![]() ![]() This structure gets ATC away from the budget process and political decision-making. Non-commercial GA is exempted from fees or charges, and the corporation can’t tie airspace access to what users pay. We do this in a way that protects general aviation and rural communities. And the FAA remains absolutely responsible for regulating the airspace and aviation safety. The bill doesn’t give the airspace to the corporation – that remains in the public trust. The corporation will simply provide a service. The federal government will not back the corporation’s financial obligations. This is not a government corporation, a quasi-government entity, or a GSE. This corporation is completely independent of the federal government. The AIRR Act takes air traffic control out of the FAA and transitions to the new corporation over three years. Otherwise we’re just rearranging the deck chairs on the Titanic. But the basic problem is that the FAA is a huge bureaucracy – it’s not a high-tech service provider.Ĭongress has tried procurement and personnel reforms at FAA, but the agency has failed to implement them. Without a doubt, Congress and political interference is part of the problem. So instead of costing $40 billion and hopefully finishing in 2025, realistically we’re looking at up to $120 billion, with completion in 2035 or beyond. The IG has also testified here that, while initial cost estimates for NextGen were about $40 billion, that cost could double or triple, and take a decade or more longer than expected. Another recent report from the Inspector General highlighted more problems with NextGen. Delays, cost overruns, and setbacks have been going on for over 30 years. Unfortunately, FAA has proven it can’t modernize the air traffic system. Without real improvement, the system is only going to get worse. One billion passengers a year will be flying in another decade or so. Delays, congestion, and inefficiency cost our economy $30 billion a year. Today is an opportunity for the Committee to discuss the ideas that have been put forward.Īs I said, we have to do better. I know the Ranking Member has some ideas as well. I have been talking about my ideas for improving ATC for some time, and I’ve put them on the table. We do have an honest policy disagreement on the approach to fixing ATC. I think we’re on the same page on many reforms and provisions. We’ve worked together on large parts of the bill, in the same bipartisan spirit as other bills this committee has passed and sent to the President. I believe Ranking Member DeFazio and I agree that the status quo at FAA is unacceptable, and that real change is necessary. Today’s hearing focuses on the ATC reform piece of the bill. This corporation will be governed by a board nominated by the system’s users. aviation system – something that is absolutely necessary to modernize our air traffic control system, ensure the system is both safe and efficient, and ensure America leads the world in this industry.Ī key reform in the bill takes ATC out of the federal government, and establishes a federally chartered, independent, not-for-profit corporation to provide that service. This bill provides transformational reform of the U.S. Last week, Aviation Subcommittee Chairman LoBiondo and I introduced the AIRR Act: the Aviation Innovation, Reform, and Reauthorization Act of 2016. Hearing on “Review of ATC Reform Proposals” Robert Poole, Director of Transportation Policy, Reason Foundation | Written TestimonyĬommittee on Transportation and Infrastructure ![]() Ed Bolen, President and CEO, National Business Aviation Association | Written Testimony Calio, President and Chief Executive Officer, Airlines for America | Written Testimony Paul Rinaldi, President, National Air Traffic Controllers Association | Written Testimony This is a hearing of the Full Committee on Transportation and Infrastructure ![]()
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