NextGen ATC Privatization Funding

Perhaps we don't need no stinkin' user fees:


GAO REAFFIRMS CURRENT TAXES CAN FUND FAA'S NEXTGEN

In a letter (http://www.gao.gov/new.items/d07918r.pdf) sent
Tuesday to follow up on questions arising from a March 29 House
Space and Aeronautics Subcommittee hearing on NextGen, Government
Accountability Office Director of Physical Infrastructure Issues
Dr. Gerald Dillingham reiterated that "the current FAA funding
structure can provide sufficient funding for NextGen--with some
caveats." He said that the FAA itself has estimated that "if the
current taxes remain in effect at their current rates, revenues
will continue to increase." According to projections prepared by
the Congressional Budget Office (CBO), revenues obtained from the
existing FAA funding structure will increase substantially.
"Assuming the General Fund continues to provide about 19 percent
of FAA's budget, CBO estimates that through 2016 the Trust Fund
can support about $19 billion in additional spending over the
baseline FAA spending levels CBO has calculated for FAA provided
that most of the spending occurs after fiscal year 2010,"
Dillingham noted.
http://www.avweb.com/eletter/archive...ll.html#195310


There's a web site devoted to NextGen he

http://www.jpdo.aero/
NextGen looks to small aircraft to relieve pressure for growth on
the central hub-and-spoke system.

Optimism about NextGen’s progress was shared by Monte Belger,
Lockheed Martin Vice President for Transportation Systems
Solutions. Belger pointed to current changes, including
implementation of satellite technology, Required Navigation
Performance (RNP), and Automatic Dependent Surveillance –
Broadcast (ADS-B), the latter currently in the trial phase.
Lockheed and Boeing’s strategic relationship in support of NextGen
highlighted the strength of the program and industry’s prominent
role, said Belger. Addressing uncertainty about funding, Belger
stressed the importance of the program, and suggested that
“business leaders need to support transformation no matter how the
system is funded.”


Representatives from Boeing and Lockheed Martin address questions
from the audience
Boeing was represented by Neil Planzer, ATM Programs Vice
President for Strategy who stressed the capabilities of NextGen,
focusing on information sharing. ADS-B, System Wide Information
Management (SWIM), and Network Enabled Operations (NEO) allow for
unprecedented communication between aircraft and ground systems.



NextGen Video
http://www.jpdo.aero/NextGenVid.html

"Larry Dighera" wrote:


Perhaps we don't need no stinkin' user fees:


Of course we don't.

FAA funding deficiency is a red herring. This whole thing is really about
the airlines' war against bizjets and VLJ taxis.


--
Dan
? at BFM

Heard Rush Limbaugh talking about it yesterday. (I don't normally listen to
Rx.) Since Warren Buffett opposes GA fees, Limbaugh has sided with the
airlines.

-c

This House bill would establish new fees for registering aircraft, new
licensing fees and requirements, and change the mandatory age 60
retirement of airline flight crew.


THE DEVIL'S IN THE DETAILS OF HOUSE FAA BILL
(http://www.avweb.com/eletter/archive...ll.html#195514)
Late Wednesday the U.S. House of Representatives finally released
H.R.2881
(http://thomas.loc.gov/cgi-bin/query/...:H.R.2881.IH:),
the FAA Reauthorization Act of 2007. As widely expected in
aviation circles, the House bill does not contain any user fees,
unlike the companion Senate bill (S.1300) that includes a $25 per
flight fee for turbine aircraft using the IFR system. However,
H.R.2881 does increase and expand existing fees for FAA services,
with some fees increasing by 2,500 percent (see table
(http://www.avweb.com/newspics/FAA_service_fees.pdf)).
Importantly, the FAA reauthorization fully funds ATC
modernization, better known simply as NextGen. "This legislation
addresses many of the concerns raised by general aviation and puts
in place building blocks required to move forward with NextGen,"
said General Aviation Manufacturers Association President and CEO
Pete Bunce.
http://www.avweb.com/eletter/archive...ll.html#195514

AVIATION GROUPS PRAISE HOUSE FAA BILL
(http://www.avweb.com/eletter/archive...ll.html#195524)
H.R.2881, the House of Representative's FAA reauthorization
legislation, drew wide approval from aviation trade groups. The
General Aviation Manufacturers Association (GAMA), National
Business Aviation Association (NBAA), National Air Transportation
Association, EAA and AOPA praised the bill for its effort to
modernize the national air transportation system while still
retaining the current funding system of aviation fuel and ticket
taxes. The bill will now move to the House Ways and Means
Committee, with a recommendation to increase the current aviation
gas tax from 19.3 cents per gallon to 24.1 cents per gallon and
the Jet-A fuel tax rate from 21.8 cents per gallon to 30.7 cents
per gallon, which pilot groups agree is a more fair tax increase
than the 70-cent-per-gallon tax proposed by the Bush
Administration. The National Air Traffic Controllers Association
(NATCA) joined the chorus of approval, partly due to the absence
of user fees but especially because of the provision that would
reopen contract negotiations between the controllers union and the
FAA. That latter provision drew sharp criticism from the DOT.
http://www.avweb.com/eletter/archive...ll.html#195524


New user fees:



http://thomas.loc.gov/cgi-bin/query/...00fV8S:e17202:
SEC. 122. REGISTRATION FEES.

(a) In General- Chapter 453 is amended by adding at the end the
following:

`Sec. 45305. Registration, certification, and related fees

`(a) General Authority and Fees- The Administrator of the Federal
Aviation Administration shall establish the following fees for
services and activities of the Administration:

`(1) $130 for registering an aircraft.

`(2) $45 for replacing an aircraft registration.

`(3) $130 for issuing an original dealer's aircraft certificate.

`(4) $105 for issuing an aircraft certificate (other than an
original dealer's aircraft certificate).

`(5) $80 for issuing a special registration number.

`(6) $50 for issuing a renewal of a special registration number.

`(7) $130 for recording a security interest in an aircraft or
aircraft part.

`(8) $50 for issuing an airman certificate.

`(9) $25 for issuing a replacement airman certificate.

`(10) $42 for issuing an airman medical certificate.

`(11) $100 for providing a legal opinion pertaining to aircraft
registration or recordation.



Airline Age 60 Mandatory Retirement gone:


http://thomas.loc.gov/cgi-bin/query/...00fV8S:e91455:
SEC. 301. AGE STANDARDS FOR PILOTS.

(a) In General- Chapter 447 is amended by adding at the end the
following:

`Sec. 44729. Age standards for pilots

`(a) In General- Subject to the limitation in subsection (c), a
pilot may serve in multicrew covered operations until attaining 65
years of age.

`(b) Covered Operations Defined- In this section, the term
`covered operations' means operations under part 121 of title 14,
Code of Federal Regulations.

`(c) Limitation for International Flights-

`(1) APPLICABILITY OF ICAO STANDARD- A pilot who has attained 60
years of age may serve as pilot-in-command in covered operations
between the United States and another country only if there is
another pilot in the flight deck crew who has not yet attained 60
years of age.

`(2) SUNSET OF LIMITATION- Paragraph (1) shall cease to be
effective on such date as the Convention on International Civil
Aviation provides that a pilot who has attained 60 years of age
may serve as pilot-in-command in international commercial
operations without regard to whether there is another pilot in the
flight deck crew who has not attained age 60.

`(d) Sunset of Age-60 Retirement Rule- On and after the date of
enactment of this section, section 121.383(c) of title 14, Code of
Federal Regulations, shall cease to be effective.

`(e) Applicability-

`(1) NONRETROACTIVITY- No person who has attained 60 years of age
before the date of enactment of this section may serve as a pilot
for an air carrier engaged in covered operations unless--

`(A) such person is in the employment of that air carrier in such
operations on such date of enactment as a required flight deck
crew member; or

`(B) such person is newly hired by an air carrier as a pilot on or
after such date of enactment without credit for prior seniority or
prior longevity for benefits or other terms related to length of
service prior to the date of rehire under any labor agreement or
employment policies of the air carrier.

`(2) PROTECTION FOR COMPLIANCE- An action taken in conformance
with this section, taken in conformance with a regulation issued
to carry out this section, or taken prior to the date of enactment
of this section in conformance with section 121.383(c) of title
14, Code of Federal Regulations (as in effect before such date of
enactment), may not serve as a basis for liability or relief in a
proceeding before any court or agency of the United States or of
any State or locality.

`(f) Amendments to Labor Agreements and Benefit Plans- Any
amendment to a labor agreement or benefit plan of an air carrier
that is required to conform with the requirements of this section
or a regulation issued to carry out this section, and is
applicable to pilots represented for collective bargaining, shall
be made by agreement of the air carrier and the designated
bargaining representative of the pilots of the air carrier.

`(g) Medical Standards and Records-

`(1) MEDICAL EXAMINATIONS AND STANDARDS- Except as provided by
paragraph (2), a person serving as a pilot for an air carrier
engaged in covered operations shall not be subject to different
medical standards, or different, greater, or more frequent medical
examinations, on account of age unless the Secretary determines
(based on data received or studies published after the date of
enactment of this section) that different medical standards, or
different, greater, or more frequent medical examinations, are
needed to ensure an adequate level of safety in flight.

`(2) DURATION OF FIRST-CLASS MEDICAL CERTIFICATE- No person who
has attained 60 years of age may serve as a pilot of an air
carrier engaged in covered operations unless the person has a
first-class medical certificate. Such a certificate shall expire
on the last day of the 6-month period following the date of
examination shown on the certificate.

`(h) Safety-

`(1) TRAINING- Each air carrier engaged in covered operations
shall continue to use pilot training and qualification programs
approved by the Federal Aviation Administration, with specific
emphasis on initial and recurrent training and qualification of
pilots who have attained 60 years of age, to ensure continued
acceptable levels of pilot skill and judgment.

`(2) LINE EVALUATIONS- Not later than 6 months after the date of
enactment of this section, and every 6 months thereafter, an air
carrier engaged in covered operations shall evaluate the
performance of each pilot of the air carrier who has attained 60
years of age through a line check of such pilot. Notwithstanding
the preceding sentence, an air carrier shall not be required to
conduct for a 6-month period a line check under this paragraph of
a pilot serving as second in command if the pilot has undergone a
regularly scheduled simulator evaluation during that period.

`(3) GAO REPORT- Not later than 24 months after the date of
enactment of this section, the Comptroller General shall submit to
the Committee on Transportation and Infrastructure of the House of
Representatives and the Committee on Commerce, Science, and
Transportation of the Senate a report concerning the effect, if
any, on aviation safety of the modification to pilot age standards
made by subsection (a).'.

(b) Clerical Amendment- The analysis for such chapter is amended
by adding at the end the following:

`44729. Age standards for pilots.'.



New Pilot Licenses With Fingerprint and Photograph:

SEC. 306. IMPROVED PILOT LICENSES.

(a) In General- Not later than 6 months after the date of
enactment of this Act, the Administrator of the Federal Aviation
Administration shall begin to issue improved pilot licenses
consistent with the requirements of title 49, United States Code,
and title 14, Code of Federal Regulations.

(b) Requirements- Improved pilots licenses issued under subsection
(a) shall--

(1) be resistant to tampering, alteration, and counterfeiting;

(2) include a photograph of the individual to whom the license is
issued; and

(3) be capable of accommodating a digital photograph, a biometric
identifier, or any other unique identifier that the Administrator
considers necessary.

(c) Tampering- To the extent practical, the Administrator shall
develop methods to determine or reveal whether any component or
security feature of a license issued under subsection (a) has been
tampered, altered, or counterfeited.

(d) Use of Designees- The Administrator may use designees to carry
out subsection (a) to the extent feasible in order to minimize the
burdens on pilots.

(e) Report- Not later than 9 months after the date of enactment of
this Act and every 6 months thereafter until September 30, 2011,
the Administrator shall submit to the Committee on Transportation
and Infrastructure of the House of Representatives and the
Committee on Commerce, Science, and Transportation of the Senate a
report on the issuance of improved pilot licenses under this
section.



================================================== ========================

On Fri, 01 Jun 2007 07:08:56 -0700, Larry Dighera
wrote in :


Perhaps we don't need no stinkin' user fees:


GAO REAFFIRMS CURRENT TAXES CAN FUND FAA'S NEXTGEN

In a letter (http://www.gao.gov/new.items/d07918r.pdf) sent
Tuesday to follow up on questions arising from a March 29 House
Space and Aeronautics Subcommittee hearing on NextGen, Government
Accountability Office Director of Physical Infrastructure Issues
Dr. Gerald Dillingham reiterated that "the current FAA funding
structure can provide sufficient funding for NextGen--with some
caveats." He said that the FAA itself has estimated that "if the
current taxes remain in effect at their current rates, revenues
will continue to increase." According to projections prepared by
the Congressional Budget Office (CBO), revenues obtained from the
existing FAA funding structure will increase substantially.
"Assuming the General Fund continues to provide about 19 percent
of FAA's budget, CBO estimates that through 2016 the Trust Fund
can support about $19 billion in additional spending over the
baseline FAA spending levels CBO has calculated for FAA provided
that most of the spending occurs after fiscal year 2010,"
Dillingham noted.
http://www.avweb.com/eletter/archive...ll.html#195310


There's a web site devoted to NextGen he

http://www.jpdo.aero/
NextGen looks to small aircraft to relieve pressure for growth on
the central hub-and-spoke system.

Optimism about NextGen’s progress was shared by Monte Belger,
Lockheed Martin Vice President for Transportation Systems
Solutions. Belger pointed to current changes, including
implementation of satellite technology, Required Navigation
Performance (RNP), and Automatic Dependent Surveillance –
Broadcast (ADS-B), the latter currently in the trial phase.
Lockheed and Boeing’s strategic relationship in support of NextGen
highlighted the strength of the program and industry’s prominent
role, said Belger. Addressing uncertainty about funding, Belger
stressed the importance of the program, and suggested that
“business leaders need to support transformation no matter how the
system is funded.”


Representatives from Boeing and Lockheed Martin address questions
from the audience
Boeing was represented by Neil Planzer, ATM Programs Vice
President for Strategy who stressed the capabilities of NextGen,
focusing on information sharing. ADS-B, System Wide Information
Management (SWIM), and Network Enabled Operations (NEO) allow for
unprecedented communication between aircraft and ground systems.



NextGen Video
http://www.jpdo.aero/NextGenVid.html

Given the fact that the airlines and military use ATC for virtually
each and every one of their flights, and the ATC system was primarily
established for the benefit of the airlines, I find it hard to believe
that General Aviation is being taken to task for under funding it as
Blakey asserts:

HOUSE COMMITTEE HEARS USER-FEE ARGUMENTS
(http://www.avweb.com/eletter/archive...ll.html#195824)
Members of the House Ways and Means Committee heard from several
players in the aviation-taxes/user-fee debate in a hearing

(http://waysandmeans.house.gov/hearin...il&hearing=582)
on Wednesday. FAA Administrator Marion Blakey made her pitch for
user fees, telling the committee that "general aviation drives
about 16 percent of the costs of the air traffic control system,
while only paying about 3 percent of the taxes." The committee
also heard from Gerald Dillingham, director of the Government
Accountability Office, who said the current trust fund system is
already raising enough money to support the FAA without the
imposition of user fees.
http://www.avweb.com/eletter/archive...ll.html#195824

On Mon, 02 Jul 2007 12:41:25 -0700, Larry Dighera
wrote in :


This House bill would establish new fees for registering aircraft, new
licensing fees and requirements, and change the mandatory age 60
retirement of airline flight crew.


THE DEVIL'S IN THE DETAILS OF HOUSE FAA BILL
(http://www.avweb.com/eletter/archive...ll.html#195514)
Late Wednesday the U.S. House of Representatives finally released
H.R.2881
(http://thomas.loc.gov/cgi-bin/query/...:H.R.2881.IH:),
the FAA Reauthorization Act of 2007. As widely expected in
aviation circles, the House bill does not contain any user fees,
unlike the companion Senate bill (S.1300) that includes a $25 per
flight fee for turbine aircraft using the IFR system. However,
H.R.2881 does increase and expand existing fees for FAA services,
with some fees increasing by 2,500 percent (see table
(http://www.avweb.com/newspics/FAA_service_fees.pdf)).
Importantly, the FAA reauthorization fully funds ATC
modernization, better known simply as NextGen. "This legislation
addresses many of the concerns raised by general aviation and puts
in place building blocks required to move forward with NextGen,"
said General Aviation Manufacturers Association President and CEO
Pete Bunce.
http://www.avweb.com/eletter/archive...ll.html#195514

AVIATION GROUPS PRAISE HOUSE FAA BILL
(http://www.avweb.com/eletter/archive...ll.html#195524)
H.R.2881, the House of Representative's FAA reauthorization
legislation, drew wide approval from aviation trade groups. The
General Aviation Manufacturers Association (GAMA), National
Business Aviation Association (NBAA), National Air Transportation
Association, EAA and AOPA praised the bill for its effort to
modernize the national air transportation system while still
retaining the current funding system of aviation fuel and ticket
taxes. The bill will now move to the House Ways and Means
Committee, with a recommendation to increase the current aviation
gas tax from 19.3 cents per gallon to 24.1 cents per gallon and
the Jet-A fuel tax rate from 21.8 cents per gallon to 30.7 cents
per gallon, which pilot groups agree is a more fair tax increase
than the 70-cent-per-gallon tax proposed by the Bush
Administration. The National Air Traffic Controllers Association
(NATCA) joined the chorus of approval, partly due to the absence
of user fees but especially because of the provision that would
reopen contract negotiations between the controllers union and the
FAA. That latter provision drew sharp criticism from the DOT.
http://www.avweb.com/eletter/archive...ll.html#195524


New user fees:



http://thomas.loc.gov/cgi-bin/query/...00fV8S:e17202:
SEC. 122. REGISTRATION FEES.

(a) In General- Chapter 453 is amended by adding at the end the
following:

`Sec. 45305. Registration, certification, and related fees

`(a) General Authority and Fees- The Administrator of the Federal
Aviation Administration shall establish the following fees for
services and activities of the Administration:

`(1) $130 for registering an aircraft.

`(2) $45 for replacing an aircraft registration.

`(3) $130 for issuing an original dealer's aircraft certificate.

`(4) $105 for issuing an aircraft certificate (other than an
original dealer's aircraft certificate).

`(5) $80 for issuing a special registration number.

`(6) $50 for issuing a renewal of a special registration number.

`(7) $130 for recording a security interest in an aircraft or
aircraft part.

`(8) $50 for issuing an airman certificate.

`(9) $25 for issuing a replacement airman certificate.

`(10) $42 for issuing an airman medical certificate.

`(11) $100 for providing a legal opinion pertaining to aircraft
registration or recordation.



Airline Age 60 Mandatory Retirement gone:


http://thomas.loc.gov/cgi-bin/query/...00fV8S:e91455:
SEC. 301. AGE STANDARDS FOR PILOTS.

(a) In General- Chapter 447 is amended by adding at the end the
following:

`Sec. 44729. Age standards for pilots

`(a) In General- Subject to the limitation in subsection (c), a
pilot may serve in multicrew covered operations until attaining 65
years of age.

`(b) Covered Operations Defined- In this section, the term
`covered operations' means operations under part 121 of title 14,
Code of Federal Regulations.

`(c) Limitation for International Flights-

`(1) APPLICABILITY OF ICAO STANDARD- A pilot who has attained 60
years of age may serve as pilot-in-command in covered operations
between the United States and another country only if there is
another pilot in the flight deck crew who has not yet attained 60
years of age.

`(2) SUNSET OF LIMITATION- Paragraph (1) shall cease to be
effective on such date as the Convention on International Civil
Aviation provides that a pilot who has attained 60 years of age
may serve as pilot-in-command in international commercial
operations without regard to whether there is another pilot in the
flight deck crew who has not attained age 60.

`(d) Sunset of Age-60 Retirement Rule- On and after the date of
enactment of this section, section 121.383(c) of title 14, Code of
Federal Regulations, shall cease to be effective.

`(e) Applicability-

`(1) NONRETROACTIVITY- No person who has attained 60 years of age
before the date of enactment of this section may serve as a pilot
for an air carrier engaged in covered operations unless--

`(A) such person is in the employment of that air carrier in such
operations on such date of enactment as a required flight deck
crew member; or

`(B) such person is newly hired by an air carrier as a pilot on or
after such date of enactment without credit for prior seniority or
prior longevity for benefits or other terms related to length of
service prior to the date of rehire under any labor agreement or
employment policies of the air carrier.

`(2) PROTECTION FOR COMPLIANCE- An action taken in conformance
with this section, taken in conformance with a regulation issued
to carry out this section, or taken prior to the date of enactment
of this section in conformance with section 121.383(c) of title
14, Code of Federal Regulations (as in effect before such date of
enactment), may not serve as a basis for liability or relief in a
proceeding before any court or agency of the United States or of
any State or locality.

`(f) Amendments to Labor Agreements and Benefit Plans- Any
amendment to a labor agreement or benefit plan of an air carrier
that is required to conform with the requirements of this section
or a regulation issued to carry out this section, and is
applicable to pilots represented for collective bargaining, shall
be made by agreement of the air carrier and the designated
bargaining representative of the pilots of the air carrier.

`(g) Medical Standards and Records-

`(1) MEDICAL EXAMINATIONS AND STANDARDS- Except as provided by
paragraph (2), a person serving as a pilot for an air carrier
engaged in covered operations shall not be subject to different
medical standards, or different, greater, or more frequent medical
examinations, on account of age unless the Secretary determines
(based on data received or studies published after the date of
enactment of this section) that different medical standards, or
different, greater, or more frequent medical examinations, are
needed to ensure an adequate level of safety in flight.

`(2) DURATION OF FIRST-CLASS MEDICAL CERTIFICATE- No person who
has attained 60 years of age may serve as a pilot of an air
carrier engaged in covered operations unless the person has a
first-class medical certificate. Such a certificate shall expire
on the last day of the 6-month period following the date of
examination shown on the certificate.

`(h) Safety-

`(1) TRAINING- Each air carrier engaged in covered operations
shall continue to use pilot training and qualification programs
approved by the Federal Aviation Administration, with specific
emphasis on initial and recurrent training and qualification of
pilots who have attained 60 years of age, to ensure continued
acceptable levels of pilot skill and judgment.

`(2) LINE EVALUATIONS- Not later than 6 months after the date of
enactment of this section, and every 6 months thereafter, an air
carrier engaged in covered operations shall evaluate the
performance of each pilot of the air carrier who has attained 60
years of age through a line check of such pilot. Notwithstanding
the preceding sentence, an air carrier shall not be required to
conduct for a 6-month period a line check under this paragraph of
a pilot serving as second in command if the pilot has undergone a
regularly scheduled simulator evaluation during that period.

`(3) GAO REPORT- Not later than 24 months after the date of
enactment of this section, the Comptroller General shall submit to
the Committee on Transportation and Infrastructure of the House of
Representatives and the Committee on Commerce, Science, and
Transportation of the Senate a report concerning the effect, if
any, on aviation safety of the modification to pilot age standards
made by subsection (a).'.

(b) Clerical Amendment- The analysis for such chapter is amended
by adding at the end the following:

`44729. Age standards for pilots.'.



New Pilot Licenses With Fingerprint and Photograph:

SEC. 306. IMPROVED PILOT LICENSES.

(a) In General- Not later than 6 months after the date of
enactment of this Act, the Administrator of the Federal Aviation
Administration shall begin to issue improved pilot licenses
consistent with the requirements of title 49, United States Code,
and title 14, Code of Federal Regulations.

(b) Requirements- Improved pilots licenses issued under subsection
(a) shall--

(1) be resistant to tampering, alteration, and counterfeiting;

(2) include a photograph of the individual to whom the license is
issued; and

(3) be capable of accommodating a digital photograph, a biometric
identifier, or any other unique identifier that the Administrator
considers necessary.

(c) Tampering- To the extent practical, the Administrator shall
develop methods to determine or reveal whether any component or
security feature of a license issued under subsection (a) has been
tampered, altered, or counterfeited.

(d) Use of Designees- The Administrator may use designees to carry
out subsection (a) to the extent feasible in order to minimize the
burdens on pilots.

(e) Report- Not later than 9 months after the date of enactment of
this Act and every 6 months thereafter until September 30, 2011,
the Administrator shall submit to the Committee on Transportation
and Infrastructure of the House of Representatives and the
Committee on Commerce, Science, and Transportation of the Senate a
report on the issuance of improved pilot licenses under this
section.



================================================= =========================

On Fri, 01 Jun 2007 07:08:56 -0700, Larry Dighera
wrote in :


Perhaps we don't need no stinkin' user fees:


GAO REAFFIRMS CURRENT TAXES CAN FUND FAA'S NEXTGEN

In a letter (http://www.gao.gov/new.items/d07918r.pdf) sent
Tuesday to follow up on questions arising from a March 29 House
Space and Aeronautics Subcommittee hearing on NextGen, Government
Accountability Office Director of Physical Infrastructure Issues
Dr. Gerald Dillingham reiterated that "the current FAA funding
structure can provide sufficient funding for NextGen--with some
caveats." He said that the FAA itself has estimated that "if the
current taxes remain in effect at their current rates, revenues
will continue to increase." According to projections prepared by
the Congressional Budget Office (CBO), revenues obtained from the
existing FAA funding structure will increase substantially.
"Assuming the General Fund continues to provide about 19 percent
of FAA's budget, CBO estimates that through 2016 the Trust Fund
can support about $19 billion in additional spending over the
baseline FAA spending levels CBO has calculated for FAA provided
that most of the spending occurs after fiscal year 2010,"
Dillingham noted.
http://www.avweb.com/eletter/archive...ll.html#195310


There's a web site devoted to NextGen he

http://www.jpdo.aero/
NextGen looks to small aircraft to relieve pressure for growth on
the central hub-and-spoke system.

Optimism about NextGen’s progress was shared by Monte Belger,
Lockheed Martin Vice President for Transportation Systems
Solutions. Belger pointed to current changes, including
implementation of satellite technology, Required Navigation
Performance (RNP), and Automatic Dependent Surveillance –
Broadcast (ADS-B), the latter currently in the trial phase.
Lockheed and Boeing’s strategic relationship in support of NextGen
highlighted the strength of the program and industry’s prominent
role, said Belger. Addressing uncertainty about funding, Belger
stressed the importance of the program, and suggested that
“business leaders need to support transformation no matter how the
system is funded.”


Representatives from Boeing and Lockheed Martin address questions
from the audience
Boeing was represented by Neil Planzer, ATM Programs Vice
President for Strategy who stressed the capabilities of NextGen,
focusing on information sharing. ADS-B, System Wide Information
Management (SWIM), and Network Enabled Operations (NEO) allow for
unprecedented communication between aircraft and ground systems.



NextGen Video
http://www.jpdo.aero/NextGenVid.html

Larry Dighera wrote:

Given the fact that the airlines and military use ATC for virtually
each and every one of their flights, and the ATC system was primarily
established for the benefit of the airlines, I find it hard to believe
that General Aviation is being taken to task for under funding it as
Blakey asserts:


My concern is that I have zero need for this NexGen stuff. I fly
quite well with GPS. Now they expect to to pay for capabilties that I
have no need for plus possibly new, expensive and unneeded equipment.

Ron Lee

In article , (Ron Lee)
wrote:

Larry Dighera wrote:

Given the fact that the airlines and military use ATC for virtually
each and every one of their flights, and the ATC system was primarily
established for the benefit of the airlines, I find it hard to believe
that General Aviation is being taken to task for under funding it as
Blakey asserts:


My concern is that I have zero need for this NexGen stuff. I fly
quite well with GPS. Now they expect to to pay for capabilties that I
have no need for plus possibly new, expensive and unneeded equipment.

heck, my airplane flies just fine without even GPS!

--
Bob Noel
(goodness, please trim replies!!!)