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FRETTING OVER FLIGHT DELAYS? BLAME CONGRESS — IT COULD’VE FIXED THE PROBLEM
YEARS AGO

By
Robert Poole


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June 29, 2023 6:06pm
Updated
June 29, 2023 6:07pm
Passengers battled delays and cancellations as United CEO Scott Kirby slams FAA

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Linkhttps://nypost.com/2023/06/29/fretting-over-flight-delays-blame-congress-it-couldve-fixed-the-problem-years-ago/
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MORE ON: AIRLINES


 * WOMAN ON PLANE FOR SECOND TIME IN HER LIFE DESCRIBES ALLEGIANT FLIGHT THAT
   HAD TO TAKE ‘EVASIVE ACTIONS’ TO AVOID INCOMING JET


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 * FLIGHT DELAYS, CANCELLATIONS ACROSS US COULD CONTINUE FOR NEXT DECADE: REPORT

United Airlines CEO Scott Kirby was correct to blame a major share of recent New
York region flight delays and cancellations on air traffic control shortcomings.

The two biggest problems are large shortages of air-traffic controllers in New
York region FAA facilities and the most complex airspace in the United States.

These problems have been festering for years, but neither Congress nor the FAA
have addressed them.

A June 2023 audit by the Department of Transportation inspector general found
two critical air-traffic facilities — New York Center (high-altitude) and New
York TRACON (approaches and departures) — are grossly understaffed and have been
for years.

The three most-understaffed airport control towers in the nation are La Guardia,
Newark and Kennedy.

The New York/New Jersey airspace is responsible for nearly three-fourths of all
US flight delays, because of so many airports and flight paths in such a small
area.

FAA ran a 12-year modernization program called Metroplex for 11 complex
airport/airspace regions; the program is completed for 10 of these regions, but
New York Metroplex was abandoned before it really got started due to local and
congressional opposition to any changes in where planes fly.

People waiting on the floor at LaGuardia Airport during extensive travel delays
on June 27, 2023.AP Photo/Mary Altaffer

Giving FAA more money will not solve these problems, because we have a flawed
model.

As part of DOT, FAA can’t directly ask Congress for as much money as it needs to
improve operations (hiring and training more controllers) and for the many
billions it needs to replace aging facilities and technical equipment.

Like all other departments, its budget request to Congress is only as much as
the White House Office of Management & Budget will allow.

Over the past 20 years, money for new facilities and equipment has declined
severely as a fraction of FAA’s annual budget.

According to United Airlines CEO Scott Kirby, New York’s recent flight delays
and cancellations are due to air traffic control shortages.AP Photo/Bebeto
Matthews

FAA is also constrained as part of the federal bureaucracy.

Top-notch engineers and program managers are too often recruited away by
aerospace and technology companies, giving these companies the upper hand in
defining and managing modernization programs.


SEE ALSO


THE REAL REASONS BEHIND US FLIGHT CANCELLATIONS, DELAYS: DON’T BLAME MOTHER
NATURE

As the DOT inspector general has documented, these projects typically deliver
results years late and considerably over budget.

The problem is that the air-traffic control system is the wrong kind of
organization to be housed in a federal bureaucracy.

In reality, it is a high-tech service business, best described as a public
utility.

Nearly all such utilities charge their customers for the services they use; FAA
doesn’t.

Utilities pay their operating costs from customer revenue, but they also use
their revenue stream to issue long-term bonds to pay for large-scale
modernization.

FAA can’t do that, either. It subsists on annual appropriations from Congress
(along with micro-management). It cannot charge user fees or issue bonds.

Over the past 35 years, country after country has converted its air-traffic
department into a public utility.

An overcrowded luggage carousel in Terminal B at LaGuardia Airport on June 27,
2023.AP Photo/Mary Altaffer

Today, air-traffic control is provided by ATC utilities in 83 countries,
including Canada, whose system has newer and better technology than FAA.

The idea of taking our ATC system out of FAA and converting it into a public
utility was part of Vice President Al Gore’s reinventing government project in
the 1990s, and DOT conducted a large study concluding that this would be
feasible — yet Congress balked at approving the proposed legislation.


SEE ALSO


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The idea was revived during the Obama and Trump eras, when the Business
Roundtable and nearly all the major airlines developed a proposed nonprofit
corporation model championed by the House transportation committee Chairman Bill
Shuster (R-Pa.).

Although his bill was approved by the committee, it faced fierce opposition by
the business-jet lobby and rural-state members of Congress, so it died.  

The large coalition that worked for ATC reform disbanded, so there’s no chance
for including such a big change in this year’s bill to reauthorize the FAA.

But Congress could take a small step in the public-utility direction.

It could remove the air-traffic function (a business) from FAA (a safety
regulator), putting them at arm’s length as nearly all developed countries have
done since 2001.

The new Air Traffic Organization would become a new component of DOT, preferably
located outside Washington, and given its own (increased) budget, bonding
authority and personnel system.

33
What do you think? Post a comment.

This modest change offers a path toward fixing some of the problems inherent in
the current tax-funded bureaucratic model for US air-traffic control.

Robert Poole is the Reason Foundation’s director of transportation policy.




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 * al gore
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 * 6/29/23

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