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Phase III will provide the core RMM system as well as the RMS's for all remaining new and existing solid-state equipment. Also during this phase, maintenance control centers will be established which will gradually assume the role of monitoring the NAS facilities and coordinating maintenance activities.

The FY 1986 budget reflects a savings of over 2,300 field maintenance positions from the FY 1980 base level of 11,602 due to equipment replacement and remote maintenance monitoring which are practically inseparable.

Conversion to RMM will be completed during FY 1992.

LEASED COMMUNICATIONS

SENATOR ANDREWS: The leased telecommunications activity increases from $166 million in FY 1985 to over $170.5 million in FY 1986, and the justification indicates (page 60) that large increases will continue. Provide those 5-year telecommunications cost increases for the record. Why aren't costs stabilized due to technological efficiencies and telecommunications competition? The justification further projects $81 million in 5-year savings. What is the net trend for this activity?

ANSWER: Our most current projected 5-year telecommunications cost increases are provided below:

1986

1987

1988

1989 1990

$ 4,451

28,107

25,888

27,125

14,750

The continued growth of the system and in the services provided, are responsible for the forecasted increases. As reflected in the National Airspace System (NAS) Plan, these costs are being imposed by increasingly complex and extensive requirements. Savings, from the broad application of technological efficiencies and telecommunications competition only partially offset the increased cost. An important factor is expected increased costs as the result of divestiture. These costs have not risen yet in large increments as we initially expected, but are beginning to appear as elements of gradual overall increase in the costs of telecommunications.

The net trend for this activity is a continuing achievement of efficiencies to limit increases caused by future requirements. There will be savings and cost avoidance in overall operating costs primarily due to facility consolidations, continued expansion of National Data Interchange Network (NADIN) function, further use of Radar Microwave Link (RML), and replacement of leased voice switching systems with agency-owned equipment projected through the year 2000.

ENGINEERING

SENATOR ANDREWS: It appears inconsistent to reduce the budget for change of station moves, yet to show increased travel associated with change of station moves and overtime (page 67). Please explain.

ANSWER: The rationale for reduction in PCS funds is to extract from the FY 1986 base that which was completed in FY 1985, and was nonrecurring in nature. Examples of nonrecurring PCS moves are sector office consolidations and other organizational or personnel selection/reassignment actions.

OPERATIONS-AVIATION STANDARDS AIRCRAFT CERTIFICATION

SENATOR ANDREWS: An additional $475,000 is requested (pg. 81) for travel related to increased certification activity, yet the workload indicators provided show about the same level of certificates in FY 1986 as 1985. Please explain. What is total current travel obligations for the Aviation Standards aircraft certification activity?

ANSWER: When the Aircraft Certification Directorates were established it was anticipated that travel requirements would increase as each Directorate assumes world-wide responsibility for their unique specialty. FY 1986 reflects the international impact on the certification program. Current travel obligations for FY 1985 estimated to be $2,018,800.

SENATOR ANDREWS: What contractual services are being eliminated (pg. 81) for $70,000 and what new contracts must be initiated in FY 1986 ($469,000)?

ANSWER: The reduction of $70,000 in transportation and contractual services represents the reduction of 2 permanent change-of-station moves and the non-recurring costs of a study of questions raised by in-flight structural failures of the V-tail Bonanza airplane.

New contractual studies involve:

O Parts manufacturing approval

O Shoulder harness installations

O Revision Type Certification Handbook

O Streamlining Part 121 of the FAR's

o Primary aircraft/ultralight criteria development

OPERATION AND MAINTENANCE

SENATOR ANDREWS: The justification (pg. 82) reflects FY 1986 increases of one percent for investigations, inspections and certification levels. Why aren't these workload levels more in line with projections in your opening statement such as 3.4 percent more IFR aircraft and 5.7 percent more aircraft operations handled by FAA? ANSWER: The projections such as 3.4 percent more IFR aircraft and 5.7 percent more aircraft operations handled by FAA are economic indicators which directly affect the NAS system. The increases of one percent for investigations, inspectors and certification levels represent productivity efforts required to ensure compliance with regulations and standards and to detect noncompliance with safe operating practices. The increase in workload and performance indicators does not necessarily parallel environmental growth.

SENATOR ANDREWS: Operation and Maintenance decreases overall in FY 1986, yet a $569,000 increase is included for overhead, including printing, utilities and supplies. How much of this increase is for travel beyond what is necessary for certification and inspection activities (since an additional $408,000 is sought for that)? What is budgeted for this fiscal year for inspector travel? Will any of

the Section 2901 rescission reductions affect travel for inspection activities?

ANSWER: The increase of $569,000 includes inflationary costs only, not additional travel requirements. Approximately $3,300,000 is budgeted in FY 1985 for inspector travel. Section 2901 rescission reductions were applied to non-job performance travel only and did not impact inspection activities.

SENATOR ANDREWS: The justification states (pg. 77) that outyear inspection resource requirements could increase significantly pending the outcome of FAA's and GAO's studies. When will these studies be complete? What is indicated by the FAA study so far? What FY 1986 allowance will be made if more inspectors are needed? In other words, where will offsetting reductions be taken?

ANSWER: The FAA and GAO studies are scheduled for completion by September 30, 1985. Indications of the FAA study to date appear to affirm that there is a need for additional aviation safety inspectors. Interim data should be available by mid-June to confirm these findings. The study is also designed to determine whether or not the present inspection work force is being used effectively and as efficiently as possible as well as the future needs of the program. Should the study prove that substantially more inspectors are needed, appropriate recommendations will be made to the Congress.

AVIATION STANDARDS--RECORDS SERVICING

SENATOR ANDREWS: The justification describes the need in FY 1986 for 19 additional positions to alleviate a "serious workload backlog" in the Airmen and Aircraft Registry effort. What is the level of the backlog? What resources are currently available, and what steps are being taken now to reduce it? To what extent is safety affected by this backlog?

ANSWER: Based on established productivity standards, input volumes for aircraft registration and airmen certification will require 132 positions (125.4 FTE's) for timely processing--10 to 15 days for aircraft and 15 to 20 days for airmen. Any lessor position level will result in unaccountable backlogs and delays. As of 4/5/85, the picture was as follows: Aircraft conveyances, 10,873 documents, 13 workdays; cashier control, 1.5 workdays; special number requests, 8 workdays; airmen applications, 12,423, 19 workdays; written test, 2 workdays; and crewmember cards, 1,199 documents. We have been able to maintain the backlog at that level only by the use of contractor support, an excessive amount of overtime, and the temporary use of personnel from other critical programs to support the 108 positions presently assigned. This is recognized to be an unacceptably inefficient and costly method of work accomplishment.

Backlog levels experienced in past years serve to impede the enforcement of safety regulations; however, the economic impact on the public is extensive and excessive.

SENATOR ANDREWS:

FLIGHT PROGRAM

Total flight hours, and every use category except flight inspection, show large decreases from the indicators in last year's justification. Please explain what was saved in fuel and maintenance in FY 1985 as a result of fewer flight hours? Why will training hours drop from 8,550 hours in FY 1984 to 5,414 in FY 1986?

ANSWER: FY 1985 savings in fuel amounted to $2,085,000

and 1,629,375 gallons. Maintenance savings amount to an

additional $657,200. Training flight hour reduction is attributed to the operation of the new B-727 simulator and increased use of out-of-agency training.

SENATOR ANDREWS: With more facilities requiring flight inspection in FY 1986, why are total flight hours down?

ANSWER: Conversion to solid state instrument landing system/very high frequency omnidirectional range equipment increased facility reliability which resulted in fewer flight inspection flight-hours.

SENATOR ANDREWS: Aircraft fuel need for the new FAA fleet results in a $1,200,000 savings in FY 1986. How does this compare to previous estimates of savings? What are the outyear savings expected to be?

ANSWER: Previous aircraft fuel estimates of savings in FY 1986 resulting from the new fleet were $4,600,000. Outyear savings are as follows:

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The anticipated savings of $4,600,000 was not achieved due to the delay in obtaining approval to proceed with the Fleet Conversion program.

SENATOR ANDREWS: To what extent does this fuel savings result from base price decline of aviation fuel? What travel allowance is assumed for the FY 1985 flight program? Why does it cost an additional $73,000 in travel to add new aircraft to the fleet in FY 1986?

ANSWER: Base price decline of aviation fuel is not in the $1,200,000 FY 1986 savings. A temporary decline in price occurred, but the price has now increased to offset any savings. Travel allowance for the FY 1985 total aircraft program is currently $1,652,000. The additional $73,000 in travel for FY 1986 represents a 4.7 percent inflation factor.

SENATOR ANDREWS: What is currently spent by both for FAA maintenance and in outside contracts to maintain the FAA aircraft fleet? With the addition of new aircraft, why is an additional $160,000 requested for contractual service in FY 1986?

ANSWER: Total cost of FAA aircraft maintenance is $16,370,000. This includes contract cost of $6,400,000. The increase of $160,000 in FY 1986 for contractual services is to fund for aircraft maintenance primarily in overseas areas. The increase is necessary due to approval delays in the Fleet Conversion Program.

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CIVIL AVIATION SECURITY

SENATOR ANDREWS: What remains from the $15 million appropriated in past fiscal years to reimburse carriers for the cost of security improvements? Why haven't these funds been distributed to carriers seeking reimbursement? What is the total FAA liability to the carriers? What is the liability if interest charges were added to carriers' claims? When will FAA make final distribution of the funds?

ANSWER: Of the $14,945,000 appropriated $11,850,441 has been obligated. This includes a total of $5,400,000 in advance payments to Pan Am and TWA. This leaves a balance of $3,094,559 to be disbursed. We are in the process of reviewing the Department of Transportation's Office of the Inspector General's audits of the claims to determine the exact amount of total compensation to be authorized for each air carrier. Considering all aspects, the total FAA liability to the claimants is an amount up to the total appropriated for the program. We do not have a basis for computing interest charges since we have not technically determined the specific amounts due to the claimants. When that is done, the available funds will be disbursed immediately. Unless unforeseen restrictions or difficulties are encountered, it is expected that final payment will be made during FY 1985.

SENATOR ANDREWS: Without the requested increase of $158,500 for guard service, will the FAA building (FOB-10A) be guarded 24 hours? Why are guard services not covered by GSA? Does FAA maintain guards at its Oklahoma and Atlantic City facilities? At what cost? Does GSA provide guards at the NASSIF building?

ANSWER: Without increased funding, the FAA will not be able to maintain adequate 24-hour guard service for FOB-10A. The Department of Transportation (DOT) contracts for guard service at the FOB-10A and the NASSIF building. The FAA reimburses DOT for the cost of the guard service at FOB-10A and has no control over the actual cost. DOT contracts for guard service and did not contract with GSA.

The FAA maintains guard service at the Mike Monroney Aeronautical Center in Oklahoma City and at the Technical Center in Atlantic City. The total FY 1986 cost of these two contracts is $1,535,200.

OPERATIONS

DIRECTION, STAFF AND SUPPORTING SERVICES

SENATOR ANDREWS: Provide for the record the FY 1984-1986 both regional and center costs for: Direction and Management, Public Affairs, International Aviation, Legal, Aviation Policy and Plans, Accounting, Budget, Civil Rights, Personnel Management, Labor Relations, Communications Control, Data Systems, and Management Systems.

ANSWER: Listed below is the requested information for regions and centers. The Direction, Staff and Supporting Services (DS&SS) activity also includes certain items which can best be managed within this activity, such as federal employees compensation payments and unemployment compensation which cover requirements for all agency appropriations. The cost of these items are listed below as "Other

DS&SS Operations."

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