Skip to HighlightsSkip to Recommendations
In response to a congressional request, GAO reviewed the Federal Aviation Administration's (FAA) planning, management, and acquisition of existing and future automated systems for air traffic control (ATC) and management.
Recommendations for Executive Action
|Department of Transportation||1. The Secretary of Transportation should direct the FAA Administrator to implement a comprehensive planning process for NAS that will result in a long-range plan. This process should provide a mechanism to: (1) define system requirements agencywide; (2) establish objectives, strategies, and priorities for these requirements; (3) coordinate preliminary or final results of ongoing reviews with implementation of the NAS plan; and (4) update the NAS plan and identify project priorities, contingencies, total and subsystem costs, and interdependencies.|
|Department of Transportation||2. The Secretary of Transportation should direct the FAA Administrator to fully analyze and evaluate the appropriateness and cost/benefits of a firm fixed-price, cost-sharing, and cost-plus-a-fixed-fee contract for the computer demonstration, and report the results of this analysis to the Department of Transportation Acquisition Executive for determination of the most appropriate contract method before awarding the demonstration contract.|
|Department of Transportation||3. The Secretary of Transportation should direct the FAA Administrator to strengthen the management function which would have the authority, responsibility, and accountability required to alleviate problems identified, and would satisfy the increased management demands of the major upgrade.|
|Department of Transportation||4. The Secretary of Transportation should direct the FAA Administrator to assess and resolve promptly the identified critical communication issues. This should include: (1) enforcement of further testing to ensure that performance requirements are satisfied for the Microwave Landing System, Mode S, and the Traffic Alert and Collision Avoidance System before implementation proceeds; (2) assurance of user acceptance of Mode S, the Traffic Alert and Collision Avoidance System, and the Flight Service Station Automation Project before proceeding with full implementation; (3) reevaluation of total costs and benefits of the Traffic Alert and Collision Avoidance System before implementation; and (4) reassessment of costs and benefits to Flight Service Station Automation Project users so that a decision can be made about implementing the program.|