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including a cockpit display. This display
provided the pilot with the aircraft抯 location,
the location of other aircraft, and
graphical and textual weather information
on a moving map. The fatal accident
rate for aircraft equipped with ADS-B
avionics, which gives pilots a cockpit
display showing where they are in relation
to bad weather and terrain ?dropped
by 47%. In the lower 48, United Parcel
Service voluntarily equipped 107 of its
aircraft with ADS-B avionics in order to
save time, fuel and carbon emissions on
flights to and from its Louisville hub.
ADS-B coverage will soon come to the
Gulf of Mexico, where the FAA, in partnership
with the Helicopter Association
International, is installing ADS-B ground
stations on oil rigs. This will bring surveillance
services, aircraft locations and
weather data to both low-altitude helicopters
servicing the rigs and high-altitude
commercial flights operating beyond
radar coverage in the Gulf. Plans are
underway to have ADS-B coverage for
the entire nation by 2013.
A NextGen test bed in Florida beginning
later this year will allow the agency
to evaluate integrated technologies and
procedures for nationwide NextGen
deployment. The test bed will feature
RNAV routes between Florida airports
(including Miami, Orlando and Daytona)
and New York area airports (Teterboro,
JFK, LaGuardia and Newark). The precision
allowed by RNAV routes will improve
the efficiency of operations along the
crowded East Coast corridor, saving
time and money for airlines serving those
routes and reducing delays for passengers.
Continuous Descent Approaches
and Tailored Arrivals will be used in
Miami. Both operational maneuvers allow
aircraft to descend in a more direct alignment
with runways, increasing predictability
while reducing emissions and fuel
burn. Florida is also the first site for new
satellite-based traffic and flight information
broadcast systems. This capability
will provide weather and traffic information
to the cockpit to improve pilots?abilities
to operate more safely.
The FAA is also using JFK and Memphis
to test new Surface Management
programmes in order to facilitate better
aircraft flow on the ground. This will
enhance runway safety and reduce
delays, while also lowering emissions and
fuel burn.
The FAA has also entered into agreements
with international partners across
the Atlantic and Pacific to accelerate
the deployment of NextGen technologies
and procedures to improve aviation
safety, efficiency and capacity while
reducing the environmental footprint
during all phases of flight. The Atlantic
agreement, reached between the FAA
and the European Commission, is called
the Atlantic Interoperability Initiative to
Reduce Emissions (AIIRE). The Pacific
partnership, reached with Airservices
Australia and Airways New Zealand, is
called the Asia and South Pacific Initiative
to Reduce Emissions (ASPIRE).
Further, the FAA has been working
closely with EUROCONTROL on a wide
range of initiatives, including the research
and development of new technologies,
technical collaboration and joint operational
planning.
These initiatives are aided by a number
of commonalities between the United
States and Europe with regard to aviation
operations. For example, the
European and American aviation industries
both face the same pressures to
maintain safety, accommodate growth
and contain costs. The latter, given
the current global fuel situation, is
becoming increasingly more challenging.
Also, Europe and the United States
share many of the same commercial
customers ?with the same aircraft, the
same pilots and the same avionics.
That is why a seamless environment
between U.S. and European operations
through NextGen and SESAR is
so vital.
At the same time we recognise some of
the differences between the two aviation
systems. The European aviation industry
operates in a multinational, cross-cultural
environment requiring the cooperation of
many different governments. The scope
of the operations is different, as are
various regulatory requirements. Different
market forces are at play. However, the
commonalities between the two systems
and the benefits to be achieved by both
parties through collaboration far exceed
any of these differences. Aircraft need to
be able to fly seamlessly between the two
continents under NextGen and SESAR.
The United States is dedicated to this
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Skyway Magazine Autumn 2008(22)
