FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
2001
2001 - 2269.PDF
NEWS ANALYSIS AIR TRAFFIC MANAGEMENT RAMON LOPEZ / WASHINGTON DC USA confronts ATC delay crisis FAA and Boeing are proposing different capacity solutions but can industry make the modernisation schemes work? The US Federal Aviation Administration (FAA) and Boeing have separately unveiled ambitious plans that aim to use satellite- based technology to relieve aviation grid lock, increase capacity and simplify air traf fic management (ATM) in the US national airspace system (NAS). But the blueprints are different in key areas, and it remains to be seen how Boeing's proposal would mesh with the FAA's Operational Evolution Plan (OEP), which integrates over 50 ongoing and planned air traffic control (ATC) moderni sation projects (Flight International, 12-18 June). The Boeing bid hinges on a costly constellation of new satellites that do not feature in the FAA's current plans. The timings for the two ATC modernisa tion plans also appear not to be synchro nised. The FAA plans to keep pace with air traffic growth over the next 10 years, while Boeing aims to revolutionise ATM in eight years. Boeing says: "The FAA plan does not deliver capacity to accommodate future projections of air traffic growth." Monte Belger, acting deputy FAA admin istrator, says the agency will work with Boeing on concepts for the 2020-30 period since the manufacturer's bid is compatible with the FAA's OEP. "We will work con structively with them to understand the operational and technical requirements needed to rum their concept into reality." The FAA predicts that it can increase capacity by 30% over the next 10 years by implementing new ATC procedures and advanced technology and by constructing additional runways. *We are not promis ing solutions we don't think we can deliver," says Belger. Boeing, however, says that its concept, in conjunction with the OEP, would allow a 45% capacity increase over the next two decades. Vital to the plans is industry co-opera tion. The OEP stands more chance of suc cess than earlier plans as it assigns account ability for each element and deadlines for implementation - historically areas of weak ness in the ATM modernisation process. The FAA planHargets the four critical problems that limit NAS capacity: arrival and departure rates; en route congestion; the effects of bad weather on airport opera tions; and severe weather en route. Fundamental is the move from ground- based navigation aids to satellite-based ones such as the Wide Area Augmentation System (WAAS) which, with the Local Area Augmentation System (LAAS), is designed to ensure the accuracy and integrity of global positioning system (GPS) signals. Automatic dependent surveillance-broad cast is a key enabling technology for the "free flight" ATM system, allowing flight deck crews and controllers to share data and pilots to choose efficient routes. The OEP includes near-term (2001), mid-term (2002-04) and long-term (2005- 10) goals (see table). In the near-term air space "choke points" will be removed and Free Flight Phase 2 introduced. The initial WAAS follows in the mid-term, while long- term plans include new runways at con gested airports, and replacing ageing termi nal radar approach control (TRACON) with the standard terminal automation replacement system. The FAA will spend $12 billion on the OEP, while airports will pay for 15 new runways and American Airlines estimates that an airline of its size would need to spend nearly $1 billion on equipment. Although short on details, Boeing's plan calls for enhancing the OEP through Global Communication, Navigation and Surveillance System (GCNSS) satellites to augment GPS. John Hayhurst, president of Boeing's ATM unit, says: "Until we have a more detailed design completed, we don't have a specific cost estimate for the satel lites, nor a precise number." In the Boeing concept, the GCNSS would keep tabs on the weather »nd aircraft posi tion, speed and flight path, distributing data to controllers, pilots and airline opera tions in real-time via a common informa tion datalink network. Hayhurst says the concept will allow aircraft position to be predicted 40-50min ahead, and allow for simplification of sector, en route and ter minal area airspace designs. He believes the FAA can be won over. "I'm optimistic that with time we will develop FAA support for our concept," he says. Airlines • Reach agreement with pilots on land and hold short operations (LAHSO) procedures • Train pilots on closely spaced approach procedures • Improve information dissemination to passengers • Improve and share demand forecast data • Re-evaluate scheduling practices at congested airports FAA • Train controllers in runway incursions and awareness • LAHSO safety analyses • Install parallel runway monitors at selected airports • Improve dissemination of routing information and weather to facilities • Resolve airspace "choke points" • Improve currency and accuracy of special use airspace status information • Improve information to passengers • Expand use of 3nm separation standard • Start Free Flight Phase (FFP) 2 Airports • Add new runways at Detroit and Phoenix • Additional precision approaches at 14 airports • Work with communities to implement capacity plans • Improve information dissemination to passengers Airlines • Accelerate equipage to take advantage of area navigation (RNAV) routes and approaches • Ensure uniform data link equipage • Re-evaluate scheduling practices at congested airports FAA • Expand implementation of RNAV procedures • Install parallel runway monitors at selected airports • Complete FFP1 programme • Expand airspace redesign and start reduced vertical separation minima (RVSM) implementation • Complete WAAS phase 1 and implement LAAS approaches • Add datalink and ADS-B capabilities Airports • Build new runways/extensions at Charlotte, Denver, Houston Miami, Minneapolis and Orlando. • Improve surface management process • Start LAAS implementation • Add signs and lighting at smaller airports to take advantage of new navigation systems Airlines • Equip for enhanced situational awareness on airport surface • Equip and train for new LAAS systems FAA • Transition to single facility operation in New York • Continue TRACON consolidation • Implement RVSM • Complete WAAS phase 2 • Expand use of data link for ATC Airports • Build new runways and taxiways at Atlanta, Cincinnati, Dallas, St Louis and Seattle • Enhance surface congestion management • Taxiway and runway enhancements Source: FAA www.flightinternational.com FLIGHT INTERNATIONAL 19-25 JUNE 2001 61
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
