Term Paper: Global Position System (GPS)

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[. . .] This creates a lot impact in the business travel buyers and their travelers (Sheridan & Corker, 2006). According to Next Generation Air Transport System (NGATS) blue print, which ask funding to the aviation security system and to the entire sector so it can be re-established to meet the surging demands.

The market is expected to develop quickly therefore most travel buyers believe that North America domestic fares will increase by 5% for an average round trip fare if the issue is left without handling it proper. This will definitely affect the rate of doing business across the nation and minimize tourist visit to other parts of the country.

Therefore, the funding proposal is part of wider scheme by FAA to ensure better services are rendered to the public and our aviation industry remain secure towards achieving the vision 100 by 2025. Although the proposed increase has been met by a "brick wall" by many members of Congress, and the revenue from fee increases would only make a tiny dent in reducing the federal deficit, security fee increases remain under consideration. GBTA opposes fee increases and believes the safest and most cost-effective approach to aviation security is intelligence-driven, risk-based passenger-screening programs. Rather than pushing for higher fees, the federal government should focus its resources on accelerating full implementation of these programs. Additional fee increases are unsustainable and unnecessary, and discourage business travel

Global Position System (GPS)

In summary, the Next Generation Air Transport will consist of Automatic dependent surveillance broadcast which has got Global Positioning System (GPS) satellites signals which will provide air traffic controllers and pilots with more vivid and perfect data to be used to assist the aircraft safely both on the sky and on the runways when landing and taking off. According to JPDO (2005) a number of aircraft controllers and responders get a GPS signals and use them in finding out the right position of aircrafts when it's on the sky. These data are then transmitted to other aircrafts and air traffic control which are stationed within and around the region happening for the first time simultaneously, this will improve security and safety of aircrafts at a great deal.

System Wide Information Management (SWIM)

JPDO (2005) stated that in the next generation of air transport system will involves the use of different kind of advanced technology. Its reports indicate that System Wide Information Management (SWIM) will be introduced to offer a single structure or infrastructure and system for management information to pass over data to many users and applications. By reducing the number and types of interfaces and systems, SWIM will reduce data redundancy and better facilitate multi-user information sharing. SWIM will also enable new modes of decision making as information is more easily accessed and processed (JPDO, 2005).

Advanced data Communication

Currently, the communication which exists between the aircrew and air traffic control, and air traffic controller is mainly being noticed through the voice communication. However, it is highlighted by FAA (2006) that the introduction of this data communication gadget will offer an additional ways of two way communication for air traffic control clearances, advisories, instructions, reports and flight screw. With the majority of aircraft data link equipped, the exchange of routine controller-pilot messages and clearances via data link will enable controllers to handle more traffic. This will improve air traffic controller productivity, enhancing capacity and safety (FAA, 2006).

Next Network Enabled Weather

It's clearer that that the next generation air transports system will be technology based, however, SNEW will be implemented to complete the current gap. Mostly 70% of NAS delays are normally takes place because of weather every year. The vision of NNEW is supposed to reduce any weather related delays at least by half within the next few years. Sheridan (1995) stated that almost ten thousands of weather observations and most sensor reports which originates from the grounds, airborne and space-based will go directly into a single national weather information system and obtains its update in real time from the national weather center. The NNEW will also offer one weather picture in the entire national airspace system, which will enable a proper and efficient air transportation decision making (Sheridan, 1995).

The NAS Voice Switch

The number of voice switching system across the U.S. stands at seventeen and are based at NAS and a many of them have been in used for more than twenty years. Under the Next generation air transport system policy all these will be replaced with single or ground voice communication system to provide efficient in the exchange of data. According to FAA (2006) this system will be generally controlled by the NASA in coordination with other relevant stakeholder to protect the security of the information being exchanged.

Structural design of new aircrafts

Sheridan, Cohen and Corker (2006) stated that to achieve the environmental capability we need a combination of advanced aircraft performance and its operational procedures, landing policies around our airports and use of the new technology in the designing and building of new flights. The Next Generation Air Transport System (NGATS) focuses in coming up with new advanced design; engineering and better aircraft design technology to ensure that the development in the number of new flights and airports don't surpass the limit requirement for an environmental safety.

However, policy and financial incentives will be used to accelerate the introduction of environmental technology improvements in aircraft, including propulsion technologies, materials development, and airframe designs. Intelligent flight planning development is underway in most aircraft industry for example The Dreamliner which consumed less fuel compared to other aircrafts in the market. This is predicted to improve the flight management proficiencies, will enable more fuel efficient profiles throughout the flight envelope. This kind of new aircraft will also produce less noise and local emission reduction efforts will be coordinated among multiple aviation operations in large metropolitan areas (Sheridan, Cohen and Corker, 2006).

Most importantly, analysts have noted that by 2025, the impact of aviation on community noise and local air quality will be cut down so that the rate of environmental pollution reduces, even with much predicted growth in air traffic across the globe. Indecision in the emerging issues of climate change and health effects of emissions will be reduced to a level that enables appropriate actions to be undertaken to address these effects. Airports will be valued neighbors keeping the public well informed about aviation and environment issues. Airlines and airframe or engine manufacturers will be recognized as global leaders in jointly addressing mobility and environmental needs (Sheridan, Cohen and Corker, 2006).

Conclusion

The Next Generation Air Transport System (NGATS) is a call which will radically change the operational of aircrafts and most airports across the globe. There would a planned departure from the current system to the more interaction system in the next few years. As highlighted by FAA (2006) the main plan here is to make airline industry more profitable, environmental friendly, secure the airspace and airports to minimize the security threats to the nation. However, this paper analyses a number of issues which must be solved in a bid to ensure that safety are restored permanently and system resilience across our airports.

References

FAA (2006). Roadmap for Performance-Based Navigation Washington, DC.

ICAO (2005). Global Air Traffic Management Operational Concept, First Edition,

Document 9854. Montreal, Quebec.

JPDO (2005). Progress report on the Next Generation Air Transportation System Integrated

Plan. Washington, DC.

Sheridan B., (1995). Reflections on information and information value. IEEE Trans.

on Systems, Man and Cybernetics, SMC-25(1), 194-196.

Sheridan B., (2000). Function allocation: algorithm, alchemy or apostasy?

International Journal of Human-Computer Studies, 52, 203-216.

Sheridan B., (2006). A Review of Human-Automation Interaction Failures and Lessons

Learned. Cambridge, MA: Volpe National Transportation Systems Center.

Sheridan, T.B., Burki Cohen, J., and Corker, K. (2006). Human transient into-the-loop simulation for NGATS. Proceedings of the American Institute of Aeronautics and Astronautics Modeling and Simulation Technologies Conference, 21-24 August, Keystone,

CO, AIAA-2006-6114.

Sheridan, T. And Corker, K. (2006). Report of a Workshop on Human-Automation

Interaction in NGATS, Cambridge, MA: Volpe National Transportation Systems Center.

Sheridan, T.B. And Parasuraman, R. (2006). Human-automation interaction. In R.

Nickerson (Ed.), Reviews of Human Factors and Ergonomics. Santa Monica: Human

Factors and… [END OF PREVIEW]

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