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Author: United States. Congress. House. Committee on Transportation and Infrastructure. Subcommittee on Aviation
Publisher:
ISBN:
Category : Transportation
Languages : en
Pages : 326
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Book Description
Author: United States. Congress. House. Committee on Transportation and Infrastructure. Subcommittee on Aviation
Publisher:
ISBN:
Category : Transportation
Languages : en
Pages : 326
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Book Description
Author: United States. Congress. House. Committee on Transportation and Infrastructure. Subcommittee on Aviation
Publisher:
ISBN:
Category : Aeronautics, Commercial
Languages : en
Pages : 307
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Book Description
Author: United States. Congress. House. Committee on Transportation and Infrastructure. Subcommittee on Aviation
Publisher:
ISBN:
Category : Transportation
Languages : en
Pages : 324
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Book Description
Author: United States. Congress. House. Ways and Means
Publisher:
ISBN:
Category :
Languages : en
Pages : 356
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Book Description
Author: United States. Federal Aviation Administration
Publisher:
ISBN:
Category : Aeronautics
Languages : en
Pages : 28
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Book Description
Author: United States. Congress. Senate. Committee on Appropriations. Subcommittee on Transportation and Related Agencies
Publisher:
ISBN:
Category : Transportation
Languages : en
Pages : 198
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Distributed to some depository libraries in microfiche.
Author: Gerald Lee Dillingham
Publisher:
ISBN:
Category : Airports
Languages : en
Pages : 0
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Book Description
This statement offers the Government Accountability Office's (GAO) observations on the proposed changes in the Federal Aviation Administration's (FAA) (1) funding and (2) budget structure and is based on GAO's analysis of FAA's proposal and a recent GAO report on FAA funding options. Recently, the administration submitted a proposal for reauthorizing the Federal Aviation Administration (FAA) and the excise taxes that fund most of its budget. FAA's current authorization expires in 6 months. The proposal calls for major changes to FAA's funding and budget structure that are intended to address concerns about the long-term revenue adequacy, equity, and efficiency of FAA's current funding structure and to provide a more stable, reliable basis for funding a new air traffic control system that FAA is developing (at an estimated cost of $15 billion to 22 billion through 2025) to meet forecasted increases in air travel demand. The proposal would introduce cost-based charges for commercial users of air traffic control services, eliminate many current taxes, substantially raise fuel taxes for general aviation users, charge commercial and general aviation users a fuel tax to pay primarily for airport capital improvements, modify FAA's budget accounts to align with specific FAA activities, and link the portion of FAA's budget that comes from the Treasury's General Fund with public benefits FAA provides.
Author:
Publisher:
ISBN:
Category : Fees, Administrative
Languages : en
Pages : 124
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Book Description
Author: U S Government Accountability Office (G
Publisher: BiblioGov
ISBN: 9781289116057
Category :
Languages : en
Pages : 24
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Book Description
Pursuant to a congressional request, GAO examined the proposal by a coalition of the seven largest U.S. airlines to replace the ticket tax with user fees, focusing on: (1) whether the ticket tax should be replaced by a different fee system; (2) what the potential competitive impacts of the fees proposed by the coalition airlines would be; (3) what factors need to be considered if a new fee system were to be developed; and (4) the implications on the Federal Aviation Administration's (FAA) budget of reinstating or not reinstating the taxes that finance the Airport and Airway Trust Fund. GAO found that: (1) because the ticket tax is based on the fares paid by travelers and not an allocation of actual FAA costs, it may not fairly allocate the system's costs among the users; (2) the coalition airlines' proposal to replace the ticket tax with user fees only incorporates factors that would substantially increase the fees paid by low-fare and small airlines and decrease the fees paid by the seven coalition airlines; (3) the proposal would dramatically redistribute the cost burden among airlines and could have substantial implications for domestic competition; (4) any replacement system for the ticket tax would need to account for the wide range of costs incurred by FAA in managing the airport and airway system; (5) the views of all affected parties, not just any particular group of airlines, would need to be included in assessing the mechanisms for financing the airport and airway system; and (6) Congress established a commission to study how best to meet FAA financing needs which will help ensure that, in the long term, FAA has a secure funding source, commercial users of the system pay their fair share, and a strong, competitive airline industry continues to exist.
Author: Congressional Research Service
Publisher: CreateSpace
ISBN: 9781507543894
Category : Transportation
Languages : en
Pages : 32
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Book Description
Over the past 40 years, Congress has intermittently considered proposals to establish a government corporation or private entity to carry out air traffic functions currently provided by the Federal Aviation Administration (FAA). While the issue has been relatively dormant since a proposal offered by the Clinton Administration in the 1990s failed to gain the support of Congress, interest has reemerged following budget sequester-related funding cuts to FAA in FY2013. In January 2014, the FAA Management Advisory Council, a stakeholder advisory group, recommended spinning off FAA's air traffic functions, modeling the delivery of air traffic service functions after commercialized independent air navigation service providers in other countries, creating an aviation stakeholder board to oversee this work, and funding the newly formed corporation through a transparent schedule of cost-based user fees. Many other countries have established government corporations, quasi-governmental entities, or private firms to perform air traffic services. While none of these air traffic service organizations are comparable to FAA in terms of their size or complexity, they represent a broad array of organizational models including a large number of wholly government-owned corporations, a public-private partnership model in the United Kingdom, a government-controlled joint stock company in Switzerland, and a fully private nonprofit entity controlled by aviation industry stakeholders in Canada. Direct comparisons among these models have been limited. There does not appear to be conclusive evidence that any of these models is either superior or inferior to others or to existing government-run air traffic services, including FAA, with respect to productivity, cost-effectiveness, service quality, and safety and security. Certain corporate and private air traffic service providers have improved cost-effectiveness and performance as a result of access to financial markets to fund large-scale acquisition projects, and of faster implementation of technologies. In this regard, the tax status of a potential air traffic entity's debt could become a significant issue in the United States, as a privatized or a government-owned corporation could end up paying more to borrow in the financial market than the federal government does.
