Ten years into the NextGen ATC modernization effort, the U.S. Federal Aviation Administration faces ongoing cost, schedule and technical risks in achieving its objectives of managing increasing air traffic more efficiently, according to the Department of Transportation (DOT) inspector general’s office.
Next Generation Air Transportation System
The FAA’s NextGen ATC modernization program could be stalled by substantially reduced funding. In June, the House appropriations committee released transportation funding legislation for Fiscal Year 2014 that would reduce the FAA’s capital funding account, which supports NextGen programs, to its lowest level since 2000.
At a House aviation subcommittee hearing yesterday, it was revealed that the $2.1 billion allocated for the FAA’s facilities and equipment account is 22 percent below the agency’s request and less than Congress provided in the current fiscal year.
US Airways recently became the first airline to receive FAA certification approval of the SafeRoute suite of NextGen avionics applications in the Airbus A330. The airline claims SafeRoute will “enhance operational safety and efficiency during various phases of flight.”
Select executives inside the U.S. Federal Aviation Administration are pushing hard to impose user and special fees on general aviation as part of a strategy to bridge the gap between the agency’s expenditures and revenues from its traditional fees and taxes. This includes charging $1- to $2 million for air traffic control and other services at airshows. However, it appears the FAA could reap billions of dollars in cost savings simply by implementing better management and business practices.
The FAA’s NextGen Air Transportation System initiative is progressing, according to the agency’s recently issued NextGen implementation plan report. While the report focuses on improvements to airspace and navigation capabilities, the implementation plan, and especially appendix A, provides a detailed summary of technologies already implemented or planned as part of NextGen, a useful guide for those wanting to learn about ADS-B and other systems.
The U.S. Federal Aviation Administration has made progress in delivering some of the operational improvements that are envisioned by the NextGen ATC modernization effort. But to demonstrate those improvements sooner, the agency has also made “trade-offs” that could limit their overall benefit to airlines in the coming years, according to the Government Accountability Office (GAO).
In an effort to deliver operational improvements more quickly, the FAA has made “trade-offs” in establishing performance-based navigation (PBN) procedures that could limit their benefits in the near term, according to the Government Accountability Office (GAO).
The U.S. Department of Transportation (DOT) released its Top Management Challenges for Fiscal Year 2013, which began October 1, last week.
“Improving air and surface safety continues to be the Department’s overarching priority,” says its latest report. The department says the challenges include “maximizing existing data to identify trends and root causes of safety issues, enhancing risk-based oversight at carriers and repair stations, and mitigating air traffic controller fatigue.”
NextGen is such a vast project, with so many interdependencies–where even if System A is complete and ready to go, it needs Systems B and C before it can be placed into service, and they now won’t be ready for another year or two–that predicting completion dates is a risky business. And predicting the final costs of uncompleted items could be even chancier.
The FAA announced a collaborative public-private NextGen effort at Florida’s major airports late last week that will increase safety and efficiency while reducing aircraft emissions. Dubbed NextGen metroplex, the initiative will improve the flow of air traffic into and out of airports in the Miami, Orlando and Tampa metropolitan areas. Similar metroplex projects are under way or planned in numerous metropolitan areas across the U.S., the FAA added.