FAA Reauthorization Bill

Three of the Most Important Functions of the Bill

~Synopsis ~

The new FAA reauthorization bill introduces several new and/or improved functions directed towards aviation. All are important, however -- subjectively, a few seem to be more important than others. Out of all of the new and/or improved functions that are introduced, NextGen would seem to be the one that would have the greatest impact in the aviation industry. Another would be with respect to runway safety improvements, with respect to reducing the number and severity of runway incursions. Lastly, and this was a tough choice, but since it's a current affair, the EU ETS ordeal. I considered alternative fuel research, which I think is highly important, but alternative fuel research is so far beyond the scope of aviation right now, we probably wouldn't begin seeing alternative fuels in mainstream operation for at least another 10-15 years. Yes, there have already been biofuel-based tested flights, but they're just that -- test flights (they were successful, by the way). It's one of those things that's always brought up in politics (all the 'going green' hype), but nothing ever really comes out of it, and the next thing you hear is that we need to 'drill more' (oil). So, while alternative fuel research sounds great, and its part of this authorization plan, I doubt we'll see anything significant for at least a decade or two, maybe more. I think its something that needs to be researched, nor am I negating its importance, but there are other problems in the present that should be addressed. Nonetheless, on to NextGen, which is probably the most important aspect of the reauthorization bill.

1) NextGen

NextGen is the Next Generation Air Transport System, which will generate major improvements in safety, airspace capacity, flow control, efficiency (time and money wise), and various other benefits. It's something that's desperately needed given the projected growth in the aviation industry over the next decade (and onwards). The anticipated passenger-enplanement rate is pretty remarkable, growing 2.4% a year from 2011 through 2031 -- FAA Forecast & Fact Sheet. Doesn't sound like much, but at 2.4% -per year-, US domestic enplanements is expected to grow from approximately 150 million passengers in 2010 to approximately 374 million passengers in 2031. Clearly, more than double the amount of people flying today. With an already heavily congested national airspace system in 2011, NextGen implementation is nothing short of a dire necessity, given the future of the industry. NextGen implementation is already under way as we speak. For starts, RNAV-based departures and approach procedures (SID's and STAR's) are now in effect at several of the nations busiest airports, such as Atlanta-Hartsfield. These RNAV based procedures are one of the fundamentals of the NextGen based system. RNAV refers to area navigation, which allows aircraft (aircraft with avionics qualified for RNAV) to use ground or space (satellite) based navigation aids to assist in point-to-point navigation. RNP, another function of the NextGen system, is RNAV, but also includes onboard performance monitoring and alerting capability. In other words, it's RNAV, but the aircraft's avionics can now inform the pilots if the aircraft can or cannot meet the required performance measures necessary for that particular SID/STAR -- FAA Fact Sheet & NextGen. RNAV and RNP combined are called 'PBN', or 'Performance Based Navigation'. This is the desired objective with NextGen. The whole concept of NextGen in layman’s terms is to cram more aircraft into an already tight airspace system. The best way to do this (safely) is via PBN. If each aircraft could effectively predict, manage, and adjust various components of a flights departure and/or approach to very accurate -- precise standards, more aircraft could be streamlined into an airfield. The less dependence on vectors the better, and hopefully, vectors for departure and approach could eventually be eliminated all together (though this probably won't come for many, many decades from now, till all aircraft and airfields are equipped with PBN capabilities). As evident, NextGen is crucial to the future of the aviation industry, and is probably the most important aspect of the FAA reauthorization bill.

2) Runway Incursions

Runway safety improvements. Big deal here and this goes quite a ways back. Runway incursions are a well known problem in aviation. Historically, the most infamous runway incursion incident occurred over 30 years ago, which was the Tenerife disaster. Tenerife was really an eye-opening experience for the FAA, and subsequently became the poster child for runway incursions for decades to come. More emphasis was placed on new controller-based (ATC) technology than from an aircraft standpoint. The onset of newer computer technology during the 1980's and 90's paved the way for better airfield surveillance capabilities, eventually leading to the development of SMR -- Surface Movement Radar. However, back then, computers were very expensive, and imagine the price tag on computer technology to survey an entire airfield during those years was huge. As such, only major airports were able to afford the technology. It worked and it worked well, as runway incursions rates declined significantly. Keep in mind, this technology was used by controllers. The technology offered the ability to track aircraft movements around the entire airfield, thereby lessening the necessity to rely on visual cues (watching from the tower) and various other human factors. However, at smaller airfields (unable to afford the technology), there was of course no change in incursion rates. As technology progressed, newer incursion technology came about during the 1990's. SMR evolved to ASDE, or Airport Surface Detection Equipment. ASDE was no different than SMR, but now it included vehicular traffic. Therefore, not only could controllers monitor aircraft movements, but they could monitor all vehicles moving about the airfield. Slight improvement, but still substantial. This eventually led to AMASS in 1992, or the Airport Movement Area Safety System. AMASS was ASDE, but with a software program attached to it, which was logarithm based. The logarithm would predict the paths of departing and arriving traffic, and any types of predictions with respect to vehicle movement (such as if the software 'felt' that a vehicle was about to cause an incursion). The logarithm utilized the position, velocity, and acceleration of both airborne and ground-based aircraft, and airfield vehicles, to predict the onset of a potential incursion. If predicted, visual and aural alarms would be presented to the controllers, whom could then take appropriate action. AMASS was tested at San Francisco Intl. in 1992, and worked well, however due to budget problems (the program was $30 million over budget), never became fully operation till 2001 (at SFO, the initial test airport). AMASS went on to be installed at over 30 of the nations busiest airports a few years after the initial -official- installation at SFO. AMASS is still in use today, and has prevented many, many potential disasters in the US (you could research these). AMASS was recently in use with ASDE-3, the 3 simply means the 3rd generation ASDE system (again, newer technology evolves over the years, so they upgrade the system). Think of it as upgrading Windows; from Windows 98, to 2000, to XP, to Vista, to 7, etc. Same concept. SMR to ASDE to ASDE-2, ASDE-3, and now this leads us to the present system -- ASDE-X. ASDE-X is the newest system which is based on AMASS/ASDE-3. AMASS is somewhat of an outdated term now. ASDE-X *is* AMASS and ASDE-3, just the newest version, coined under one term (ASDE-X).

With ASDE-X, now we've come full circle to NextGen (back to my second paragraph on NextGen). ASDE-X is the newest system that is part of the NextGen plan. It encompasses a new feature (not part of AMASS/ASDE-3), called ADS-B, or Automatic Dependent Surveillance Broadcast. ADS-B supports data based linkage (think internet like), both in and outwards (downloading and uploading). ADS-B relies on surface based radar and transponders installed on aircraft and ground based vehicles. It's the most accurate system to date, the present one in use, and is NextGen compatible. Moreover, it uses GNSS (Global Navigation Satellite System), which is the hallmark of ADS-B, and why it's compatible with NextGen. Via the use of GNSS, the system is able to provide the exact coordinates, altitude, speed, and heading identification markers -- via a data link, to controllers. The benefits of this are enormous; precise aircraft position monitoring, elimination of blind spots for controllers and pilots, conflict avoidance countermeasures, complete and total surveillance coverage, and the ability to retain awareness regardless of weather conditions -- Benefits of ASDE-X. Clearly, a major safety enhancement. All said and done, you see how runway incursion technology has evolved, how we've come full circle, how it ties into NextGen, and how it all plays a significant part in the future of the aviation industry.

3) EU ETS -- European Emissions Trading Scheme

Lastly, with respect to the EU ETS (European Emissions Trading Scheme), the EU ETS is a present day factor that was fortunately included in the reauthorization bill. With respect to the reauthorization bill, the reauthorization bill further reaffirms the US's stance on the EU ETS. Congress used this act to further exemplify the US's stance with respect to the EU ETS. Basically, it's just another jab at the EU, and rightfully so. The act specifically stated that the DOT and the FAA were to use "all political, diplomatic, and legal tools to ensure that the EU ETS is not applied to any US registered aircraft and/or US operator". Hopefully such stern terminology, and the inclusion of this terminology in a federal bill, will help aide in the abandonment of the EU ETS for US carriers. The US has felt that the EU should have gone through ICAO with respect to the ETS, and also feels that the EU ETS violates the Chicago Convention. Moreover, they believe that the EU hasn't properly cooperated with foreign entities to address the problem of emissions. Instead, they've taken it upon themselves. Subsequently, including the EU ETS in this bill was done to further address the issue and hopefully help eliminate the EU ETS (in the US's favor). Will it work? Hopefully. We'll find out soon enough.