Nextgen-SESAR Harmonization Study

With this in place Kudler will keep using the ANSI standards when designing and developing the new systems. Along with these standards the system will need to work on a common communication protocol in order for all devices to be able to talk to each other as well as transfer data and other information correctly and efficiently.

• Provide background on the global industry • Present a regional analysis • Discuss current and future evolvement of the industry (trends) • Discuss challenges and strategies impacting the industry • Discuss the new breed of airlines • Discuss why airlines fail and how to achieve success

I have spoken to each of you individually regarding our current model and our expected path with regards to integration and partnerships with AMS. I will recap the top level view as it stands now.

Gittell, J. (2003). _The Southwest Airlines Way: Using Power of Relationships to Achieve High Performance._ New York: McGraw-Hill. Retrieved June 8, 2014

In July 2010, the Government Accountability Office issued a report that outlined the need to improve accountability and transparency in the implementation of NextGen programs. This had been a challenge for the Federal Aviation Administration and the newly-created NPS Team because NextGen is a set of complex programs and capabilities supported by many internal and external stakeholders. Moreover, each stakeholder has different perspectives on implementation, success criteria and performance metrics. As a result, one of the first tasks of the fledging NPS Team was to consult with all the lines of business to understand how each of them contributes to the success of NextGen and how it measures performance.

The technology to communicate between the airlines is available and the customers do expect that the airlines share their passenger information for connecting flights.

This is significant as 700 new ground stations and facilities around the country are needed for NextGen implementation along with expensive new ground-based equipment (Lawrence, 2015). Not only is the NextGen system expensive, but it is not perfected technology. Airlines have taken this into consideration and are reluctant to invest in this new system as new training, rules, procedures, charts, and approach plates are needed. The confidence airline companies have in the new system are low as the new systems reliability and accuracy is not sufficient for air transportation

Teri Bristol, chief operating officer of the FAA Air Traffic Organization (ATO), stated that NAS [National Airspace System] performances have been improved trough NextGen and drones and rockets are accommodated in the airspace system. “We’ve very aggressively been rolling out performance-based navigation, and it has certainly made flights more efficient, which saves us money, saves carriers money and reduces pollution,” he said.

The notion of flight – of traversing the vast highway of the skies – was once a dreamlike idea that was invigorated into reality in 1903, when Orville Wright piloted the first powered aircraft a mere twenty feet above the sandy shores of North Carolina. The subsequent century expanded upon his success, innovating airplanes and developing a booming industry founded upon air travel. It is thus valid to assume that, globally, we as a civilization have changed how we live and experience the world as a result of the airline industry - we are able to settle, travel, and conduct business in places once deemed remote and inaccessible, and our world is undoubtedly more interconnected. Traveling by air has become a commonplace service, altering our perception of distance and diminishing travel time, and the industry is continuously making efforts to improve and advance.

Deregulation of the U.S. airline industry has resulted in ticket prices dropping by a third, on an inflation-adjusted basis. As a result some 1.6 million people fly on 4,000 aircraft every day. Airlines carried 643 million passengers in 1998, a 25% increase over 1993 and the FAA estimates that the nation¡¦s airline system will have to accommodate 917 million passengers by the year 2008. The growth in air travel threatens to overwhelm the presently inadequate air traffic control system, which has not kept pace with available technology in navigation, communications, and flight surveillance. Much of the equipment used for air traffic control today is based on fifty-year-old technology; for example, analog simplex voice links for

NextGen utilizes a satellite-enabled navigation system that is more precise vs. traditional ground-based navigation aids. This allows the FAA to create optimum routes anywhere in the National Airspace System for departure, cruising altitude, approach and arrival operations. Flying time, fuel use, and aircraft exhaust emissions are reduced due to the efficient procedures. Passengers are also able to arrive at their destinations at more predictable times (FAA, 2017).

Stakeholders such as air navigation service providers, airspace users, airports, manufacturing industry and professional staff representative bodies should have the possibility to advise the Commission on technical aspects of the implementation of the single European sky. The European air traffic control equipment industry is working in a “niche” market, in which there are hardly any off-the-shelf product lines, given that each control system installed is specific to local constraints.Not only is the NLH not paid for what it does, but the funding which it disburses in line with its aim to facilitate the operation of airline pilot education in the north of Norway is more akin to the social objectives identified by the EFTA Court in the Private Barnehagers case, when it held that the Norwegian State was not seeking to engage in gainful activity but was fulfilling its duties towards its own population in the social, cultural and educational fields (24 ). In the air transport sector, in 2003 the Commission decided to launch a comprehensive and non-case-related dialogue with all the industry stakeholders, in order to prepare transparent guidelines on competition enforcement issues in the field of airline alliances and mergers With regard to the processing of sensitive data, even if these data might be filtered out

Since the birth of the International Civil Aviation Organization (ICAO) in 1947, this U.N. funded specialized agency has been a substantial catalyst for the development of standard principles and techniques for international air navigation. In addition, they continue to facilitate the promotion of safety and overall development in the continuum of flight. Between the advances in regulations, aircraft operation, aeronautical charts, air traffic services, aircraft accident investigations and much more, this powerful agency has contributed to the vast majority of aspects that compose aviation. Out of these numerous contributions, one of the many significant roles the ICAO has played since their upbringing pertains to the standardization and proficiency requirements of the English language. Beginning in 1951, English was chosen by the ICAO as the official language of aviation, primarily because the nations that manufactured and operated the majority of aircraft at the time were English speaking (McCulloch 2012). Initially, the standardization of the English language seemed like an adequate application to maintain simplicity and understanding. However, as history came to show, it was not. Through an analysis of the importance underlying efficient radiotelephony and the various efforts made by the ICAO, one will have a clearer view of where communication in aviation stands today, as well as an outlook of what the future beholds.

In the early 1980s, the international civil aviation community started to express concern about the limitations on existing facilities and procedures, and their inability to cope with increasing air traffic in the future years. Consequently Special Committee on FANS was established to study, identify and assess new concepts and technology in the field of air navigation, including satellite technology, and also to make recommendations thereon for the development of air navigation for international civil aviation over a period of 25 years. A major result was the global Communications, Navigation and Surveillance/Air Traffic Management (CNS/ATM) concept which identified the use of data communications and of satellite-based systems as being the two major areas of improvement to the then existing systems. The CNS/ATM concept was further developed and redefined, after which the Aeronautical Telecommunication Network (ATN) became an integral part of CNS/ATM systems.

Currently there is a large amount of research based on the use of the system and its benefits, although there is nothing in current research that shows the saturation of awareness in the aviation community. Some of the current research highlights the great benefits of the system, including the mass gathering of data to identify specific problems within the safety sector. Such as Cardosi, Falzarano, & Han (2008) research based on ASRS reports, where they analyzed 386 reports from the program database and gathered data which yielded a lot of results on the contributing factors of pilot-controller communication errors. The data they gathered was directly based of the ASRS self-reports submitted both by pilots and Air Traffic Controllers