http://www.oig.dot.gov/rss.jsp?subject=19 The 10 most recent releases on the U.S. DoT OIG web site related to Management & Finance en-US webmaster@oig.dot.gov (OIG Webmaster) http://www.oig.dot.gov/images/dot.gif http://www.oig.dot.gov/rss.jsp?subject=19 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=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=2537 Consistent with the American Recovery and Reinvestment Act (ARRA) and Office of Management and Budget guidance, the Office of Inspector General plans to review the effectiveness of FAAs process for awarding ARRA grants to airport projects. The audit will focus on the extent of FAAs compliance with ARRA requirements as well as its own policies and procedures in determining which Airport Improvement Program projects should receive ARRA funds. Thu, 03 Sep 2009 00:00:00 GMT http://www.oig.dot.gov/item.jsp?id=2537 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=2354 On September 17, 2008, the Inspector General testified regarding Eclipse Aviations EA500 very light jet (VLJ). VLJs are small aircraft with advanced technologies that cost less than other business jets. Aviation forecasters predict that thousands of VLJs will enter the National Airspace System over the next 2 decades and will be targeted towards private general aviation users and ondemand air taxi operators.The Inspector Generals testimony was based on the initial results of his offices investigation into the Federal Aviation Administrations (FAA) certification of the EA500; the investigation was initiated after his office received a complaint in March 2007. The Inspector General did not assess the safety of the aircraft itself or examine FAAs overall certification process for the aircraft manufacturing industry. The Inspector General stated that FAA allowed Eclipse to use alternate means of compliance to meet design certification requirements despite unresolved design problems identified during testing. Those alternate actions may have contributed to some design problems that are still reported by Eclipse users today. FAA also awarded Eclipse a production certificate despite known deficiencies in its supplier and quality control systems. In addition, Eclipse experienced significant problems replicating its approved design. The Inspector General concluded that FAAs desire to promote the use of VLJs may have affected its relationship with and oversight of Eclipse as it quickly moved this new aircraft through the certification process. The Inspector General noted that a significant issue overshadowing FAAs certification of the EA500 is the inherent risks associated with a new aircraft utilizing new technology, produced by a new manufacturer, and marketed with a new business model for its use. Because of these factors, FAA was expected to exercise heightened scrutiny in certifying the aircraft. In addition, because the EA500 has advanced avionics and turbine engine technology typical of large transport aircraft combined with the light weight of smaller, private aircraft, it did not easily fit into FAAs existing certification framework.Based on the interim results of the Inspector Generals investigation, he recommended that FAA (1) reassess the propriety of its singlepilot certification for the EA500, (2) expedite its Notice of Proposed Rulemaking to clarify certification requirements for VLJs, (3) evaluate the propriety of allowing new, inexperienced manufacturers to certify their own aircraft for airworthiness prior to design certification, (4) discontinue prioritizing specific manufacturers programs in its Performance Plan to avoid the appearance of favoritism or the perception of diminished vigilance in its oversight mission, and (5) implement a “coolingoff” period for its aircraft certification safety inspectors and engineers before allowing them to accept positions with the manufacturers they formerly regulated. Wed, 17 Sep 2008 00:00:00 GMT http://www.oig.dot.gov/item.jsp?id=2354 http://www.oig.dot.gov/item.jsp?id=2328 Airports nationwide continue to face challenges in ensuring airport revenues are used in compliance with Airport Improvement Program grant assurances. The Office of Inspector General plans to review the Denver International Airports use of airport revenues to determine whether FAA is ensuring the airport is using revenues only for airport purposes and is as selfsustaining as possible. Wed, 09 Jul 2008 00:00:00 GMT http://www.oig.dot.gov/item.jsp?id=2328 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=2229 The Inspector General testified on FAAs fiscal year 2009 budget request before the House Subcommittee on Aviation. The Inspector General stated that FAA is facing the formidable challenge of operating and maintaining an increasingly strained aviation system while transitioning to the next generation of air traffic control. FAA will face challenges in these efforts as it does not have a longterm reauthorization or financing mechanism in place. The Inspector General noted that reaching agreement on a financing mechanism is an urgent matter because taxing and spending authority for FAA programs will expire on February 29, 2008. The Inspector Generals testimony focused on key issues that require Agency attention, regardless of the funding mechanism that Congress ultimately chooses, as they will shape FAAs funding requirements over the next several years. These include: (1) keeping existing modernization projects on track and moving forward with the Next Generation Air Traffic Management System (NextGen), (2) addressing attrition and training issues within FAAs air traffic controller and safety inspector workforces, and (3) establishing realistic funding levels for airports. Thu, 07 Feb 2008 00:00:00 GMT http://www.oig.dot.gov/item.jsp?id=2229 http://www.oig.dot.gov/item.jsp?id=2159 The Department of Transportation Appropriations Act for fiscal year 2006 requires that the Federal Aviation Administration (FAA) report annually on its progress toward improving Runway Safety Areas (RSAs). The act also requires commercial airport sponsors to ensure that their RSAs comply with FAA design standards by 2015.The objectives of this audit are to: (1) evaluate the effectiveness of FAAs process for identifying, prioritizing, and funding needed RSA improvements and (2) assess FAAs and airports progress and risk,if any, in fulfilling the congressional RSA mandate. Fri, 26 Oct 2007 00:00:00 GMT http://www.oig.dot.gov/item.jsp?id=2159 http://www.oig.dot.gov/item.jsp?id=2144 The Chairman of the House Transportation and Infrastructure Committee requested that we conduct a review and provide observations regarding FAAs oversight of commuter and ondemand operators. Specifically, we were asked to (1)evaluate the differences between FAA regulation and oversight of commuter and ondemand operators versus requirements and oversight provided for larger commercial air carriers; (2) identify specific issues that may hinder FAA in its oversight, such as a lack of adequate data on commuter and ondemand operations; and (3) provide recommendations to improve FAA oversight of these operators. Thu, 27 Sep 2007 00:00:00 GMT http://www.oig.dot.gov/item.jsp?id=2144