Wingman: U.S. Needs to Get With the CPDLC Program

Eurocontrol's announcement that CPDLC became operational at the Maastricht Upper Area Control Centre (UAC) last month stands in stark contrast to the FAA's decision to postpone its own program, which was only in its beginning stage at Miami.

Notwithstanding the FAA's limited Oakland ATOP operational startup this week, that includes oceanic datalink, the U.S. is still lagging in this important modernization component.  And the world’s aviation community is concerned.

IATA's director of infrastructure strategy, Ralph Thompson, told an air traffic management conference in Warsaw recently, that the FAA upset a number of its members by canceling its Miami CPDLC trials while Eurocontrol was signing up a number of airlines – including several U.S. carriers – to use CPDLC in its Link 2000+ program.

The FAA justified the suspension of its Miami trials on the basis of lack of airline interest and its own budget concerns.

There is no doubt that current financial pressures contributed substantially to the FAA's decision.  Not only are many U.S. carriers in dire financial straights, causing much of their tepid interest, but the agency's funding is being hamstrung because of drastic reductions in passenger ticket tax income due to much lower ticket prices. 

The U.S. has long prided itself in its aviation technology leadership and innovation, but there are now numerous examples, in addition to its slowness to adopt datalink, where its dominance and influence are waning.

There are a number of reasons for this apparent turn of events, including of course 9-11, and its particular devastating affect on air travel.  And the largest U.S. airlines are struggling to reinvent their business models, and renegotiate onerous labor contracts in light of growing low-cost competition.  But there is another reason too: the high risk airlines must factor into their avionics' cost-benefit analysis to account for the probability that the ATC service provider won’t provide the necessary complimentary infrastructure and flight procedures in a timely fashion.

Innovative ideas are needed in technology.  And they are needed in economics as well – particularly in finding incentives to equip.  Beyond that, a commitment from the air traffic service provider to complete modernization programs, reliably and reasonably close to schedule, is required to create trust on the part of users and equipment suppliers.

Frankly, in spite of its good intentions and talented staff, the FAA has too often failed to deliver in these areas.  Often this occurs because the agency, being a government entity, is forced to make decisions based on political pressures rather than sound business principles.        

In light of these realities, Wingman believes the U.S. needs to once again examine its model for funding its airspace modernization programs, including new revenue generation schemes – and (gasp!) even the possibility of ATC privatization.  Wingman would like to know what you think.  Please send your comments to: wingman@flttechonline.com.  07-02-2004.

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