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Author Topic: Next Steps: National Airspace System  (Read 337 times)
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« on: November 19, 2016, 09:02:12 PM »
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There are two great aviation/airline policy unknowns after  the Presidential election:

1] Will President Obama pursue more effective routing and more balanced use of available airport capacity? 
2] What will be President-Elect Trump's aviation policy?

On our suggestion, FAA and EPA may be considering how to reduce FAA safety-risk management and air traffic control development and test costs (Next Gen), provide ample air tansportation and reduce GHG emissions from commercial aviation.  The Trump administration could hold a similar view of costs and safety, and there is evidence that the Prewsident-elect's opposition to globalization may include "deals" like the Intenational Civil Aviation Organization (ICAO) fuel efficiency standards. Next Gen has been going on for 9 expensive years and is stalled by expanding the busiest airports which increases the safety and reliability needs geometrically.

So an FAA plan to realign the National Airspace System immediately (before January 20, 2017) for safety and cost reasons could stand,  It is very unlikely anything would be gained by spending more per year on Next Gen planning and refinement; whereas  both constructions jobs and ongoing jobs would result from spreading air traffic control and airport infrastructure to more airports.
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« Reply #1 on: June 12, 2017, 07:50:54 PM »
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Michael Huerta remains FAA Administrator, but the EPA/FAA Finding on Greenhouse Gases from Commercial Aviation is melting down.

However, funding Next Gen over-runs and delays is not popular with the limited government T-Party caucus members. Next Gen capability, schedule and cost unknowns are thorns in the side of out-sourcing air traffic control, the current brain-fart in Congress.

Perhaps our observation that hub consolidations raised Next Gen performance beyond technical and/or budgetary limits is still meaningful to the Trump FAA budget and re-authorization. Lengthened average flights --more than an hour and more than 200 miles --use more fuel; congestion at hub airports means more airport costs per flight, raising fares. The easier way out is to plan fewer flights per hour as the safe maximum.  This would renew connections at former hubs with now-surplus hourly safe capacity.

SMAAC is the de facto Center of redesigning the National Airspace System for fuel ECONOMY (use less fuel per year) rather than fuel efficiency (miles per gallon), but many more miles per year. 
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