Avionics News September 2017 - 69
THE VIEW FROM WASHINGTON
Continued from page 11
Overall, we are optimistic with the new functional focus
of the new divisions:
* Organizational Performance Division, AIR-300
based in Burlington, Massachusetts, monitors and
assesses the overall internal health of AIR, and
provides strategic leadership for planning and
change management within the organization.
* International Division, AIR-400 based at FAA
headquarters in Washington, D.C., is the focal point
for AIR international activities. This office provides
liaison support to other FAA organizations,
international agencies of the U.S. government, the
International Civil Aviation Organization, and other
civil aviation authorities.
* Policy and Innovation Division, AIR-600 based
in Kansas City, Missouri, supports aerospace
innovation by creating novel means of compliance,
develops and maintains AIR regulations, manages
the CSTA program and overall fleet safety, as well
as educational outreach.
* Compliance and Airworthiness Division,
AIR-700 based in Fort Worth, Texas, issues
all design approvals for both domestic and
foreign manufacturers as well as production and
airworthiness certificates, executes COS processes,
and provides flight test support.
* System Oversight Division, AIR-800 based in
Renton, Washington, oversees all FAA approvals,
certificates, and bilateral partners in addition to
designee and delegation programs.
* Enterprise Operations Division, AIR-900 based
in Washington, D.C., provides core services that
enable success throughout AIR, including human
resources, financial management, workforce
development, IT support and information
management.
ATC (proposed) changes
You cannot pick up an aviation journal, peruse a social
media site, or attend an aviation event without someone
telling you what to think about the congressional proposal
to privatize the air traffic control system in the U.S.
The AEA is no different, and you can easily find the
association's position on this topic. But I also want to
share some of my personal thoughts.
First, what is broken?
I've heard every anecdotal excuse made by the
proponents, but I have yet to hear the identification of a
viable, quantifiable defect. I'm a mechanic. I have been
a mechanic for more than 50 years (only 45 in aviation).
I was taught to methodically troubleshoot: Identify the
defect; analyze it; and determine the most effective means
of resolving the defect.
I have used that same logical method in most areas
of my life (vehicle maintenance, of course), but also
in everyday life as well as in business. It has been my
experience that when I fail to use this tried-and-true
method, I usually drive change for change sake and fail to
correct the problem. Why? Because I failed to identify the
root cause and correct the root cause.
The proponents of ATC privatization have failed, in my
mind, to identify the root cause of the problem.
In the June 2010 View from Washington column - titled
"It's the FAA's fault, right?" - I highlighted the airlines'
hub-and-spoke business practice that, in the event cited in
the article, resulted in 28 aircraft being pushed back and
launched within a 10-minute window and then having the
pilot blame the FAA and ATC for the delays. Admittedly,
the ATC system was not built around the hub-and-spoke
business model, but then the hub-and-spoke business
model was not designed for the ATC system. The choke
point for departures is the asphalt - the number and size
of runways. At peak periods, there isn't enough runway
capacity. If you want more throughput, build more
runways. But it is not ATC's fault!
Regarding the argument for funding, I don't buy it. This
is not to say that the current congressional and Department
of Transportation oversight of the FAA is not flawed, but
it can be resolved internally. For example, I cite the USS
Gerald R. Ford which was delivered to the Navy on May
31, 2017. This was a 12-year, $17 billion project. If the
Department of Defense can have this authority, why can't
the Federal Aviation Administration?
But being somewhat open-minded, let's assume that
troubleshooting the deficiencies of the current system
identifies a root cause and concludes the "best" way to
resolve the deficiency is, in fact, privatization. And what
public/private corporation does Congress intend to use as
the model of efficiency and cost effectiveness? Amtrak.
Anyone can do a little research and see that promises
made by Congress can and will be modified by Congress.
In October 1970, the Rail Passenger Service Act created
Amtrak and sought government funding to ensure the
continuation of passenger trains. Amtrak immediately
pruned about half the passenger rail network. Of the
364 trains operated prior to May 1, 1971, Amtrak only
continued 182. Through subsequent congressional action,
Amtrak is no longer required by law to operate a national
route system. In addition, Amtrak has fallen far short of
financial independence promised in the 1970 law.
Fool me once, shame on me. Fool me twice, ...? q
avionics news
*
september
2017
69
Table of Contents for the Digital Edition of Avionics News September 2017
No label
Avionics News September 2017 - Intro
Avionics News September 2017 - No label
Avionics News September 2017 - Cover2
Avionics News September 2017 - 1
Avionics News September 2017 - 2
Avionics News September 2017 - 3
Avionics News September 2017 - 4
Avionics News September 2017 - 5
Avionics News September 2017 - 6
Avionics News September 2017 - 7
Avionics News September 2017 - 8
Avionics News September 2017 - 9
Avionics News September 2017 - 10
Avionics News September 2017 - 11
Avionics News September 2017 - 12
Avionics News September 2017 - 13
Avionics News September 2017 - 14
Avionics News September 2017 - 15
Avionics News September 2017 - 16
Avionics News September 2017 - 17
Avionics News September 2017 - 18
Avionics News September 2017 - 19
Avionics News September 2017 - 20
Avionics News September 2017 - 21
Avionics News September 2017 - 22
Avionics News September 2017 - 23
Avionics News September 2017 - 24
Avionics News September 2017 - 25
Avionics News September 2017 - 26
Avionics News September 2017 - 27
Avionics News September 2017 - 28
Avionics News September 2017 - 29
Avionics News September 2017 - 30
Avionics News September 2017 - 31
Avionics News September 2017 - 32
Avionics News September 2017 - 33
Avionics News September 2017 - 34
Avionics News September 2017 - 35
Avionics News September 2017 - 36
Avionics News September 2017 - 37
Avionics News September 2017 - 38
Avionics News September 2017 - 39
Avionics News September 2017 - 40
Avionics News September 2017 - 41
Avionics News September 2017 - 42
Avionics News September 2017 - 43
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Avionics News September 2017 - 45
Avionics News September 2017 - 46
Avionics News September 2017 - 47
Avionics News September 2017 - 48
Avionics News September 2017 - 49
Avionics News September 2017 - 50
Avionics News September 2017 - 51
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Avionics News September 2017 - 53
Avionics News September 2017 - 54
Avionics News September 2017 - 55
Avionics News September 2017 - 56
Avionics News September 2017 - 57
Avionics News September 2017 - 58
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Avionics News September 2017 - 60
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Avionics News September 2017 - 63
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Avionics News September 2017 - 67
Avionics News September 2017 - 68
Avionics News September 2017 - 69
Avionics News September 2017 - 70
Avionics News September 2017 - 71
Avionics News September 2017 - 72
Avionics News September 2017 - Cover3
Avionics News September 2017 - Cover4
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