The Federal Aviation Administration (FAA) is about to embark on a very innovative project. They want to take control of the modernization of the nation’s air traffic control system, long undermined by antiquated infrastructure. Through these projects, the RTSC will deploy more than 27,600 new radios and 612 new radar systems. Its purpose is to supplant legacy technology that has shown to be brittle. The push follows a number of high-profile technical failures that recently grounded flights, including at Newark Liberty International Airport.
In light of these challenges, the FAA has selected Peraton, a technology firm with a robust history of managing multibillion-dollar contracts for various government agencies, to oversee this modernization project. What could be Peraton’s main advantage with the FAA is their lack of experience. Here’s how it helps them tackle the challenge with a particularly open mind, unburdened by the legacy of unproductive contractor relationships.
Congress came together to approve the $12.5 billion as an initial investment, which underscores how urgent this overhaul is. This move was taken as a response to documented events that revealed the system’s frailties. FAA officials voiced concern that technical issues had taken down radar systems vital for controlling air traffic. Duffy, the leader of the project, estimates that another $20 billion will be needed to fully complete the promise of the upgrade.
The safety and modernization project will replace equipment with a new technology that’s in use by the international community air traffic controllers. It will dramatically accelerate the timeline compared to the original NextGen initiative. That previous attempt began soon after the new millennium and was expected to run about $36 billion. Regrettably, it failed to produce the intended benefits. The Biden administration had estimated that upgrading the system could take over a decade. Duffy asserts that with Peraton’s involvement, they can complete the project within three years.
As part of this ambitious plan, six new air traffic control centers are planned to be built. The project includes replacing outdated copper wiring with fiber optic lines and other modern connections across thousands of facilities. With each phase the project advances, expectations build. Over one-third of the deep-buried copper wires have been replaced already.
“Working together, we are going to build on the incredible progress we’ve already made and deliver a state-of-the-art air traffic control system that the American traveling public — and our hard-working air traffic controllers — deserve.” – Sean Duffy
Industry insiders reiterate the importance of laying a solid groundwork. This is an important step before introducing more complex features to the FAA’s air traffic control system. Twitching the pipes first Representative John Rose was adamant that we need to focus on building a strong infrastructure before we develop advanced capabilities. He thinks that after this technological base is set, future technological upgrades can be done more easily.
“You need to build the base before you can have all the bells and whistles.” – John Rose
He reiterated the need for more careful and complete construction of infrastructure. This will allow a versatile, scalable approach to reusing technology down the road.
“If they build the infrastructure, then as things change from a technology capability, it’s almost like a plug and play.” – John Rose
The technology required for this major upgrade isn’t particularly new or experimental. Rather it’s been successfully installed all over the world. On the same panel, field representative Stephen Creamer reinforced this point by emphasizing that stakeholders know what the system can do. Yet, they understand its potential risks.
“The technology that’s needed in the system is not cutting edge technology. It’s been tested and trialed all over the world in various places. We know what the capabilities of it are. We know what the risks of those installations are in a way that we wouldn’t know if we were trying to do it and be the first one out of the gate.” – Stephen Creamer
The FAA wants to leverage the speed at which Peraton will be able contract with other companies, rather than following the much longer internal routes. This new capability will dramatically accelerate the pace at which we can advance the project.
As congressional and other federal investments mix into this modernization effort, concerns about efficiency and accountability should continue to be front and center. In response to stakeholders’ concerns, Creamer emphasized existing oversight mechanisms built into the administrative structure that was specifically created to avoid waste or abuse of funds.
“I think there’s plenty of checks and balances in the administrative system to ensure that there’s not gonna be substantial waste or fraud or abuse.” – Stephen Creamer
