[Congressional Record Volume 149, Number 21 (Wednesday, February 5, 2003)]
[Senate]
[Pages S1983-S1987]
From the Congressional Record Online through the Government Publishing Office [www.gpo.gov]

      By Mr. ALLEN (for himself and Mr. Dodd):
  S. 309. A bill to enable the United States to maintain its leadership 
in aeronautics and aviation by instituting an initiative to develop 
technologies that will significantly lower noise, emissions, and fuel 
consumption, to reinvigorate basic and applied research in aeronautics 
and aviation, and for other purposes; to the Committee on Commerce, 
Science, and Transportation.
  Mr. ALLEN. Mr. President, I am most pleased to be joined by our 
esteemed colleague, Senator Dodd of Connecticut, to introduce the 
Aeronautics Research and Development Revitalization Act. This 
legislation is the foundation for ensuring that the United States 
remains the preeminent Nation in the design, engineering and production 
of military and civilian aircraft.
  The last 5 years have seen the NASA budget for aeronautics research 
and development literally cut in half from $1 billion to its current 
level of $500 million. In making these cuts, the United States has been 
rendered more vulnerable to foreign competition in the field of 
aeronautics. The nations of Europe have moved in the exact opposite 
direction--dramatically increasing such funding in an effort to control 
the world's aviation market. A recent article in the Wall Street 
Journal documents the rise of Airbus as the largest producer of 
civilian aircraft in the world. If forecasts for this year hold true, 
Airbus will deliver more aircraft than Boeing for the first time. In 
light of these disturbing developments it is obvious that the U.S. is 
in grave danger of losing its position as the world leader in 
aeronautics and aviation.
  It is important to note that throughout the history of aeronautics 
and aviation that this country has been at the forefront of discovery 
and innovation. It began with the First Flight of the Wright Brothers 
on December 17, 1903 in Kitty Hawk, NC, followed by the historic flight 
of Charles Lindbergh from New York to Paris in May of 1927. U.S. 
companies have led the aviation and aeronautics industry from the 
propeller era into the jet engine era. The research and innovation of 
the U.S. has been the primary reason the world enjoys the convenience 
and safety of air travel today.
  Our military has seen the benefits from the progress made in 
aeronautics research. The significant improvements made from World War 
I to World War II directly impacted the Allies ability to establish air 
superiority. The numerous advances made in U.S. aircraft design greatly 
increased the top speed and altitude of bombers and fighters during 
crucial years of the war. Since then, our country's aeronautics 
research has made it the dominant air power in the world, with 
technologies years in advance of its closest pursuers. As a result of 
these advancements, U.S. troops are placed in far less harm and more 
precise strikes against enemy targets can be made while avoiding non-
targeted civilians.
  Fortunately NASA has recognized the emergence of international 
competition and the need for the U.S. to re-assert itself as the lead 
nation in aeronautics research technology and innovation. The recently 
published ``The NASA Aeronautics Blueprint--Toward a Bold Era of 
Aviation'' is an excellent report on the problems facing American 
aviation and aeronautics. It also provides an exciting vision of what 
can be achieved by investing in aeronautics research and development. 
However NASA has not provided a program or plan for how to achieve this 
vision nor funding levels that would be required

[[Page S1984]]

to attain the goals laid out in the Blueprint. Thus without a plan or 
funding, it is unlikely this report would ever be acted upon.
  In an effort to tackle the major initiatives of the NASA Blueprint 
head-on, we are introducing the Aeronautics Research and Development 
Revitalization Act. The legislation will provide aggressive funding 
authorizations to provide the NASA aeronautics program with the 
resources it needs to keep the United States on the cutting edge of all 
aspects of aeronautics and aviation. Our complacency must change now to 
prevent further damage to our competitiveness in aviation. The U.S. 
aviation industry is the largest contributor to the U.S. balance of 
trade and directly accounts for $343 billion to the U.S. economy and 
4.2 million positions to our job market.
  First, consider the impact of aviation on our communities. As air 
travel becomes more commonplace, increased aircraft noise will place a 
strain on both the citizens and businesses living and operating in the 
areas surrounding our nation's airports. The effect on property values 
and quality of life can be enormous, so it will be important to pursue 
technologies that reduce the level of noise emitted from aircraft. We 
also must acknowledge the rising emissions levels that are the result 
of increased air travel as well as the fuel consumption required to 
meet the growing number of planes in the air. The instability of oil 
prices and the growing effect of fuel emission on our atmosphere make 
it necessary to find improvement in fuel efficiency. These 
environmental factors must be addressed, or the American people will 
certainly face fewer choices and higher prices. To meet these needs, 
our legislation provides significant funding to be used for research, 
much of which will be designated for universities, industrial research 
facilities and not-for-profit research entities. The impacts of 
aviation are beginning to negatively impact the lives of many 
Americans; this initiative will make aircraft more environmentally 
friendly.
  Additionally, strides also need to be made in rotorcraft technology. 
This legislation authorizes funding for, and tasks NASA with, improving 
the noise and vibration levels of helicopters, as well as improving the 
predicted accident rate to make it equivalent to that of fixed-wing 
aircraft. Helicopters are indispensable for our military and provide 
great convenience for the civilians. Making them safer and quieter is a 
worthwhile effort that should be pursued.
  The promise of civil supersonic travel has been on the horizon for 
some time. However it has been difficult to perfect the technology for 
a civilian supersonic aircraft and the costs associated with such a 
program are high. The legislation we have introduced would required 
NASA to develop a road map for achieving the flight of a supersonic 
civil transport aircraft that can reach a speed of Mach 1.6, travel at 
least 4,000 nautical miles, and carry one hundred fifty passengers. If 
these goals can be met over the next twenty years, the U.S. aviation 
industry will be revolutionized. Achieving such speeds would change 
business and personal travel as it is known today. To bring this 
initiative forward, this legislation would authorize $110 million for 
the next five years. This should provide a good start in the effort to 
bring civilian air travel into the twenty-first century.
  At the core of U.S. aeronautics and aviation superiority are men and 
women performing the research and development necessary for 
technological breakthroughs. The U.S. has seen a disturbing decline in 
the number of aeronautical engineers graduating from its universities. 
It is important to encourage American students to consider these 
fields. We need to make sure the best and the brightest are properly 
trained so they can make their creative ideas and theories a reality. 
This current trend is a leading reason the U.S. is losing ground in 
aeronautics research. To combat the dearth of aeronautics engineers, 
this legislation would authorize NASA to establish a generous 
scholarship program for those students seeking a Masters Degree in the 
field of aeronautics.
  As air travel becomes more prevalent, it becomes more important that 
air traffic management and control are operating in the most effective 
and safe manner. This bill includes a measure that requires the 
Administrator of NASA to work with the Federal Aviation Association 
Administrator to develop a national initiative with the objective of 
defining and developing an air traffic management system designed to 
meet the national long-term aviation security needs, along with safety, 
security and capacity needs. These provisions will hopefully result in 
a new, more streamlined method for directing air traffic around our 
busiest airports and cities.
  The measures and funding authorizations in this legislation are 
aggressive. However when considering the state of both the aeronautics 
and aviation industries. I believe it is time to take decisive action 
to ensure the long-term competitive supremacy of both our military and 
civilization aviation programs.
  The majority of military aircraft technology was developed to some 
degree by NASA's aeronautics program. To make sure those risking their 
lives in the service of the country are afforded the best possible 
equipment in performing their duties, the U.S. government has the 
responsibility to make the necessary investments in research and 
development. In recent years we have seen a drastic cuts in the 
programs designed for this purpose. Technology and innovation are 
always moving forward, the government needs to expend the resources to 
keep the U.S. at the forefront of those efforts.
  The civilian airline and aeronautics industry has largely been 
dominated by the United States since its beginning. Recent news reports 
have shown however that this phenomenon is changing. Countries around 
the world are making great progress in building larger, more efficient 
commuter airlines at a cheaper price. This new competition has 
jeopardized the jobs of thousands of highly trained engineers and works 
in this country. Keeping pace with the competition and working to 
maintain the lead over other aircraft providers is essential if we want 
to keep this important segment of the work force employed. Losing 
global contracts means job cuts. To turn this trend around we must 
commit to the research and development that leads to innovation in 
commercial aviation. Only then will we secure the existing jobs in this 
country and build the need for more jobs.
  To make this legislation law we will have to make some difficult 
choices and priorities. Current economic conditions dictate that we 
cannot fund every desirable program. However, even in the face of the 
circumstances, I feel strongly that we can no longer complacently wait 
to make the changes outlined in this legislation. Making the United 
States the unquestioned leader in aeronautics research and development 
is in the best interest of our military, our civilian airline industry, 
quality jobs and balance of trade. The aviation industry affects the 
lives of almost all Americans. For these reasons, we ask our colleagues 
to carefully review the current condition of U.S. aeronautics and the 
implications of its continued decline. I am confident they will concur 
that this legislation is needed now without delay. Our security, 
competitive position, jobs and future are sitting on the runway needing 
our fuel for the aeronautics industry to take off into the future.
  Mr. President I ask unanimous consent that the text of this bill be 
printed in the Record.
  There being no objection, the bill was ordered to be printed in the 
Record, as follows:

                                 S. 309

       Be it enacted by the Senate and House of Representatives of 
     the United States of America in Congress assembled,

     SECTION 1. SHORT TITLE.

       This Act may be cited as the ``Aeronautics Research and 
     Development Revitalization Act of 2003''.

     SEC. 2. FINDINGS.

       Congress finds the following:
       (1) It is in the national interest to maintain leadership 
     in aeronautics and aviation.
       (2) The United States is in danger of losing its leadership 
     in aeronautics and aviation to international competitors.
       (3) Past Federal investments in aeronautics research and 
     development have benefited the economy and national security 
     of the United States and the quality of life of its citizens.
       (4) Future growth in aviation increasingly will be 
     constrained by concerns related to aircraft noise, emissions, 
     fuel consumption, and air transportation system congestion.

[[Page S1985]]

       (5) Current and projected levels of Federal investment in 
     aeronautics research and development are not sufficient to 
     address concerns related to the growth of aviation.
       (6) International competitors have recognized the 
     importance of noise, emissions, fuel consumption, and air 
     transportation system congestion in limiting the future 
     growth of aviation and have established aggressive agendas 
     for addressing each of these concerns.
       (7) An aggressive initiative by the Federal Government to 
     develop technologies that would significantly reduce aircraft 
     noise, harmful emissions, and fuel consumption would benefit 
     the United States by--
       (A) improving the competitiveness of the United States 
     aviation industry through the development of new markets for 
     aviation services and the development of superior aircraft 
     for existing markets;
       (B) improving the quality of life for our citizens by 
     drastically reducing the level of noise due to aircraft 
     operations;
       (C) reducing the congestion of the air transportation 
     system by allowing departures and arrivals at currently under 
     utilized airports through the use of environmentally 
     compatible aircraft;
       (D) reducing the rate at which fossil fuels are consumed;
       (E) reducing the rate at which greenhouse gases and other 
     harmful gases and particulates are added to the atmosphere by 
     aircraft; and
       (F) reinvigorating the human capital needed to maintain 
     international leadership in aeronautics and aviation by 
     providing a set of extremely challenging and socially 
     beneficial goals to the next generation of engineers and 
     scientists.
       (8) Long-term progress in aeronautics and aviation will 
     require continued Federal investment in fundamental 
     aeronautical research.
       (9) The European competitors of United States aircraft 
     companies have invested heavily in new wind tunnels. These 
     new tunnels are better than their older United States 
     counterparts and give European aircraft manufacturers an 
     advantage over United States aircraft manufacturers in the 
     highly competitive civil aircraft sales business. As a 
     result, United States aircraft companies are forced to 
     perform tests in Europe's superior wind tunnels. The security 
     of United States data obtained in these and other foreign 
     test facilities can easily be compromised. New and upgraded 
     United States aeronautical test facilities are needed to 
     support a revitalized aeronautics research and development 
     program, and should be a high national priority.
       (10) Continued research is needed into the flight crew and 
     controller training needed to accommodate new aircraft and 
     air transportation system technologies and procedures.
       (11) It is in the interest of the United States to maintain 
     a vigorous capability in basic and applied research and 
     development of technologies related to rotorcraft.
       (12) Maintenance of United States leadership in aeronautics 
     and aviation will require the productive collaboration of 
     NASA, the Department of Defense, the FAA, the aviation 
     industry, and the Nation's universities.
       (13) Improvements to our understanding of convective 
     weather phenomena and of aircraft wake turbulence would 
     significantly improve the performance of the Nation's air 
     transportation system.
       (14) The terrorist attacks of September 11, 2001, have 
     imposed new requirements for research on aviation security. 
     NASA's aviation safety research must be expanded to include 
     methods that provide for an air transportation system that is 
     both safe and secure from terrorist attacks.
       (15) It is important for NASA to continue at a healthy 
     level its cooperative research efforts with the Department of 
     Defense regarding military aviation technologies. These 
     efforts have been all but eliminated in recent years and must 
     be restored. The Nation must take advantage of the synergy 
     between civil and military aviation research.
       (16) The report entitled ``The NASA Aeronautics Blueprint--
     Toward a Bold New Era of Aviation'' provides an excellent 
     statement of the problems facing aviation today, and presents 
     an exciting vision of what can be achieved by investments in 
     aeronautics research and technology. It does not, however, 
     provide a program plan to actually achieve the vision, nor 
     does it address the huge mismatch between current NASA 
     aeronautics funding and what is required to realize the 
     vision.

     SEC. 3. DEFINITIONS.

       In this Act:
       (1) FAA.--The term ``FAA'' means the Federal Aviation 
     Administration.
       (2) FAA administrator.--The term ``FAA Administrator'' 
     means the Administrator of the FAA.
       (3) Institution of higher education.--The term 
     ``institution of higher education'' has the meaning given 
     that term by section 101 of the Higher Education Act of 1965 
     (20 U.S.C. 1001).
       (4) NASA.--The term ``NASA'' means the National Aeronautics 
     and Space Administration.
       (5) NASA administrator.--The term ``NASA Administrator'' 
     means the Administrator of NASA.

           TITLE I--NASA AERONAUTICS RESEARCH AND DEVELOPMENT

     SEC. 101. ENVIRONMENTAL AIRCRAFT RESEARCH AND DEVELOPMENT 
                   INITIATIVE.

       (a) Objective.--Not later than 10 years after the date of 
     enactment of this Act, the NASA Administrator shall develop 
     and demonstrate, in a relevant environment, technologies that 
     result in the following commercial aircraft performance 
     characteristics:
       (1) Noise.--Noise levels on takeoff and on airport approach 
     and landing that do not exceed ambient noise levels in the 
     absence of flight operations in the vicinity of airports from 
     which such commercial aircraft would normally operate.
       (2) Fuel efficiency.--A 10 percent improvement in fuel 
     efficiency, compared to aircraft in commercial service as of 
     the date of enactment of this Act, in each of the following:
       (A) Specific fuel consumption.
       (B) Lift to drag ratio.
       (C) Structural weight fraction.
       (3) Emissions.--Nitrogen oxides at less than 5 grams per 
     kilogram of fuel burned.
       (b) Implementation.--Not later than 180 days after the date 
     of enactment of this Act, the NASA Administrator shall 
     provide to the Committee on Science of the House of 
     Representatives and the Committee on Commerce, Science, and 
     Transportation of the Senate a plan for the implementation of 
     the initiative described in subsection (a). Such 
     implementation plan shall include--
       (1) technological roadmaps for achieving each of the 
     performance characteristics specified in subsection (a);
       (2) an estimate of the 10-year funding profile required to 
     achieve the objective specified in subsection (a);
       (3) a plan for carrying out a formal quantification of the 
     estimated costs and benefits of each technological option 
     selected for development beyond the initial concept 
     definition phase; and
       (4) a plan for transferring the technologies to industry, 
     including the identification of requirements for prototype 
     demonstrations, as appropriate.
       (c) Review.--Not later than 1 year after the date of 
     enactment of this Act, the NASA Administrator shall enter 
     into an arrangement with the National Research Council to 
     review the adequacy of the implementation plan provided under 
     subsection (b) to achieve the objective described in 
     subsection (a). In addition, the NASA Administrator shall 
     enter into an arrangement with the National Research Council 
     for the review, every 3 years after the initial review under 
     this subsection, of NASA's progress in achieving the 
     objective described in subsection (a), including 
     recommendations for changes to NASA's research and 
     development program. The results of each review shall be 
     provided to the Committee on Science of the House of 
     Representatives and the Committee on Commerce, Science, and 
     Transportation of the Senate within 30 days after the review 
     is completed.
       (d) Authorization of Appropriations.--
       (1) In general.--Of the amounts authorized to be 
     appropriated under section 107, there are authorized to be 
     appropriated to the NASA Administrator to carry out this 
     section--
       (A) $125,000,000 for fiscal year 2004;
       (B) $150,000,000 for fiscal year 2005;
       (C) $175,000,000 for fiscal year 2006;
       (D) $200,000,000 for fiscal year 2007; and
       (E) $225,000,000 for fiscal year 2008.
       (2) Amounts to certain entities.--Of the amounts authorized 
     to be appropriated in paragraph (1), the percentage of the 
     annual appropriation that shall be used to fund research and 
     development conducted at universities, industrial research 
     entities, and not-for-profit research consortia is--
       (A) 20 percent for fiscal year 2004;
       (B) 30 percent for fiscal year 2005;
       (C) 40 percent for fiscal year 2006; and
       (D) 50 percent for fiscal years 2007 and 2008.

     SEC. 102. ROTORCRAFT RESEARCH AND DEVELOPMENT INITIATIVE.

       (a) Objective.--Not later than 10 years after the date of 
     enactment of this Act, the NASA Administrator shall develop 
     and demonstrate, in a relevant environment, technologies that 
     result in rotorcraft with the following improvements compared 
     to rotorcraft operating on the date of enactment of this Act:
       (1) 80 percent reduction in noise levels on takeoff and on 
     approach and landing as perceived by a human observer.
       (2) Factor of 10 percent reduction in vibration.
       (3) 30 percent reduction in empty weight.
       (4) Predicted accident rate equivalent to that of fixed-
     wing aircraft in commercial service.
       (5) Capability for zero-ceiling, zero-visibility 
     operations.
       (b) Implementation.--Not later than 180 days after the date 
     of enactment of this Act, the NASA Administrator shall 
     provide a plan to the Committee on Science of the House of 
     Representatives and to the Committee on Commerce, Science, 
     and Transportation of the Senate for the implementation of 
     the initiative described in subsection (a). The 
     implementation plan shall include--
       (1) technological roadmaps for achieving each of the 
     improvements specified in subsection (a);
       (2) an estimate of the 10-year funding profile required to 
     achieve the objective specified in subsection (a);
       (3) a plan for carrying out a formal quantification of the 
     estimated costs and benefits of each technological option 
     selected for development beyond the initial concept 
     definition phase; and
       (4) a plan for transferring the technologies to industry, 
     including the identification of requirements for prototype 
     demonstrations, as appropriate.

[[Page S1986]]

       (c) Authorization of Appropriations.--Of the amounts 
     authorized to be appropriated under section 107, there are 
     authorized to be appropriated to the NASA Administrator to 
     carry out this section--
       (1) $40,000,000 for fiscal year 2004;
       (2) $40,000,000 for fiscal year 2005;
       (3) $40,000,000 for fiscal year 2006;
       (4) $50,000,000 for fiscal year 2007; and
       (5) $70,000,000 for fiscal year 2008.

     SEC. 103. CIVIL SUPERSONIC TRANSPORT RESEARCH AND DEVELOPMENT 
                   INITIATIVE.

       (a) Objective.--Not later than 20 years after the date of 
     enactment of this Act, the NASA Administrator shall develop 
     and demonstrate, in a relevant environment, technologies to 
     enable overland flight of supersonic civil transport aircraft 
     with at least the following performance characteristics:
       (1) Mach number of at least 1.6.
       (2) Range of at least 4,000 nautical miles.
       (3) Payload of at least 150 passengers.
       (4) Lift to drag ratio of at least 9.0.
       (5) Noise levels on takeoff and on airport approach and 
     landing that meet community noise standards in place at 
     airports from which such commercial supersonic aircraft would 
     normally operate at the time the aircraft would enter 
     commercial service.
       (6) Shaped signature sonic boom overpressure of less than 
     1.0 pounds per square foot.
       (7) Nitrogen oxide emissions of less than 15 grams per 
     kilogram of fuel burned.
       (8) Water vapor emissions for stratospheric flight of no 
     greater than 1,400 grams per kilogram of fuel burned.
       (b) Implementation.--Not later than 180 days after the date 
     of enactment of this Act, the NASA Administrator shall 
     provide to the Committee on Science of the House of 
     Representatives and to the Committee on Commerce, Science, 
     and Transportation of the Senate a plan for the 
     implementation of the initiative described in subsection (a). 
     Such implementation plan shall include--
       (1) technological roadmaps for achieving each of the 
     performance characteristics specified in subsection (a);
       (2) an estimate of the 10-year funding profile required to 
     achieve the objective specified in subsection (a);
       (3) a plan for carrying out a formal quantification of the 
     estimated costs and benefits of each technological option 
     selected for development beyond the initial concept 
     definition phase;
       (4) a plan for transferring the technologies to industry, 
     including the identification of requirements for prototype 
     demonstrations, as appropriate;
       (5) a plan for research to quantify, within 3 years after 
     the date of enactment of this Act, the limits on sonic boom 
     parameters, such as overpressure and rise time, that would be 
     acceptable to the general public; and
       (6) a plan for adjusting the noise reduction research and 
     development activities as needed to accommodate changes in 
     community noise standards that may occur over the lifetime of 
     the initiative.
       (c) Authorization of Appropriations.--Of the amounts 
     authorized to be appropriated under section 107, there are 
     authorized to be appropriated to the NASA Administrator to 
     carry out this section--
       (1) $15,000,000 for fiscal year 2004;
       (2) $20,000,000 for fiscal year 2005;
       (3) $30,000,000 for fiscal year 2006;
       (4) $30,000,000 for fiscal year 2007; and
       (5) $30,000,000 for fiscal year 2008.

     SEC. 104. NASA AERONAUTICS SCHOLARSHIPS.

       (a) Objective.--The NASA Administrator shall establish a 
     program of scholarships for full-time graduate students who 
     are United States citizens and are enrolled in, or have been 
     accepted by and have indicated their intention to enroll in, 
     accredited Masters degree programs in aeronautical 
     engineering at institutions of higher education. Each such 
     scholarship shall cover the costs of room, board, tuition, 
     and fees, and may be provided for a maximum of 2 years.
       (b) Implementation.--Not later than 180 days after the date 
     of enactment of this Act, the NASA Administrator shall 
     publish regulations governing the scholarship program.
       (c) Cooperative Training Opportunities.--Students who have 
     been awarded a scholarship under this section shall have the 
     opportunity for paid employment at one of the NASA Centers 
     engaged in aeronautics research and development during the 
     summer prior to the first year of the student's Masters 
     program, and between the first and second year, if 
     applicable.
       (d) Authorization of Appropriations.--Of the amounts 
     authorized to be appropriated under section 107, there are 
     authorized to be appropriated to the NASA Administrator to 
     carry out this section--
       (1) $500,000 for fiscal year 2004;
       (2) $750,000 for fiscal year 2005;
       (3) $1,000,000 for fiscal year 2006;
       (4) $1,000,000 for fiscal year 2007; and
       (5) $1,000,000 for fiscal year 2008.

     SEC. 105. AVIATION WEATHER RESEARCH.

       There are authorized to be appropriated to the NASA 
     Administrator $10,000,000 for each of the fiscal years 2004 
     through 2008 for collaborative research with the National 
     Oceanic and Atmospheric Administration on convective 
     weather events, with the goal of improving the reliability 
     of 2- to 6-hour aviation weather forecasts to a level of 
     at least 0.75.

     SEC. 106. AIR TRAFFIC MANAGEMENT RESEARCH AND DEVELOPMENT 
                   INITIATIVE.

       (a) Objective.--The FAA Administrator and the NASA 
     Administrator shall participate in a national initiative with 
     the objective of defining and developing an air traffic 
     management system designed to meet national long-term 
     aviation security, safety, and capacity needs. The initiative 
     should result in a multiagency blueprint for acquisition and 
     implementation of an air traffic management system that 
     would--
       (1) build upon current air traffic management and 
     infrastructure initiatives;
       (2) improve the security, safety, quality, and 
     affordability of aviation services;
       (3) utilize a system of systems approach;
       (4) develop a highly integrated, secure common information 
     network to enable common situational awareness for all 
     appropriate system users; and
       (5) ensure seamless global operations for system users.
       (b) Implementation.--In implementing subsection (a), the 
     FAA Administrator and the NASA Administrator shall work with 
     other appropriate Government agencies and industry to--
       (1) develop system performance requirements;
       (2) determine an optimal operational concept and system 
     architecture to meet such requirements;
       (3) utilize new modeling, simulation, and analysis tools to 
     quantify and validate system performance and benefits;
       (4) ensure the readiness of enabling technologies; and
       (5) develop a transition plan for successful implementation 
     into the National Airspace System.
       (c) Authorization.--Of the amounts authorized to be 
     appropriated under section 107--
       (1) there are authorized to be appropriated to the NASA 
     Aerospace Technology Program to carry out this section--
       (A) $50,000,000 in fiscal year 2004;
       (B) $50,000,000 in fiscal year 2005;
       (C) $100,000,000 in fiscal year 2006;
       (D) $100,000,000 in fiscal year 2007; and
       (E) $50,000,000 in fiscal year 2008; and
       (2) there are authorized to be appropriated to the FAA 
     Research, Engineering, and Development account to carry out 
     this section--
       (A) $20,000,000 in fiscal year 2004;
       (B) $30,000,000 in fiscal year 2005;
       (C) $40,000,000 in fiscal year 2006;
       (D) $40,000,000 in fiscal year 2007; and
       (E) $20,000,000 in fiscal year 2008.

     SEC. 107. AUTHORIZATION OF APPROPRIATIONS.

       (a) Authorization.--The total amounts authorized to be 
     appropriated for aeronautics research, development, and 
     demonstration activities at NASA, including the amounts 
     authorized by sections 101 through 106 of this Act, are--
       (1) $675,000,000 for fiscal year 2004;
       (2) $750,000,000 for fiscal year 2005;
       (3) $900,000,000 for fiscal year 2006;
       (4) $1,050,000,000 for fiscal year 2007; and
       (5) $1,150,000,000 for fiscal year 2008.
       (b) Limitation.--All amounts authorized to be appropriated 
     by this title are for research and development activities and 
     do not include amounts required to support the labor, travel, 
     environmental compliance, and nonprogrammatic construction of 
     facilities activities of the Office of Aeronautics.

   TITLE II--FEDERAL AVIATION ADMINISTRATION RESEARCH AND DEVELOPMENT

     SEC. 201. UNIVERSITY-BASED CENTERS FOR RESEARCH ON AVIATION 
                   TRAINING.

       (a) In General.--Subchapter I of chapter 449 of title 49, 
     United States Code, is amended by adding at the end the 
     following:

     ``Sec. 44921. Grants for university-based centers for 
       research on aviation training

       ``(a) In General.--The Administrator of the Federal 
     Aviation Administration shall award grants to institutions of 
     higher education (or consortia thereof) to establish 1 or 
     more Centers for Research on Aviation Training.
       ``(b) Purpose.--The purpose of the Centers for Research on 
     Aviation Training shall be to investigate the impact of new 
     technologies and procedures, particularly those related to 
     the aircraft flight deck and to the air traffic management 
     functions, on training requirements for pilots and air 
     traffic controllers.
       ``(c) Application.--An institution of higher education (or 
     a consortium of such institutions) seeking funding under this 
     section shall submit an application to the Administrator of 
     the Federal Aviation Administration at such time, in such 
     manner, and containing such information as the Administrator 
     may require, including, at a minimum, a 5-year research plan.
       ``(d) Award Duration.--An award made by the Administrator 
     of the Federal Aviation Administration under this section 
     shall be for a period of 5 years and may be renewed on the 
     basis of--
       ``(1) satisfactory performance in meeting the goals of the 
     research plan proposed by the Center for Research on Aviation 
     Training in its application under subsection (c); and
       ``(2) other requirements as specified by the Administrator.
       ``(e) Institution of Higher Education.--In this section, 
     the term `institution of higher education' has the meaning 
     given that term by section 101 of the Higher Education Act of 
     1965 (20 U.S.C. 1001).''.
       (b) Chapter 449 Table of Sections.--The table of sections 
     at the beginning of subchapter I of chapter 449 of such title 
     is amended by adding at the end the following:


[[Page S1987]]


``44921.  Grants for university-based centers for research on aviation 
              training.''.

       (c) Authorization of Appropriations.--There are authorized 
     to be appropriated to the FAA Administrator to carry out this 
     section $5,000,000 for each of the fiscal years 2004 through 
     2008.

     SEC. 202. AUTHORIZATION OF APPROPRIATIONS.

       (a) Amounts Authorized.--Section 48102(a) of title 49, 
     United States Code, is amended--
       (1) by striking ``and'' at the end of paragraph (7);
       (2) by striking the period at the end of paragraph (8) and 
     inserting a semicolon; and
       (3) by adding at the end the following:
       ``(9) for fiscal year 2004, $366,100,000, including--
       ``(A) $25,500,000 for weather projects and activities;
       ``(B) $81,600,000 for aircraft safety technology projects 
     and activities;
       ``(C) $27,300,000 for human factors and aviation medicine 
     projects and activities; and
       ``(D) $30,000,000 for environment and energy projects and 
     activities;
       ``(10) for fiscal year 2005, $410,000,000, including--
       ``(A) $30,600,000 for weather projects and activities;
       ``(B) $90,100,000 for aircraft safety technology projects 
     and activities;
       ``(C) $30,200,000 for human factors and aviation medicine 
     projects and activities; and
       ``(D) $37,500,000 for environment and energy projects and 
     activities;
       ``(11) for fiscal year 2006, $462,000,000, including--
       ``(A) $37,000,000 for weather projects and activities;
       ``(B) $99,800,000 for aircraft safety technology projects 
     and activities;
       ``(C) $33,500,000 for human factors and aviation medicine 
     projects and activities; and
       ``(D) $47,000,000 for environment and energy projects and 
     activities;
       ``(12) for fiscal year 2007, $520,000,000; and
       ``(13) for fiscal year 2008, $550,000,000.''.
       (b) Research Priorities.--Section 48102(b) of title 49, 
     United States Code, is amended by adding at the end the 
     following new paragraphs:
       ``(4) Of the amount authorized under subsection (a)(9)--
       ``(A) $2,000,000 shall be made available for wake 
     turbulence research; and
       ``(B) $10,000,000 shall be made available for information 
     security research.
       ``(5) Of the amount authorized under subsection (a)(10)--
       ``(A) $3,000,000 shall be made available for wake 
     turbulence research; and
       ``(B) $12,000,000 shall be made available for information 
     security research.
       ``(6) Of the amount authorized under subsection (a)(11)--
       ``(A) $4,000,000 shall be made available for wake 
     turbulence research; and
       ``(B) $13,200,000 shall be made available for information 
     security research.
       ``(7) The Administrator is authorized to use amounts 
     authorized under subsection (a), regardless of the 
     appropriations account through which the amounts may be 
     provided, for making grant awards for support of research and 
     development activities.''.

                           TITLE III--STUDIES

     SEC. 301. STUDY OF MARKETS ENABLED BY ENVIRONMENTAL 
                   TECHNOLOGIES FOR FUTURE AIRCRAFT.

       (a) Objective.--The NASA Administrator shall conduct a 
     study to identify and quantify new markets that would be 
     created, as well as existing markets that would be expanded, 
     by the incorporation of the technologies developed pursuant 
     to section 101 into future commercial aircraft. As part of 
     the study, the NASA Administrator shall identify whether any 
     of the performance characteristics specified in section 
     101(a) would need to be made more stringent in order to 
     create new markets or expand existing markets. The NASA 
     Administrator shall seek input from at least the aircraft 
     manufacturing industry, academia, and the airlines in 
     carrying out the study.
       (b) Report.--A report containing the results of the study 
     shall be provided to the Committee on Science of the House of 
     Representatives and to the Committee on Commerce, Science, 
     and Transportation of the Senate within 18 months after the 
     date of enactment of this Act.
       (c) Authorization of Appropriations.--There are authorized 
     to be appropriated to the NASA Administrator $500,000 to 
     carry out this section.

     SEC. 302. ASSESSMENT OF WAKE TURBULENCE RESEARCH AND 
                   DEVELOPMENT PROGRAM.

       (a) Assessment.--The FAA Administrator shall enter into an 
     arrangement with the National Research Council for an 
     assessment of the FAA's proposed wake turbulence research and 
     development program. The assessment shall include--
       (1) an evaluation of the research and development goals and 
     objectives of the program;
       (2) a listing of any additional research and development 
     objectives should be included in the program;
       (3) any modifications that will be necessary for the 
     program to achieve the program's goals and objectives on 
     schedule and within the proposed level of resources; and
       (4) an evaluation of the roles, if any, that should be 
     played by other Federal agencies, such as NASA and the 
     National Oceanic and Atmospheric Administration, in wake 
     turbulence research and development, and how those efforts 
     could be coordinated.
       (b) Report.--A report containing the results of the 
     assessment shall be provided to the Committee on Science of 
     the House of Representatives and to the Committee on 
     Commerce, Science, and Transportation of the Senate not later 
     than 1 year after the date of enactment of this Act.
       (c) Authorization of Appropriations.--There are authorized 
     to be appropriated to the FAA Administrator for fiscal year 
     2004, $500,000 to carry out this section.

     SEC. 303. ASSESSMENT OF FUNDAMENTAL AERONAUTICS RESEARCH 
                   CAPABILITIES.

       (a) Assessment.--In order to ensure that the Nation retains 
     needed capabilities in fundamental aerodynamics and other 
     areas of fundamental aeronautics research, the NASA 
     Administrator shall enter into an arrangement with the 
     National Research Council for an assessment of the Nation's 
     future requirements for fundamental aeronautics research and 
     the Nation's needs for a skilled research workforce and 
     research facilities commensurate with the requirements. The 
     assessment shall include an identification of any projected 
     gaps and recommendations for what steps should be taken by 
     the Federal Government to eliminate those gaps.
       (b) Report.--The NASA Administrator shall transmit the 
     assessment described in subsection (a), along with NASA's 
     response to the assessment, to the Committee on Science of 
     the House of Representatives and to the Committee on 
     Commerce, Science, and Transportation of the Senate not later 
     than 2 years after the date of enactment of this Act.
       (c) Authorization of Appropriations.--There are authorized 
     to be appropriated to the NASA Administrator $500,000 for 
     fiscal year 2004 to carry out this section.
                                 ______