http://www.oig.dot.gov/rss.jsp?subject=12 The 10 most recent releases on the U.S. DoT OIG web site related to Aviation Industry & Competition en-US webmaster@oig.dot.gov (OIG Webmaster) http://www.oig.dot.gov/images/dot.gif http://www.oig.dot.gov/rss.jsp?subject=12 http://www.oig.dot.gov/item.jsp?id=2556 On October 21, 2009, we issued our report on FAAs actions to implement 77 initiatives of the New York Aviation Rulemaking Committee (ARC). We conducted this audit at the request of the Chairman of the House Subcommittee on Aviation, who expressed the Subcommittees concern about the effectiveness of delayreduction efforts at the New York airports. Our audit objective was to examine FAAs progress in implementing the 77 ARC initiatives. We found that, while FAA reported many of these initiatives as complete, most are not being used or are used infrequently due to limited tactical need, operational and technical problems, unfinished testing, and controller/airline issues. Other initiatives face challenges, such as special equipment and training requirements or litigation, or are part of nationwide FAA programs that will not be completed until 2012 or later. While FAA has begun addressing these issues, much work remains to be done. We recommended that FAA (1) assess completed and remaining initiatives to determine whether they are providing benefits or should be discontinued or recategorized, (2) resolve technical, operational, and controller/airline issues affecting many of the initiatives reported as completed, and (3) fully operationalize the Integration Offices NY Area Delay Reduction Plan and Schedule. FAA generally concurred with our recommendations. Wed, 21 Oct 2009 00:00:00 GMT http://www.oig.dot.gov/item.jsp?id=2556 http://www.oig.dot.gov/item.jsp?id=2468 On May 6, we issued the tenth in a series of our periodic updates to our Aviation Industry Performance Report. This report provides a comprehensive analysis of aviation industry trends in 2008 and their impact on aviation system performance, demand and capacity for domestic and international flights, and air service in small communities. Airlines faced many challenges in 2008 unprecedented fuel prices in the first three quarters of the year were followed by a worsening global economic recession in the fourth quarter. Both of these led to leading network, low cost and regional airlines reporting $5.8 billion in operating losses for the year and multiple airline bankruptcies. This report looks at the industrys response to these operating challenges and the impact of the measures implemented by airlines on air service across the National Airspace System and the flying public in general. Wed, 06 May 2009 00:00:00 GMT http://www.oig.dot.gov/item.jsp?id=2468 http://www.oig.dot.gov/item.jsp?id=2301 On May 13, we issued our report on the Small Community Air Service Development Program (SCASDP). The objective of our audit was to determine the effectiveness of the SCASDP in helping smallhub and nonhub communities in achieving sustainable and reliable air service. To achieve this objective, we reviewed SCASDP grants to determine: 1) which grants succeeded and which ones failed; and, 2) whether certain project characteristics or project types lead to a greater likelihood of grant success. Furthermore, we sought to identify “lessons learned” that could improve the probability of smallhub and nonhub communities achieving sustainable and reliable air service as a result of their SCASDP grants.We found that while most SCASDP grants failed to fully achieve their objectives, certain grant types were more successful than others. Additionally, we found that substantive community participation, whether financial or nonfinancial, increases the likelihood of grant success. Finally, we found that the process communities follow in implementing their grants can increase the likelihood that their grants will ultimately succeed. Tue, 13 May 2008 00:00:00 GMT http://www.oig.dot.gov/item.jsp?id=2301 http://www.oig.dot.gov/item.jsp?id=2249 On March 3, 2008 we issued our report on use of the National Airspace System (NAS). Our audit was conducted at the request of Representative John L. Mica, then Chairman of the House Aviation Subcommittee. Our specific objectives were to determine: (1) how different groups use NAS elements, (2) how that usage contributes to aviation congestion, (3) whether NAS users can be grouped in a meaningful manner based on their usage of the system, and (4) how good a proxy is jet fuel for use of FAA air traffic services.We found that air carriers and nonair carriers, including general aviation and business jet operators, all make sufficient use of the NAS so as to materially contribute to FAAs costs and congestion in general. We also found alternative NAS user groupings that are more homogeneous in terms of their use of FAA services than the groupings reflected in the current aviation excise tax structure. Finally, we found that jet fuel consumption is a better proxy for the use of the NAS than the current aviation excise taxes, but it does not measure whether air traffic control services are used, nor does it distinguish between the types and complexities of services used.We also testified on March 21, 2007, before the House Aviation Subcommittee on this subject and other issues related to reauthorization of the Federal Aviation Administration. Mon, 03 Mar 2008 00:00:00 GMT http://www.oig.dot.gov/item.jsp?id=2249 http://www.oig.dot.gov/item.jsp?id=2185 On December 27, we issued the ninth in a series of our periodic updates to our Aviation Industry Performance Report. The report graphically identifies trends in aviation demand and capacity, aviation system performance, airline finances and service to small communities. This edition of the report focused on the summer of 2007, a time period when aviation delays as well as cancellations reached new highs and airline service captured the attention of the public, Congress, the Secretary of Transportation and the President of the United States.We found that airline ontime performance deteriorated broadly during the summer of 2007. Of the 55 large airports tracked by FAA, the number of delayed flights increased at 51 of the airports and the length of delays increased at 52 airports. Flight arrival delays, during the summer of 2007, increased by 15 percent from summer 2006 levels. In contrast, the number of scheduled flights increased at only 32 of the airports. Additionally, summer 2007 flight cancellations rose 28 percent from last year. Thu, 27 Dec 2007 00:00:00 GMT http://www.oig.dot.gov/item.jsp?id=2185 http://www.oig.dot.gov/item.jsp?id=2033 In response to a request from the Assistant Secretary for Aviation and International Affairs, the Office of Inspector General (OIG) plans to conduct an audit of the Small Community Air Service Development Program (SCASDP).The SCASDP, which is administered by the Office of Aviation Analysis, was established in fiscal year 2000 to help small communities maintainlenhance their air service. Between 2002 and 2006, the SCASDP has made slightly over 180 grants totaling $80 million.The objective of this audit will be to determine the effectiveness of the SCASDP in helping smallhub and nonhub communities in achieving sustainable and reliable air service. As part of this project, we will review the SCASDP grants to determine: (1) which grants succeeded and which ones failed, and (2) whether certain project characteristics or project types lead to a greater likelihood of grant success. Mon, 23 Apr 2007 00:00:00 GMT http://www.oig.dot.gov/item.jsp?id=2033 http://www.oig.dot.gov/item.jsp?id=2012 On March 21, the Inspector General testified before the House Transportation and Infrastructure Aviation Subcommittee regarding FAA financing proposals. The Inspector General stated that: (1) there are important reasons to consider alternative mechanisms to finance FAA that have been well documented in previous reports and commissions on reforming FAA; (2) FAAs current financing mechanism could support both FAAs ongoing efforts and the potential cost of developing the next generation air traffic control system (NextGen), if FAAs projected revenues materialize; (3) FAAs method for allocating costs among user groups is reasonable, but reflected tradeoffs that primarily resulted in fewer costs being allocated to general aviation operators; and (4) FAAs cost recovery proposal does not completely link costs and fees, and, therefore is not fully consistent with FAAs rationale for moving to user fees.While the decision of how best to finance FAA is a policy call for the Congress, FAA needs to continue to take steps to control costs regardless of whether it is funded in the future by excise taxes or user fees. Greater clarity is needed with respect to how FAA will manage and execute NextGen initiatives, particularly given past experiences with cost growth and schedule slips. In addition, FAAs proposed borrowing authority presents serious risks unless it is accompanied by strong controls. Finally, FAAs timetable for development of a fee structure is ambitious. Wed, 21 Mar 2007 00:00:00 GMT http://www.oig.dot.gov/item.jsp?id=2012 http://www.oig.dot.gov/item.jsp?id=1942 The objectives are to determine who are the users of the components of the National Aviation System and what are their characteristics and how does usage of the National Aviation System contribute to congestion. Tue, 12 Dec 2006 00:00:00 GMT http://www.oig.dot.gov/item.jsp?id=1942 http://www.oig.dot.gov/item.jsp?id=1860 On August 4, we issued the eighth in a series of our periodic updates to our aviation performance report. The report graphically identifies trends in aviation demand and capacity, aviation system performance, airline finances, and service to small communities. The report highlights the rise in fuel costs and the impact on the airlines efforts to improve their financial performance through control of other costs and increases in fares. The report also notes that domestic airline service to most communities, after rebounding in 2005 to 2000 levels, has begun to decline as airlines better match capacity with demand. However, service to the smallest communities did not rebound in 2005 and suffered a further deterioration into 2006. Fri, 04 Aug 2006 00:00:00 GMT http://www.oig.dot.gov/item.jsp?id=1860 http://www.oig.dot.gov/item.jsp?id=1805 On May 19, we issued our audit report on Small Community Aviation Delays and Cancellations. This audit was requested by the Senate Commerce Aviation Subcommittee. We found that, in our sample of scheduled passenger air service, flights from small communities incurred about the same rate of flight delays as those from large communities, but the delays were longer and small community flights were cancelled at higher rates than flight from larger communities. We also found that when the national aviation system is congested (usually due to weather), the FAA and airlines work together to balance demand with capacity. FAA may implement programs to halt or delay flights in the most severe conditions and the airlines may exercise some flexibility to rearrange delayed flights. Only an airline may cancel a flight. Fri, 19 May 2006 00:00:00 GMT http://www.oig.dot.gov/item.jsp?id=1805