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Author : United States. General Accounting Office
Publisher : DIANE Publishing
Page : 80 pages
File Size : 46,7 Mb
Release : 1998
Category : Air traffic control
ISBN : 9781428976610
Author : John H. Anderson
Publisher : DIANE Publishing
Page : 77 pages
File Size : 51,6 Mb
Release : 1999-04
Category : Electronic
ISBN : 9780788179143
The FAA undertook a multibillion-dollar modernization effort in 1981, but it has experienced serious delays. To get the modernization effort back on track, the FAA -- in consultation with the aviation community -- is developing a phased approach to modernization, including a new way of managing air traffic known as "free flight." This report reviews: (1) the status of the FAA's efforts to implement free flight, including a planned operational demonstration formerly known as Flight 2000; and (2) the views of the aviation community and FAA on the challenges that must be met to implement free flight in a cost-effective manner. Tables.
Author : United States. General Accounting Office
Publisher : Unknown
Page : 80 pages
File Size : 55,8 Mb
Release : 1998
Category : Air traffic control
ISBN : STANFORD:36105127352735
Author : Anonim
Publisher : DIANE Publishing
Page : 30 pages
File Size : 50,8 Mb
Release : 2001
Category : Electronic
ISBN : 9781428948938
To help meet the growing demand for air travel, the Federal Aviation Administration (FAA), in collaboration with the aviation community, is implementing a new approach for air traffic management known as free flight. Under this approach, FAA is moving gradually from its present use of highly structured rules and procedures for air traffic operations to a more flexible approach, which increases collaboration between FAA and the aviation community. By using a set of new automated technologies (tools) and procedures, free flight is intended to increase the capacity and efficiency of our nation's airspace system while helping to minimize delays. Two of these tools, the Traffic Management Advisor and the passive Final Approach Spacing Tool, provide controllers with a more efficient and effective means to increase the capacity of our nation's airspace system by better scheduling, sequencing, spacing, and assigning aircraft to runways. These two tools are expected to allow more aircraft to land during peak periods of traffic, thus increasing capacity and minimizing delays. Another tool, the User Request Evaluation Tool, allows controllers to make more efficient use of the existing airspace by allowing aircraft to fly optimal or more direct routes, thus helping to reduce delays at major airports. Collectively, these tools are also designed to achieve the above benefits without negatively affecting safety.
Author : Anonim
Publisher : DIANE Publishing
Page : 104 pages
File Size : 53,8 Mb
Release : 2005
Category : Electronic
ISBN : 9781428933750
Author : Gerald Lee Dillingham
Publisher : Unknown
Page : 128 pages
File Size : 47,8 Mb
Release : 2003
Category : Aeronautics
ISBN : OCLC:52876926
Much has changed since the Wendell H. Ford Aviation Investment and Reform Act for the 21st Century (AIR-21) reauthorized the Federal Aviation Administration's (FAA) programs 3 years ago. At that time, air traffic was increasing, and concerns about congestion and flight delays were paramount. Since then, the downturn in the nation's economy, the terrorist attacks of September 11, 2001, and, most recently, the war in Iraq have taken a heavy toll on aviation. Analysts nonetheless expect the demand for air travel to rebound, and the nation's aviation system must be ready to accommodate the projected growth safely and securely. The current reauthorization of FAA's programs provides an opportunity for the Congress and the administration to focus on challenges in increasing aviation capacity, efficiency, and safety and in controlling aviation program costs. Increasing capacity and service in the national airspace system poses several challenges. While airports currently receive enough funding to cover FAA's estimate of their planned capital development costs, a declining surplus in the trust fund that helps to support development and the need to spend up to $5 billion over the next 5 years for security-related capital improvements make the financial outlook for the next 5 to 8 years uncertain. Runway development, the principal means of increasing capacity, is now taking 10 to 14 years to complete, in large part because of time-consuming environmental reviews and community concerns. Providing air service for small communities is also becoming more difficult as costs increase and passenger ticket revenues decline. Intermodal alternatives may hold promise. Efforts to improve the efficiency of the national airspace system by modernizing the air traffic control system face challenges despite actions taken by the Congress and the administration to eliminate the cost overruns, schedule delays, and performance shortfalls that have plagued FAA's modernization efforts. Overall, FAA is improving its management of the air traffic modernization program and has implemented some systems, but key projects continue to experience problems. To enhance aviation safety, FAA and the aviation industry have undertaken an initiative to reduce the fatal accident rate, and FAA is working to strengthen its safety inspections of airlines' operations. Interagency coordination of aviation safety and aviation security activities has emerged as a challenge with the transfer of aviation security responsibilities from FAA to the Transportation Security Administration. FAA faces challenges in implementing controls over its costs. Although it has partially implemented a new cost accounting system that enables it to track 70 percent of its air traffic services costs, this system lacks internal controls over $3.1 billion in labor costs, according to the Department of Transportation's Inspector General. Congressional oversight is important to ensure that FAA implements controls and spends its resources effectively.
Author : United States. Government Accountability Office
Publisher : DIANE Publishing
Page : 62 pages
File Size : 40,8 Mb
Release : 2006
Category : Aeronautics and state
ISBN : 1422311643
Author : David Leonard Lewis
Publisher : Unknown
Page : 120 pages
File Size : 43,6 Mb
Release : 1983
Category : Aids to air navigation
ISBN : UCR:31210024856963
Author : United States. Congress. House. Committee on Government Operations. Employment, Housing, and Aviation Subcommittee
Publisher : Unknown
Page : 148 pages
File Size : 51,9 Mb
Release : 1997
Category : Transportation
ISBN : LOC:00172107771
Author : United States. Congress. House. Committee on Transportation and Infrastructure. Subcommittee on Aviation
Publisher : Unknown
Page : 114 pages
File Size : 52,7 Mb
Release : 2005
Category : Transportation
ISBN : LOC:00144515419
Author : Gerald L. Dillingham
Publisher : Unknown
Page : 71 pages
File Size : 45,6 Mb
Release : 2013-05-09
Category : Transportation
ISBN : 1457845687
The Fed. Aviation Admin. (FAA), with other federal agencies and the aviation industry, is implementing NextGen, an advanced technology air-traffic management system that FAA anticipates will replace the current ground-radar-based system. At an expected cost of $18 billion through 2018, NextGen is expected to enhance safety, increase capacity, and reduce congestion in the national airspace system. To deliver some of these benefits in the midterm, FAA is implementing operational improvements using available technologies. This could build support for future industry investments, but a task force identified obstacles, such as FAA’s lengthy approval processes. This report examined (1) key operational improvements FAA is pursuing through 2018; (2) the extent to which FAA is addressing known obstacles to the implementation of NextGen operational improvements; and (3) the extent to which FAA is measuring and demonstrating midterm benefits. Tables and figures. This is a print on demand report.
Author : United States. Government Accountability Office
Publisher : Unknown
Page : 56 pages
File Size : 53,5 Mb
Release : 2013
Category : Aeronautics and state
ISBN : OCLC:852149411
Author : Raymond A. Ausrotas
Publisher : Unknown
Page : 72 pages
File Size : 54,7 Mb
Release : 1992
Category : Air traffic control
ISBN : NASA:31769000515497
Introduction: Air passenger traffic in the United States showed remarkable growth during the economic expansion of the 1980's. Each day a million and a quarter passengers board commercial flights. The boom coincided with the advent of airline deregulation in 1978. This drastic change in the industry has inspired professional and newspaper articles, graduate student theses, and books which have discussed the causes, effects, costs, and benefits of deregulation with predictably mixed conclusions. Economists, who like to predict the future by exercising econometric models, are finding that conditions in air transportation have become too dynamic (chaotic?) for their models to cope. Certainly the future of the air transportation industry is unclear. There has been, however, an unmistakable trend toward oligopoly, or, as industry spokesmen describe it, "hardball competition among the major airlines." This trend has been accompanied by formations of hub fortresses owned by these survivors. Air traffic has always been concentrated in a few large cities; airplanes will go where there is a demand for them. But airline (rather than traffic) hubs have created artificial demand. Up to seventy percent of travellers boarding airplanes in the hub cities do not live anywhere near these cities - in fact, they may have no idea at which airport they are changing planes. Most passengers do not care, while travel cognoscenti soon learn to avoid certain airports (and airlines which frequent these airports). A hub airport is a frenzy of activity for short periods of time during the day, as complexes of airplanes descend, park and interchange passengers, and take off. Then the airport lies quietly. If observers were to arrive at a major hub between times of complexes, they would be perplexed to hear that "this is one of the most congested airports in the world." Thus congestion and its evil twin, delay, are not constants in the system. Rather, they appear only if a number of conditions conspire to manifest themselves simultaneously, or nearly so. First, the weather must deteriorate from visual flight conditions to instrument flight conditions. Then, this must occur near peak demand conditions at the airport. Of course, some airports in the Unites States are always near peak conditions, among them the so-called slot constrained airports: New York's La Guardia and Kennedy, Washington's National, and Chicago's O'Hare. When weather goes bad at these airports or other major hubs during complexes, ripple effects start nearly all over the country, because some airlines have now designed schedules to maximize utilization of their airplanes. Very little slack time is built into the schedules to account for potential delays, although "block-time creep" exists: the phenomenon that travellers discover when they arrive at their destinations ahead of schedule (if they happen to leave on time). This "creep" protects the airlines from being branded as laggards by the DOT's Consumer On-Time Performance Data hit list. Thus a combination of management practices by airlines (which place great demand on terminal airspace over a concentrated period of time) and mother nature (which provides currently unpredictable behavior of weather near the airport) conspire to limit the capabilities to handle arrivals and departures at various airports below the numbers that had been scheduled. Travellers complain that the schedules aren't being met, and if enough people complain to Congress, or if the travellers themselves happen to be members of Congress, a national problem appears. How much of a problem is this? In 1988 there were 21 airports, according to the FAA, which exceeded 20,000 hours of annual aircraft delay, perhaps 50,000 hours per year, or 140 hours per day. (One, Chicago's O'Hare, exceeded 100,000 hours.) These airports, in turn, averaged 1,000 operations (arrivals and departures) per day, so that each operation would have averaged about 8 minutes of delay. At O'Hare, for example, 6% of all operations experienced in excess of 15 minutes of delay. (In excess means just that - there is no knowledge of how much "in excess" is.) Conversely, this means that at that most congested airport in the United States, 94% of all airplanes arrive or depart with less than 15 minutes of delay. However, airline delay statistics may be similar to the apocryphal story of the Boy Scout troop which drowned wading across a creek which averaged two feet in depth. There are estimates that on a dollar basis, delay accounts for a $3 billion cost to airlines, or a net societal cost of $5 billion if travellers' wasted time is included. Since in their best years U.S. airlines make about $3 billion in profit, reducing delay is a sure-fire way for airlines to climb out of their all too frequent financial morasses, as well as diminishing their passenger frustrations. Even though all of the numbers mentioned in the paragraphs above are subject to substantial caveats, it is indisputable that on certain days during the year the air transportation system seems to come to a crawl, if not a halt. Travellers either find themselves sitting at airport lounges observing cancellation and delay notices appearing on the departure and arrival screens, or sitting in airplanes (on runways or at gates) being told that there is an "air traffic delay." Old-timers grumble that the only difference twenty years of technology improvements has made to the U.S. airspace system is that the wait is now on the ground instead of circling in the air near their destinations. To the casual observer, it would appear that a number of solutions exist to solve this problem. The most obvious is to pour more concrete: more airports, more and longer runways, more taxiways, more gates and terminals. This is analogous to widening highways and building more interstates for ground transportation congestion. The concrete solution, alas, runs into both financial and citizen roadblocks. It is very expensive - the latest airport coming off the drawing boards (Denver International) carries a tag of some $2 billion, with about $400 million of that in bonds being backed by a new funding creature, the Passenger Facility Charge (a head tax of up to 3 dollars assessed to every passenger enplaning at an airport - voluntary or not). The citizen roadblock is community objections to airport noisiness. The bill creating the PFC in 1990 also carried with it a mandate for the FAA to create a national noise policy so that individual airports would not wreak havoc with the whole system by creating their own local operational rules, such as curfews. The bill also attempted to pacify airport neighborhoods by setting a deadline for all U.S. aircraft to be quiet(er) - complying with Stage 3 regulations by the year 2000. More damaging than financial difficulties are the anti-noise sentiments, and the concomitant not-in-my-backyard syndrome, that are at the forefronts of protests of either an alert citizenry, or New Age Luddites, when any expansion plans are made public. Whatever one's view, it is a crowd vocal and seemingly powerful enough in local political circles to stop any large- scale progress to ground solutions of the congestion problem. That, then, leaves the air. It is intuitive that if airplanes were closer spaced than they are now, much more traffic would move through a given area in the same amount of time, and consequently airplanes would land (and take off) quicker, reducing any waiting (queue) time. This obviously increases airport noise levels. There are two problems with this approach. The first trick is to accomplish this safely. Safety has at least two dimensions: there is the physical, i.e., airplanes should not run into each other (or the ground, as a result of weather disturbances and wake vortices); and pilots (and controllers) should feel they are still in control of the situation, even after separation standards are reduced. The first aspect is mostly a matter of technology, the second mostly a matter of human factors. But if traffic moved quicker and noise of the aircraft is not reduced, the same citizens who had vehemently opposed the construction of additional ground facilities would once again rise in righteous anger and demand a stop to the more efficient techniques of flying airplanes which have caused an increase in the noise levels in their neighborhood. They, too, must be considered. This report will attempt to address some of the issues outlined above. The focus will be on technology and where it is best suited to provide an equitable and efficient expansion of capacity in the air transportation system. Ultimately, the discussion will be centered on NASA's potential contributions to solving the capacity problem
Author : United States. Congress. House. Committee on Transportation and Infrastructure. Subcommittee on Aviation
Publisher : Unknown
Page : 256 pages
File Size : 52,5 Mb
Release : 2009
Category : Law
ISBN : UOM:39015090386908
Author : United States. Congress. House. Committee on Transportation and Infrastructure. Subcommittee on Aviation
Publisher : Unknown
Page : 108 pages
File Size : 52,6 Mb
Release : 2000
Category : Transportation
ISBN : LOC:0007664388A