Learmount +44 (20) 8652 3845 david.learmount@rbi.co.uk Business & General Aviation Editor Kate Sarsfield +44 (20) 8652 3885 kate.sarsfield@rbi.co.uk Reporter Justin Wastnage +44 (20) 8652 3863justin.wastnage@rbi.co.uk Spaceflight Correspondent Tim Furniss +44 (1237) 471960 tim.furniss@spaceport.co.uk Editorial Assistant Franceses Everett +44 (20) 8652 3842 francesca.everett@rbi.co.uk EUROPE/MIDDLE EAST Paris Correspondent Simon Warburton +33 (1) 53 2188 00 simonna39@hotmail.com Israel Correspondent Arie Egozi +972(3)9671155 AMERICAS Washington DC Office Fax +1 (703) 836 8344 Americas Editor Graham Warwick +1 (703) 836 3448 graham.warwick@rbi.co.uk East Coast Editor Paul Lewis +1 (703) 836 3084 paui.iewis@rbi.co.uk Washington Correspondent Ramon Lopez +1 (703) 836 7443 ramon.lopez@rbi.co.uk West Coast Editor Guy Norris +1(949)2528971 Fax+1 (949) 252 8972 guy.norris@rbi.co.uk ASIA/PACIFIC Singapore Office Fax +65 338 6171 Regional Managing Editor Nicholas ionides +654343311 Fax+65 338 6171 nichoias.ionides@rbi.co.uk Deputy Asia Editor Andrew Ooyle +65 434 3309 andrevt.doyle@rbi.co.uk Regional Reporter David Fullbrook •65 434 3314 david.fullbrook@rbi.co.uk Australia Civil Aviation Correspondent Paul Phelan +61(7)40532791 Fax+61 (7)40533003 phphelan@optusnet.com.au Australia Military Aviation Correspondent Peter La Franchi +61 (0) 419 246 620 Fax +61 (2) 62312795 nuika@ozemaii.com.au ADVERTISING UK & Europe +44 (20) 8652 3319 France S Switzerland Tel +33 (I) 53 2188 00 Italy Tel+39 (02) 236 2500 Singapore Tel +65 434 3303 Hong Kong Tel+852 29651542 Australasia Tel +61 (3) 9245 7391 North America Tel +1 (703) 836 7444 Classified & recruitment +44 (20) 8652 8228 FOR FULL LISTING SEE PAGE 167 SUBSCRIPTIONS +44 (20) 8652 4745 THE FLIGHT COLLECTION kim.hearn@rbl.co.uk j\~rJ t Air Transport Intelligence (ATI), Right Internationai'ssister j-\j J online settee at www.rati.com, contains the full text of Flight •IWIIII /flternaf/ona/and Airline Businesssince 1996. Full text of the magazines can also be found online with Lexis-Nexis, Dialogue, FT Profile, IAC and Reuters. Editor Kieran Daly+44 (20. REED f^B BUSINESS INFORMATION WBPA T INTERNATIONAL COMMENT Freeing the skies Two US proposals to shake-up the air traffic management system need the political will to turn the vision into reality The Federal Aviation Administration and Boeing have unveiled their separate visions of how the US airspace system can be revamp ed to reduce airline delays which are already worrying and threaten to become crippling. The visions do not conflict. In fact they are complementary. But are they what is required? The FAAs Operational Evolution Plan (OEP) is the repackaging of a host of projects into a roadmap focused on increasing the capacity of the US national airspace system by 30% over 10 years. The improvements would be rolled out in three phases at a total projected cost of around $14 billion. This includes the government's share of $5 billion in new run way building outlined in the plan. Boeing's concept calls for a fundamental change in air traffic management, including the creation of a constellation of dedicated communication, navigation and surveillance satellites that would allow constant data shar ing between aircraft, air traffic controllers, weather forecasters and other participants. Sharing aircraft trajectory information in real time would increase airspace capacity by allowing aircraft separation to be reduced and enabling controllers to anticipate and alleviate bottlenecks. The new system would be rolled out ia three phases over eight years and would create capacity for more than 15 years of traf fic growth. If the new runways and improved airport infrastructure envisaged in the OEP are added, Boeing says its system would accom modate growth for the next 25 years. The aircraft manufacturer has not put a price on its system, nor defined how it would be funded and by whom. Boeing says it is will ing to make the investment necessary to make the system a reality. That includes constructing and launching the satellite constellation. This is no idle offer The company has both the capability and the incentive. It has a $30 bil- lion-a-year aircraft manufacturing business which is threatened by airspace gridlock. If Boeing can justify the multi-billion-dollar investment in developing a new aircraft for a 2,000-airliner market, the company can justify the cost of a system protecting the 22,000-air- craft market it forecasts for the next 20 years. There are problems with both plans. There is nothing fundamentally new in the OER and the FAA has yet to prove that it can bring large, complex programmes in on time and budget. The agency has yet to secure all the funding required by the plan. Boeing's plan does involve fundamental change, but it does not yet address how the change will be achieved. There is goodness in both plans. What is lacking is the political will to put them together The objective is a public-private partnership that will combine the FAAs operational exper tise with industry's entrepreneurial skills to create an airspace system that will meet the travelling public's needs in the shortest time. The FAA has shown that it can respond to industry needs. The industry has shown it is willing to invest in solving the problems. Now the stakeholders - politicians and user groups alike - must seize the chance to forge the two together into a partnership serving US air transport into the new century. SEE AIR TRANSPORT PAGE 11 Better by design Readers will have noticed a number of changes to this week's Flight International. After more than a decade, we have updated our look, with a new cover, typeface and page layout. Other re*isons include an expanded contents section, background pan els afceompanying key stories, and - on the open ing news spread - a briefing of world events impacting on the industry. Other sections, from fea tures to flight tests, Straight & Level to letters, have also received the redesign treatment. The facelift coincides with the launch this week end of the Paris air show and our 192-page issue examines many of the themes and innovations which will come under the spotlight at Le Bourget as the industry wrestles with consolidation, diversifica tion and an ever more liberalised global econ omy. Several readers-we know; we spoke to them in the research we conducted -will accuse us of chang ing for change's sake and fixing something that ain't broke. Not so. The needs and expectations of our readership are evolving and like any supplier of a product or service we strive to meet the demands of the market. The new- look Flight InternationalIs based on what we believe the vast majority of our readers and advertisers want from an international aerospace business jour nal, blending the experience of our journal ists and the incisiveness of our journalism with a design more in keeping with the 21st century. www.fliqhtinternational.com FLIGHT INTERNATIONAL 12-18 JUNE 2001 5
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