[House Report 106-223]
[From the U.S. Government Publishing Office]





106th Congress                                                   Report
  1st Session           HOUSE OF REPRESENTATIVES                106-223

======================================================================




 
   CIVIL AVIATION RESEARCH AND DEVELOPMENT AUTHORIZATION ACT OF 1999

                                _______
                                

 July 12, 1999.--Committed to the Committee of the Whole House on the 
              State of the Union and ordered to be printed

                                _______


    Mr. Sensenbrenner, from the Committee on Science, submitted the 
                               following

                              R E P O R T

                        [To accompany H.R. 1551]

      [Including cost estimate of the Congressional Budget Office]

  The Committee on Science, to whom was referred the bill (H.R. 
1551) to authorize the Federal Aviation Administration's civil 
aviation research and development programs for fiscal years 
2000 and 2001, and for other purposes, having considered the 
same, report favorably thereon with an amendment and recommend 
that the bill as amended do pass.

                                CONTENTS

                                                                   Page
    I. Amendment..................................................     2
   II. Purpose of the Bill........................................     3
  III. Background and Need for the Legislation....................     4
   IV. Summary of Hearings........................................     4
    V. Committee Actions..........................................     5
   VI. Summary of Major Provisions of the Bill....................     6
  VII. Section-By-Section Analysis and Committee Views............     6
 VIII. Cost Estimate..............................................    13
   IX. Congressional Budget Office Cost Estimate..................    14
    X. Compliance with Public Law 104-4 (Unfunded Mandates).......    15
   XI. Committee Oversight Findings and Recommendations...........    16
  XII. Oversight Findings and Recommendations by the Committee on 
       Government Reform and Oversight............................    16
 XIII. Constitutional Authority Statement.........................    16
  XIV. Federal Advisory Committee Statement.......................    16
   XV. Congressional Accountability Act...........................    16
  XVI. Peemption of State, Local or Tribal Law....................    16
 XVII. Changes in Existing Law Made by the Bill, As Reported......    16
XVIII. Committee Recommendations..................................    19
  XIX. Exchange of Committee Correspondence.......................    19
   XX. Proceedings of Full Committee Markup.......................    21

                              I. Amendment

  The amendment is as follows:
  Strike out all after the enacting clause and insert in lieu 
thereof the following:

SECTION 1. SHORT TITLE.

  This Act may be cited as the ``Civil Aviation Research and 
Development Authorization Act of 1999''.

SEC. 2. AUTHORIZATION OF APPROPRIATIONS.

  Section 48102(a) of title 49, United States Code, is amended--
          (1) by striking ``and'' at the end of paragraph (4)(J);
          (2) by striking the period at the end of paragraph (5) and 
        inserting in lieu thereof a semicolon; and
          (3) by adding at the end the following:
          ``(6) for fiscal year 2000, $647,538,400 including--
                  ``(A) $17,269,000 for system development and 
                infrastructure projects and activities;
                  ``(B) $48,021,500 for capacity and air traffic 
                management technology projects and activities;
                  ``(C) $18,939,200 for communications, navigation, and 
                surveillance projects and activities;
                  ``(D) $15,765,000 for weather projects and 
                activities;
                  ``(E) $8,715,700 for airport technology projects and 
                activities;
                  ``(F) $39,639,000 for aircraft safety technology 
                projects and activities;
                  ``(G) $53,218,000 for system security technology 
                projects and activities;
                  ``(H) $26,207,000 for human factors and aviation 
                medicine projects and activities;
                  ``(I) $3,481,000 for environment and energy projects 
                and activities;
                  ``(J) $2,171,000 for innovative/cooperative research 
                projects and activities, of which $750,000 shall be for 
                carrying out subsection (h) of this section;
                  ``(K) $266,712,000 for En Route research and 
                development projects and activities;
                  ``(L) $58,900,000 for Terminal research and 
                development projects and activities;
                  ``(M) $3,000,000 for Flight Services research and 
                development projects and activities;
                  ``(N) $69,200,000 for Landing and Navigation research 
                and development projects and activities; and
                  ``(O) $16,300,000 for Equipment and Facilities 
                research and development projects and activities; and
          ``(7) for fiscal year 2001, $675,706,795.''.

SEC. 3. BUDGET DESIGNATION FOR RESEARCH AND DEVELOPMENT ACTIVITIES.

  Section 48102 of title 49, United States Code, is amended by 
inserting after subsection (f) the following new subsection:
  ``(g) Designation of Activities.--(1) The amounts appropriated under 
subsection (a) are for the support of all research and development 
activities carried out by the Federal Aviation Administration that fall 
within the categories of basic research, applied research, and 
development, including the design and development of prototypes, in 
accordance with the classifications of the Office of Management and 
Budget Circular A-11 (Budget Formulation/Submission Process).
  ``(2) The Department of Transportation's annual budget request for 
the Federal Aviation Administration shall identify all of the 
activities carried out by the Administration within the categories of 
basic research, applied research, and development, as classified by the 
Office of Management and Budget Circular A-11. Each activity in the 
categories of basic research, applied research, and development shall 
be identified regardless of the budget category in which it appears in 
the budget request.''.

SEC. 4. NATIONAL AVIATION RESEARCH PLAN.

  Section 44501(c) of title 49, United States Code, is amended--
          (1) in paragraph (2)(B)--
                  (A) by striking ``and'' at the end of clause (iii);
                  (B) by striking the period at the end of clause (iv) 
                and inserting in lieu thereof ``; and''; and
                  (C) by adding at the end the following new clause:
          ``(v) highlight the research and development technology 
        transfer activities that promote technology sharing among 
        government, industry, and academia through the Stevenson-Wydler 
        Technology Innovation Act of 1980.''; and
          (2) in paragraph (3), by inserting ``The report shall be 
        prepared in accordance with requirements of section 1116 of 
        title 31, United States Code.'' after ``effect for the prior 
        fiscal year.''.

SEC. 5. INTEGRATED SAFETY RESEARCH PLAN.

  (a) Requirement.--Not later than March 1, 2000, the Administrator of 
the National Aeronautics and Space Administration and the Administrator 
of the Federal Aviation Administration shall jointly prepare and 
transmit to the Congress an integrated civil aviation safety research 
and development plan.
  (b) Contents.--The plan required by subsection (a) shall include--
          (1) an identification of the respective research and 
        development requirements, roles, and responsibilities of the 
        National Aeronautics and Space Administration and the Federal 
        Aviation Administration;
          (2) formal mechanisms for the timely sharing of information 
        between the National Aeronautics and Space Administration and 
        the Federal Aviation Administration, including a requirement 
        that the FAA-NASA Coordinating Committee established in 1980 
        meet at least twice a year; and
          (3) procedures for increased communication and coordination 
        between the Federal Aviation Administration research advisory 
        committee established under section 44508 of title 49, United 
        States Code, and the NASA Aeronautics and Space Transportation 
        Technology Advisory Committee, including a proposal for greater 
        cross-membership between those 2 advisory committees.

SEC. 6. INTERNET AVAILABILITY OF INFORMATION.

  The Administrator of the Federal Aviation Administration shall make 
available through the Internet home page of the Federal Aviation 
Administration the abstracts relating to all research grants and awards 
made with funds authorized by the amendments made by this Act. Nothing 
in this section shall be construed to require or permit the release of 
any information prohibited by law or regulation from being released to 
the public.

SEC. 7. RESEARCH ON NONSTRUCTURAL AIRCRAFT SYSTEMS.

  Section 44504(b)(1) of title 49, United States Code, is amended by 
inserting ``, including nonstructural aircraft systems,'' after ``life 
of aircraft''.

SEC. 8. ELIGIBILITY FOR AWARDS.

  (a) In General.--The Administrator of the Federal Aviation 
Administration shall exclude from consideration for grant agreements 
made by that Administration with funds appropriated pursuant to the 
amendments made by this Act any person who received funds, other than 
those described in subsection (b), appropriated for a fiscal year after 
fiscal year 1999, under a grant agreement from any Federal funding 
source for a project that was not subjected to a competitive, merit-
based award process, except as specifically authorized by this Act. Any 
exclusion from consideration pursuant to this subsection shall be 
effective for a period of 5 years after the person receives such 
Federal funds.
  (b) Exception.--Subsection (a) shall not apply to the receipt of 
Federal funds by a person due to the membership of that person in a 
class specified by law for which assistance is awarded to members of 
the class according to a formula provided by law.
  (c) Definition.--For purposes of this section, the term ``grant 
agreement'' means a legal instrument whose principal purpose is to 
transfer a thing of value to the recipient to carry out a public 
purpose of support or stimulation authorized by a law of the United 
States, and does not include the acquisition (by purchase, lease, or 
barter) of property or services for the direct benefit or use of the 
United States Government. Such term does not include a cooperative 
agreement (as such term is used in section 6305 of title 31, United 
States Code) or a cooperative research and development agreement (as 
such term is defined in section 12(d)(1) of the Stevenson-Wydler 
Technology Innovation Act of 1980 (15 U.S.C. 3710a(d)(1))).

                        II. Purpose of the Bill

    The purpose of the bill is to authorize the Federal 
Aviation Administration to conduct research and development 
activities for Fiscal Years 2000 and 2001. The projects improve 
the national airspace system by increasing its safety, 
security, capacity, and productivity to meet the expected air 
traffic demands of the future.

              III. Background and Need for the Legislation

    The FAA was created in 1958 to develop air commerce and 
promote safety in the air. As part of the Airport Development 
and Airway Trust fund established by Congress in 1982, it was 
decided that a comprehensive research and development program 
was necessary at FAA to maintain a safe, efficient air traffic 
system. In order to fund both these research and development 
programs and improve airport and airways capital improvements, 
a series of user fees and taxes were established.
    The 100th Congress, seeking to strengthen the FAA research 
and development programs, enacted the 1988 Aviation Safety 
Research Act (P.L. 100-591), this bill created the FAA Research 
Advisory Board. The terrorist bombing of Pan Am Flight 103 
demonstrated the need for new technology to detect explosives; 
and Congress subsequently passed the Aviation Safety 
Improvement Act of 1990 which required FAA to support 
activities to accelerate the research and development of new 
technologies to protect against terrorism.
    Funding for FAA research and development activities was 
authorized for Fiscal Years 1998 and 1999 through P.L. 105-155. 
The current authorization expires at the end of Fiscal Year 
1999.

                        IV. Summary of Hearings

    On March 4, 1999, the Subcommittee on Technology held a 
hearing to review the Federal Aviation Administration (FAA) 
research and development budget request for Fiscal Year 2000 
and beyond.
    Mr. Zaidman, Associate Administrator for Research and 
Acquisitions, Federal Aviation Administration (FAA), testified 
that the FAA had increased its partnerships with industry, 
academia, and other government agencies. He testified that it 
has always been the agency goal to stress the importance of 
partnerships that leverage the use of available government 
research funds. Mr. Zaidman credited the FAA NASA partnership 
in research and technology as one of the backbones in the 
effort to improve aviation safety. He stated that both agencies 
are collaborating on aging aircraft and wake vortex research, 
as well as developing improved technologies for predicting wind 
shear, detecting aircraft icing, and detecting clear air 
turbulence. Mr. Zaidman also discussed the FAA's partnership 
with industry in the Safe Flight 21 program that when 
operational will provide critical weather and safety 
information directly to the cockpit. Mr. Zaidman concluded his 
testimony by discussing an innovative new runway safety system 
that has been installed at some airports to help prevent future 
incidents when aircraft may roll off the end of runways.
    Ms. Stefani, Deputy Assistant Inspector General for 
Aviation, U.S. Department of Transportation, testified that the 
FAA is requesting $173 million in R&D funding for FY2000. This 
is an increase of about 15% over the amount appropriated last 
year. Ms. Stefani testified that there have been some changes 
in how the FAA finances its R&D efforts. Specifically, 
significant amounts of development efforts for air traffic 
control have been funded from the Facilities and Equipment 
account instead of the R&D. Ms. Stefani also stated that FAA 
and NASA research has produced very valuable aviation 
technology, like windshear radar. The FAA's work on the 
Standard Terminal Automation Replacement System (STARS), data 
link, and the deployment of new explosives detection systems, 
has underscored the need for FAA to take an early and active 
role in resolving human factors in the development of new 
technology. Ms. Stefani concluded that the Safe Flight 21 
program is intended to test and validate technologies required 
for Free Flight by focusing on 9 operational enhancements, like 
display of terrain in the cockpit. Ms. Stefani stated that the 
FAA is requesting $16 million for Safe Flight 21 for FY 2000.
    Mr. Robert Frenzel, Senior Vice President for Aviation 
Safety and Operations, Air Transport Association of America, 
urged full funding out of the FAA's R&D FY 2000 Budget for the 
Safe Flight 21 program because it is an important step in the 
development and demonstration of new technologies that will be 
vital to Free Flight. Mr. Frenzel stated that Free Flight has 
been embraced by the FAA and the aviation community as the 
solution to projected growth in the National Airspace System in 
the future. He expanded on this point by adding that when fully 
implemented the Free Flight program will dramatically increase 
efficiency and reduce the costs associated with air travel.
    Mr. Robert Doll, Chairman, FAA Research, Engineering and 
Development (RE&D) Advisory Committee (REDAC), testified that 
in general the REDAC is concerned about the level of the RE&D 
budgets that have been allocated to the FAA over the past 
several years. Mr. Doll stated that many of the RECAC members 
are very concernedthat as a nation we are rapidly giving away 
our traditional lead in the aviation industry to European interests. He 
is particularly concerned with the strides that the Europeans have made 
in the area of Air Traffic Management. Mr. Doll stated that U.S. 
airlines are going to be faced with the choice of equipping their 
aircraft with dual avionics systems or flying them with European 
equipment set to European rules and standards.

                          V. Committee Actions

    On April 29, 1999, the full committee marked up the 
legislation (H.R. 1551) which was introduced by the 
Subcommittee Chairwoman, Mrs. Connie Morella. The legislation 
was adopted, as amended (by voice vote) and ordered reported to 
the full House for consideration (by voice vote). Amendments to 
the legislation were offered in the following order:
    1. Manager's En Bloc Amendment offered by Mrs. Morella and 
Mr. Barcia to amend the following provisions within the Bill: 
Amend page 2, line 10, by striking ``$646,038,400'' and 
inserting ``$647,538,400.'' Amend page 2, line 22, by striking 
``$7,215,700'' and inserting ``$8,715,700.'' Amend page 3, line 
23, by striking ``$673,706,795'' and inserting 
``$675,706,795.'' Amend page 7, line 6, by striking ``except as 
specifically authorized by this Act'' after ``award process.'' 
Finally, amend page 8, lines 3 through 22, by striking section 
7. The amendment was adopted by voice vote.
    2. Amendment offered by Mr. Gary Miller to expand FAA's 
aging aircraft research and development efforts by including 
nonstructural components. The amendment was adopted by voice 
vote.
    3. Amendment offered by Mr. Kuykendall to require the 
Administrator of the FAA to make available through the Internet 
home page of the FAA the abstracts relating to all research 
grants and awards made with funds authorized by the Act. The 
amendment was adopted by voice vote.

              VI. Summary of Major Provisions of the Bill

    The legislation authorizes $648 million in FY2000 and $675 
million in FY2001 for the FAA to carry out research and 
development projects and activities. H.R. 1551 includes all FAA 
projects and activities that meet the definition of R&D as 
contained in Office of Management and Budget Circular A-11. 
H.R. 1271 also includes a provision requiring the FAA to 
include R&D technology transfer activities in the National 
Aviation Research Plan. Finally, the legislation protects our 
nation's investment in civil aviation research and development 
by including provisions to improve coordination of joint 
aviation safety research between the FAA and NASA.

 VII. Section-by-Section Analysis (By Title and Section) and Committee 
                                 Views


                         Section 1. short title

    Cites this title as the ``Civil Aviation Research and 
Development Authorization Act of 1999''.

               Section 2. authorization of appropriations

    Authorizes appropriations for fiscal year 2000 of 
$646,038,400 for Federal Aviation Administration R&D activities 
as follows:
    (A) Authorizes $17,269,000 for system development and 
infrastructure projects and activities.
    (B) Authorizes $48,021,500 for capacity and air traffic 
management technology projects and activities.
    (C) Authorizes $18,939,200 for communications, navigation, 
and surveillance projects and activities.
    (D) Authorizes $15,765,000 for weather projects and 
activities.
    (E) Authorizes $7,215,700 for airport technology projects 
and activities.
    (F) Authorizes $39,639,000 for aircraft safety technology 
projects and activities.
    (G) Authorizes $53,218,000 for system security technology 
projects and activities.
    (H) Authorizes $26,207,000 for human factors and aviation 
medicine projects and activities.
    (I) Authorizes $3,481,000 for environment and energy 
projects and activities.
    (J) Authorizes $2,171,000 for innovative/cooperative 
research projects and activities, of which $750,000 shall be 
carrying-out the research grants program involving 
undergraduate students.
    (K) Authorizes $266,712,000 for En Route research and 
development projects and activities.
    (L) Authorizes $58,900,000 for Terminal research and 
development projects and activities.
    (M) Authorizes $3,000,000 for Flight Services research and 
development projects and activities.
    (N) Authorizes $69,200,000 for Landing and Navigation 
research and development projects and activities.
    (O) Authorizes $16,300,000 for Equipment and Facilities 
research and development projects and activities.
    For fiscal year 2001, the legislation authorizes a lump-sum 
of $675,706,795 for research and development projects and 
activities.

Committee view

    Currently, FAA's R&D activities are funded from two major 
budget categories: the Research, Engineering, and Development 
(RE&D) account; and ``Engineering, Development, Test, and 
Evaluation'' of the Facilities and Equipment (F&E) account. 
According to testimony from the FAA and the Department of 
Transportation Inspector General (DOT IG) projects and 
activities funded under Category 1 of the F&E account can be 
classified as research and development as defined by the Office 
of Management and Budget (OMB). OMB Circular A-11, Budget 
Formation/Submission Processes, which provides guidelines to 
the federal agencies used in reporting data on R&D budgets, 
specifies that R&D budgets should be divided into the 
categories of basic research, applied research, and 
development, where development is defined as ``systematic use 
of the knowledge gained from research for the production of 
useful materials, devices, systems, or methods, including the 
design and development of prototypes and processes.''
    The Committee believes that maintaining separate R&D 
accounts makes it considerably more difficult for Congress to 
track overall FAA R&D investment and to access the priorities 
among areas of R&D. The current arrangement is confusing and 
lacks consistency. Therefore, the projects and activities of 
the RE&D account and the F&E Category 1 are authorized together 
in the legislation.
    Of the amounts made available for capacity and air traffic 
management technology projects and activities, the Committee 
recommends that $16 million be used to carry-out Safe Flight 21 
in Fiscal Year 2000, and an additional $30 million be used in 
Fiscal Year 2001 for this important project. The Committee did 
not authorize the project in FY1999. This year, however, the 
FAA scaled-back the project's size, achieved industry consensus 
and support, and provided the Committee with a better 
accounting as to why the project is critical to achieving the 
agency's efficiency goals for the 21st Century. Based in large 
part on the agency's efforts to restructure the project and the 
corresponding support it now receives from industry, including 
the FAA Research, Engineering and Development Advisory 
Committee, the Committee supports the project at the level 
requested.
    Of the amounts authorized for Airport Technology projects 
and activities in FY2000, the Committee intends that at least 
$1,500,000 shall be for obligation for grants or cooperative 
agreements awarded through a competitive, merit-based process 
to carry out research on innovative methods of using concrete 
in the design, construction, rehabilitation, and repair of 
rigid airport pavements. To the extent practicable, the 
Administrator shall consider awards to universities, and non-
profit research foundations that would ensure industry 
participation. Of the amounts authorized to be appropriated for 
Airport Technology projects and activities in FY2001, the 
Committee intends that at least $2,000,000 shall be for this 
purpose. The Committee recognizes that taxpayers spend $2 
billion dollars a year on runway pavements construction and 
maintenance. Investing today in research to develop longer-
lasting and more reliable runways has the potential to save 
millions of dollars later.
    In the area of Environment and Energy research projects and 
activities, the Committee shares the goal the FAA has 
established of reducing the impact of aircraft noise 80% by the 
year 2000 and fully funds the budget request for these projects 
and activities. The Committee supports FAA's aircraft noise 
reduction and control research efforts and recommends that the 
agency continue the FAA/NASA joint cooperative noise reduction 
research programs intended to identify feasible technologies 
for U.S. manufacturers to develop quieter jet airplanes, 
helicopters, and light propeller-driven airplanes. In addition, 
the Committee recommends that the FAA continue to examine and 
validate the methodologies used to assess aircraft noise 
exposure and impact.
    In the area of innovative/cooperative research, the 
Committee is concerned that current FAA university research 
agreements under-utilize the research capabilities available at 
primarily undergraduate institutions. The $750,000 increase 
over the request is for the FAA to carry-out the program 
established in P.L. 105-155 for awarding grants to support 
research projects to be carried out at primarily undergraduate 
institutions on subjects of relevance to the FAA.
    In the area of aircraft security, the Committee is pleased 
that the combined research and development efforts of the 
Federal Government, universities and the private sector have 
yielded advanced technologies to help prevent potential 
terrorists from possessing concealed explosive devices, weapons 
and other items on commercial aircraft. However, the Committee 
is concerned that little work has been completed to protect 
commercial aircraft from catastrophic structural or critical 
system failure due to inflight explosion. Efforts to mitigate 
blast, either through retrofitting the current fleet or by 
instituting new design techniques and materials, need to be 
identified. The Committee is pleased that the FAA has 
prioritized funding research and development on aircraft 
hardening in this year's budget request and, therefore, 
provides adequate funding at the level requested for these 
important projects and activities to be carried-out.
    The Committee recognizes that Weather is the single largest 
contributor to delays and a major factor in aircraft accidents 
and incidents. By fully funding the budget request for Weather, 
the Committee is supportive of the FAA's efforts to provide the 
capability to generate weather observations, warnings, and 
forecasts that are more accurate and accessible than existing 
weather services. These upgrades enhance flight safety, 
increase system capacity, improve flight efficiency, reduce air 
traffic controller and pilot workload and enhance situational 
awareness.
    The Committee recognizes that in the increasingly complex 
realm of aviation, human factors issues must be considered in 
every aspect of modern flight operations whether in the way 
that humans interact with machines or with one another. Never 
before has the Federal Aviation Administration faced such an 
evolutionary change in the way it handles passenger and air 
traffic. These considerations involve technology employed in 
security screening; in movement of aircraft on the ground; in 
communication between controllers and crew; and during en route 
navigation.
    The Committee recognizes that the FAA has failed to conduct 
adequate human factors research on projects and activities in 
the past. The Standard Terminal Automation Replacement System 
(STARS) has suffered years of delay and hundreds of millions of 
dollars in cost over-runs because human factors weren't 
adequately considered. The Committee recommends that the FAA 
heed this valuable, albeit expensive lesson, and fully consider 
human factors research as a precursor to the design, 
development, acquisition, and deployment of new technologies in 
support of their mission to improve aviation safety, 
efficiency, and security for the traveling public.
    The Committee further recommends that FAA consider any and 
all possible applications for human factors research in the on-
going development and eventual deployment of: the Global 
Positioning System (GPS) for en route navigation and Free 
Flight; the Airport Movement Area Safety System (AMASS) and 
Surface Movement Advisor (SMA) for ground control; and Data 
Link as means to exchange information between Air Traffic 
Controllers and aircraft crew; security profiling software and 
threat detection hardware. Additionally, the Committee is 
concerned about reports of lapsed security in recent tests of 
airport personnel. The Committee recommends that FAA use basic 
behavioral research, reinforcement contingencies and empirical 
performance evaluations to ensure that airport personnel: 
maintain security of controlled access areas; use profiling 
software as intended; and conduct baggage inspections 
accurately.
    In the area of safety, the Committee recognizes that 1998 
was the first year in FAA history without a fatality on a 
scheduled domestic air carrier and applauds this milestone. 
However, the Committee also notes that historic trends would 
suggest this is an anomaly and urges FAA to reinvigorate human 
factors research to promote aviation safety, as human error is 
still the dominant cause of aviation accidents. The Committee 
recognizes that regardless of how advanced the technology, 
humans must still interpret and act upon information in the 
cockpit and the control tower to guide aircraft safely from the 
departure to the arrival gate. The incidence of runway 
incursions has been rising steadily for the past 6 years and 
operational errors were at a five-year high in 1998. Additional 
human factors research or the application of existing research 
results should be used to reverse these alarming trends.
    The Committee recognizes that there are complex questions 
and remaining uncertainties surrounding various technical, 
vulnerability, cost and schedule issues as the United States 
undertakes the transition to satellite technology. In testimony 
this year, the DOT IG and others have indicated that a mix of 
ground-based navigation systems will be needed for the 
foreseeable future. The Committee is convinced that Loran has a 
role as part of that future navigation mix because it is cost-
effective, proven and reliable; it is complementary with 
satellite technology and it provides multimodal transportation, 
national infrastructure and other benefits. Moreover, Congress 
has supported numerous actions in recent years to automate, 
modernize and revitalize the Loran system and the Committee is 
aware that important developments are being made with Loran 
technology to enable integrated use of Loran and GPS, resulting 
in a higher performance, more robust hybrid navigation system. 
The Committee, therefore, recommends the FAA to undertake 
additional R&D work to permit full use of the complementary 
benefits of Loran and satellite technology working together in 
the future.
    The Committee points out that the Aviation Safety Research 
Act (P.L. 100-591) required the FAA to create and maintain a 
``Research Advisory Committee'' to provide advice and 
recommendations to the Administrator among the major categories 
of research and development carried out by the agency. The 
Committee believes that the scope of the advisory committee 
should in no way be limited to the projects and activities of 
the Research, Engineering and Development account. Further, the 
Committee recognizes that the responsibilities associated with 
serving on advisory committee are very time-consuming and the 
Committee wishes to express it sincere gratitude to the members 
for their important efforts to assist the agency and Congress.
    The Committee appreciates the cooperation that FAA has 
demonstrated in responding to the findings of the National 
Transportation Safety Board. However, the Committee is 
concerned that the FAA response has been inadequate in several 
areas and recommends that the regulatory and research functions 
of the FAA be more closely guided by NTSB recommendations in 
the future.
    Additionally, the Committee urges the FAA and the 
Administration to remove or bypass the legal hurdles blocking 
the successful implementation of industry-wide Flight Quality 
Assurance Programs (FOQA). Such voluntary programs provide an 
invaluable database for evaluating aircraft systems and human 
performance during in-flight anomalies. Such information could 
be used to design and test improved pilot-training programs, 
much as the suspected rudder-deflections in Boeing 737's 
resulted in a successful remedial pilot training program to 
recognize and counteract the emergency.

 Section 3. Budget Designation for Research and Development Activities

    Requires that future FAA budgets identify all research and 
development activities that would be classified as basic 
research, applied research, or developmental under the 
guidelines established by the Office of Management and Budget 
Circular A-11 regardless of the budget category in which it 
appears in the budget request.

Committee view

    As discussed earlier, the Committee believes that 
maintaining separate R&D accounts makes it considerably more 
difficult for Congress to track overall FAA R&D investment and 
to assess the priorities among areas of R&D. The current 
arrangement is confusing and lacks consistency. The Committee 
expects future budget submissions from the FAA to identify all 
research and development activities that would be classified as 
basic research, applied research, or developmental under the 
guidelines established by the Office of Management and Budget 
Circular A-11 regardless of the budget category in which it 
appears in the budget request.

               section 4. national aviation research plan

    Revises the requirements for the National Aviation Research 
Plan by requiring the plan to document the FAA's research and 
development technology transfer activities.

Committee view

    The Committee has a long history of support for technology 
transfer activities that improve United States competitiveness 
by speeding commercialization of inventions developed through 
collaborative agreements between the government and industry. 
Pursuant to the Committee's interest in this area, the 
legislation requires the FAA to include in the National 
Aviation Research Plan a more detailed accounting of the 
agency's R&D technology transfer activities.

                   Section 5. integrated safety plan

    Requires NASA and FAA to jointly prepare and transmit to 
Congress an integrated civil aviation safety research and 
development plan by March 1, 2000. The plan is required to 
include the identification of the agencies' roles and 
responsibilities in support of safety R&D formal mechanisms 
for the timely sharing of information between the two agencies; 
and procedures for increased communication between the FAA 
Research and Development Advisory Committee and NASA 
Aeronautics and Space Transportation Technology Advisory 
Committee.

Committee view

    The FAA has pledged to reduce the fatal aviation accident 
rate by 80% by the year 2007 and has joined NASA to develop a 
coordinated Aviation Safety Plan (ASP). The Committee applauds 
this joint effort but is concerned about inter-agency and 
intra-agency coordination of these efforts. Both FAA and NASA 
are in the process of revising their Advisory Committee 
Structure in an effort to facilitate the implementation of the 
ASP. However, it is unclear when this process will be 
completed; how the resulting subcommittee structure will be 
used in the planning, development, and execution of a joint 
safety research agenda; and how human factors research issues 
germane to the resolution of human error would be considered 
across subcommittees, committees and agencies. The Committee 
urges FAA to work with NASA to complete this reorganization 
clearly defining the roles and responsibilities of the 
resulting subcommittees and their members.

            section 6. internet availability of information

    The Section requires the FAA to post on its Internet home 
page the abstracts relating to all research grants and awards 
made with funds authorized by this Act.

Committee view

    The Committee believes that such steps are necessary to 
ensure public access to research and development grant 
information. Making this information more readily available 
also improves the Committee's ability to provide responsible 
oversight.

         section 7. research on nonstructural aircraft systems

    This section requires the FAA to expand its current aging 
aircraft research and development projects and activities to 
include non-structural components.

Committee view

    The average age of commercial airline fleets is continuing 
to increase. For instance, 2,500 commercial aircraft in 
operation everyday in the United States are probably at least 
twenty years-old. From a design and engineering standpoint, the 
aircraft may be structurally sound, but several safety experts, 
including the National Transportation Safety Board, have raised 
concerns about the performance and reliability of the various 
non-structural components of aging aircraft. The non-structural 
components of aging aircraft include electrical wiring, 
hydraulic lines and certain other electro-mechanical systems.
    In February of 1997, the White House Commission on Aviation 
and Security recommended that the FAA work with airlines and 
manufacturers to expand the aging aircraft program to include 
non-structural components. To date, the Committee isconcerned 
that little has been done to implement the recommendation. The 
Committee is further concerned that the FAA is not doing a good enough 
job to prevent safety related problems caused by the corrosive and 
deteriorating effects of non-structural components of commercial 
aircraft as they age. The Committee directs the FAA to place a higher 
priority on the research and testing of non-structural components in 
the agency's aging aircraft program.

                   section 8. eligibility for awards

    (a) Requires the FAA Administrator to exclude from 
consideration for grant agreements for marine research and 
related environmental research and development activities made 
after FY 1999 by the FAA, under the programs for which funds 
are authorized under this Act, any person who received funds, 
other than those described in subsection (b), appropriated for 
a fiscal year after FY 1999, under a grant agreement from any 
Federal funding source for a project that was not subjected to 
a competitive, merit-based award process. Any exclusion from 
consideration pursuant to this section shall be effective for a 
period of 5 years after the person received such Federal funds.
    (b) Subsection (a) shall not apply to the receipt of 
Federal funds by a person due to the membership of that person 
in a class specified by law for which assistance is awarded to 
members of the class according to a formula provided by law.
    (c) Defines the term ``grant agreement'' to mean a legal 
instrument whose principal purpose is to transfer a thing of 
value to the recipient to carry out a public purpose of support 
or stimulation authorized by a law of the United States, and 
does not include the acquisition (by purchase, lease, or 
barter) of property or services for the direct benefit or use 
of the United States Government. Such term also does not 
include a cooperative agreement (as such term is used in 
section 6305 of title 31, United States Code) or a cooperative 
research and development agreement (as such term is defined in 
section 12(d)(1) of the Stevenson-Wydler Technology Innovation 
Act of 1980 (15 U.S.C. 3710a(d)(1))).

Committee view

    The Committee has a long-standing position that awards 
should be based on a competitive merit-based process. Merit 
review allows taxpayers' dollars to be spent in the most cost-
effective manner.

                          VIII. Cost Estimate

    Rule XIII, clause 3(d)(2) of the House of Representatives 
requires each committee report accompanying each bill or joint 
resolution of a public character to contain: (1) an estimate, 
made by such committee, of the costs which would be incurred in 
carrying out such bill or joint resolution in the fiscal year 
in which it is reported, and in each of the five fiscal years 
following such fiscal year (or for the authorized duration of 
any program authorized by such bill or joint resolution, if 
less than five years); (2) a comparison of the estimate of 
costs described in subparagraph (1) of this paragraph made by 
such committee with an estimate of such costs made by any 
Government agency and submitted to such committee; and (3) when 
practicable, a comparison of the total estimated funding level 
for the relevant program (or programs) with the appropriate 
levels under current law. However, House Rule XIII, clause 
3(d)(3)(B) provides that this requirement does not apply when a 
cost estimate and comparison prepared by the Director of the 
Congressional Budget Office under section 402 of the 
Congressional Budget Act of 1974 has been timely submitted 
prior to the filing of the report and included in Section IX of 
this report pursuant to House Rule VIII, clause 3(c)(3).
    Rule XIII, clause 3(c)(2) of the House of Representatives 
requires each committee report that accompanies a measure 
providing new budget authority (other than continuing 
appropriations), new spending authority, or new credit 
authority, or changes in revenues or tax expenditures to 
contain a cost estimate, as required by section 308(a)(1) of 
the Congressional Budget Act of 1974 and, when practicable with 
respect to estimates of new budget authority, a comparison of 
the total estimated funding level for the relevant program (or 
programs) to the appropriate levels under current law. H.R. 
1551 does not contain any new budget authority, credit 
authority, or changes in revenues or tax expenditures. Assuming 
that the sums authorized under the bill are appropriated, H.R. 
1551 does authorize additional discretionary spending, as 
described in the Congressional Budget Office report on the 
bill, which is contained in Section IX of this report.

             IX. Congressional Budget Office Cost Estimate

                                     U.S. Congress,
                               Congressional Budget Office,
                                      Washington, DC, May 13, 1999.
Hon. F. James Sensenbrenner, Jr.,
Chairman, Committee on Science, House of Representatives, Washington, 
        DC.
    Dear Mr. Chairman: The Congressional Budget Office has 
prepared the enclosed cost estimate for H.R. 1551, the Civil 
Aviation Research and Development Authorization Act of 1999.
    If you wish further details on this estimate, we will be 
pleased to provide them. The CBO staff contacts are Victoria 
Heid Hall (for federal costs), and Lisa Cash Driskill (for the 
state and local impact).
            Sincerely,
                                          Dan L. Crippen, Director.
    Enclosure.

H.R. 1551--Civil Aviation Research and Development Authorization Act of 
        1999

    Summary: H.R. 1551 would authorize the appropriation of 
$648 million in fiscal year 2000 and $676 million in fiscal 
year 2001 for the Federal Aviation Administration's (FAA's) 
civil aviation research and development (R&D) programs. The 
bill also would direct the FAA to exclude from consideration 
for grant agreements any person who received funds after fiscal 
year 1999 under a grant agreement for a project that was not 
subject to a competitive, merit-based award process.
    CBO estimates that implementing H.R. 1551 would result in 
outlays of $1,324 million over the 2000-2004 period, assuming 
appropriation of the authorized amounts. Because the bill would 
not affect direct spending or receipts, pay-as-you-go 
procedures would not apply. H.R. 1551 contains no 
intergovernmental or private-sector mandates as defined in the 
Unfunded Mandates Reform Act (UMRA) and would impose no costs 
on state, local, or tribal governments.
    Estimated cost to the Federal Government: CBO estimates 
that implementing the bill would result in additional outlays 
of $256 million in fiscal year 2000 and a total of $1,324 
million over the 2000-2004 period, assuming appropriation of 
the authorized amounts. H.R. 1551 specifies that appropriations 
made under the bill's authorizations be used for all R&D 
activities carried out by FAA that fall within the categories 
of basic research, applied research, and design and development 
of prototypes. The estimated budgetary impact of H.R. 1551 is 
shown in the following table. The costs of this legislation 
fall within budget function 400 (transportation).

----------------------------------------------------------------------------------------------------------------
                                                                  By fiscal years, in millions of dollars--
                                                           -----------------------------------------------------
                                                              1999     2000     2001     2002     2003     2004
----------------------------------------------------------------------------------------------------------------
                                        SPENDING SUBJECT TO APPROPRIATION

FAA Spending on R&D Under Current Law:
    Budget Authority \1\..................................      623        0        0        0        0        0
    Estimated Outlays.....................................      624      373      150       43        0        0
Proposed Changes:
    Authorization Level...................................        0      648      676        0        0        0
    Estimated Outlays.....................................        0      256      517      361      150       40
FAA Spending on R&D Under H.R. 1551:
    Authorization Level \1\...............................      623      648      676        0        0        0
    Estimated Outlays.....................................      624      629      667      404      150       40
----------------------------------------------------------------------------------------------------------------
 \1\ The 1999 level is the amount appropriated for that year.

    H.R. 1551 would direct the FAA to exclude from 
consideration for grant agreements any person who received 
funds after fiscal year 1999 under a grant agreement from any 
federal funding source for a project that was not subjected to 
a competitive, merit-based award process. The bill would place 
the exclusion in effect for five years after the person 
received such funds. Based on information from FAA, we expect 
that implementing this provision would require the agency to 
revise its process for reviewing and awarding grants and would 
temporarily slow down the rate at which the agency spends its 
grants funds, resulting in slightly lower estimated outlays for 
fiscal year 2000 than would otherwise occur (without the new 
process for awarding grants). However, CBO estimates that this 
provision would have no net effect on outlays over the 2000-
2004 period.
    Pay-as-you-go considerations: None.
    Estimated impact on State, local and tribal governments: 
H.R. 1551 contains no intergovernmental mandates as defined in 
UMRA and would impose no costs on state, local, or tribal 
governments. A total of about $70 million of the funds 
authorized in this bill would be used to provide grants, some 
of which would be used for research at public universities and 
technical institutions.
    The bill would also exclude grantees from consideration for 
awards if they had received funds under any other federal grant 
program that was not subject to a competitive, merit-based 
award process after fiscal year 1999. This provision could 
change the allocation of funds among grant recipients, 
including public colleges and universities. However, CBO cannot 
predict how the share of funding awarded to public colleges and 
universities would change because of this provision.
    Estimated impact on the private sector: This bill contains 
no new private-sector mandates as defined in UMRA.
    Estimate prepared by: Federal costs: Victoria Heid Hall. 
Impact on State, local, and tribal governments: Lisa Cash 
Driskill.
    Estimate approved by: Paul N. Van de Water, Assistant 
Director for Budget Analysis.

                  X. Compliance With Public Law 104-4

    H.R. 1551 contains no unfunded mandates.

          XI. Committee Oversight Findings and Recommendations

    Rule XIII, clause 3(c)(1) of the House of Representatives 
requires each committee report to include oversight findings 
and recommendations required pursuant to clause 2(b)(1) of rule 
X. The Committee on Science's oversight findings and 
recommendations are reflected in the body of this report.

    XII. Oversight Findings and Recommendations by the Committee on 
                    Government Reform and Oversight

    Rule XIII, clause 3(c)(4) of the House of Representatives 
requires each committee report to contain a summary of the 
oversight findings and recommendations made by the House 
Government Reform Committee pursuant to clause 4(c)(2) of rule 
X, whenever such findings and recommendations have been 
submitted to the Committee in a timely fashion. The Committee 
on Science has received no such findings or recommendations 
from the Committee on Government Reform.

                XIII. Constitutional Authority Statement

    Rule XIII, clause 3(d)(1) of the House of Representatives 
requires each report of a committee on a bill or joint 
resolution of a public character to include a statement citing 
the specific powers granted to the Congress in the Constitution 
to enact the law proposed by the bill or joint resolution. 
Article I, section 8 of the Constitution of the United States 
grants Congress the authority to enact H.R. 1551.

               XIV. Federal Advisory Committee Statement

    H.R. 1551 does not establish nor authorize the 
establishment of any advisory committee.

                  XV. Congressional Accountability Act

    The Committee finds that H.R. 1551 does not relate to the 
terms and conditions of employment or access to public services 
or accommodations within the meaning of section 102(b)(3) of 
the Congressional Accountability Act (Public Law 104-1).

             XVI. Preemption of State, Local or Tribal Law

    H.R. 1551 does not preempt State, local or tribal law.

      XVII. Changes in Existing Law Made by the Bill, as Reported

  In compliance with clause 3(e) of rule XIII of the Rules of 
the House of Representatives, changes in existing law made by 
the bill, as reported, are shown as follows (existing law 
proposed to be omitted is enclosed in black brackets, new 
matter is printed in italic, existing law in which no change is 
proposed is shown in roman):

TITLE 49, UNITED STATES CODE

           *       *       *       *       *       *       *



SUBTITLE VII--AVIATION PROGRAMS

           *       *       *       *       *       *       *


PART A--AIR COMMERCE AND SAFETY

           *       *       *       *       *       *       *


SUBPART III--SAFETY

           *       *       *       *       *       *       *



CHAPTER 445--FACILITIES, PERSONNEL, AND RESEARCH

           *       *       *       *       *       *       *



Sec. 44501. Plans and policy

  (a) * * *

           *       *       *       *       *       *       *

  (c) National Aviation Research Plan.--(1) * * *
  (2)(A) * * *
  (B) The plan shall--
          (i) * * *

           *       *       *       *       *       *       *

          (iii) identify the allocation of resources among 
        long-term research, near-term research, and development 
        activities; [and]
          (iv) highlight the research and development 
        activities that address specific recommendations of the 
        research advisory committee established under section 
        44508 of this title, and document the recommendations 
        of the committee that are not accepted, specifying the 
        reasons for nonacceptance[.]; and
          (v) highlight the research and development technology 
        transfer activities that promote technology sharing 
        among government, industry, and academia through the 
        Stevenson-Wydler Technology Innovation Act of 1980.
  (3) Subject to section 40119(b) of this title and regulations 
prescribed under section 40119(b), the Administrator of the 
Federal Aviation Administration shall submit to the committees 
named in paragraph (1) of this subsection an annual report on 
the accomplishments of the research completed during the prior 
fiscal year, including a description of the dissemination to 
the private sector of research results and a description of any 
new technologies developed. The report shall be submitted with 
the plan required under paragraph (1) and be organized to allow 
comparison with the plan in effect for the prior fiscal year. 
The report shall be prepared in accordance with requirements of 
section 1116 of title 31, United States Code.

           *       *       *       *       *       *       *


Sec. 44504. Improved aircraft, aircraft engines, propellers, and 
                    appliances

  (a) * * *
  (b) Research.--The Administrator shall conduct or supervise 
research--
          (1) to develop technologies and analyze information 
        to predict the effects of aircraft design, maintenance, 
        testing, wear, and fatigue on the life of aircraft, 
        including nonstructural aircraft systems, and air 
        safety;

           *       *       *       *       *       *       *


                           PART C--FINANCING

CHAPTER 481--AIRPORT AND AIRWAY TRUST FUND AUTHORIZATIONS

           *       *       *       *       *       *       *



Sec. 48102. Research and development

  (a) Authorization of Appropriations.--Not more than the 
following amounts may be appropriated to the Secretary of 
Transportation out of the Airport and Airway Trust Fund 
established under section 9502 of the Internal Revenue Code of 
1986 (26 U.S.C. 9502) to carry out sections 44504, 44505, 
44507, 44509, and 44511-44513 of this title:
          (1) * * *

           *       *       *       *       *       *       *

          (4) for fiscal year 1998, $226,800,000, including--
                  (A) * * *

           *       *       *       *       *       *       *

                  (J) $3,114,000 for innovative/cooperative 
                research projects and activities, of which 
                $750,000 shall be for carrying out the grant 
                program established under subsection (h); [and]
          (5) for fiscal year 1999, $229,673,000[.];
          (6) for fiscal year 2000, $647,538,400 including--
                  (A) $17,269,000 for system development and 
                infrastructure projects and activities;
                  (B) $48,021,500 for capacity and air traffic 
                management technology projects and activities;
                  (C) $18,939,200 for communications, 
                navigation, and surveillance projects and 
                activities;
                  (D) $15,765,000 for weather projects and 
                activities;
                  (E) $8,715,700 for airport technology 
                projects and activities;
                  (F) $39,639,000 for aircraft safety 
                technology projects and activities;
                  (G) $53,218,000 for system security 
                technology projects and activities;
                  (H) $26,207,000 for human factors and 
                aviation medicine projects and activities;
                  (I) $3,481,000 for environment and energy 
                projects and activities;
                  (J) $2,171,000 for innovative/cooperative 
                research projects and activities, of which 
                $750,000 shall be for carrying out subsection 
                (h) of this section;
                  (K) $266,712,000 for En Route research and 
                development projects and activities;
                  (L) $58,900,000 for Terminal research and 
                development projects and activities;
                  (M) $3,000,000 for Flight Services research 
                and development projects and activities;
                  (N) $69,200,000 for Landing and Navigation 
                research and development projects and 
                activities; and
                  (O) $16,300,000 for Equipment and Facilities 
                research and development projects and 
                activities; and
          (7) for fiscal year 2001, $675,706,795.

           *       *       *       *       *       *       *

  (g) Designation of Activities.--(1) The amounts appropriated 
under subsection (a) are for the support of all research and 
development activities carried out by the Federal Aviation 
Administration that fall within the categories of basic 
research, applied research, and development, including the 
design and development of prototypes, in accordance with the 
classifications of the Office of Management and Budget Circular 
A-11 (Budget Formulation/Submission Process).
  (2) The Department of Transportation's annual budget request 
for the Federal Aviation Administration shall identify all of 
the activities carried out by the Administration within the 
categories of basic research, applied research, and 
development, as classified by the Office of Management and 
Budget Circular A-11. Each activity in the categories of basic 
research, applied research, and development shall be identified 
regardless of the budget category in which it appears in the 
budget request.

           *       *       *       *       *       *       *


                    XVIII. Committee Recommendations

    On April 29, 1999, a quorum being present, the Committee 
favorably reported H.R. 1551, Civil Aviation Research and 
Development Authorization Act of 1999, by a voice vote, and 
recommends its enactment.

               XIX. Exchange of Committee Correspondence

                          House of Representatives,
            Committee on Transportation and Infrastructure,
                                     Washington, DC, June 24, 1999.
Hon. F. James Sensenbrenner, Jr.,
Chairman, Committee on Science, House of Representatives, Rayburn House 
        Office Building, Washington, DC.
    Dear Mr. Chairman: I have reviewed the text of H.R. 1551, 
the Civil Aviation Research and Development Act of 1999, and I 
believe that the Committee on Transportation and Infrastructure 
has jurisdiction over several items contained in the bill. 
Specifically, these are the authorizations for En Route, 
Terminal, Flight Service, Landing and Navigation, and Equipment 
and Facilities programs included in Section 2. I will, however, 
forego a sequential referral on this bill with the 
understanding that a floor amendment removing these provisions 
from H.R. 1551 will be adopted.
    Traditionally, the Transportation Committee has authorized 
the above equipment deployment functions from the Federal 
Aviation Administration Facilities and Equipment (F&E) account. 
In fact, H.R. 1000, the Aviation Investment and Reform Act for 
the 21st Century (AIR 21), which passed the House on June 15th, 
provides authorizations for these functions for fiscal years 
2000 to 2004.
    I recognize that, last year, some functions under the 
jurisdiction of the Science Committee were moved from the FAA 
Research, Engineering and Development (RED) account to the F&E 
account through the annual appropriations process. While I 
believe that these unauthorized appropriations do not have any 
bearing on committee jurisdiction, I prefer that the 
Appropriations Committee adhere to the authorizing language and 
refrain from moving functions from the RED account to the F&E 
account in order to benefit from the slower spend out rate. For 
example I would prefer that Advanced Technology Development and 
Prototyping program remain in the RED account.
    Historically, the Science Committee has had oversight and 
authorization responsibility over the RED account while the 
Transportation Committee has had oversight and authorization 
responsibility over the F&E account. I believe that continuing 
this practice is the best way to preserve the jurisdiction of 
both Committees.
    I thank you for your attention to this matter and look 
forward to working with you and your staff.
    With warm personal regards, I am
            Sincerely,
                                               Bud Shuster,
                                                          Chairman.
                                ------                                

                          House of Representatives,
                                      Committee on Science,
                                     Washington, DC, June 29, 1999.
Hon. Bud Shuster,
Chairman, House Committee on Transportation and Infrastructure, Rayburn 
        House Office Building, Washington, DC.
    Dear Chairman Shuster: Thank you for your letter of June 
24, 1999, regarding H.R. 1551, the Civil Aviation Research and 
Development Act of 1999. Your assistance in expediting 
consideration of the bill by foregoing a sequential referral is 
very much appreciated. It is my intention to include this 
exchange of correspondence in the Committee Report accompanying 
H.R. 1551.
    As you correctly point out in your letter, jurisdiction 
over the Federal Aviation Administration's research and 
development portfolio has traditionally been defined by the 
agency's budget accounts. In the case of FAA's Research, 
Engineering and Development account (RE&D), the Science 
Committee has traditionally exercised legislative, 
authorization, and oversight responsibility, while the 
Transportation Committee has focused on functions contained in 
the Facilities and Equipment (F&E) account.
    It is my intention to bring H.R. 1551 to the House for 
consideration in the near future. To address concerns raised 
with H.R. 1551, I am willing to strike the provisions of the 
legislation which have traditionally been authorized by the 
Transportation and Infrastructure Committee through F&E, while 
maintaining the provisions authorizing projects and activities 
traditionally authorized by the Science Committee through RE&D. 
Specifically, as part of a Manager's Amendment offered during 
House consideration of H.R. 1551, provisions authorizing 
funding for the En Route, Terminal, Flight Services, Landing 
and Navigation, and Equipment and Facilities functions of the 
F&E account would be dropped. Recognizing that the Advanced 
Technology Development and Prototyping function of the F&E 
account contains activities traditionally funded through the 
RE&D account, H.R. 1551 would retain $33,166,100 for these 
purposes. Proceeding in this manner clarifies that H.R. 1551 
does not authorize funding for any activities that conflict 
with or duplicate provisions of H.R. 1000, the Aviation 
Investment and Reform Act for the 21st Century.
    I appreciate your willingness to recognize that shifting 
items during the appropriations process from one account to 
another without changing their fundamental purpose should not 
impact the jurisdiction over these projects and activities. As 
a matter of practice, the Science Committee has limited our 
jurisdictional interest to the RE&D account, and, with the 
noted exception above, H.R. 1551 (as amended by the Manager's 
Amendment) continues this arrangement for the foreseeable 
future.
    I look forward to working with you in the future to advance 
our Nation's investment in civil aviation research and 
development. Thank you for your cooperation and assistance.
            Sincerely,
                               F. James Sensenbrenner, Jr.,
                                                          Chairman.

              XX. Proceedings of the Full Committee Markup


    full committee markup on h.r. 1551, civil aviation research and 
 development authorization act of 1999, committee on science, house of 
                    representatives, April 29, 1999

    The Committee met, pursuant to notice, at 9:39 a.m., in 
room 2318, Rayburn House Office Building, Hon. F. James 
Sensenbrenner (chairman of the committee) presiding.
    Chairman Sensenbrenner [presiding]. The Committee on 
Science will be in order.
    And, pursuant to notice, the Committee on Science is 
meeting today to consider the following: H.R. 1551, the 
Civilian Aviation Research and Development Authorization Act of 
1999; H.R. 1550, the Fire Administration Authorization Act of 
1999; H.R. 1552, the Marine Research and Related Environmental 
Research and Development Programs Authorization Act of 1999; 
and H.R. 1553, the National Weather Service and Related 
Agencies Authorization Act of 1999.
    I ask unanimous consent for the authority to recess at any 
point and, without objection, it is so ordered.
    Today we have four items of business to bring before the 
Committee, which are the four bills that I have mentioned just 
a couple of breaths ago. The first bill we will take up is H.R. 
1551, the Civilian Research and Development Authorization Act 
of 1999. At this point, I will yield to the gentleman from 
Illinois, Mr. Costello, if he wants to make brief opening 
remarks on behalf of the minority.
    Mr. Costello. Mr. Chairman, thank you. As you know, 
Chairman Brown, the Ranking Member, is under the weather today 
and, unfortunately, could not be here. I would just like 
unanimous consent to insert his statement in the record at this 
time.
    Chairman Sensenbrenner. Okay. Without objection.
    [The statement of Mr. Brown follows:]
         Opening Statement of Congressman George E. Brown, Jr.
    Mr. Chairman, I wish to express our pleasure in being able to mark 
up four significant pieces of legislation this week and look forward to 
productive markups next week and the week after. Since there are a 
number of amendments which will take time to consider this morning, I 
will defer to the Subcommittee Ranking Members regarding the specifics 
of the bills before us, but I hope the Chairman will not mind if I take 
a minute or two at this time to note his cooperation on the process of 
this markup.
    For over three decades this Committee was known as a model of 
bipartisanship regardless of what was happening in the rest of the 
Congress. This is a reputation we wish to regain. There is no such 
thing as Republican science or Democratic science. There is much that 
we can accomplish and that everyone can agree on if we work together. 
We have a talented group of Members on both sides of the aisle who have 
personal expertise and are looked upon by our colleagues as leaders on 
other issues as well as science and technology. But to lead, we must be 
informed enough to engaged in meaningful debate on the issues.
    Therefore, we are pleased that you have seen fit to provide all of 
the Members of this Committee with drafts of the legislation to be 
considered today far enough in advance of the markup that we can give 
them thoughtful consideration. We are even more pleased that we already 
have copies of the legislation to be considered next week. This is a 
very promising start to an improved working relationship and we will 
work just as hard to uphold our part of a fair and orderly process.

    Chairman Sensenbrenner. And, without objection at this 
point, other members' opening statements which are not 
specifically related to bills will be inserted into the record. 
And when we get to opening statements on bills, then that will 
be a proper point to put those in. So, without objection, other 
members' general opening statements will be inserted at this 
point in the record.
    The first bill up is H.R. 1551. This bill authorizes the 
FAA to carry out research and development projects and 
activities for Fiscal Years 2000 and 2001. The FAA's R&D 
efforts assist the agency to develop and validate the 
technology and knowledge required to ensure the safety, 
efficiency, and security of our national air transportation 
system.
    The FAA currently funds its R&D activities from two 
separate budget accounts: the research, engineering, and 
development account and the engineering, development test and 
evaluation category of the facilities and equipment account. 
Although traditionally these accounts have been authorized 
separately, all of the projects and activities meet the 
definition of development as contained in OMB circular A-11. 
Therefore, H.R. 1551 includes all FAA R&D projects and 
activities in a single authorization.
    Overall, this bill meets the Administration's budget 
request by authorizing $648 million in Fiscal Year 2000 and 
$675 million in Fiscal Year 2001, for the FAA to carry out 
research and development projects and activities. Finally, the 
legislation continues the Science Committee's commitment to 
providing responsible oversight that protects our nation's 
investment in civil aviation R&D by including provisions to 
improve coordination of joint aviation safety research between 
the FAA and NASA. And that encourages the utilization of grants 
based upon a competitive, merit-based award process.
    I would like to commend the Chairwoman of the Technology 
Subcommittee, Ms. Morella, and the Ranking Member of the 
Committee, Mr. Barcia, for their efforts in crafting this 
legislation. And I note that neither one of them are on time 
today so, you know, without objection, both of their opening 
statements will appear first in the record and, without 
objection, any other members' opening statements will appear 
after those of Ms. Morella and Mr. Barcia.
                   Statement of Hon. James A. Barcia
    I want to join Chairman Sensenbrenner, Chairwoman Morella, and 
Ranking Member Brown in supporting this legislation. For the sake of 
time, I will make my remarks brief.
    During my tenure as the Ranking member on the Technology 
Subcommittee, it has become apparent that the FAA's budget presentation 
does not provide a complete overview of its R&D activities and 
priorities, nor does its National Aviation Research Plan provide a 
comprehensive framework for its R&D programs.
    A recent letter to Administrator Garvey from the Chairman of FAA's 
R, E&D Advisory Committee further supports this contention, saying that 
``with the R&D funding and responsibilities for implementation 
separated into so many different pots, the R&D management, focus, and 
effort have been seriously compromised.''
    With its relatively small R&D budget, the FAA must allocate its 
funds efficiently and effectively. The FAA's R&D activities, while a 
small part of the overall budget, have a disproportionate influence on 
the ability of the agency to meet its responsibilities for the 
management and operation of the national airspace system. The FAA's R&D 
programs must provide the underpinnings for the technology that will 
help increase the capacity and efficiency of operation for the airspace 
system, while ensuring safety and system security.
    Therefore, I was pleased to work with Chairwoman Morella in 
drafting a comprehensive R&D bill for the Federal Aviation 
Administration, and HR 1551 is an attempt to address the serious 
concerns raised by the FAA's R, E&D Advisory Committee.
    We have worked with the majority to draft this amendment in the 
nature of a substitute, and I urge its support, as well as the support 
of HR 1551.
                                 ______
                                 
         Opening Statement by Hon. F. James Sensenbrenner, Jr.
    H.R. 1551 authorizes the FAA to carry out Research and Development 
projects and activities for Fiscal Years 2000 and 2001. The FAA's R&D 
efforts assist the agency to develop and validate the technology and 
knowledge required to ensure the safety, efficiency, and security of 
our national air transportation system.
    The FAA currently funds its R&D activities from two separate budget 
categories: the Research, Engineering and Development account; and the 
Engineering, Development, Test and Evaluation category of the 
Facilities and Equipment account. Although traditionally these accounts 
have been authorized separately, all of the projects and activities 
meet the definition of ``development'' as contained in Office of 
Management and Budget Circular A-11. Therefore, H.R. 1551 includes all 
FAA R&D projects and activities in a single authorization.
    Overall, H.R. 1551 meets the Administration's budget request by 
authorizing $648 million in FY 2000 and $675 million in FY 2001 for the 
FAA to carry out research and development projects and activities.
    Finally, the legislation continues the Science Committee's 
commitment to providing responsible oversight that protects our 
nation's investment in civil aviation research and development by 
including provisions to improve coordination of joint aviation safety 
research between the FAA and NASA, and that encourages the utilization 
of grants based on a competitive, merit-based award process.
    I would like to commend the Chairwoman of the Technology 
Subcommittee, Mrs. Morella, and the Ranking Member of the Subcommittee, 
Mr. Barcia, for their efforts to craft this legislation.

    Chairman Sensenbrenner. And I recognize the gentleman from 
Illinois, Mr. Costello.
    Mr. Costello. Thank you, Mr. Chairman. Mr. Barcia is on his 
way over. Let me just say that we have no objection to the 
bill. As you know, Mr. Barcia has worked, as well as Mr. Brown, 
with the majority on crafting this bill.
    Chairman Sensenbrenner. I thank the gentleman from 
Illinois. Without objection, the bill is read a first time and, 
without objection, the bill will be open for amendment at any 
point.
    [The information follows:]

    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 ``Civil Aviation Research and 
Development Authorization Act of 1999''.

SEC. 2. AUTHORIZATION OF APPROPRIATIONS.

  Section 48102(a) of title 49, United States Code, is amended--
          (1) by striking ``and'' at the end of paragraph (4)(J);
          (2) by striking the period at the end of paragraph (5) and 
        inserting in lieu thereof a semicolon; and
          (3) by adding at the end the following:
          ``(6) for fiscal year 2000, $646,038,400 including--
                  ``(A) $17,269,000 for system development and 
                infrastructure projects and activities;
                  ``(B) $48,021,500 for capacity and air traffic 
                management technology projects and activities;
                  ``(C) $18,939,200 for communications, navigation, and 
                surveillance projects and activities;
                  ``(D) $15,765,000 for weather projects and 
                activities;
                  ``(E) $7,215,700 for airport technology projects and 
                activities;
                  ``(F) $39,639,000 for aircraft safety technology 
                projects and activities;
                  ``(G) $53,218,000 for system security technology 
                projects and activities;
                  ``(H) $26,207,000 for human factors and aviation 
                medicine projects and activities;
                  ``(I) $3,481,000 for environment and energy projects 
                and activities;
                  ``(J) $2,171,000 for innovative/cooperative research 
                projects and activities, of which $750,000 shall be for 
                carrying out subsection (h) of this section;
                  ``(K) $266,712,000 for En Route research and 
                development projects and activities;
                  ``(L) $58,900,000 for Terminal research and 
                development projects and activities;
                  ``(M) $3,000,000 for Flight Services research and 
                development projects and activities;
                  ``(N) $69,200,000 for Landing and Navigation research 
                and development projects and activities; and
                  ``(O) $16,300,000 for Equipment and Facilities 
                research and development projects and activities; and
          ``(7) for fiscal year 2001, $673,706,795.''.

SEC. 3. BUDGET DESIGNATION FOR RESEARCH AND DEVELOPMENT ACTIVITIES.

  Section 48102 of title 49, United States Code, is amended by 
inserting after subsection (f) the following new subsection:
  ``(g) Designation of Activities.--(1) The amounts appropriated under 
subsection (a) are for the support of all research and development 
activities carried out by the Federal Aviation Administration that fall 
within the categories of basic research, applied research, and 
development, including the design and development of prototypes, in 
accordance with the classifications of the Office of Management and 
Budget Circular A-11 (Budget Formulation/Submission Process).
  ``(2) The Department of Transportation's annual budget request for 
the Federal Aviation Administration shall identify all of the 
activities carried out by the Administration within the categories of 
basic research, applied research, and development, as classified by the 
Office of Management and Budget Circular A-11. Each activity in the 
categories of basic research, applied research, and development shall 
be identified regardless of the budget category in which it appears in 
the budget request.''.

SEC. 4. NATIONAL AVIATION RESEARCH PLAN.

  Section 44501(c) of title 49, United States Code, is amended--
          (1) in paragraph (2)(B)--
                  (A) by striking ``and'' at the end of clause (iii);
                  (B) by striking the period at the end of clause (iv) 
                and inserting in lieu thereof ``; and''; and
                  (C) by adding at the end the following new clause:
          ``(v) highlight the research and development technology 
        transfer activities that promote technology sharing among 
        government, industry, and academia through the Stevenson-Wydler 
        Technology Innovation Act of 1980.''; and
          (2) in paragraph (3), by inserting ``The report shall be 
        prepared in accordance with requirements of section 1116 of 
        title 31, United States Code.'' after ``effect for the prior 
        fiscal year.''.

SEC. 5. INTEGRATED SAFETY RESEARCH PLAN.

  (a) Requirement.--Not later than March 1, 2000, the Administrator of 
the National Aeronautics and Space Administration and the Administrator 
of the Federal Aviation Administration shall jointly prepare and 
transmit to the Congress an integrated civil aviation safety research 
and development plan.
  (b) Contents.--The plan required by subsection (a) shall include--
          (1) an identification of the respective research and 
        development requirements, roles, and responsibilities of the 
        National Aeronautics and Space Administration and the Federal 
        Aviation Administration;
          (2) formal mechanisms for the timely sharing of information 
        between the National Aeronautics and Space Administration and 
        the Federal Aviation Administration, including a requirement 
        that the FAA-NASA Coordinating Committee established in 1980 
        meet at least twice a year; and
          (3) procedures for increased communication and coordination 
        between the Federal Aviation Administration research advisory 
        committee established under section 44508 of title 49, United 
        States Code, and the NASA Aeronautics and Space Transportation 
        Technology Advisory Committee, including a proposal for greater 
        cross-membership between those 2 advisory committees.

SEC. 6. ELIGIBILITY FOR AWARDS.

  (a) In General.--The Administrator of the Federal Aviation 
Administration shall exclude from consideration for grant agreements 
made by that Administration with funds appropriated pursuant to the 
amendments made by this Act any person who received funds, other than 
those described in subsection (b), appropriated for a fiscal year after 
fiscal year 1999, under a grant agreement from any Federal funding 
source for a project that was not subjected to a competitive, merit-
based award process. Any exclusion from consideration pursuant to this 
subsection shall be effective for a period of 5 years after the person 
receives such Federal funds.
  (b) Exception.--Subsection (a) shall not apply to the receipt of 
Federal funds by a person due to the membership of that person in a 
class specified by law for which assistance is awarded to members of 
the class according to a formula provided by law.
  (c) Definition.--For purposes of this section, the term ``grant 
agreement'' means a legal instrument whose principal purpose is to 
transfer a thing of value to the recipient to carry out a public 
purpose of support or stimulation authorized by a law of the United 
States, and does not include the acquisition (by purchase, lease, or 
barter) of property or services for the direct benefit or use of the 
United States Government. Such term does not include a cooperative 
agreement (as such term is used in section 6305 of title 31, United 
States Code) or a cooperative research and development agreement (as 
such term is defined in section 12(d)(1) of the Stevenson-Wydler 
Technology Innovation Act of 1980 (15 U.S.C. 3710a(d)(1))).

SEC. 7. NOTICE.

  (a) Notice of Reprogramming.--If any funds authorized by the 
amendments made by this Act are subject to a reprogramming action that 
requires notice to be provided to the Appropriations Committees of the 
House of Representatives and the Senate, notice of such action shall 
concurrently be provided to the Committees on Science and 
Transportation and Infrastructure of the House of Representatives and 
the Committee on Commerce, Science, and Transportation of the Senate.
  (b) Notice of Reorganization.--The Administrator of the Federal 
Aviation Administration shall provide notice to the Committees on 
Science, Transportation and Infrastructure, and Appropriations of the 
House of Representatives, and the Committees on Commerce, Science, and 
Transportation and Appropriations of the Senate, not later than 15 days 
before any major reorganization of any program, project, or activity of 
the Federal Aviation Administration for which funds are authorized by 
the amendments made by this Act.

    Chairman Sensenbrenner. And, at this time, on behalf of 
Mrs. Morella and Mr. Barcia, I have an en bloc amendment at the 
desk. The clerk will report the amendment.
    The Clerk. En bloc amendment to H.R. 1551----
    Chairman Sensenbrenner. Without objection, the amendment is 
considered as read and open for amendment at any point.
    [The information follows:]

    Page 2, line 10, strike ``$646,038,400'' and insert 
``$647,538,400''.
    Page 2, line 22, strike ``$7,215,700'' and insert ``$8,715,700''.
    Page 3, line 23, strike ``$673,706,795'' and insert 
``$675,706,795''.
    Page 7, line 6, insert ``, except as specifically authorized by 
this Act'' after ``award process''.
    Page 8, lines 3 through 22, strike section 7.

    Chairman Sensenbrenner. And the Chair recognizes himself 
for 5 minutes.
    The en bloc--and, without objection the amendments will be 
considered en bloc--the amendment increases the authorization 
level by $1.5 million in Fiscal Year 2000 and by $2 million in 
Fiscal Year 2001 to make funding available for research and 
development grants or cooperative agreements in innovative 
methods of using concrete in the design construction, 
rehabilitation, and repair of rigid airport pavements. 
Considering that our nation spends $2 billion annually to 
provide operationally safe and reliable airport pavements, 
investing in this type of research today has the potential to 
save millions of dollars later.
    I want to thank both Mrs. Morella and Mr. Barcia for their 
assistance in crafting and strengthening this bipartisan 
legislation and I encourage all of my colleagues to join us in 
supporting it. The legislation as amended will continue the 
Science Committee's commitment to develop and maintain a civil 
aviation system that is universally recognized as the safest 
and most technologically advanced system in the world. And I 
yield back the balance of my time.
    Does anybody seek recognition on the en bloc amendments 
that I have offered in behalf of the gentlewoman from Maryland 
and the gentleman from Michigan?
    Mr. Costello. Mr. Chairman, we have no objection to the en 
bloc amendment and ask that our colleagues support it.
    Chairman Sensenbrenner. Is there further discussion? 
Hearing none, the question is on the adoption of the en bloc 
amendment.
    Those in favor will say aye.
    Opposed will say no.
    The ayes appear to have it. The ayes have it and the en 
bloc amendments are agreed to.
    The next amendment on the roster is an amendment by the 
gentleman from California, Mr. Miller. For what purpose does he 
seek recognition?
    Mr. Miller. In my amendments to H.R. 1551----
    Chairman Sensenbrenner. Does the gentleman have an 
amendment at the desk?
    Mr. Miller. Yes, I do.
    Chairman Sensenbrenner. The clerk will report the 
amendment.
    The Clerk. Amendment to H.R. 1551, offered by Mr. Gary 
Miller of California----
    Chairman Sensenbrenner. Without objection, the amendment is 
considered as read and the gentleman from California is 
recognized for 5 minutes.
    [The information follows:]

    Page 6, after line 21, insert the following new section:

SEC. 6. RESEARCH ON NONSTRUCTURAL AIRCRAFT SYSTEMS.

    Section 4450(b)(1) of title 49, United States Code, is amended by 
inserting ``, including nonstructural aircraft systems,'' after ``life 
of aircraft''.
    Redesignate subsequent sections accordingly.

    Mr. Miller. Thank you, Mr. Chairman. The average age of 
commercial airline fleets is continuing to increase. For 
instance, 2,500 commercial aircraft in operation every day in 
the United States are probably at least 20 years old. From a 
design and engineering standpoint, the aircraft may be 
structurally sound, but several safety experts, including 
National Transportation Safety Board, have raised concerns 
about the performance and reliability of various non-structural 
components of aging aircraft. The non-structural components of 
aging aircraft include electrical wiring, hydraulic lines, and 
certain other electrical and mechanical systems.
    In February of 1997, the White House Commission on Aviation 
and Security recommended that the FAA work with airlines and 
manufacturers to expand the aging aircraft program to include 
non-structural components. To date, little has been done to 
implement the recommendations. The FAA is not doing a good 
enough job to prevent safety-related problems caused by 
corrosive and deteriorating effects of non-structural 
components of commercial aircraft as they age.
    Therefore, my amendments to H.R. 1551 simply direct the FAA 
to expand its current aging aircraft research and develop 
projects and activities to include non-structural components. 
It is consistent with the recommendation made by the aviation 
safety advocates and I urge my colleagues to accept 
theamendments. Thank you, Mr. Chairman.
    Chairman Sensenbrenner. Will the gentleman yield back the 
balance of his time?
    Mr. Miller. I yield back.
    Chairman Sensenbrenner. Is there further discussion on the 
amendment by the gentleman from California, Mr. Miller?
    Hearing none, the question is on agreeing to the amendment. 
All those in favor will signify by saying aye.
    Opposed, no.
    The ayes appear to have it. The ayes have it and the 
amendment is agreed to.
    The next amendment on the roster is an amendment number 3 
by the gentleman from California, Mr. Kuykendall.
    For what purpose does the gentleman seek recognition?
    Mr. Kuykendall. I have an amendment at the desk.
    Chairman Sensenbrenner. The clerk will report the 
amendment.
    The Clerk. Amendment to H.R. 1551, offered by Mr. 
Kuykendall----
    Chairman Sensenbrenner. Without objection, the amendment is 
considered as read and the gentleman from California is 
recognized for 5 minutes.
    [The information follows:]

    Page 6, after line 21, insert the following new section:

SEC. 6. INTERNET AVAILABILITY OF INFORMATION.

    The Administrator of the Federal Aviation Administration shall make 
available through the Internet home page of the Federal Aviation 
Administration the abstracts relating to all research grants and awards 
made with funds authorized by the amendments made by this Act. Nothing 
in this section shall be construed to require or permit the release of 
any information prohibited by law or regulation from being released to 
the public.
    Redesignate subsequent sections accordingly.

    Mr. Kuykendall. Mr. Chairman, the Federal Aviation 
Administration, just like many other executive branch agencies, 
make grants to individuals and to different entities to do 
additional research and support this research. The question in 
this amendment is to make this information available on the 
Internet.
    And, if you had taken a current look today at the FAA's 
Internet web page site, you would have noticed that there are 
two paragraphs mentioning their grant programs, but nothing 
really giving you any great detail about how many dollars, 
where it goes, and what type of issues they address. In fact, 
they even have two points on their opening statements that says 
they encourage and develop civil aeronautics, including new 
aviation technology and another one that says they research and 
develop with respect to a national aerospace system and civil 
aeronautics.
    Clearly, one of their main missions is doing this and we 
need to make the information for these dollars available more 
readily and the Internet is a very appropriate place to do so. 
I would urge the addition of this amendment to the bill.
    Chairman Sensenbrenner. Would the gentleman yield back the 
balance of his time?
    Mr. Kuykendall. I yield back, yes.
    Chairman Sensenbrenner. Any other members seek recognition 
on the Kuykendall amendment?
    Hearing none, the question is on the adoption of the 
amendment. Those in favor will signify by saying aye.
    Opposed, no.
    The ayes appear to have it. The ayes have it and the 
amendment is agreed to.
    Are there further amendments to the bill?
    If not, report language. The gentlewoman from Maryland has 
proposed report language.
    [The information follows:]
Suggested Committee Report Language to H.R. 1551 Offered by Technology 
                           Chairwoman Morella
     Of the amounts authorized to be appropriated for Airport 
Technology projects and activities in FY2000, the Committee intends 
that at least $1,500,000 shall be for obligation for grants or 
cooperative agreements awarded through a competitive, merit-based 
process to carry out research on innovative methods of using concrete 
in the design, construction, rehabilitation, and repair of rigid 
airport pavements. To the extent practicable, the Administrator shall 
consider awards that would ensure industry participation.
     Of the amounts authorized to be appropriated for Airport 
Technology projects and activities in FY2001, the Committee intends 
that at least $2,000,000 shall be for obligation for grants or 
cooperative agreements awarded through a competitive, merit-based 
process to carry out research on innovative methods of using concrete 
in the design, construction, rehabilitation, and repair of rigid 
airport pavements. To the extent practicable, the Administrator shall 
consider awards that would ensure industry participation.

    Mrs. Morella. Thank you, Mr. Chairman. Thank you, sir. In 
complying with the policy of this Committee, I want to offer 
the following suggested Committee report language to accompany 
specific provisions of the en bloc amendment that was accepted 
earlier. And I thank you for accepting it earlier. The 
Technology Subcommittee Ranking Member Barcia has been 
consulted and has agreed to incorporating the language of the 
Committee Report on H.R. 1551. The suggested language, which is 
being distributed, is necessary to allow universities and non-
profit research foundations to compete for merit-based awards 
on concrete pavements research.
    You know, taxpayers spend $2 billion a year on runway 
pavements, construction, and maintenance. Investing today in 
the research to develop longer lasting, more reliable runways 
has the potential to save millions of dollars later. So I 
respectfully submit this as report language from the Ranking 
Member and from myself on behalf of the Subcommittee.
    Chairman Sensenbrenner. Is there any further discussion on 
the report language proposed by the gentlewoman from Maryland 
the gentleman from Michigan?
    If not, the question is on agreeing to the proposed report 
language. Those in favor will say aye.
    Opposed, no.
    The ayes appear to have it. The ayes have it and the report 
language is agreed to.
    Mrs. Morella. Thank you.
    Chairman Sensenbrenner. Further report language? If not, 
the time has come for a motion to report the bill favorably. 
And the Chair recognizes the gentleman from Tennessee.
    Mr. Gordon. Mr. Chairman, I move that the Committee 
favorably report H.R. 1551, as amended, to the House with 
recommendation that the bill, as amended, do pass. Furthermore, 
I move that the staff be instructed to prepare the legislative 
report and make necessary technical and conforming amendments 
and that the Chairman take all the necessary steps to bring the 
bill before the House for consideration.
    Chairman Sensenbrenner. The question is on reporting the 
bill. Is there any discussion on the motion of the gentleman 
from Tennessee?
    Hearing none, the Chair notes the presence of a reporting 
quorum. All those in favor of reporting the bill favorably, 
signify by saying aye.
    Opposed, no.
    The ayes appear to have it. The ayes have it and the bill 
is favorably reported.
    Without objection, the bill will be reported in the form of 
a single amendment in the nature of a substitute, reflecting 
the amendments adopted today. Without objection, the Chair is 
given authority to move the bill to conference pursuant to 
House rules and all members will have two subsequent calendar 
days in which to submit supplemental minority or additional 
views.
    Any objection to any of those? And, hearing none, so 
ordered.

                                


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