NATCA Bookshelf

N A T I O N A L A I R T R A F F I C C O N T R O L L E R S A S S O C I A T I O N | W W W . N AT C A . O R G N i W To d a y 37 37 37 37 ISSUES modernization programs such as En Route Automation Modernization (ERAM), DataComm, and Metroplex. Recently, the Agency and NATCA have been able to fast-track a surface surveillance situational awareness tool that will help controllers mitigate the risks associated with wrong-surface landings and runway incursions. These types of programs and initiatives enhance safety and produce efficiencies that reduce delays and save fuel, while also preserving the United States' position as the world leader in aviation. However, under-funding for F&E will jeopardize sustainment and significantly hinder progress for many safety and modernization programs including, but not limited to: FAA Telecommunications, En Route Automation Modernization (ERAM), Standard Terminal Automation Replacement (STARS), DataComm, Voice Switch, Airborne Surveillance, Ground Surveillance, Airport Lighting, Space Integration, Aeronautical Information, Information Management, Terminal Flight Data Management (TDFM), and Facility Replacement and Radar Modernization (FRRM). The FAA, NATCA, and our industry partners must continue to work together in order to overcome the delays caused by budgetary shortfalls in order to achieve similar successes to those already realized on modernization programs such as ERAM, DataComm, and Metroplex. Increased funding for F&E programs is essential to prevent the FAA from lagging behind in its system sustainment, modernization, and infrastructure upgrade efforts. Background FA A M o d e r n i z a t i o n a n d Te c h n o l o g y P r o g r a m s C o n s t r a i n e d F r o m F l a t F & E F u n d i n g Prior to FY 2022, the FAA generally distributed F&E funding evenly among all F&E programs. However, this approach was unsustainable because an evenly spread flat budget that did not keep up with inflation over the past 15 years was always going to result in chronically underfunded programs. Most programs were instructed to and learned how to operate with less money than requested by revising a program's scope, functionality, deployment timelines, and overall positive effects on the NAS. For example, both ERAM and STARS are foundational platforms that affect the safety and efficiency of the NAS. However, as a result of lower- than needed budget requests by the FAA, both programs have been forced to defer much-needed controller enhancements and strictly focus on sustainment efforts. Another example is TFDM, which not only provides controllers with electronic flight strips, but also promotes efficiency gains throughout the NAS through modern updated software. TFDM was originally planned to deploy to 89 air traffic facilities, but insufficient funding forced the FAA to divert funding from TFDM to other programs slashing the TFDM deployment schedule to 49 sites. If a flat F&E budget continues into future fiscal years, these programs are at risk of further cuts. A relatively flat F&E budget forces the FAA to spend close to the bare minimum to sustain existing programs while diverting the remainder of the money to wherever it is needed the most. The FAA has consistently requested only about $3 billion in annual appropriations for F&E throughout that period, even though in Fiscal Year (FY) 2024 the Agency's internal budgetary estimates showed that it needed at least $4.5 billion, with that need quickly approaching $6 billion. This loss of spending and buying power for F&E programs forced FAA into a "fix-on-fail" model by requiring it to prioritize mandatory costs, leaving little to no money for modernization and infrastructure programs. The FAA's FY 2025 budget request, for the first time in over a decade, acknowledges its true need through both the F&E request and additional mandatory spending. The FAA must continue to be transparent with its need for increased F&E funding so that it can meet its own equipment sustainment, replacement, and modernization needs. If not, an under-funded F&E budget will continue to exacerbate the FAA's significant sustainment and replacement backlog. Failing to maintain and replace critical safety equipment that has exceeded its expected life introduces unnecessary risk into the system. FA A's R a p i d l y A g i n g P h y s i c a l I n f r a s t r u c t u r e NATCA has been and continues to advocate for addi- tional funding to fix the FAA's rapidly-aging phys- ical infrastructure and improve NATCA members' working conditions. NATCA leadership has testified Increased Funding Critical for Modernization and Infrastructure Efforts Issue

• Cover