FEDERAL AVIATION ADMINISTRATION
FY 2000 GOALS AND COMMITMENTS
AS OF AUGUST, 2000
FAA-01 - GOAL
Improve aviation security by deploying 120 certified explosives detections systems (EDS) and 600 trace detectors by September 30, 2000.
STATUS - June 2000
We have installed the following equipment in baggage handling and screening checkpoints at airports around the country:
- 101 explosive detection systems
- 18 advanced automated x-ray devices
- 570 explosive trace detection devices
This is 93 percent of our goal. In the future, we will also purchase 422 advanced checkpoint x-rays. We are working to tailor checked baggage screening technology to the size of varying air carrier operations by employing alternatives that are less expensive but slower. This includes directed trace detection with physical search for checked bags. These cheaper methods are suitable for small operations.
In May 2000, FAA issued $8.6 million in grants to three companies
to develop slower, cheaper explosive detectors with the same
high detection and low false-alarm rates as current devices.
We anticipate this to save approximately $120 million in checked
baggage equipment costs. We expect to get these systems for
testing by the end of FY 2001.
PROJECTED STATUS - Sept. 30, 2000
FULLY IMPLEMENTED
FAA-02
By FY 2000, reduce the rate of air travel delays by 5.5 percent
from a 1992-1996 baseline of 181 delays per 100,000 activities.
Air travel delays fall within five categories: (1) volume,
(2) equipment, (3) weather related, (4) runway, and (5) other.
The FY 2000 target is 171 delays per 100,000 activities. In
addition to volume and equipment delays, the goal was changed
to include weather-related, runway, and other categories of
delay.
STATUS - June 2000
The original target the FAA set for FY 2000 addressed only the most controllable sources of delay, namely, traffic volume and equipment problems. Last year, the FAA expanded the goal to encompass delays due to all causes, including weather. At that time, the FAA also changed the baseline for delay goals from the single year 1994 to a more realistic baseline using an average delay calculation based on data from 1992-1996.
Through June, FY 2000 equipment and related delays are about 43% below the same period in FY 1999. Other delays are about 19% below FY 1999 levels. We anticipate meeting our delay goals for both the equipment and other delay category this fiscal year.
While volume delays have declined for each of the last three months compared to the preceding month, and have declined 9% in June 2000 compared to June 1999, we do not foresee being able to meet the volume goal. This is due, in part, to a 2.25% increase in flight activity over this period.
Runway delays will also likely be higher on a fiscal year basis due to major runway/taxiway construction at Houston Intercontinental, New York-Kennedy, and Detroit airports. In addition, a significant number of Land and Hold Short Operations (LAHSO) delays were incurred before procedures were clarified and amended in mid-July.
Our last delay category, weather, accounts for about 70 percent of all air travel delays. For FY 2000, FAA has targeted a 1% reduction in weather-related delays. However, considerable thunderstorm activity from April through July will likely result in FY 2000 weather-related delays being higher than last year. (June weather delays totaled 39,487, some 26% higher than last year.)
Overall, we do not anticipate meeting our target goal of 171 delays per 100,000 activities. However, we believe that the FAA/Industry Spring/Summer 2000 Initiative, a collaborative working initiative between the FAA and National Airspace System users, has resulted in a better-managed system response to severe weather conditions and has helped mitigate delays.
PROJECTED STATUS - Sept. 30, 2000
PARTIALLY IMPLEMENTED
FAA-03
To better inform the public about aviation safety, FAA will develop and maintain an expanded aviation safety web site. The web site will provide increased public accessibility to: (1) information regarding major regulatory enforcement actions in safety and security areas; (2) the results of the International Aviation Safety Assessment program that evaluates a country's ability to adhere to international safety standards and (3) searchable databases containing reports on accidents, incidents, near mid-air collisions and the performance of aircraft components, etc. The information will be timely, accurate and user friendly.
STATUS - June 2000
COMPLETED. The FAA established an Aviation Safety Information
Internet Web site. The site provides the public with safety
information and a powerful automated tool to search safety
databases. (http://nasdac.faa.gov).
The site includes press releases announcing enforcement actions
and comprehensive quarterly reports of all closed enforcement
cases.
PROJECTED STATUS - Sept. 30, 2000
FULLY IMPLEMENTED
FAA-04
Expand partnerships among aviation industry, local law enforcement and the Federal government at the nation's largest airports by inviting the formation of consortia at 134 airports by January 2000, up from 41 in 1996 and by providing the tools to make them effective. Consortia meet regularly to review the airport's security posture, as well as FAA findings, and conduct self-assessments and initiate other proactive activities.
STATUS - June 2000
COMPLETED. FAA has established consortia at 170 airports,
127 percent of the goal. Over 97 percent of passengers will
benefit from the increased security efforts. FAA invited all
airports that are of a sufficient size to support consortia
and does not expect the number of airport consortia to increase
significantly.
PROJECTED STATUS - Sept. 30, 2000
FULLY IMPLEMENTED
FAA-05
Increase access to the nation's airports during adverse weather conditions by publishing 500 Global Positioning System (GPS) approaches per year for the next two years. The FY 2000 target is to complete at least 2,453 approaches in total.
STATUS - June 2000
FAA has published 2,353 GPS approaches, including 338 in
FY 2000. Because of the National Oceanic Service, that publishes
the GPS, now limits the number of airports we can add in each
publication cycle, we've had to revise downward our projection
for publishing additional approaches through the remainder
of FY 2000 from 85 to 50. This means we will accomplish just
over 75 percent of our FY 2000 goal. We are exploring alternatives
to the limit imposed by the National Oceanic Service (NOS)
and are continuing to develop and inspect GPS procedures at
a rate that would have allowed us to publish 500 approaches
this year, had this limit not been imposed. It is likely,
however, that in subsequent years the number of GPS approaches
published will decline. The reduction is due to a charting
format change required by the Department of Defense that lead
to the NOS, the GPS publisher, limiting the number of airports
that can be added in each publication cycle to about 20. We
are actively exploring alternatives to the 20-airport limit,
and are continuing to develop and flight inspect GPS procedures
at a rate to assure at least 500 could have been published
had this limitation not been imposed.
PROJECTED STATUS - Sept. 30, 2000
PARTIALLY IMPLEMENTED
FAA-06
Operate a total of 131 former FAA Level Visual Flight Rules
towers converted to contract towers for a cost reduction of
approximately 50 percent per tower.
STATUS
COMPLETED. As of October 4, 1999, all 131 FAA Level I Visual
Flight Rules towers have been converted to contract towers.
PROJECTED STATUS - Sept. 30, 2000
FULLY IMPLEMENTED
FAA-07
By April 1, 1999, reduce the cost of acquisitions by 20 percent and the time required to acquire and commission systems by 50 percent in comparison to acquisitions of similar scope and complexity completed prior to April 1, 1996.
STATUS - June 2000
We have completed two of three phases of the acquisition
process. We have achieved the 50 percent reduction in acquisition
time. Because of the nature of the performance indicator for
the reduced cost of acquisition, "cost growth" reduction,"
we will not be able to determine whether we have achieved
this goal until the end of the cycle, September 2005.
PROJECTED STATUS - Sept. 30, 2000
PARTIALLY IMPLEMENTED
FAA-08
Further develop a new personnel system that is designed to provide increased flexibility in hiring, pay, and placement; standards of accountability, enhance the agency's intellectual capital and create incentives for change. FAA is currently piloting a new compensation system that will allow the agency to communicate clear organizational objectives, recognize employees who contribute significantly to the achievement of those objectives, ensure that FAA can provide more competitive compensation levels and opportunities for high performers, and ensure top contributors and performers are paid well. Success will be measured:
(1) in FY 2000 by the workforce's perception of satisfaction with the new compensation system; (2) in FY 1999 by the managers' satisfaction with the flexibility to hire, pay and place employees from a 30 percent satisfaction baseline rate in FY 1997.
STATUS - June 2000
COMPLETED. In 1996, with specific legislative authority,
FAA developed and implemented a Human Resource Management
(HRM) system that eliminated outdated and cumbersome procedures,
improved delivery of services, and gave managers more flexibility.
FAA has continued to expand the system by piloting new Compensation
Plans for employees and executives. The Compensation System
will enhance FAA's capacity to attract and retain the skilled
workforce to meet safety, security and system efficiency missions.
We completed an initial assessment of the Core Compensation
Plan pilot during the fourth quarter FY 1999. We looked at
adherence to program design and workforce acceptance. We will
complete a full evaluation of the pilot by September 2000.
On April 23, 2000, the Core Compensation Plan was extended
FAA-wide to all employees except those in bargaining units
covered by a representation petition or covered by another
compensation plan. The Executive Compensation Plan was extended
to all FAA executives on April 23, 2000.
In 1999, FAA surveyed managers regarding satisfaction with
personnel reform, new HRM systems, and flexibility. The satisfaction
level in 1999 was 28.5 percent, compared to the baseline of
31 percent established in the same 1997 survey. This might
have resulted from the significant change the entire HRM system
was undergoing at the time of the survey. We were just beginning
to pilot the new Core Compensation System, which introduced
major shifts in the responsibilities and role of agency managers
in managing their human resources. Also, the agency was actively
negotiating many HRM issues with the major FAA unions. We
remain optimistic. Communication and additional training are
viewed as critical to acceptance and success of the new system.
We will re-survey managers in FY 2001 regarding their satisfaction
with reform. We will conduct surveys periodically to better
understand the impact of key HRM initiatives like the new
compensation system on the agency workforce.
PROJECTED STATUS - Sept. 30, 2000
FULLY IMPLEMENTED
FAA-09
Ensure that public safety, security and mobility of the aviation system are not compromised because of technological system failures resulting from the year 2000 (Y2K) problem. Achieve 100 percent Y2K compliance on all mission-critical systems (those systems whose failure would have a critical impact on the operational capacity of the FAA or systems that support a core business activity or process within the FAA), and non mission-critical systems (those systems whose failure would have no serious impact upon the NAS) by June 30, 1999.
STATUS - June 2000
COMPLETED. We implemented and certified as Y2K compliant
100 percent of all mission critical and non-mission critical
systems. We ensured Y2K compliance of all systems by having
each system's documentation examined by an independent verification
and validation contractor, the DOT Inspector General, and
the General Accounting Office.
PROJECTED STATUS - Sept. 30, 2000
FULLY IMPLEMENTED
FAA-10
Implement an accounting system that will improve efficiency and effectiveness by providing management with the tools necessary to improve organizational effectiveness and better manage costs. In addition, the system will support stable, adequate, fair cost-based funding (user fees) to ensure that FAA will be able to meet legitimate aerospace needs by capturing and reporting the fully allocated cost of FAA products and services.
STATUS - June 2000
We are currently developing our new Cost Accounting System.
Enhanced en route and oceanic business rules and business
rules for Flight Services will be implemented in the Cost
Accounting System for Air Traffic Services by mid-September
2000. Due to funding reductions, implementation in the Acquisition
and Research line of business has been deferred until FY 2001.
As a result of the funding reduction, remaining organizations
will be implemented in phases during FY 2001 and FY 2002.
By 9/30/00, the first three quarters of FY 2000 data will
have been processed for en route, oceanic and flight services
and the cost reports delivered to the Air Traffic Services
organization.
PROJECTED STATUS - Sept. 30, 2000
PARTIALLY IMPLEMENTED
FAA-11
The objective is to create a customer-driven business system similar to the private sector by placing funding for the NAS Logistics Support in the hands of it's 7,000 field technician customers.
STATUS - June 2000
Congress did not approve this program for FY 2000, but we may receive FY 2001 approval. We have implemented part of the program by creating a "store credit" process. This achieved some benefits as field customers begin to focus on the cost and management of assets.
PROJECTED STATUS - Sept. 30, 2000
PARTIALLY IMPLEMENTED
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