http://www.oig.dot.gov/rss.jsp?subject=15 The 10 most recent releases on the U.S. DoT OIG web site related to Acquisition & Modernization en-US webmaster@oig.dot.gov (OIG Webmaster) http://www.oig.dot.gov/images/dot.gif http://www.oig.dot.gov/rss.jsp?subject=15 http://www.oig.dot.gov/item.jsp?id=2581 The Office of Inspector General is initiating an audit of the Federal Aviation Administrations acquisition workforce. This effort is part of our riskbased oversight strategy developed to help the Department of Transportation address management challenges in their acquisition function. Mon, 23 Nov 2009 00:00:00 GMT http://www.oig.dot.gov/item.jsp?id=2581 http://www.oig.dot.gov/item.jsp?id=2580 At the request of Representative John Mica, the Ranking Member of the House Transportation and Infrastructure Committee, we will initiate an audit on job creation and reporting associated with the American Recovery and Reinvestment Act of 2009 (ARRA). Our audit objecitves are to determine whether (1) Aiport Improvement Program, and Facilities and Equipment projects funded under ARRA are preserving and creating jobs; and (2), the reporting of job data satisfies ARRA requirements. Fri, 20 Nov 2009 00:00:00 GMT http://www.oig.dot.gov/item.jsp?id=2580 http://www.oig.dot.gov/item.jsp?id=2557 On October 28, 2009, the Inspector General testified before the House Subcommittee on Aviation regarding FAA actions required to address the recommendations of a joint Government/Industry task force report for achieving midterm goals for the Next Generation Air Transportation System (NextGen).The Inspector General noted that NextGen is a high risk effort and a top management challenge for the Department and FAA. A number of operational and management decisions must be addressed to successfully transition to NextGen and address the task forces recommendations. These include maximizing the benefits of performance based navigation initiatives and managing NextGen efforts as integrated portfolios of investments. The Inspector General noted that the findings of the task force are consistent with our work but also identified several new areas for FAAs attention.To move beyond endorsing the task forces recommendations, the Inspector General stated that FAA must set realistic expectations for NextGen. Specifically, FAA must: (1) develop plans to initiate action and establish a 5year funding profile for the NextGen midterm, (2) establish metrics for assessing and measuring progress, and (3) develop and implement a strategy for linking near and midterm efforts with the Agencys longterm plans for transforming the National Airspace System. Wed, 28 Oct 2009 00:00:00 GMT http://www.oig.dot.gov/item.jsp?id=2557 http://www.oig.dot.gov/item.jsp?id=2564 At the request of the Chairmen and Ranking Members of the Senate Committee on Commerce, Science and Transportation and the Subcommittee on Aviation Operations, Safety, and Security, we will review the five Next Generation Air Transportation System (NextGen) programs identified as key to changing how air traffic is managed. Our audit objectives are to (1) review the status of the programs cost, schedule, and performance baselines; (2) determine FAAs progress in implementing these programs and identify risk to achieving NextGen goals. Tue, 27 Oct 2009 00:00:00 GMT http://www.oig.dot.gov/item.jsp?id=2564 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=2555 At the request of the Chairmen of the House Committee on Transportation and Infrastructure and Subcommittee on Aviation, we will review the Federal Aviation Administrations (FAAs) safety certification process for the air traffic control system and services related to the Automatic Dependent SurveillanceBroadcast (ADSB) system. Our audit objectives are to examine FAAs revised certification procedures, as applied to ADSB, to: 1) determine the impact on FAAs statutory responsibility to maintain the safety and integrity of air traffic control systems; and 2) identify the challenges and risks associated with the private sector operating and maintaining key air traffic control systems. Wed, 21 Oct 2009 00:00:00 GMT http://www.oig.dot.gov/item.jsp?id=2555 http://www.oig.dot.gov/item.jsp?id=2515 At the Request of Representative Daniel Lipinski of the House Committee on Transportation and Infrastructure, the Office of Inspector General plans to begin an audit of FAAs Organization Designation Authorization (ODA) and RiskBased Resource Targeting (RBRT) processes. The objectives of our audit are to determine: (1) the role FAA plays in the selection process for individuals who perform work under the Agencys ODA program; (2) the adequacy of FAAs safety oversight of the program; and (3) the effectiveness of FAAs RBRT assessment process. Thu, 16 Jul 2009 00:00:00 GMT http://www.oig.dot.gov/item.jsp?id=2515 http://www.oig.dot.gov/item.jsp?id=2420 On February 11, 2009, the Inspector General testified before the House Subcommittee on Aviation on key issues regarding FAA reauthorization. FAA does not have a longterm authorization or funding mechanism in place and has been operating on a shortterm extension since September, which expires next month. However, the aviation environment has changed significantly since Congress last debated proposals for reauthorizing and financing FAA. The current economic crisis and volatile fuel costs have forced many airlines to make major service cuts, although load factors remain high. The decline in traffic has also impacted the Aviation Trust Fund, the largest source of revenue for FAAs $15 billion annual budget.Notwithstanding the uncertainties facing the industry, this situation provides FAA with opportunities to focus on key challenges it must address to be strategically positioned for an industry rebound. The Inspector General noted four overarching areas that need to be at the center of FAAs efforts over the next several years: (1) maintaining public confidence in FAAs ability to provide oversight of a dynamic industry, (2) setting expectations and budget priorities for NextGen, (3) bolstering key safety workforces, and (4) financing future airport development while facing unstable longterm airport funding mechanisms. Wed, 11 Feb 2009 00:00:00 GMT http://www.oig.dot.gov/item.jsp?id=2420 http://www.oig.dot.gov/item.jsp?id=2363 On September 30, 2008, we issued our followup audit of the Federal Aviation Administrations (FAA) Telecommunications Infrastructure (FTI) program. FTI is intended to replace seven FAAowned and leased telecommunications networks with a single network to reduce operating costs. We last reported in April 2006 that FTI was unlikely to meet its December 2007 completion date and that FAA needed to improve FTI management controls. The objectives of our followup review were to assess FAAs progress in (1) developing a realistic master schedule and an effective FTI transition plan and (2) mitigating technical risks to ATC operations before activating FTI services and disconnecting existing telecommunications services (by coordinating activities and verifying sitespecific requirements). We also examined FAAs progress in responding to our April 2006 recommendations, including a recommendation that the Agency independently validate FTI cost and benefit estimates.Since we last reported, FAA has made significant progress with FTI and has transitioned the largest and costliest network, which will help to control telecommunications costs. Notwithstanding this important progress, several areas remain critical watch items for decision makers as FAA moves forward with FTI. These include shifting service requirements, the extent to which expected cost savings will be realized, and efforts to mitigate risks to air traffic operationsall of which have impacted FAAs ability to meet FTIs original program goals. FAA will also need to consider the impact that the Next Generation Air Transportation System will have on future FTI requirements.Our recommendations to FAA include: (1) reassessing prior network engineering cost growth that should have been associated with facilities and equipment funds, (2) documenting the planned schedule for transitioning three networks that FAA has decide to operate beyond the transition end date of December 2008 and new services that were identified but not included in the schedule during the last reporting period for FTI, (3) calculating how updates to the transition schedules for remaining network components will impact FTIs lifecycle cost and benefits baselines, (4) conducting internal audits at facilities to ensure that FTI services are installed with adequate physical diversity, (5) developing an action plan to ensure FTI services meet contractual restoration and availability requirements, and (6) reviewing internal procedures to ensure all critical FTIrelated outages resulting in air traffic control delays are included in reports to decision makers. Tue, 30 Sep 2008 00:00:00 GMT http://www.oig.dot.gov/item.jsp?id=2363 http://www.oig.dot.gov/item.jsp?id=2352 On September 11, 2008, the Inspector General testified on the status of the Federal Aviation Administrations (FAA) efforts to develop the Next Generation Air Transportation System (NextGen), which is targeted for the 2025 timeframe. NextGen goals are ambitious but important to the health of the U.S. air transportation system and the Nations economy. NextGen is expected to triple capacity, boost controller productivity, reduce FAA operating costs, lessen impact of high energy costs, and reduce the environmental impact of aviation. Developing NextGen is one of the biggest challenges facing FAA. It is a highrisk effort involving billiondollar investments from both the Government and airspace users.To its credit, FAA is working on what can be done in the near term. NextGen costs remain uncertain, however, and much work remains to establish requirements, determine steps to deliver NextGen capabilities, and develop realistic transition plans. This will require sustained oversight and will therefore be a key issue for the next Congress and a top management challenge for the next administration.The Inspector General noted that a number of actions are needed from FAA going forward to help shift NextGen efforts from research to implementation. Specifically, FAA must (1) establish priorities and include them in budget and planning documents, (2) focus much needed attention on technology transfer issues, (3) clearly define the roles of the Air Traffic Organization and the Joint Planning and Development Office and effectively use inhouse resources, (4) place a high priority on relieving already congested airports, and (5) examine what can reasonably be implemented in given time increments. Thu, 11 Sep 2008 00:00:00 GMT http://www.oig.dot.gov/item.jsp?id=2352