The flying public needs a 21st century aviation system
Flyers across the Northeast recently witnessed firsthand why America’s aviation system is in desperate need of an upgrade. A telecommunications failure, compounded by existing problems with a backup connection, left thousands of passengers from Philadelphia to Boston stranded on the tarmac.
Pointing to the decades-old technology running our airspace, Transportation Secretary Sean Duffy offered a blunt assessment: “this is not shocking.” But he added that with the right funding from Congress, Uncle Sam can “prevent disruptions like this in the future.”
Although the Trump administration is working to shore up many of these vulnerabilities across the National Airspace System, completing the job will require continued funding from Congress.
Just over a year ago, the Federal Aviation Administration kickstarted an effort to build an “Envy of the World” air traffic control network to the tune of $12.5 billion. The goal is to replace decades-old infrastructure with technology capable of handling today’s passenger volumes with a fraction of the disruptions.
To date, roughly two-thirds of aging copper wires have been replaced by fiber optic cables or wireless technology, helping pilots communicate more effectively with controllers on the ground. FAA Administrator Bryan Bedford expects this portion of the modernization project to be completed by this time next year.
Meanwhile, dozens of new surface-awareness systems have been installed, giving personnel a clearer picture of aircraft and vehicles moving across runways and taxiways. These cutting-edge tools provide efficiency — but they are only half of the equation.
Additional funds are needed to begin the next phase of the modernization overhaul. This includes a modern air traffic flow management system and AI-powered software to better predict when disruptions on the tarmac could occur. The tech is currently being debuted at airports in the D.C.-area with hopes that it can be extended to hubs nationwide.
How much is needed to finish these and other infrastructure upgrades? Duffy recently requested $30 billion in funding.
The additional investment is sorely needed. The FAA has warned that it is “already starting to delay phase two and phase three because of lack of funding.” Now more than ever, Congress needs to step up and provide a second down-payment on modernization to avoid further delays.
Several lawmakers have already signaled their willingness to support it. During a recent House Appropriations Committee hearing, Transportation-HUD subcommittee chairman Steve Womack (R-Ark.) told the FAA chief “we are here to be a partner in the effort.”
House Appropriations Chairman Tom Cole (R-Okla.) similarly emphasized Congress’s role in providing necessary investment and oversight, ensuring the FAA has the “resources, workforce, and capabilities” needed to carry out its mission.
While Republicans broadly back the current effort, modernization has no shortage of support from the other side. Senate Minority Leader Chuck Schumer (D-N.Y.) has previously called attention to our outdated skies, while former President Joe Biden proposed his own plan to modernize America’s air traffic control network.
The upcoming December budget negotiations could give appropriators an opportunity to begin satisfying the FAA’s request. Congress could also consider passing a standalone funding package. Regardless of which path lawmakers take, continuing to keep modernization efforts moving will prove to be a good return on taxpayer investment.
Compared to fixing old equipment or patching outdated software, the money would translate to tangible benefits for the flying public. Sick of air traffic control delays or communications failures that can add hours to a trip and fumble connections? This is the answer.
The latest aviation disruptions across the Northeast serve as another reminder that relying on older air traffic control infrastructure can cause real headaches for travelers. The Department of Transportation is already working to overhaul it. Now, funding from Congress must keep pace.
Jackson Shedelbower is the executive director of the Center for Transportation Policy.
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