http://www.oig.dot.gov/rss.jsp?type=6 The 10 most recent releases on the U.S. DoT OIG web site ... Testimony en-US webmaster@oig.dot.gov (OIG Webmaster) http://www.oig.dot.gov/images/dot.gif http://www.oig.dot.gov/rss.jsp?type=6 http://www.oig.dot.gov/item.jsp?id=2575 On November 18, 2009, the Inspector General testified on the Federal Aviation Administrations (FAAs) oversight of repair stations. Air carriers use of repair stations has risen dramatically in the last several years both in the volume and type of repairs outsourced. The Office of Inspector General (OIG) has reported since 2003 that FAAs oversight of aircraft repair facilities is not robust enough to ensure that outsourced repairs meet FAA standards. Specifically, FAA does not know where all critical outsourced repairs are performed for both certificated and noncertificated facilities. Instead, it relies heavily on air carriers oversight of repair stations even air carriers with known quality assurance problems. Several of the OIGs recommendations aimed at improving FAAs oversight of foreign and domestic repair stations remain open. Successfully implementing these recommendations would allow FAA to identify and target repair facilities in need of safety oversight as well as meet its statutory mandate to provide TSA with information needed to improve security oversight. Wed, 18 Nov 2009 00:00:00 GMT http://www.oig.dot.gov/item.jsp?id=2575 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=2534 On September 10, 2009, the Inspector General testified before the House Committee on Transportation and Infrastructure regarding the Pipeline and Hazardous Materials Safety Administrations (PHMSA) Special Permits and Approvals Program. The Inspector General highlighted concerns with how PHMSA authorizes transport of hazardous materials under these regulatory exemptions across three areas:(1) PHMSA grants special permits and approvals without assessing applicants prior incidents and enforcement violations or coordinating with other affected Operating Administrations. (2) PHMSAs riskbased oversight criteria do not target holders of special permits and approvals for compliance reviews.(3) PHMSA has not addressed longstanding safety issues raised by the OIG, FAA, and the NTSB. The Inspector General stated that these issues call into question the effectiveness of PHMSAs process for granting special permits and approvals. PHMSA recently developed an action plan to address these and other issues in response to the OIGs July 2009 management advisory and Departmental direction. Thu, 10 Sep 2009 00:00:00 GMT http://www.oig.dot.gov/item.jsp?id=2534 http://www.oig.dot.gov/item.jsp?id=2517 On July 29, 2009, the Principal Assistant Inspector General for Auditing and Evaluation (PAIGAE) testified before the House Subcommittee on Aviation regarding FAAs efforts to modernize airspace through Area Navigation (RNAV) and Required Navigation Performance (RNP). The PAIGAE noted that RNAV and RNP are key to NextGens success and have shown some benefits, but fundamental issues need to be addressed. While RNAV and RNP have considerable industry support, some stakeholders are dissatisfied with the Agencys overall method for implementing these initiatives. Of particular concern is FAAs practice of laying most “new” routes over existing routes and the fact that air carriers are not using them. Stakeholders and FAA also disagree on the potential role and responsibilities of nonGovernment third parties in speeding the adoption of RNP. Unless these are clearly defined, it will be difficult to establish an effective oversight framework for third parties.To ensure the safe and effective implementation of RNAV and RNPand to realize their full benefitsthe PAIGAE stated that FAA will need to focus on the following areas: (1) aligning Agency goals with producing quality RNP procedures that have significant benefits rather than focusing on the number of procedures, (2) establishing priorities for new routes and funding requirements for related airspace redesign projects and systems that controllers rely on to manage traffic, (3) performing costbenefit analyses in close coordination with all stakeholders before and after implementing RNP procedures, (4) ensuring controllers and pilots are aware of and trained on procedures before they are implemented, and (5) developing and establishing a policy on how and to what extent third parties will be used to help support FAAs NextGen efforts and ensure an effective oversight approach. Wed, 29 Jul 2009 00:00:00 GMT http://www.oig.dot.gov/item.jsp?id=2517 http://www.oig.dot.gov/item.jsp?id=2484 On June 11, 2009, the Inspector General testified before the House Subcommittee on Aviation regarding regional air carriers, pilot workforce issues, and concerns with the Federal Aviation Adminstrations (FAA) oversight of the aviation industry. Last months National Transportation Safety Board (NTSB) hearing after the crash of Colgan flight 3407 highlighted the need to closely examine regulations governing pilot training and rest requirements and the oversight necessary to ensure their compliance. This is a particular concern at regional carriers, which constitute an increasing proportion of U.S. operations. The Inspector General noted several issues with regional and mainline carriers that could impact safety, such as identified differences in operating environments and potential differences in pilots flight experience, training programs, fatigue levels, and compensation. Despite these differences, FAA maintains it has one level of safety for all types of air carrier operations. The Inspector General stated that while FAA has improved some aspects of its safety oversight, there are still weaknesses in its oversight and inconsistencies in how its rules and regulations are enforced. Given the concerns with regional carriers noted by the NTSB and the vulnerabilities previously identified with FAAs safety oversight, the Subcommittee requested that the Office of Inspector General review aspects of pilot training and rest requirements. The Inspector General stated that his office recently started this review, which focuses on FAA oversight of commuter and regional pilot training, the number of training hours needed before a pilot can assume pilotincommand responsibilities, and how U.S. airlines update pilots on the latest technologies on the aircraft they operate. The review will also examine the information pilots are required to provide airlines and whether it is sufficient to verify pilot employment and training. Thu, 11 Jun 2009 00:00:00 GMT http://www.oig.dot.gov/item.jsp?id=2484 http://www.oig.dot.gov/item.jsp?id=2485 On June 10, 2009, the Inspector General testified before the Senate Subcommittee on Aviation Operations, Safety, and Security regarding the Federal Aviation Administrations (FAA) role in the oversight of air carriers. The Inspector General noted that while FAA has made progress toward improving aspects of its safety oversight, there are still vulnerabilities that must be addressed, especially in five critical areas: riskbased inspections, repair stations, aging aircraft, disclosures of safety violations made through the Aviation Safety Action Program, and internal reviews of whistleblower complaints.The Inspector General also noted operational differences between regional and mainline carriers that could impact safety and discussed his offices recently initiated review in this area. This review was requested by the Subcommittee as a result of a National Transportation Safety Board hearing last month that highlighted pilot training and fatigue issues following the crash of Colgan flight 3407. The Office of Inspector Generals review will focus on (1) aspects of pilot training, such as FAAs standards for and oversight of certification of commercial pilot training, (2) FAA regulations and airline policies regarding crew rest requirements, and (3) possible correlations between accidents and pilot experience and compensation. Wed, 10 Jun 2009 00:00:00 GMT http://www.oig.dot.gov/item.jsp?id=2485 http://www.oig.dot.gov/item.jsp?id=2472 On May 20, the Inspector General testified before the House Subcommittee on Aviation on progress and remaining challenges with the Department of Transportations (DOT) and the Federal Aviation Administrations (FAA) efforts to reduce flight delays and improve airline customer service. The Inspector General stated that the air traveler experience in 2008 improved over 2007 with fewer flight delays and a drop in consumer complaints. However, the Inspector General noted that these improvements were primarily driven by flight cutbacks that airlines implemented in the face of last years unprecedented fuel prices and onset of the global economic downturn. Also, despite the overall decrease in airline delays, high levels of delay continued at some larger, congested airports, which can affect flights throughout the National Airspace System. Although the current delay statistics and customer service trends look favorable, history shows that traffic will rebound given the intrinsic value of air transport to the Nations livelihood. FAA now has an opportunity to strategically position itself for a rebound in air travel. Absent changes, rising air travel will increase the number of delays and cancellations as well as air traveler dissatisfaction. The Inspector General highlighted key actions needed from DOT and FAA. These include: reevaluating the 77 initiatives for delay reduction in the New York area recommended by DOTs Aviation Rulemaking Committee; continuing to pursue shortterm initiatives that can boost capacity and reduce delays systemwide before completion of FAAs longer term solution to congestion and delaysthe Next Generation Air Transportation System, targeted for 2018; and finalizing a rulemaking to enhance airline passenger protections. Wed, 20 May 2009 00:00:00 GMT http://www.oig.dot.gov/item.jsp?id=2472 http://www.oig.dot.gov/item.jsp?id=2456 On April 30 the Inspector General testified before the Senate Committee on Appropriations, Subcommittee on Transportation, Housing and Urban Development, and Related Agencies, regarding the Department of Transportations (DOT) oversight of the American Recovery and Reinvestment Act (ARRA) and OIGs related audit and investigative strategy. In anticipation of ARRAs passage, we initiated a threephase approach to conducting related work. We completed Phase 1 with the issuance of our March 31, 2009 report on key oversight challenges facing DOT. We also identified several ongoing audits that have a direct connection to the programs funded under ARRA and related requirements. We plan to fasttrack the most timesensitive results of our work on these audits to ensure we provide DOT, Congress, and taxpayers with timely and relevant information. We have started Phase 2 of our strategy, which involves systematic reviews of the DOT agencies that received funding in ARRA. These scans will examine vulnerabilities in program management and planning that could impede DOTs ability to provide effective oversight of ARRAfunded projects and meet new statutory and Office of Management and Budget requirements. We plan to begin reporting the results of Phase 2 this summer. Phase 3 is a longterm initiative in which we will drill down on highrisk areas that emerge as a result of our agency scans. Thu, 30 Apr 2009 00:00:00 GMT http://www.oig.dot.gov/item.jsp?id=2456 http://www.oig.dot.gov/item.jsp?id=2455 On April 29 the Inspector General testified before the House Committee on Transportation and Infrastructure regarding the Department of Transportations (DOT) oversight of the American Recovery and Reinvestment Act (ARRA) and OIGs related audit and investigative strategy. In anticipation of ARRAs passage, we initiated a threephase approach to conducting related work. We completed Phase 1 with the issuance of our March 31, 2009 report on key oversight challenges facing DOT. We also identified several ongoing audits that have a direct connection to the programs funded under ARRA and related requirements. We plan to fasttrack the most timesensitive results of our work on these audits to ensure we provide DOT, Congress, and taxpayers with timely and relevant information. We have started Phase 2 of our strategy, which involves systematic reviews of the DOT agencies that received funding in ARRA. These scans will examine vulnerabilities in program management and planning that could impede DOTs ability to provide effective oversight of ARRAfunded projects and meet new statutory and Office of Management and Budget requirements. We plan to begin reporting the results of Phase 2 this summer. Phase 3 is a longterm initiative in which we will drill down on highrisk areas that emerge as a result of our agency scans. Wed, 29 Apr 2009 00:00:00 GMT http://www.oig.dot.gov/item.jsp?id=2455 http://www.oig.dot.gov/item.jsp?id=2442 On March 18, 2009, the Inspector General testified before the House Subcommittee on Aviation regarding FAA actions needed to achieve near and midterm goals for NextGen. The Inspector General stated that FAA has an important opportunity to strategically position the system for a rebound in air travel demand. After more than 4 years of planning, FAA must take a number of actions to advance the billiondollar, multifaceted NextGen effort. First, FAA must sustain the existing National Airspace System. This includes maintaining groundbased radars, navigation equipment, and aging facilities. FAA must make numerous critical decisions on existing systems over the next several years that will have significant budgetary implications and materially affect the pace of NextGen. It will also be important for FAA to focus on nearterm efforts that can enhance the flow of air traffic even before NextGen is fully in place. These include new airport infrastructure projects, airspace redesign projects, and performancebased navigation initiatives (i.e., Area Navigation and Required Navigation Performance). In addition, FAA is focusing considerable attention on NextGens midterm goals, targeted for 2018, but it has not reached consensus with stakeholders on how best to move forward, and fundamental issues remain to be addressed. To highlight transition issues and establish requirements, FAA must complete its ongoing “gap analysis” of the current and vastly different NextGen systems and refine the NextGen midterm architecture. Finally, FAA needs to take a number of business and management actions to help shift from NextGen planning to midterm implementation. These include (1) establishing priorities and Agency commitments with stakeholders and reflecting them in budget and plans; (2) managing NextGen initiatives as portfolios and establishing clear lines of responsibility, authority, accountability; (3) acquiring the necessary skill mix for managing and executing NextGen; and (4) examining what can reasonably be implemented in given time increments. Wed, 18 Mar 2009 00:00:00 GMT http://www.oig.dot.gov/item.jsp?id=2442