[House Report 110-329]
[From the U.S. Government Publishing Office]



110th Congress                                                   Report
                        HOUSE OF REPRESENTATIVES
 1st Session                                                    110-329

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



 
 FEDERAL AVIATION RESEARCH AND DEVELOPMENT REAUTHORIZATION ACT OF 2007

                                _______
                                

 September 17, 2007.--Committed to the Committee of the Whole House on 
            the State of the Union and ordered to be printed

                                _______
                                

Mr. Gordon of Tennessee, from the Committee on Science and Technology, 
                        submitted the following

                              R E P O R T

                        [To accompany H.R. 2698]

      [Including cost estimate of the Congressional Budget Office]

    The Committee on Science and Technology, to whom was 
referred the bill (H.R. 2698) to authorize appropriations for 
the civil aviation research and development projects and 
activities of the Federal Aviation Administration, 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............................................11
 III. Background and Need for the Legislation........................11
  IV. Hearing Summaries..............................................12
   V. Committee Actions..............................................15
  VI. Summary of Major Provisions of the Bill, As Reported...........15
 VII. Section-by-Section Analysis (by Title and Section), As Reported15
VIII. Committee View.................................................18
  IX. Cost Estimate..................................................23
   X. Congressional Budget Office Cost Estimate......................23
  XI. Compliance with Public Law 104-4...............................25
 XII. Committee Oversight Findings and Recommendations...............25
XIII. Statement on General Performance Goals and Objectives..........25
 XIV. Constitutional Authority Statement.............................25
  XV. Federal Advisory Committee Statement...........................25
 XVI.  Congressional Accountability Act..............................25
XVII.  Earmark Identification........................................25
XVIII. Statement on Preemption of State, Local, or Tribal Law........26

 XIX.  Changes in Existing Law Made by the Bill, as Reported.........26
  XX.  Committee Recommendations.....................................36
 XXI.  Proceedings of the Subcommittee Markup........................37
XXII.  Proceedings of the Full Committee Markup......................87
XXIII. Letters of Exchange from Transportation Infrastructure Commit153


                              I. Amendment

  The amendment is as follows:
  Strike all after the enacting clause and insert the 
following:

SECTION 1. SHORT TITLE.

  This Act may be cited as the ``Federal Aviation Research and 
Development Reauthorization Act of 2007''.

SEC. 2. DEFINITIONS.

  As used in this Act--
          (1) the term ``Administrator'' means the Administrator of the 
        Federal Aviation Administration;
          (2) the term ``Director'' means the Director of the Joint 
        Planning and Development Office;
          (3) the term ``FAA'' means the Federal Aviation 
        Administration;
          (4) the term ``NASA'' means the National Aeronautics and 
        Space Administration;
          (5) the term ``National Research Council'' means the National 
        Research Council of the National Academies of Science and 
        Engineering;
          (6) the term ``NOAA'' means the National Oceanic and 
        Atmospheric Administration;
          (7) the term ``NSF'' means the National Science Foundation;
          (8) the term ``Office'' means the Next Generation Air 
        Transportation System Joint Planning and Development Office; 
        and
          (9) the term ``Secretary'' means the Secretary of 
        Transportation.

SEC. 3. AUTHORIZATION OF APPROPRIATIONS.

  Section 48102(a) of title 49, United States Code, is amended--
          (1) in paragraph (11)(L), by striking ``and'';
          (2) in paragraph (12)(L), by striking the period and 
        inserting a semicolon; and
          (3) by adding at the end the following new paragraphs:
          ``(13) for fiscal year 2008, $335,191,000, including--
                  ``(A) $7,350,000 for fire research and safety;
                  ``(B) $4,086,000 for propulsion and fuel systems;
                  ``(C) $2,713,000 for advanced materials and 
                structural safety;
                  ``(D) $3,574,000 for atmospheric hazards and digital 
                system safety;
                  ``(E) $14,931,000 for aging aircraft;
                  ``(F) $2,202,000 for aircraft catastrophic failure 
                prevention research;
                  ``(G) $14,651,000 for flightdeck maintenance, system 
                integration, and human factors;
                  ``(H) $9,517,000 for aviation safety risk analysis;
                  ``(I) $15,254,000 for air traffic control, technical 
                operations, and human factors;
                  ``(J) $6,780,000 for aeromedical research;
                  ``(K) $19,888,000 for weather programs;
                  ``(L) $6,310,000 for unmanned aircraft systems 
                research;
                  ``(M) $18,100,000 for the Next Generation Air 
                Transportation System Joint Planning and Development 
                Office;
                  ``(N) $13,755,000 for wake turbulence;
                  ``(O) $20,469,000 for environment and energy;
                  ``(P) $1,184,000 for system planning and resource 
                management;
                  ``(Q) $3,415,000 for the William J. Hughes Technical 
                Center Laboratory Facility;
                  ``(R) $74,200,000 for the Center for Advanced 
                Aviation System Development;
                  ``(S) $2,000,000 for the Airport Cooperative Research 
                Program--capacity;
                  ``(T) $3,000,000 for the Airport Cooperative Research 
                Program--environment;
                  ``(U) $5,000,000 for the Airport Cooperative Research 
                Program--safety;
                  ``(V) $3,600,000 for GPS civil requirements;
                  ``(W) $5,000,000 for runway incursion reduction;
                  ``(X) $6,500,000 for system capacity, planning, and 
                improvement;
                  ``(Y) $3,000,000 for operations concept validation;
                  ``(Z) $1,000,000 for NAS weather requirements;
                  ``(AA) $4,000,000 for the Airspace Management Lab;
                  ``(BB) $5,000,000 for airspace redesign;
                  ``(CC) $4,000,000 for wind profiling and weather 
                research, Juneau;
                  ``(DD) $1,000,000 for the Local Area Augmentation 
                System (LAAS);
                  ``(EE) $15,000,000 for Safe Flight 21, Alaska 
                Capstone;
                  ``(FF) $20,000,000 for NextGen demonstration;
                  ``(GG) $8,907,000 for airports technology research--
                capacity;
                  ``(HH) $9,805,000 for airports technology research--
                safety;
          ``(14) for fiscal year 2009, $481,554,000, including--
                  ``(A) $8,457,000 for fire research and safety;
                  ``(B) $4,050,000 for propulsion and fuel systems;
                  ``(C) $2,686,000 for advanced materials and 
                structural safety;
                  ``(D) $3,568,000 for atmospheric hazards and digital 
                system safety;
                  ``(E) $14,683,000 for aging aircraft;
                  ``(F) $2,158,000 for aircraft catastrophic failure 
                prevention research;
                  ``(G) $37,499,000 for flightdeck maintenance, system 
                integration, and human factors;
                  ``(H) $8,349,000 for aviation safety risk analysis;
                  ``(I) $15,323,000 for air traffic control, technical 
                operations, and human factors;
                  ``(J) $6,932,000 for aeromedical research;
                  ``(K) $22,336,000 for weather program;
                  ``(L) $6,738,000 for unmanned aircraft systems 
                research;
                  ``(M) $18,100,000 for the Next Generation Air 
                Transportation System Joint Planning and Development 
                Office;
                  ``(N) $11,560,000 for wake turbulence;
                  ``(O) $35,039,000 for environment and energy;
                  ``(P) $1,847,000 for system planning and resource 
                management;
                  ``(Q) $3,548,000 for the William J. Hughes Technical 
                Center Laboratory Facility;
                  ``(R) $85,000,000 for Center for Advanced Aviation 
                System Development;
                  ``(S) $5,000,000 for the Airport Cooperative Research 
                Program--capacity;
                  ``(T) $5,000,000 for the Airport Cooperative Research 
                Program--environment;
                  ``(U) $5,000,000 for the Airport Cooperative Research 
                Program--safety;
                  ``(V) $3,469,000 for GPS civil requirements;
                  ``(W) $5,000,000 for runway incursion reduction;
                  ``(X) $6,500,000 for system capacity, planning and 
                improvement;
                  ``(Y) $3,000,000 for Operations Concept Validation;
                  ``(Z) $1,000,000 for NAS weather requirements;
                  ``(AA) $4,000,000 for the Airspace Management Lab;
                  ``(BB) $3,000,000 for airspace redesign;
                  ``(CC) $20,000,000 for Safe Flight 21, Alaska 
                Capstone;
                  ``(DD) $12,000,000 for NextGen demonstration;
                  ``(EE) $102,000,000 for NextGen system development;
                  ``(FF) $8,907,000 for airports technology research--
                capacity;
                  ``(GG) $9,805,000 for airports technology research--
                safety;
          ``(15) for fiscal year 2010, $486,502,000, including--
                  ``(A) $8,546,000 for fire research and safety;
                  ``(B) $4,075,000 for propulsion and fuel systems;
                  ``(C) $2,700,000 for advanced materials and 
                structural safety;
                  ``(D) $3,608,000 for atmospheric hazards and digital 
                system safety;
                  ``(E) $14,688,000 for aging aircraft;
                  ``(F) $2,153,000 for aircraft catastrophic failure 
                prevention research;
                  ``(G) $36,967,000 for flightdeck maintenance, system 
                integration, and human factors;
                  ``(H) $8,334,000 for aviation safety risk analysis;
                  ``(I) $15,471,000 for air traffic control, technical 
                operations, and human factors;
                  ``(J) $7,149,000 for aeromedical research;
                  ``(K) $23,286,000 for weather program;
                  ``(L) $6,236,000 for unmanned aircraft systems 
                research;
                  ``(M) $18,100,000 for the Next Generation Air 
                Transportation System Joint Planning and Development 
                Office;
                  ``(N) $11,412,000 for wake turbulence;
                  ``(O) $34,678,000 for environment and energy;
                  ``(P) $1,827,000 for system planning and resource 
                management;
                  ``(Q) $3,644,000 for William J. Hughes Technical 
                Center Laboratory Facility;
                  ``(R) $90,000,000 for the Center for Advanced 
                Aviation System Development;
                  ``(S) $5,000,000 for the Airport Cooperative Research 
                Program--capacity;
                  ``(T) $5,000,000 for the Airport Cooperative Research 
                Program--environment;
                  ``(U) $5,000,000 for the Airport Cooperative Research 
                Program--safety;
                  ``(V) $3,416,000 for GPS civil requirements;
                  ``(W) $5,000,000 for runway incursion reduction;
                  ``(X) $6,500,000 for system capacity, planning and 
                improvement;
                  ``(Y) $3,000,000 for operations concept validation;
                  ``(Z) $1,000,000 for NAS weather requirements;
                  ``(AA) $4,000,000 for the Airspace Management Lab;
                  ``(BB) $3,000,000 for airspace redesign;
                  ``(CC) $20,000,000 for Safe Flight 21, Alaska 
                Capstone;
                  ``(DD) $12,000,000 for NextGen demonstration;
                  ``(EE) $102,000,000 for NextGen system development;
                  ``(FF) $8,907,000 for airports technology research--
                capacity;
                  ``(GG) $9,805,000 for airports technology research--
                safety; and
          ``(16) for fiscal year 2011, $514,832,000, including--
                  ``(A) $8,815,000 for fire research and safety;
                  ``(B) $4,150,000 for propulsion and fuel systems;
                  ``(C) $2,747,000 for advanced materials and 
                structural safety;
                  ``(D) $3,687,000 for atmospheric hazards and digital 
                system safety;
                  ``(E) $14,903,000 for aging aircraft;
                  ``(F) $2,181,000 for aircraft catastrophic failure 
                prevention research;
                  ``(G) $39,245,000 for flightdeck maintenance, system 
                integration and human factors;
                  ``(H) $8,446,000 for aviation safety risk analysis;
                  ``(I) $15,715,000 for air traffic control, technical 
                operations, and human factors;
                  ``(J) $7,390,000 for aeromedical research;
                  ``(K) $23,638,000 for weather program;
                  ``(L) $6,295,000 for unmanned aircraft systems 
                research;
                  ``(M) $18,100,000 for the Next Generation Air 
                Transportation System Joint Planning and Development 
                Office;
                  ``(N) $11,471,000 for wake turbulence;
                  ``(O) $34,811,000 for environment and energy;
                  ``(P) $1,836,000 for system planning and resource 
                management;
                  ``(Q) $3,758,000 for William J. Hughes Technical 
                Center Laboratory Facility;
                  ``(R) $114,000,000 for Center for Advanced Aviation 
                System Development;
                  ``(S) $5,000,000 for the Airport Cooperative Research 
                Program--capacity;
                  ``(T) $5,000,000 for the Airport Cooperative Research 
                Program--environment;
                  ``(U) $5,000,000 for the Airport Cooperative Research 
                Program--safety;
                  ``(V) $3,432,000 for GPS civil requirements;
                  ``(W) $2,000,000 for runway incursion reduction;
                  ``(X) $6,500,000 for system capacity, planning and 
                improvement;
                  ``(Y) $3,000,000 for operations concept validation;
                  ``(Z) $1,000,000 for NAS weather requirements;
                  ``(AA) $4,000,000 for the Airspace Management Lab;
                  ``(BB) $3,000,000 for airspace redesign;
                  ``(CC) $20,000,000 for Safe Flight 21, Alaska 
                Capstone;
                  ``(DD) $12,000,000 for NextGen demonstration;
                  ``(EE) $105,000,000 for NextGen system development;
                  ``(FF) $8,907,000 for airports technology research--
                capacity;
                  ``(GG) $9,805,000 for airports technology research--
                safety.''.

SEC. 4. NEXT GENERATION AIR TRANSPORTATION SYSTEM JOINT PLANNING AND 
                    DEVELOPMENT OFFICE.

  (a) Status of Director and Responsibilities of Office.--Section 709 
of the Vision 100--Century of Aviation Reauthorization Act (49 U.S.C. 
40101 note) is amended--
          (1) in subsection (a)--
                  (A) in paragraph (1), by adding at the end the 
                following: ``The head of the Office shall be the 
                Director. The Director shall report to the 
                Administrator of the Federal Aviation Administration 
                and shall serve as Associate Administrator for the Next 
                Generation Air Transportation System, and shall be a 
                voting member and co-chair of the Joint Resources 
                Council.'';
                  (B) by amending paragraph (2)(C) to read as follows:
                  ``(C) creating a transition plan for the 
                implementation of that system that includes date-
                specific milestones for the implementation of new 
                capabilities into the national airspace system;'';
                  (C) in paragraph (2)(G), by striking ``; and'' and 
                inserting a semicolon;
                  (D) in paragraph (2)(H), by striking the period at 
                the end and inserting ``; and'';
                  (E) by adding at the end of paragraph (2) the 
                following:
                  ``(I) establishing specific quantitative goals for 
                the safety, capacity, efficiency, performance, and 
                environmental impacts of each phase of Next Generation 
                Air Transportation System implementation activities and 
                measuring actual operational experience against those 
                goals, taking into account noise pollution reduction 
                concerns of affected communities to the greatest extent 
                practicable in establishing the environmental goals;
                  ``(J) working to ensure global interoperability of 
                the Next Generation Air Transportation System;
                  ``(K) integrating aviation weather information and 
                space weather information into the Next Generation Air 
                Transportation System as soon as possible;
                  ``(L) overseeing, with the Administrator, the 
                selection of products or outcomes of research and 
                development activities that would be moved to the next 
                stage of a demonstration project through the Joint 
                Resources Council;
                  ``(M) maintaining a baseline modeling and simulation 
                environment for testing and evaluating alternative 
                concepts to satisfy Next Generation Air Transportation 
                enterprise architecture requirements; and
                  ``(N) pursuing the integration of unmanned aircraft 
                systems into the national airspace system through 
                research and demonstration programs under the auspices 
                of a public and private partnership.''; and
          (2) in subsection (e), by striking ``2010'' and inserting 
        ``2011''.
  (b) Accountability.--Section 709(a) is further amended--
          (1) in paragraph (3), by inserting ``(A)'' after the 
        paragraph designation; and
          (2) by adding at the end of paragraph (3) the following:
  ``(B) The Administrator, the Secretary of Defense, the Administrator 
of NASA, the Secretary of Commerce, the Secretary of Homeland Security, 
and the head of any other Department or Federal agency from which the 
Secretary of Transportation requests assistance under paragraph (A) 
shall designate a senior official in the department or agency to be 
responsible for--
          ``(i) implementing the department's or agency's Next 
        Generation Air Transportation System activities with the 
        Office, including the execution of all aspects of the 
        department's or agency's work on developing and implementing 
        the integrated plan described in section 709(2)(A); and
          ``(ii) ensuring that the department or agency meets its 
        obligations as set forth in the memorandum of understanding 
        executed by or on behalf of the department or agency under 
        subparagraph (D).
  ``(C) The head of any such department or agency shall--
          ``(i) establish an office within the department or agency to 
        carry out its responsibilities under the memorandum of 
        understanding under the supervision of the designated official; 
        and
          ``(ii) ensure that the designated official has sufficient 
        budgetary authority and staff resources to carry out the 
        department's or agency's Next Generation Air Transportation 
        System responsibilities as set forth in the integrated plan 
        under section 709(b).
  ``(D) Not later than 6 months after the date of enactment of the 
Federal Aviation Research and Development Reauthorization Act of 2007, 
the head of each department or agency that has responsibility for 
carrying out any activity under the integrated plan under section 
709(b) shall execute a memorandum of understanding with the Office 
obligating that department or agency to carry out those activities.''.
  (c) Integrated Plan.--Section 709(b) of the Vision 100--Century of 
Aviation Reauthorization Act (49 U.S.C. 40101 note) is amended--
          (1) by striking the first sentence and inserting ``The 
        integrated plan shall be designed to ensure that the Next 
        Generation Air Transportation System meets anticipated future 
        air transportation safety, security, mobility, efficiency, and 
        capacity needs and accomplishes the goals under subsection 
        (c).'';
          (2) in paragraph (3)(C), by striking ``; and'' and inserting 
        a semicolon;
          (3) in paragraph (4) by striking the period and inserting a 
        semicolon; and
          (4) by adding at the end the following:
          ``(5) Date-specific timetables for the partial and complete 
        implementation of planned Next Generation Air Transportation 
        System capabilities, including but not limited to Automated 
        Dependent Surveillance-Broadcast, Unmanned Aircraft Systems 
        operations, Next Generation Enabled Weather system, Next 
        Generation Data Communications, NAS Voice Switch, System Wide 
        Information Management system, and space weather information, 
        and including any necessary certification activities, and 
        including an evaluation of the costs and benefits of 
        accelerating any of the implementation and certification 
        timetables;
          ``(6) Identification of planned demonstration projects and 
        date-specific timetables for the conduct of the demonstration 
        projects and subsequent certification activities and an 
        evaluation of the costs and benefits of accelerating any of the 
        demonstration projects and certification activities;
          ``(7) Date-specific timetables for meeting the environmental 
        requirements identified in subsection (I); and
          ``(8) Identification, on an annual basis, of each entity that 
        will be responsible for each component of any research, 
        development, or implementation activity.''.
  (d) Annual Report.--Section 709(d) of the Vision 100--Century of 
Aviation Reauthorization Act (49 U.S.C. 40101 note) is amended to read 
as follows:
  ``(d) Annual Reports.--The Director of the Office shall transmit a 
report annually to the Committee on Science and Technology and the 
Committee on Transportation and Infrastructure of the House of 
Representatives and the Committee on Commerce, Science, and 
Transportation of the Senate at the time of the President's budget 
request describing the progress in carrying out the plan required under 
subsection (b) and any changes to that plan. The annual report shall 
include--
          ``(1) the updated integrated plan developed under subsection 
        (b);
          ``(2) a detailed description of the progress made in carrying 
        out the integrated plan and any changes made to that plan since 
        the previous annual report, and identifying any changes 
        resulting from funding shortfalls or limitations set by the 
        Office of Management and Budget;
          ``(3) any deviation from previously established development 
        and implementation milestones, the reasons for the deviation, 
        and the impact of the deviation;
          ``(4) the relevant programs and activities for the previous 
        fiscal year and the proposed programs and activities under the 
        President's budget request, of each participating Federal 
        agency and department; and
          ``(5) the levels of funding for each participating Federal 
        agency and department devoted to the programs and activities in 
        paragraph (4) for the previous fiscal year and under the 
        President's budget request.''.
  (e) Senior Policy Committee.--Section 710(a) of the Vision 100--
Century of Aviation Reauthorization Act (49 U.S.C. 40101 note) is 
amended in the last sentence by inserting ``, and shall meet at least 
four times each year'' before the period.
  (f) Budget Preparation.--
          (1) Each Federal agency and department participating in the 
        office shall, as part of its annual request for appropriations 
        to the Office of Management and Budget, submit a report to the 
        Office of Management and Budget which--
                  (A) identifies each element of its work program which 
                contributes directly to Next Generation Air 
                Transportation System initiative; and
                  (B) states the portion of its request for 
                appropriations that is allocated to each such element.
          (2) The Office of Management and Budget shall review each 
        such report in light of the goals, priorities, and agency and 
        departmental responsibilities set forth in the annual report 
        submitted under the amendment made by subsection (d), and shall 
        include, in the President's annual budget estimate, a statement 
        of the portion of each appropriate agency's or department's 
        annual budget estimate relating to its activities undertaken 
        pursuant to the Next Generation Air Transportation System 
        initiative.
  (g) Contingency Planning.--The Director shall, as part of the design 
of the Next Generation Air Transportation System, develop contingency 
plans for dealing with the degradation of the Next Generation Air 
Transportation System in the event of a natural disaster, major 
equipment failure, or act of terrorism.
  (h) Environmental Research.--The Director shall establish 
environmental objectives for noise, emissions, and energy consumption 
to be satisfied in the Next Generation Air Transportation System 
through a combination of technologies and operational procedures. The 
Director shall assign primary responsibility for the research, 
development, and demonstration of the applicable technologies in a 
relevant environment to NASA and primary responsibility for 
demonstration of optimized operational procedures to the FAA.
  (i) Government Accountability Office Assessment and Report.--
          (1) Scope.--The Comptroller General shall assess compliance 
        with the requirements of section 709 of the Vision 100--Century 
        of Aviation Reauthorization Act (49 U.S.C. 40101 note) to 
        determine--
                  (A) the effectiveness of the Next Generation Air 
                Transportation System Joint Planning and Development 
                Office in meeting the deadlines and milestones of the 
                integrated plan under that section; and
                  (B) the adequacy and effectiveness of the memoranda 
                of understanding executed by Federal departments and 
                agencies under that section.
          (2) Report.--Not later than 270 days after the date of 
        enactment of this Act, and annually thereafter until the Next 
        Generation Air Transportation System is fully operational, the 
        Comptroller General shall transmit a report to the Committee on 
        Science and Technology and the Committee on Transportation and 
        Infrastructure of the House of Representatives and the 
        Committee on Commerce, Science, and Transportation of the 
        Senate containing the Comptroller General's findings, 
        conclusions and recommendations related to the assessment in 
        paragraph (1).
  (j) Unmanned Aircraft Systems.--
          (1) Research initiative.--
                  (A) Improved manned and unmanned aircraft.--Section 
                44504 of title 49, United States Code, is amended--
                          (i) in subsection (a), by inserting 
                        ``unmanned and manned'' after ``improve'';
                          (ii) in subsection (b)(6), by striking 
                        ``and'' after the semicolon;
                          (iii) in subsection (b)(7) by striking the 
                        period and inserting ``; and''; and
                          (iv) by adding at the end of subsection (b) 
                        the following:
          ``(8) in conjunction with other Federal agencies as 
        appropriate, to develop technologies and methods to assess the 
        risk of and prevent defects, failures, and malfunctions of 
        products, parts, and processes, for use in all classes of 
        unmanned aircraft systems that could result in a catastrophic 
        failure of the unmanned aircraft that would endanger other 
        aircraft in the national airspace system.''.
                  (B) Systems, procedures, facilities, and devices.--
                Section 44505(b) of such title is amended--
                          (i) in paragraph (4), by striking ``and'' 
                        after the semicolon;
                          (ii) in paragraph (5)(C), by striking the 
                        period and inserting a semicolon; and
                          (iii) by adding at the end of subsection (b) 
                        the following:
          ``(6) to develop a better understanding of the relationship 
        between human factors and unmanned aircraft systems safety; and
          ``(7) to develop dynamic simulation models for integrating 
        all classes of unmanned aircraft systems into the national 
        airspace system without any degradation of existing levels of 
        safety for all national airspace system users.''.
          (2) Roadmap.--Not later than 90 days after the date of 
        enactment of this Act, the Administrator shall develop and 
        transmit an unmanned aircraft systems research, development, 
        demonstration and implementation ``roadmap'' to the Committee 
        on Science and Technology of the House of Representatives and 
        the Committee on Commerce, Science, and Transportation of the 
        Senate.
          (3) Independent assessment.--
                  (A) In general.--Not later than 3 months after the 
                date of enactment of this Act, the Administrator shall 
                enter into an arrangement with the National Research 
                Council for an assessment of the status of unmanned 
                aircraft systems that shall include consideration of--
                          (i) human factors regarding unmanned aircraft 
                        systems operation;
                          (ii) ``detect, sense and avoid technologies'' 
                        with respect to both cooperative and non-
                        cooperative aircraft;
                          (iii) spectrum issues and bandwidth 
                        requirements;
                          (iv) operation in suboptimal winds and 
                        adverse weather conditions;
                          (v) mechanisms for communicating unmanned 
                        aircraft system location;
                          (vi) airworthiness and system redundancy;
                          (vii) flight termination systems for safety 
                        and security;
                          (viii) technologies for unmanned aircraft 
                        systems flight control;
                          (ix) technologies for unmanned aircraft 
                        systems propulsion;
                          (x) unmanned aircraft systems operator 
                        qualifications, medical standards, and training 
                        requirements;
                          (xi) unmanned aircraft systems maintenance 
                        requirements and training requirements;
                          (xii) any other unmanned aircraft systems-
                        related issue the Administrator believes should 
                        be addressed; and
                          (xiii) recommendations for integrating 
                        unmanned aircraft systems into the national 
                        airspace system in a timely manner without any 
                        degradation of existing levels of safety for 
                        all national airspace system users.
                  (B) Report.--Not later than 12 months after 
                initiating the study, the National Academy shall submit 
                its report to the Administrator, the Senate Committee 
                on Commerce, Science, and Transportation, and the House 
                of Representatives Committee on Science and Technology 
                containing its finding and recommendations.
          (4) Pilot projects for transitioning research and development 
        results.--
                  (A) In general.--The Administrator shall establish 
                pilot projects in sparsely populated, low-density Class 
                G air traffic airspace to conduct experiments and 
                collect data in order to accelerate the safe 
                integration of unmanned aircraft systems into the 
                national airspace system without any degradation of 
                existing levels of safety for all national airspace 
                system users.
                  (B) Use of public-private partnership.--In conducting 
                the pilot projects, the Administrator shall encourage 
                the formation of a public-private partnership.
                  (C) Report.--Not later than 90 days after completing 
                the pilot projects, the Administrator shall transmit a 
                report to the Committee on Science and Technology of 
                the House of Representatives and the Committee on 
                Commerce, Science, and Transportation of the Senate, 
                setting forth the Administrator's findings and 
                conclusions concerning the projects.
                  (D) Authorization of appropriations.--There is 
                authorized to be appropriated to the Administrator for 
                fiscal years 2008 and 2009 such sums as may be 
                necessary to carry out the pilot projects under this 
                paragraph.

SEC. 5. INTERAGENCY RESEARCH INITIATIVE ON THE IMPACT OF AVIATION ON 
                    THE CLIMATE.

  (a) In General.--The Administrator, in coordination with NASA and the 
United States Climate Change Science Program, shall establish a 
research initiative to assess the impact of aviation on the climate 
and, if warranted, to evaluate approaches to mitigate that impact.
  (b) Research Plan.--Not later than 1 year after the date of enactment 
of this Act, the participating Federal entities shall jointly develop a 
plan for the research program that contains the objectives, proposed 
tasks, milestones, and 5-year budgetary profile.
  (c) Review.--The Administrator shall have the National Research 
Council conduct an independent review of the interagency research 
program plan and provide the results of that review to the Committee on 
Science and Technology of the House of Representatives and the 
Committee on Commerce, Science, and Transportation of the Senate not 
later than 18 months after the date of enactment of this Act.
  (d) Authorization of Appropriations.--There is authorized to be 
appropriated $2,000,000 for fiscal year 2008, and $5,000,000 in each of 
the fiscal years 2009 through 2011, for the interagency research 
program established under this section.

SEC. 6. RESEARCH PROGRAM ON RUNWAYS.

  (a) Establishment of Research Program.--The Administrator shall 
establish a program of research grants to universities and non-profit 
research foundations for research and technology demonstrations related 
to--
          (1) improved runway surfaces; and
          (2) engineered material restraining systems for runways at 
        both general aviation airports and airports with commercial air 
        carrier operations.
  (b) Authorization of Appropriations.--There is authorized to be 
appropriated $5,000,000 for each of the fiscal years 2008 through 2011 
to carry out this section.

SEC. 7. RESEARCH ON DESIGN FOR CERTIFICATION.

  (a) Joint Program.--Not later than 6 months after the date of 
enactment of this Act, the FAA and NASA shall establish a joint 
research program on methods to improve both confidence in and the 
timeliness of certification of new technologies for their introduction 
into the national airspace system.
  (b) Research Plan.--Not later than 1 year after the date of enactment 
of this Act, as part of the activity described in subsection (a), the 
FAA and NASA shall jointly develop a plan for the research program that 
contains the objectives, proposed tasks, milestones, and five-year 
budgetary profile.
  (c) Review.--The Administrator shall have the National Research 
Council conduct an independent review of the joint research program 
plan and provide the results of that review to the Committee on Science 
and Technology of the House of Representatives and the Committee on 
Commerce, Science, and Transportation of the Senate not later than 18 
months after the date of enactment of this Act.

SEC. 8. CENTERS OF EXCELLENCE.

  (a) Amendment.--Section 44513(f) of title 49, United States Code, is 
amended to read as follows:
  ``(f) Government's Share of Costs.--The United States Government's 
share of establishing and operating the center and all related research 
activities that grant recipients carry out shall not exceed 75 percent 
of the costs. The United States Government's share of an individual 
grant under this section shall not exceed 90 percent of the costs.''.
  (b) Annual Report.--The Administrator shall transmit a report 
annually to the Committee on Science and Technology of the House of 
Representatives and the Committee on Commerce, Science, and 
Transportation of the Senate at the time of the President's budget 
request that lists--
          (1) the research projects that have been initiated by each 
        Center of Excellence in the preceding year;
          (2) the amount of funding for each research project and the 
        funding source;
          (3) the institutions participating in each project and their 
        shares of the overall funding for each research project; and
          (4) the level of cost-sharing for each research project.

SEC. 9. AIRPORT COOPERATIVE RESEARCH PROGRAM.

  Section 44511(f) of title 49, United States Code, is amended--
          (1) in paragraph (1), by striking ``establish a 4-year 
        pilot'' and inserting ``maintain an''; and
          (2) in paragraph (4)--
                  (A) by striking ``expiration of the program'' and 
                inserting ``expiration of the pilot program''; and
                  (B) by striking ``program, including recommendations 
                as to the need for establishing a permanent airport 
                cooperative research program'' and inserting 
                ``program''.

SEC. 10. RESEARCH GRANTS PROGRAM INVOLVING UNDERGRADUATE STUDENTS.

  (a) In General.--The Administrator shall establish a program to 
utilize colleges and universities, including Historically Black 
Colleges and Universities, Hispanic Serving Institutions, tribally 
controlled colleges and universities, and Alaska Native and Native 
Hawaiian serving institutions in conducting research by undergraduate 
students on subjects of relevance to the FAA. Grants may be awarded 
under this section for--
          (1) research projects to be carried out primarily by 
        undergraduate students;
          (2) research projects that combine undergraduate research 
        with other research supported by the FAA;
          (3) research on future training requirements related to 
        projected changes in regulatory requirements for aircraft 
        maintenance and power plant licensees; and
          (4) research on the impact of new technologies and 
        procedures, particularly those related to aircraft flight deck 
        and air traffic management functions, and on training 
        requirements for pilots and air traffic controllers.
  (b) Authorization of Appropriations.--There is authorized to be 
appropriated $5,000,000 for each of the fiscal years 2008 through 2011, 
for research grants under this section.

SEC. 11. BUDGET FORMULATION.

  Section 48102 of title 49, United States Code, is amended by 
inserting after subsection (f) the following new subsection:
  ``(g) Budget Formulation.--(1) 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.
  ``(2) The budget request specified in paragraph (1) shall be 
submitted to the Committee on Science and Technology and the Committee 
on Transportation and Infrastructure of the House of Representatives 
and the Committee on Commerce, Science, and Transportation of the 
Senate at the same time as the President's Budget Request is submitted 
to the Congress.''.

SEC. 12. RESEARCH PROGRAM ON SPACE WEATHER AND AVIATION.

  (a) Establishment.--The Administrator of the Federal Aviation 
Administration shall, in coordination with the National Science 
Foundation, National Aeronautics and Space Administration, National 
Oceanic and Atmospheric Administration, and other relevant agencies, 
initiate a research program to--
          (1) conduct or supervise research projects on impacts of 
        space weather to aviation, including communication, navigation, 
        avionic systems, and on airline passengers and personnel; and
          (2) facilitate the transfer of technology from space weather 
        research programs to Federal agencies with operational 
        responsibilities and to the private sector.
  (b) Use of Grants or Cooperative Agreements.--The Administrator may 
use grants or cooperative agreements in carrying out this section.
  (c) Authorization of Appropriations.--In addition to amounts 
authorized to be appropriated by the amendments made by this Act, there 
is authorized to be appropriated $1,000,000 for each of the fiscal 
years 2008 through 2011 to carry out this section.

SEC. 13. AVIATION GAS RESEARCH AND DEVELOPMENT PROGRAM.

  (a) Continuation of Program.--The Administrator, in coordination with 
the NASA Administrator, shall continue research and development 
activities into technologies for modification of existing general 
aviation piston engines to enable their safe operation using unleaded 
aviation fuel.
  (b) Roadmap.--Not later than 120 days of the enactment of this Act, 
the Administrator shall develop a research and development roadmap for 
the program continued in subsection (a), containing the specific 
research and development objectives and anticipated timetable for 
achieving the objectives.
  (c) Report.--Not later than 130 days of the enactment of this Act, 
the Administrator shall provide the roadmap specified in subsection (b) 
to the Committee on Science and Technology of the House of 
Representatives and the Committee on Commerce, Science, and 
Transportation of the Senate.
  (d) Authorization of Appropriations.--There is authorized to be 
appropriated $750,000 for each of the fiscal years 2008 through 2010, 
to carry out this section.

SEC. 14. RESEARCH REVIEWS AND ASSESSMENTS.

  (a) Review of FAA's Energy- and Environment-Related Research 
Programs.--
          (1) Study.--The Administrator shall enter into an arrangement 
        with the National Research Council for a review of the FAA's 
        energy- and environment-related research program. The review 
        shall assess whether--
                  (A) the programs have well-defined, prioritized, and 
                appropriate research objectives;
                  (B) the program are properly coordinated with the 
                energy- and environment-related research programs of 
                NASA, NOAA, and other relevant agencies;
                  (C) the program have allocated appropriate resources 
                to each of the research objectives; and
                  (D) there exist suitable mechanisms for transitioning 
                the research results into the FAA's operational 
                technologies and procedures and certification 
                activities.
          (2) Report.--A report containing the results of the review 
        shall be provided to the Committee on Science and Technology of 
        the House of Representatives and the Committee on Commerce, 
        Science, and Transportation of the Senate within eighteen 
        months of the enactment of this Act.
  (b) Assessment of the Impact of Space Weather on Aviation.--
          (1) Study.--The Administrator shall enter into an arrangement 
        with the National Research Council for a study of the impacts 
        of space weather on the current and future United States 
        aviation industry, and in particular, to examine the risks for 
        Over-The-Pole (OTP) and Ultra-Long-Range (ULR) operations. The 
        study shall--
                  (A) examine space weather impacts on at least the 
                following areas: communications, navigation, avionics, 
                and human health in flight;
                  (B) assess the benefits of space weather information 
                and services to reduce aviation costs and maintain 
                safety;
                  (C) provide recommendations on how NASA, NOAA, and 
                the NSF can most effectively carry out research and 
                monitoring activities related to space weather and 
                aviation; and
                  (D) provide recommendations on how to integrate space 
                weather information into the Next Generation Air 
                Transportation System.
          (2) Report.--A report containing the results of the study 
        shall be provided to the Committee on Science and Technology of 
        the House of Representatives and the Committee on Commerce, 
        Science, and Transportation of the Senate not later than 1 year 
        after the date of enactment of this Act.

SEC. 15. REVIEW OF FAA'S AVIATION SAFETY-RELATED RESEARCH PROGRAMS.

  (a) Review.--The Administrator shall enter into an arrangement with 
the National Research Council for an independent review of the FAA's 
aviation safety-related research programs. The review shall assess 
whether--
          (1) the programs have well-defined, prioritized, and 
        appropriate research objectives;
          (2) the programs are properly coordinated with the safety 
        research programs of NASA and other relevant Federal agencies;
          (3) the programs have allocated appropriate resources to each 
        of the research objectives; and
          (4) there exist suitable mechanisms for transitioning the 
        research results from the programs into the FAA's operational 
        technologies and procedures and certification activities in a 
        timely manner.
  (b) Aviation Safety-Related Research Programs to Be Assessed.--The 
FAA aviation safety-related research programs to be assessed under the 
review shall include, at a minimum, the following:
          (1) Air traffic control/technical operations human factors.
          (2) Runway incursion reduction.
          (3) Flightdeck/maintenance system integration human factors.
          (4) Airports technology research--safety.
          (5) Airport cooperative research program--safety.
          (6) Weather program.
          (7) Atmospheric hazards/digital system safety.
          (8) Fire research and safety.
          (9) Propulsion and fuel systems.
          (10) Advanced materials/structural safety.
          (11) Aging aircraft.
          (12) Aircraft catastrophic failure prevention research.
          (13) Aeromedical research.
          (14) Aviation safety risk analysis.
          (15) Unmanned aircraft systems research.
          (16) Safe Flight 21--Alaska Capstone.
  (c) Report.--Not later than 14 months after the date of enactment of 
this Act, the Administrator shall submit to the Committee on Science 
and Technology of the House of Representatives and the Committee on 
Commerce, Science, and Transportation of the Senate a report on the 
results of the review.
  (d) Authorization of Appropriations.--In addition to amounts 
authorized to be appropriated by the amendments made by this Act, there 
is authorized to be appropriated $700,000 for fiscal year 2008 to carry 
out this section.

                        II. Purpose of the Bill

    The purpose of the bill is to reauthorize appropriations 
for the Federal Aviation Administration's research and 
development programs for fiscal years 2008, 2009, 2010, and 
2011 and to clarify responsibilities and activities of the Next 
Generation Air Transportation System's Joint Planning and 
Development Office; amend provisions related to FAA's Centers 
of Excellence; establish an interagency initiative on the 
impact of aviation on the climate; authorize a runway research 
program; extend the Airport Cooperative Research Program; and 
authorize a number of other R&D initiatives. The funds 
authorized by this Act are aimed at improving the safety, 
capacity, and efficiency of the nation's air transportation 
system to meet expected air traffic demands of the future.

              III. Background and Need for the Legislation

    The Federal Aviation Administration (FAA) was created to 
develop the nation's air commerce system and promote aviation 
safety. As part of the Airport Development and Airway Trust 
Fund established by Congress in 1982, a comprehensive research 
and development program was put in place to maintain a safe and 
efficient air transportation system. In 2003, Congress passed 
Vision 100--Century of Aviation Reauthorization Act [P.L. 108-
176] that authorized funding for FAA's activities, including 
research and development, for fiscal years 2003 through 2007. 
P.L. 108-176 also established the Next Generation Air 
Transportation System's Joint Planning and Development Office 
(JPDO) in Title VII--Aviation Research, to manage work related 
to planning, research, development, and creation of a 
transition plan for the implementation of the Next Generation 
Air Transportation System.

                         IV. Hearing Summaries

    The House Subcommittee on Space and Aeronautics held two 
hearings relevant to H.R. 2698 during the first session of the 
110th Congress.
    On Thursday, March 22, 2007, the Subcommittee on Space and 
Aeronautics held a hearing to review the FY 2008 budget request 
for the Federal Aviation Administration's (FAA) research and 
development (R&D) programs and to examine current and potential 
R&D priorities, including support for the Next Generation Air 
Transportation System (NextGen).
    Four witnesses testified: Ms. Victoria Cox, Vice President 
for Operations Planning, Air Traffic Organization, Federal 
Aviation Administration; Dr. R. John Hansman, Co-Chair, FAA 
Research, Engineering and Development Advisory Committee, 
Professor of Aeronautics and Astronautics, Director, MIT 
International Center for Air Transportation; Dr. Donald 
Wuebbles, Chair, Workshop on the Impacts of Aviation on Climate 
Change, Department Head and Professor, Department of 
Atmospheric Sciences, University of Illinois-Urbana Champaign; 
Mr. Steve Alterman, President, Cargo Airline Association, 
Chairman, Environment Subcommittee, FAA Research, Engineering 
and Development Advisory Committee.
    Chairman Udall noted that the hearing is timely because FAA 
reauthorization is due this year. He spoke of his concern over 
NASA's reduced funding commitment to aeronautics research. He 
also noted that the impact of aviation on climate change is 
receiving increasing attention. Representative Calvert seconded 
concerns about NASA's research, and wondered whether FAA's 
research funding is adequate.
    Ms. Cox said that NextGen will enable support of a three-
fold increase in airspace demand by 2025. The Operational 
Evolution Partnership (OEP), planning document will be 
published in June. Dr. Hansman reported that the airspace is 
being stressed by current demand, and delays have been 
increasing. He was concerned about the loss of national 
capability in applied aeronautics. He was also concerned about 
the FAA's capability to quickly implement new technologies. Dr. 
Wuebbles chaired a workshop on the impacts of aviation on 
climate change last summer. The workshop's conclusion was that 
further research is warranted, because of the potentially 
serious impact and because there is much uncertainty. Mr. 
Alterman agreed with concerns about NASA research, 
implementation speed, and aviation environmental impact. He 
promoted the benefits of improved operational procedures such 
as Continuous Descent Arrivals.
    During the question and answer period, Dr. Hansman agreed 
with Ms. Cox's comment that human factors research will be 
important for NextGen. Mr. Alterman endorsed ADS-B 
implementation. He predicted that environmental constraints 
will prove more binding than capacity constraints. Dr. Hansman 
said that some research areas have been underfunded, such as 
aircraft icing, fire protection, terminal area safety, and 
safety-critical software.
    Representative Rothman was concerned that airspace usage 
might some day fill the skies, degrading quality of life. He 
was particularly concerned about aviation noise. Dr. Wuebbles 
said that the amount of funding for research on the effects of 
aviation on climate is ``essentially zero.'' Representative 
Rohrabacher said that he felt aviation emissions research 
should emphasize the health of the population today rather than 
emphasize global climate change. Representative Calvert 
wondered if the speed of replacement of older, louder and more 
polluting, aircraft could be increased with some sort of 
incentives. Dr. Hansman worried that NASA is under funding 
innovation.
    In Questions for the Record, Mr. Alterman said he expects 
the FAA will have to mandate equipage for NextGen. He felt that 
the FAA, not the Joint Planning and Development Office (JPDO), 
should be in charge of NextGen implementation. Ms. Cox reported 
that the FY 2007 Operating Plan will not drive any adjustments 
to the FY 2008 R&D plan. The FY 2008 plan includes an 
additional $10M request for NextGen research on wake vortex and 
on human factors. About $18 million is being spent by the FAA 
on aviation environmental research. The FAA plans to support 
routine unmanned aircraft systems (UAS) access to the national 
airspace system (NAS) within the 2012-2015 timeframe.
    Dr. Hansman said that the REDAC would recommend increasing 
support for UAS research. Dr. Wuebbles encouraged the FAA to 
develop stronger interactions with the academic community.
    On Thursday, March 29, 2007, the Subcommittee on Space and 
Aeronautics held a hearing to examine the status of the Next 
Generation Air Transportation System initiative (also known as 
NGATS or NextGen) and explore key issues related to the 
initiative and the interagency Joint Planning and Development 
Office (JPDO).
    Four witnesses testified: Mr. Charles Leader, Director, 
Joint Planning and Development Office, Federal Aviation 
Administration (FAA); Dr. Gerald L. Dillingham, Director, 
Physical Infrastructure Issues, Government Accountability 
Office; Hon. John Douglass, President and CEO, Aerospace 
Industries Association; Dr. Bruce Carmichael, Director, 
Aviation Applications Program, Research Applications 
Laboratory, National Center for Atmospheric Research.
    In his opening remarks, Chairman Udall noted delays in 
NextGen developments since last year's hearing. He spoke with 
concern about NASA's uncertain commitment to its aeronautics 
program, and NextGen management continuity. Mr. Leader reported 
that two fundamental NextGen technologies are already beginning 
implementation: Automatic Dependence Surveillance Broadcast, 
(ADS-B), and System Wide Information Management, (SWIM). The 
DOD, DHS and the FAA are each contributing $5 million to a SWIM 
demonstration this year. He mentioned the near-term release of 
three important NextGen documents: the Concept of Operations, 
the Enterprise Architecture, and the Integrated Work Plan. He 
spoke of the importance of weather research.
    Mr. Dillingham discussed JPDO's organizational structure, 
technical planning, and research funding. He felt that the FAA 
and JPDO must address the factors that have contributed to the 
frequent turnover of its JPDO senior management. He urged the 
JPDO to involve all stakeholders, including active traffic 
controllers and technicians. Mr. Douglas noted that industry is 
an essential partner in NextGen and it is important that 
industry have confidence that the government is committed to 
NextGen. Dr. Carmichael stated that seventy percent of delays 
in today's system are attributable to weather. NextGen will 
integrate the weather programs of the FAA, DOD and NOAA. Dr. 
Carmichael said that NASA would be a logical weather research 
partner but doesn't have much funding for it.
    Representative Rothman voiced his concern that extreme 
growth of aviation could erode the quality of life. 
Representative Calvert spoke of his disappointment in NASA's 
decreased aeronautics activity.
    In the question and answer period, Chairman Udall inquired 
where additional research funding could be most useful. Mr. 
Leader answered: safety related issues, human factors, a safety 
system that is predictive rather than forensic, automation 
issues and wake vortex work. Dr. Dillingham spoke of the 
importance of NASA aeronautics facilities. Mr. Douglas agreed, 
and also spoke of the importance of systems engineering, wake 
vortex and weather research. Mr. Douglas noted that weather 
research benefits the Department of Defense, too.
    Dr. Dillingham noted that his organization has a study 
underway addressing the incorporation of unmanned aircraft 
systems into the air system.
    In the questions for the record, Dr. Dillingham was asked 
if the JPDO should be moved out of the FAA for greater 
visibility and authority. He felt it should not be, but he 
suggested having the JPDO director report directly to the FAA 
Administrator, and making the director an Associate 
Administrator. He felt that the JPDO should not report to the 
Secretary of Transportation because that could remove it too 
far from program implementation. He endorsed Mr. Douglas' 
suggestion that agencies cooperating with the JPDO should 
designate a senior program official for JPDO management. He 
also felt that the Senior Policy Committee should hold 
regularly scheduled meetings.
    Mr. Douglas felt that the NGATS Institute hadn't developed 
industry partnership adequately, and this slowed the 
development of the Concept of Operations. He noted that 
research and development is key to the success of NextGen; 
``however, NASA is the only agency capable to (sic) conducting 
the required R&D, particularly in the required timeframe.'' He 
reported that the AIA believes that a business case for 
necessary equipage by industry is necessary, and ``a 
combination of operational and perhaps financial incentives 
should be considered.''
    Mr. Leader reported that the first segment of SWIM will be 
complete in 2013. The deployment across the NAS of ADS-B is 
planned to be completed by 2013. The FAA plans to maintain 50 
percent of the current system of secondary radars at high-
density locations to serve as a back-up. The FAA anticipates 
reducing, but not eliminating, both VOR and ILS equipment. Some 
private sector involvement in the provision of key NextGen 
capabilities is likely.

                          V. Committee Actions

    On June 13, 2007, H.R. 2698, a bill to reauthorize 
appropriations for the Federal Aviation Administration's 
research and development programs for fiscal years 2008, 2009, 
2010, and 2011, was introduced by Congressman Udall and 
referred to the Committee on Science and Technology. On June 
14, 2007, the Subcommittee on Space and Aeronautics met to 
consider H.R. 2698 and it was reported favorably by a voice 
vote. On June 22, 2007, the Full Committee met to consider H.R. 
2698 and ordered the bill reported, as amended, by a voice 
vote.

        VI. Summary of Major Provisions of the Bill as Reported

    H.R. 2698 authorizes $1.88 billion for the Federal Aviation 
Administration's Research and Development (R&D) programs for 
fiscal years 2008-2011, fully funding the President's budget 
request for each of FAA's R&D programs, and including total 
increases over the four years of $53.9 million for current R&D 
activities and $63.25 million for new R&D initiatives. The bill 
would strengthen the Joint Planning and Development Office and 
its planning and development of the Next Generation Air 
Transportation System by creating positions of responsibility 
within the participating agencies, strengthening the role of 
the JPDO Director, requiring the development of an integrated 
plan, as well as other provisions related to the JPDO. It would 
require the FAA in coordination with NASA and the U.S. Climate 
Change Science Program to establish an interagency research 
initiative on the impact of aviation on the climate. It would 
establish research programs on: runway materials; design for 
certification; and technologies for use of unleaded aviation 
gas in existing piston aircraft engines. It would require the 
FAA along with the NSF, NASA, NOAA, and other relevant agencies 
to establish a research program on the impacts of space weather 
on aviation. It would extend the Airport Cooperative Research 
Program and establish a research grants program involving 
undergraduate students. Finally, the bill would require a 
number of external assessments and reviews.

        VII. Section-by-Section Analysis of the Bill as Reported


Sec. 1. Short Title

    The Federal Aviation Research and Development 
Reauthorization Act of 2007.

Sec. 2. Definitions

    Provides definitions for terms used in this Act.

Sec. 3. Authorization of Appropriations

    Amends existing law and authorizes $335,191,000 for FY 08; 
$481,554,000 for FY 09; $486,502,000 for FY 10; and 
$514,832,000 for FY 11.

Sec. 4. Next Generation Air Transportation System Joint Planning and 
        Development Office

    Makes Director head of both the JPDO and Associate 
Administrator for the Next Generation Air Transportation System 
and voting member/co-chair of the Joint Resources Council.
    Requires the Director to create a transition plan, 
establish quantitative goals, and ensure the interoperability 
of the Next Generation Air Transportation System with our 
international partners.
    Requires the Administrator, the Secretary of Defense, the 
Administrator of NASA, the Secretary of Commerce, the Secretary 
of Homeland Security, and the head of any other department or 
Federal agency from which the Secretary of Transportation 
requests assistance to designate a senior official to implement 
each department's or agency's Next Generation Air 
Transportation System activities within the Office. Requires 
within six months for the department or agency that has 
responsibility for carrying out any activity under the plan to 
execute a memorandum of understanding with the Office.
    Requires an integrated plan to ensure that the Next 
Generation Air Transportation System meets anticipated future 
air transportation safety, security, mobility, efficiency, and 
capacity needs. Requires date-specific timetables for 
implementation of the Next Generation Air Transportation System 
capabilities.
    Requires an annual report from the Director of the Office 
describing the process of carrying out the implementation plan.
    Requires the Senior Policy Committee to meet at least four 
times per year.
    Requires each Federal agency and department participating 
in the Office to submit a report to the Office of Management 
and Budget identifying its portion of responsibility which 
contributes to the Next Generation Air Transportation System 
and to state the portion of its requests for appropriations.
    Requires the Director to develop contingency plans for 
dealing with the degradation of the Next Generation Air 
Transportation System in the event of a natural disaster, major 
equipment failure, or act of terrorism.
    Requires the Director to establish environmental 
requirements for noise, emissions, and energy consumption for 
the Next Generation Air Transportation System. NASA will be 
primarily responsible for research, development, and 
demonstration of applicable technologies, while the FAA will be 
primarily responsible for demonstration of optimized 
operational procedures.
    Requires the Comptroller General to assess the 
effectiveness of the Next Generation Air Transportation System 
Joint Planning and Development Office in meeting the deadlines 
and milestones of the integrated plan, as well as the adequacy 
of the memoranda of understanding executed by the federal 
departments and agencies. Requires within 270 days of enactment 
and annually thereafter until the Next Generation Air 
Transportation System is operational, a report containing the 
Comptroller General's findings, conclusions and 
recommendations.
    Requires within 90 days of enactment, an unmanned aircraft 
systems research, development, demonstration and implementation 
roadmap to be delivered to the Congress. Requires the FAA, 
within 3 months of enactment, to arrange for the National 
Research Council to conduct an independent assessment of 
unmanned aircraft systems. Within 12 months, this report shall 
be submitted to the FAA and Congress. Requires the FAA to 
establish pilot projects for the tests of unmanned aircraft 
systems' integration into the national airspace system. 
Requires a report, within 90 days after the completion of these 
tests, on the findings which shall be submitted to the 
Congress. Authorizes such sums as may be necessary to carry out 
the pilot projects.

Sec. 5. Interagency research initiative on the impact of aviation on 
        the climate

    Requires the FAA in coordination with NASA and the U.S. 
Climate Change Science Program to establish a research 
initiative assessing the impact of aviation on the climate and 
to evaluate approaches to mitigate that impact. Requires within 
1 year of enactment a jointly developed plan for this research 
program. The National Research Council will be directed by the 
FAA to provide an independent review of the research program 
plan. $2,000,000 is authorized to be appropriated in fiscal 
year 2008 for the research program, and $5,000,000 in each of 
the fiscal years 2009 through 2011.

Sec. 6. Research program on runways

    Requires the FAA to establish a program of research grants 
to universities and non-profit research foundations for 
research and technology demonstrations related to improved 
runway surfaces and engineered material restraining systems for 
runways at general aviation and commercial air carrier 
airports. $5,000,000 is authorized to be appropriated for each 
of the fiscal years 2008 through 2011.

Sec. 7. Research on design for certification

    Requires the FAA and NASA, within 6 months of enactment, to 
establish a joint research program on improving the timelines 
of certification for new national airspace system technologies. 
Requires, within one year of enactment, the FAA and NASA to 
provide a jointly developed plan for the research program's 
objectives, proposed tasks, milestones, and five-year budgetary 
profile. The National Research Council will be directed by the 
FAA to provide an independent review of the research program 
plan within eighteen months of enactment.

Sec. 8. Centers of excellence

    Amends existing law, stating that the U.S. Government's 
share of establishing and operating a center and all related 
research grants shall not exceed 75% of the costs, and that the 
U.S. Government's share for an individual grant shall not 
exceed 90% of the costs. Requires an annual report to be sent 
to the Congress.

Sec. 9. Airport cooperative research program

    Amends existing law to extend the program.

Sec. 10. Research grants program involving undergraduate students

    Requires the Administrator to establish a program to 
utilize colleges and universities in conducting research by 
undergraduate students on subjects of relevance to the FAA. 
Authorizes $5,000,000 for research grants for each of the 
fiscal years 2008 through 2011.

Sec. 11. Budget formulation

    Amends existing law to require the FAA's annual budget 
request identify all of the activities that fall within 
categories of basic research, applied research, and 
development.

Sec. 12. Research program on space weather and aviation

    Requires the FAA, in coordination with the NSF, NASA, NOAA 
and other relevant agencies, to initiate a research program to 
conduct research projects on the impacts of space weather on 
aviation, communication, navigation and avionic systems, and on 
airline crew and passengers, and to facilitate the transfer of 
technology from this program to Federal agencies and the 
private sector. $1,000,000 is to be authorized for each of the 
fiscal years 2008 through 2011.

Sec. 13. Aviation gas research and development program

    Requires the FAA, in coordination with NASA, to continue 
research and development activities into technologies for 
modifying existing aviation piston engines to be operated with 
unleaded aviation fuel. Requires within 120 days of enactment 
for the FAA to develop a roadmap for specific objectives of the 
program. Requires within 130 days of enactment, for the FAA to 
deliver the roadmap of the program to the appropriate 
congressional committees. $750,000 is to be authorized for each 
of the fiscal years 2008 through 2010.

Sec. 14. Research reviews and assessments

    Requires the Administrator to arrange for the National 
Research Council to conduct a review of the FAA's energy- and 
environment-related research programs, and to provide Congress 
with a report of the review within eighteen months of 
enactment.
    Requires the Administrator to arrange for the National 
Research Council to conduct a study evaluating the impacts of 
space weather on the U.S. aviation industry, in particular for 
the Over-The-Pole (OTP) and Ultra-Long-Range (ULR) operations, 
and to provide Congress with a report of the study within one 
year of enactment.

                         VIII. Committee Views


               SECTION 3. AUTHORIZATION OF APPROPRIATIONS

    The bill authorizes appropriations for all of the FAA's 
research and development activities, including those in the 
Research, Engineering, and Development (R, E &D) account, the 
Air Traffic Organization (ATO) Capital account, and the Airport 
Improvement (AIP) account. The FAA's annual plan for research 
and development, the National Aviation Research Plan (NARP), 
which is statutorily mandated to include all of the FAA's 
research and development activities was used as the basis for 
this authorization. The Committee intends to exercise vigorous 
oversight of research and development programs, projects, and 
activities wherever they may reside within the agency's budget.
    The bill provides increased funding for research on human 
factors, aviation weather, energy and environment, and unmanned 
aircraft systems. The Committee based its actions on testimony 
it received from expert witnesses at its hearings on the FAA's 
R&D programs and the Next Generation Air Transportation System, 
and on the findings and recommendations of the FAA's Research, 
Engineering, and Development Advisory Committee (REDAC). The 
Committee believes that a continued commitment to research and 
development in the program areas authorized in Sec. 3 of the 
bill is important to the long-term safety and efficiency of the 
nation's air transportation system. Finally, it should be noted 
that the bill contains no authorizations for commercial space 
transportation safety research, since that research activity, 
as well as other commercial space transportation-related 
activities, has already been authorized in commercial space 
legislation originated by the Committee and enacted into law.

SECTION 4. NEXT GENERATION AIR TRANSPORTATION SYSTEM JOINT PLANNING AND 
                           DEVELOPMENT OFFICE

    The FAA plays a unique and important role in the federal 
government as the manager and operator of a highly integrated 
communications, navigation, and surveillance system that 
provides air traffic management services 24 hours a day, seven 
days a week. Yet it has become clear that the existing air 
traffic management system is inadequate to meet the demands of 
the nation's future air traffic demand. In Title VII: Aviation 
Research of P.L. 108-176, the Vision 100--Century of Aviation 
Reauthorization Act, Congress established an Air Transportation 
System Joint Planning and Development Office (JPDO) to manage 
work related to the Next Generation Air Transportation System. 
The JPDO was given a number of important responsibilities, 
including:
          (A) creating and carrying out an integrated plan for 
        a Next Generation Air Transportation System;
          (B) overseeing research and development on that 
        system;
          (C) coordinating aviation and aeronautics research 
        programs to achieve the goal of more effective and 
        directed programs that will result in applicable 
        research;
          (D) coordinating goals and priorities and 
        coordinating research activities within the federal 
        government with United States aviation and aeronautical 
        firms;
          (E) coordinating the development and utilization of 
        new technologies to ensure that when available, they 
        may be used to their fullest potential in aircraft and 
        in the air traffic control system;
          (F) facilitating the transfer of technology from 
        research programs such as the NASA program and the 
        DARPA program to federal agencies with operational 
        responsibilities and to the private sector; and
          (G) reviewing activities relating to noise, 
        emissions, fuel consumption, and safety conducted by 
        federal agencies including the FAA, NASA, DOC, and DOD.
    The Committee believes that while the JPDO has made 
progress in carrying out those responsibilities, more needs to 
be done if the Next Generation Air Transportation System 
[NextGen] is to be successfully developed and implemented in a 
timely and cost-effective manner. The Committee heard testimony 
from a number of expert witnesses concerning the need to 
strengthen the authority of the JPDO; to ensure that the JPDO 
addresses significant NextGen-related issues; and to ensure 
that each of the participating agencies meets its 
responsibilities to the NextGen initiative. With respect to the 
latter point, the Committee is concerned that NASA's renewed 
focus on basic research in its aeronautics programs not occur 
to the exclusion of its important role in carrying out research 
and development activities to a level of maturity that supports 
the requirements of the NextGen system. NASA has a critical 
role to play in support of NextGen, and the Committee expects 
that NASA will step up to its responsibility in that regard.
    With respect to the need to strengthen the authority of the 
JPDO and ensure that each participating agency meets its 
responsibilities, the Committee has included provisions to 
require each participating agency to identify a senior official 
to implement the agency's NextGen responsibilities; to make the 
JPDO Director an FAA Associate Administrator for NextGen as 
well as a voting member/co-chair of the Joint Resources 
Council; and to require the JPDO's Senior Policy Committee to 
meet on a regular basis. Each agency would also have to work 
with the JPDO and the Office of Management and Budget (OMB) to 
improve the integration of each agency's resource commitments 
in support of the NextGen initiative.
    With respect to the need to have the JPDO address critical 
NextGen-related issues, the Committee has included provisions 
to ensure that the JPDO establishes environmental objectives 
for noise (taking into account noise pollution reduction 
concerns of affected communities to the greatest extent 
practicable), emissions, and energy consumption--and has given 
NASA the primary responsibility for R&D and demonstration of 
applicable technologies and the FAA primary responsibilities 
for the demonstration of optimized operational procedures. The 
Committee has also asked the JPDO to develop contingency plans 
for the NextGen system in the event of a natural disaster, 
major equipment failure, or terrorist act. The bill also 
includes the requirement for a research, development, and 
implementation roadmap for unmanned aircraft systems (UAS). It 
is clear that UAS presents both significant opportunities and 
significant challenges to the NextGen system. As a result, the 
Committee believes that the JPDO, working with a public-private 
partnership of affected stakeholders, must address in a timely 
manner the R&D and demonstration issues that need to be 
resolved for a safe and efficient integration of UAS into the 
national airspace system.
    Finally, it is clear to the Committee that the JPDO's 
success will depend in great measure on its ability to develop 
and execute the integrated plan called out in Vision 100 and in 
this bill. In that regard, it is important for the JPDO, 
working with all appropriate stakeholders, to develop clear 
milestones for completion of NextGen tasks and provide a clear 
roadmap for integration of NextGen technologies and procedures 
into the national airspace system. Unnecessary delays in the 
completion of the NextGen system will exact a significant cost 
to the nation's economic activities, quality of life, and 
competitive standing, with little or no compensating increase 
in the safety of the flying public. It is thus important that 
the JPDO be given both the resources and authority required, 
and equally importantly, be held accountable for its 
performance in carrying out the NextGen initiative.

SECTION 5. INTERAGENCY RESEARCH INITIATIVE ON THE IMPACT OF AVIATION ON 
                              THE CLIMATE

    The Committee is concerned that the nation has not made 
adequate efforts to assess the impact of aviation on the 
climate and, if warranted, appropriate approaches to mitigate 
that impact. The need for such a research initiative has been 
reinforced by recent announcements by the European Union 
concerning the proposed imposition of emissions penalties on 
aircraft operations in the next decade. The Committee is thus 
directing the FAA to work with NASA and the United States 
Climate Change Science Program to establish such a research 
initiative and to develop a research program plan for the 
initiative within one year of enactment of this legislation. In 
order to maximize the quality and productivity of the research 
initiative, the Committee is directing the FAA to have the 
National Research Council conduct an independent review of the 
research program plan.

                 SECTION 6. RESEARCH PROGRAM ON RUNWAYS

    The Committee is establishing in this bill a program of 
research grants to universities and non-profit research 
foundations for research and technology demonstrations related 
both to improved runway surfaces and to engineered materials 
restraining systems. The FAA currently has runway-related 
research underway, and the Committee expects that such research 
activities would become part of this program. Research and 
technology demonstrations related to engineered materials 
restraining systems have the potential to significantly improve 
operations at general aviation airports in particular, and the 
Committee encourages the FAA to carry out research and 
technology demonstrations in this area.

            SECTION 7. RESEARCH ON DESIGN FOR CERTIFICATION

    In its report Decadal Survey of Civil Aeronautics--
Foundation for the Future, the National Research Council stated 
that ``As systems become more complex, methods to ensure that 
new technologies can be readily applied to certified systems 
become more difficult to validate. NASA in cooperation with the 
Federal Aviation Administration (FAA), should anticipate the 
need to certify new technology before its introduction, and it 
should conduct research on methods to improve both confidence 
in and the timeliness of certification.'' The Committee shares 
the National Research Council's view and thus is directing the 
FAA and NASA to establish a joint research program on methods 
to improve both the confidence in and the timeliness of 
certification of new technologies for their introduction into 
the national airspace system. In order to ensure that the 
research program addresses the critical research needs, the 
Committee is directing the FAA to have the National Research 
Council carry out an independent review of the joint research 
program plan.

                    SECTION 8. CENTERS OF EXCELLENCE

    In order to ensure that meritorious research is not 
precluded by an inability to attract sufficient outside 
matching funds, the Committee is reducing the matching funds 
requirements currently governing the FAA's Centers of 
Excellence program. However, the Committee does not intend that 
such reduced matching funds requirements result in a 
significantly unbalanced allocation of research funding among 
the institutions in any given Center of Excellence. The 
Committee has directed the FAA to report on the activities and 
funding allocations of the Centers of Excellence program on an 
annual basis to help the Committee better evaluate the progress 
of the Centers of Excellence.

  SECTION 10. RESEARCH GRANTS PROGRAM INVOLVING UNDERGRADUATE STUDENTS

    The Committee believes strongly that the FAA needs to be 
more proactive in helping to educate and train the next 
generation of aviation specialists. A key component of that 
effort is to engage undergraduate students in research on 
subjects of relevance to the FAA. Thus, the Committee is 
directing the FAA to establish a program of research grants 
that will involve undergraduate students at colleges and 
universities. Beyond its benefits to the agency, the Committee 
believes that such a program will contribute to achieving the 
innovation and competitiveness goals of the nation, and thus 
the Committee will be closely monitoring the FAA's progress in 
complying with this provision.

       SECTION 12. RESEARCH PROGRAM ON SPACE WEATHER AND AVIATION

    The Committee is aware of the increasing importance of 
gaining a thorough understanding of the impact of space weather 
phenomena on aircraft operations. Space weather is becoming an 
important factor in aviation as more and more flights take 
place over the polar regions, affecting air passengers and 
crews as well as aviation-related systems. The Committee 
believes that the needed research can best be carried out if 
the FAA coordinates effectively with the NSF, NASA, NOAA and 
other relevant agencies both to ensure the quality and 
relevance of the research as well as to facilitate the transfer 
of technology to federal agencies with operational 
responsibilities and to the private sector. In addition, 
Section 14 of the bill contains a related provision directing 
the FAA to have the National Research Council carry out a study 
that will, among other things, provide recommendations on how 
best to integrate space weather information into the Next 
Generation Air Transportation System.

       SECTION 13. AVIATION GAS RESEARCH AND DEVELOPMENT PROGRAM

    The Committee is aware that the FAA has been carrying out 
R&D on technologies to allow existing general aviation piston 
engines to operate safely using unleaded aviation fuel, and the 
Committee supports such research. However, the Committee 
believes that it is important for the FAA to coordinate where 
appropriate with NASA on such research in view of NASA's 
experience in engine technology R&D. In addition, the Committee 
wants to ensure that the FAA's R&D efforts in this area are 
focused on developing a technology solution as soon as 
practicable. Thus, the Committee is directing the FAA to 
develop an R&D roadmap containing the specific R&D objectives 
to be pursued, and the anticipated timetable for achieving the 
objectives.

              SECTION 14. RESEARCH REVIEWS AND ASSESSMENTS

    The Committee believes strongly that the FAA's energy and 
environment-related research programs would benefit from an 
independent review of their research objectives, their degree 
of coordination with the research programs of other relevant 
federal agencies, the resource allocations devoted to each of 
the research objectives, and whether there exist suitable 
mechanisms for transitioning the research results into the 
FAA's operational technologies and procedures and certification 
activities. The Committee further believes that the FAA's 
aviation safety research programs would also benefit from an 
independent review. Thus the Committee is directing the FAA to 
have the National Research Council carry out independent 
reviews of both the FAA's energy and environment-related 
research programs and the FAA's aviation safety-related 
research programs.

                           IX. Cost Estimate

    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 to 
the Committee on Science and Technology prior to the filing of 
this report and is included in Section X of this report 
pursuant to House Rule XIII, clause 3(c)(3).
    H.R. 2698 does not contain new budget authority, credit 
authority, or changes in revenues or tax expenditures. Assuming 
that the sums authorized under the bill are appropriated, H.R. 
2698 does authorize additional discretionary spending, as 
described in the Congressional Budget Office report on the 
bill, which is contained in Section X of this report.

              X. Congressional Budget Office Cost Estimate

                                                      July 2, 2007.
Hon. Bart Gordon,
Chairman, Committee on Science and Technology,
House of Representatives, Washington, DC.
    Dear Mr. Chairman: The Congressional Budget Office has 
prepared the enclosed cost estimate for H.R. 2698, the Federal 
Aviation Research and Development Reauthorization Act of 2007.
    If you wish further details on this estimate, we will be 
pleased to provide them. The CBO staff contact is Megan 
Carroll.
            Sincerely,
                                                   Peter R. Orszag.
    Enclosure.

H.R. 2698--Federal Aviation Research and Development Reauthorization 
        Act of 2007

    Summary: H.R. 2698 would authorize funding for research 
related to aviation. CBO estimates that implementing the bill 
would cost about $200 million in 2008 and $1.9 billion over the 
2008-2012 period, assuming appropriation of amounts specified 
and estimated to be necessary. Enacting H.R. 2698 would not 
affect direct spending or revenues.
    H.R. 2698 contains no intergovernmental or private-sector 
mandates as defined in the Unfunded Mandates Reform Act (UMRA); 
the bill would benefit institutions of higher education.
    Estimated cost to the Federal Government: The estimated 
budgetary impact of H.R. 2698 is shown in the following table. 
The costs of this legislation fall within budget function 400 
(transportation).

----------------------------------------------------------------------------------------------------------------
                                                               By fiscal year, in millions of dollars--
                                                     -----------------------------------------------------------
                                                        2007      2008      2009      2010      2011      2012
----------------------------------------------------------------------------------------------------------------
                                        SPENDING SUBJECT TO APPROPRIATION
 
Spending Under Current Law:
    Budget Authority/Authorization Level\1\.........       180        50        50        50         0         0
    Estimated Outlays...............................       115        85        72        65        18         0
Proposed Changes:
    Estimated Authorization Level...................         0       356       505       505       582         0
    Estimated Outlays...............................         0       201       401       487       559       244
Spending Under H.R. 2698:
    Estimated Authorization Level...................       180       406       555       555       582         0
    Estimated Outlays...............................       115       286       473       552       577      244
----------------------------------------------------------------------------------------------------------------
\1\The 2007 level is the amount appropriated for that year for research activities of the Federal Aviation
  Administration and the Joint Planning and Development Office (JPDO). Amounts for 2008 through 2010 reflect
  amounts authorized to be appropriated in those years for JPDO.

    Basis of Estimate: H.R. 2698 would authorize appropriations 
totaling an estimated $1.9 billion over the 2008-2012 period 
for federal programs related to aviation research. Based on 
historical spending patterns for existing and similar programs, 
CBO estimates that implementing the legislation would cost $201 
million in 2008 and about $1.9 billion over the 2008-2012 
period, assuming appropriation of the necessary amounts.
    Most of the funds authorized to be appropriated under the 
bill--$1.8 billion--would be used by the Federal Aviation 
Administration (FAA) for research, engineering, and development 
related to technologies to improve air traffic management. 
Under H.R. 2698, CBO estimates that those activities would cost 
$184 million in 2008 and $1.8 billion over the 2008-2012 
period.
    H.R. 2698 also would reauthorize, through 2011, 
appropriations totaling $50 million a year for the Joint 
Planning and Development Office (JPDO), which was established 
in 2003 to work cooperatively with multiple federal agencies to 
modernize the nation's air traffic control system. Current law 
authorizes appropriations for the JPDO of $50 million a year 
for each of fiscal years 2008 through 2010; hence, this 
estimate does not include additional spending related to JPDO 
in those years. CBO estimates that additional funding for the 
office in 2011 would cost $50 million over the 2011-2012 
period.
    Finally, H.R. 2698 would authorize appropriations totaling 
$69 million over the 2008-2012 period for a variety of research 
programs. That amount includes $54 million specifically 
authorized to study issues related to weather and climate 
change, runway and aviation technology, regulatory 
requirements, and other matters. CBO estimates that 
implementing the bill's provisions to direct the FAA and other 
agencies to complete various pilot projects, studies, and 
reports would require appropriations totaling $15 million over 
the 2008-2011 period. CBO estimates that implementing those 
activities would cost $17 million in 2008 and $69 million over 
the 2008-2012 period.
    Intergovernmental and private-sector impact: H.R. 2698 
contains no intergovernmental or private-sector mandates as 
defined in UMRA. The bill would benefit institutions of higher 
education by authorizing grants for aviation research. Any 
costs those entities would incur to comply with conditions of 
federal assistance would be incurred voluntarily.
    Estimate prepared by: Federal costs: Megan Carroll; Impact 
on state, local, and tribal governments: Elizabeth Cove; Impact 
on the private sector: Amy Petz.
    Estimate approved by: Peter H. Fontaine, Deputy Assistant 
Director for Budget Analysis.

                  XI. Compliance With Public Law 104-4

    H.R. 2698 contains no unfunded mandates.

         XII. Committee Oversight Findings and Recommendations

    The oversight findings and recommendations of the Committee 
on Science and Technology are reflected in the body of this 
report.

      XIII. Statement on General Performance Goals and Objectives

    Pursuant to clause (3)(c) of House Rule XIII, the goals of 
H.R. 2698 are authorize appropriations for the research and 
development programs of the Federal Aviation Administration for 
fiscal years 2008 through 2011; to advance the next generation 
air transportation system by coordinating research, 
development, and planning across affected agencies; and by 
establishing and extending research activities in a variety of 
important areas.

                XIV. Constitutional Authority Statement

    Article I, section 8 of the Constitution of the United 
States grants Congress the authority to enact H.R. 2698.

                XV. Federal Advisory Committee Statement

    H.R. 2698 does not establish nor authorize the 
establishment of any advisory committee.

                 XVI. Congressional Accountability Act

    The Committee finds that H.R. 2698 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).

                      XVII. Earmark Identification

    H.R. 2698 does not contain any congressional earmarks, 
limited tax benefits, or limited tariff benefits as defined in 
clause 9(d), 9(e), or 9(f) of rule XXI.

     XVIII. Statement on Preemption of State, Local, or Tribal Law

    This bill is not intended to preempt any state, local, or 
tribal law.

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

  (a) Developmental Work and Service Testing.--The 
Administrator of the Federal Aviation Administration may 
conduct or supervise developmental work and service testing to 
improve unmanned and manned aircraft, aircraft engines, 
propellers, and appliances.
  (b) Research.--The Administrator shall conduct or supervise 
research--
          (1) * * *

           *       *       *       *       *       *       *

          (6) to develop advanced aircraft fuels with low 
        flammability and technologies that will contain 
        aircraft fuels to minimize post-crash fire hazards; 
        [and]
          (7) to develop technologies and methods to assess the 
        risk of and prevent defects, failures, and malfunctions 
        of products, parts, processes, and articles 
        manufactured for use in aircraft, aircraft engines, 
        propellers, and appliances that could result in a 
        catastrophic failure of an aircraft[.]; and
          (8) in conjunction with other Federal agencies as 
        appropriate, to develop technologies and methods to 
        assess the risk of and prevent defects, failures, and 
        malfunctions of products, parts, and processes, for use 
        in all classes of unmanned aircraft systems that could 
        result in a catastrophic failure of the unmanned 
        aircraft that would endanger other aircraft in the 
        national airspace system.

           *       *       *       *       *       *       *


Sec. 44505. Systems, procedures, facilities, and devices

  (a) * * *
  (b) Research on Human Factors and Simulation Models.--The 
Administrator shall conduct or supervise research--
          (1) * * *

           *       *       *       *       *       *       *

          (4) to identify innovative and effective corrective 
        measures for human errors that adversely affect air 
        safety; [and]
          (5) to develop dynamic simulation models of the air 
        traffic control system and airport design and operating 
        procedures that will provide analytical technology--
                  (A) * * *

           *       *       *       *       *       *       *

                  (C) to test proposed revisions in airport and 
                air traffic control operations programs[.];
          (6) to develop a better understanding of the 
        relationship between human factors and unmanned 
        aircraft systems safety; and
          (7) to develop dynamic simulation models for 
        integrating all classes of unmanned aircraft systems 
        into the national airspace system without any 
        degradation of existing levels of safety for all 
        national airspace system users.

           *       *       *       *       *       *       *


Sec. 44511. Aviation research grants

  (a) * * *

           *       *       *       *       *       *       *

  (f) Airport Cooperative Research Program.--
          (1) Establishment.--The Secretary of Transportation 
        shall [establish a 4-year pilot] maintain an airport 
        cooperative research program to--
                  (A) * * *

           *       *       *       *       *       *       *

          (4) Report.--Not later than 6 months after the 
        [expiration of the program] expiration of the pilot 
        program under this subsection, the Secretary shall 
        transmit to the Congress a report on the [program, 
        including recommendations as to the need for 
        establishing a permanent airport cooperative research 
        program] program.

           *       *       *       *       *       *       *


Sec. 44513. Regional centers of air transportation excellence

  (a) * * *

           *       *       *       *       *       *       *

  [(f) Government's Share of Costs.--The United States 
Government's share of a grant under this section is 50 percent 
of the costs of establishing and operating the center and 
related research activities that the grant recipient carries 
out.]
  (f) Government's Share of Costs.--The United States 
Government's share of establishing and operating the center and 
all related research activities that grant recipients carry out 
shall not exceed 75 percent of the costs. The United States 
Government's share of an individual grant under this section 
shall not exceed 90 percent of the costs.

           *       *       *       *       *       *       *


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) for conducting civil aviation research 
and development under sections 44504, 44505, 44507, 44509, and 
44511-44513 of this title:
          (1) * * *

           *       *       *       *       *       *       *

          (11) for fiscal year 2006, $352,157,000, including--
                  (A) * * *

           *       *       *       *       *       *       *

                  (L) $7,906,000 for Airports Technology-
                Efficiency; [and]
          (12) for fiscal year 2007, $356,261,000, including--
                  (A) * * *

           *       *       *       *       *       *       *

                  (L) $8,000,000 for Airports Technology-
                Efficiency[.];
          (13) for fiscal year 2008, $335,191,000, including--
                  (A) $7,350,000 for fire research and safety;
                  (B) $4,086,000 for propulsion and fuel 
                systems;
                  (C) $2,713,000 for advanced materials and 
                structural safety;
                  (D) $3,574,000 for atmospheric hazards and 
                digital system safety;
                  (E) $14,931,000 for aging aircraft;
                  (F) $2,202,000 for aircraft catastrophic 
                failure prevention research;
                  (G) $14,651,000 for flightdeck maintenance, 
                system integration, and human factors;
                  (H) $9,517,000 for aviation safety risk 
                analysis;
                  (I) $15,254,000 for air traffic control, 
                technical operations, and human factors;
                  (J) $6,780,000 for aeromedical research;
                  (K) $19,888,000 for weather programs;
                  (L) $6,310,000 for unmanned aircraft systems 
                research;
                  (M) $18,100,000 for the Next Generation Air 
                Transportation System Joint Planning and 
                Development Office;
                  (N) $13,755,000 for wake turbulence;
                  (O) $20,469,000 for environment and energy;
                  (P) $1,184,000 for system planning and 
                resource management;
                  (Q) $3,415,000 for the William J. Hughes 
                Technical Center Laboratory Facility;
                  (R) $74,200,000 for the Center for Advanced 
                Aviation System Development;
                  (S) $2,000,000 for the Airport Cooperative 
                Research Program--capacity;
                  (T) $3,000,000 for the Airport Cooperative 
                Research Program--environment;
                  (U) $5,000,000 for the Airport Cooperative 
                Research Program--safety;
                  (V) $3,600,000 for GPS civil requirements;
                  (W) $5,000,000 for runway incursion 
                reduction;
                  (X) $6,500,000 for system capacity, planning, 
                and improvement;
                  (Y) $3,000,000 for operations concept 
                validation;
                  (Z) $1,000,000 for NAS weather requirements;
                  (AA) $4,000,000 for the Airspace Management 
                Lab;
                  (BB) $5,000,000 for airspace redesign;
                  (CC) $4,000,000 for wind profiling and 
                weather research, Juneau;
                  (DD) $1,000,000 for the Local Area 
                Augmentation System (LAAS);
                  (EE) $15,000,000 for Safe Flight 21, Alaska 
                Capstone;
                  (FF) $20,000,000 for NextGen demonstration;
                  (GG) $8,907,000 for airports technology 
                research--capacity;
                  (HH) $9,805,000 for airports technology 
                research--safety;
          (14) for fiscal year 2009, $481,554,000, including--
                  (A) $8,457,000 for fire research and safety;
                  (B) $4,050,000 for propulsion and fuel 
                systems;
                  (C) $2,686,000 for advanced materials and 
                structural safety;
                  (D) $3,568,000 for atmospheric hazards and 
                digital system safety;
                  (E) $14,683,000 for aging aircraft;
                  (F) $2,158,000 for aircraft catastrophic 
                failure prevention research;
                  (G) $37,499,000 for flightdeck maintenance, 
                system integration, and human factors;
                  (H) $8,349,000 for aviation safety risk 
                analysis;
                  (I) $15,323,000 for air traffic control, 
                technical operations, and human factors;
                  (J) $6,932,000 for aeromedical research;
                  (K) $22,336,000 for weather program;
                  (L) $6,738,000 for unmanned aircraft systems 
                research;
                  (M) $18,100,000 for the Next Generation Air 
                Transportation System Joint Planning and 
                Development Office;
                  (N) $11,560,000 for wake turbulence;
                  (O) $35,039,000 for environment and energy;
                  (P) $1,847,000 for system planning and 
                resource management;
                  (Q) $3,548,000 for the William J. Hughes 
                Technical Center Laboratory Facility;
                  (R) $85,000,000 for Center for Advanced 
                Aviation System Development;
                  (S) $5,000,000 for the Airport Cooperative 
                Research Program--capacity;
                  (T) $5,000,000 for the Airport Cooperative 
                Research Program--environment;
                  (U) $5,000,000 for the Airport Cooperative 
                Research Program--safety;
                  (V) $3,469,000 for GPS civil requirements;
                  (W) $5,000,000 for runway incursion 
                reduction;
                  (X) $6,500,000 for system capacity, planning 
                and improvement;
                  (Y) $3,000,000 for Operations Concept 
                Validation;
                  (Z) $1,000,000 for NAS weather requirements;
                  (AA) $4,000,000 for the Airspace Management 
                Lab;
                  (BB) $3,000,000 for airspace redesign;
                  (CC) $20,000,000 for Safe Flight 21, Alaska 
                Capstone;
                  (DD) $12,000,000 for NextGen demonstration;
                  (EE) $102,000,000 for NextGen system 
                development;
                  (FF) $8,907,000 for airports technology 
                research--capacity;
                  (GG) $9,805,000 for airports technology 
                research--safety;
          (15) for fiscal year 2010, $486,502,000, including--
                  (A) $8,546,000 for fire research and safety;
                  (B) $4,075,000 for propulsion and fuel 
                systems;
                  (C) $2,700,000 for advanced materials and 
                structural safety;
                  (D) $3,608,000 for atmospheric hazards and 
                digital system safety;
                  (E) $14,688,000 for aging aircraft;
                  (F) $2,153,000 for aircraft catastrophic 
                failure prevention research;
                  (G) $36,967,000 for flightdeck maintenance, 
                system integration, and human factors;
                  (H) $8,334,000 for aviation safety risk 
                analysis;
                  (I) $15,471,000 for air traffic control, 
                technical operations, and human factors;
                  (J) $7,149,000 for aeromedical research;
                  (K) $23,286,000 for weather program;
                  (L) $6,236,000 for unmanned aircraft systems 
                research;
                  (M) $18,100,000 for the Next Generation Air 
                Transportation System Joint Planning and 
                Development Office;
                  (N) $11,412,000 for wake turbulence;
                  (O) $34,678,000 for environment and energy;
                  (P) $1,827,000 for system planning and 
                resource management;
                  (Q) $3,644,000 for William J. Hughes 
                Technical Center Laboratory Facility;
                  (R) $90,000,000 for the Center for Advanced 
                Aviation System Development;
                  (S) $5,000,000 for the Airport Cooperative 
                Research Program--capacity;
                  (T) $5,000,000 for the Airport Cooperative 
                Research Program--environment;
                  (U) $5,000,000 for the Airport Cooperative 
                Research Program--safety;
                  (V) $3,416,000 for GPS civil requirements;
                  (W) $5,000,000 for runway incursion 
                reduction;
                  (X) $6,500,000 for system capacity, planning 
                and improvement;
                  (Y) $3,000,000 for operations concept 
                validation;
                  (Z) $1,000,000 for NAS weather requirements;
                  (AA) $4,000,000 for the Airspace Management 
                Lab;
                  (BB) $3,000,000 for airspace redesign;
                  (CC) $20,000,000 for Safe Flight 21, Alaska 
                Capstone;
                  (DD) $12,000,000 for NextGen demonstration;
                  (EE) $102,000,000 for NextGen system 
                development;
                  (FF) $8,907,000 for airports technology 
                research--capacity;
                  (GG) $9,805,000 for airports technology 
                research--safety; and
          (16) for fiscal year 2011, $514,832,000, including--
                  (A) $8,815,000 for fire research and safety;
                  (B) $4,150,000 for propulsion and fuel 
                systems;
                  (C) $2,747,000 for advanced materials and 
                structural safety;
                  (D) $3,687,000 for atmospheric hazards and 
                digital system safety;
                  (E) $14,903,000 for aging aircraft;
                  (F) $2,181,000 for aircraft catastrophic 
                failure prevention research;
                  (G) $39,245,000 for flightdeck maintenance, 
                system integration and human factors;
                  (H) $8,446,000 for aviation safety risk 
                analysis;
                  (I) $15,715,000 for air traffic control, 
                technical operations, and human factors;
                  (J) $7,390,000 for aeromedical research;
                  (K) $23,638,000 for weather program;
                  (L) $6,295,000 for unmanned aircraft systems 
                research;
                  (M) $18,100,000 for the Next Generation Air 
                Transportation System Joint Planning and 
                Development Office;
                  (N) $11,471,000 for wake turbulence;
                  (O) $34,811,000 for environment and energy;
                  (P) $1,836,000 for system planning and 
                resource management;
                  (Q) $3,758,000 for William J. Hughes 
                Technical Center Laboratory Facility;
                  (R) $114,000,000 for Center for Advanced 
                Aviation System Development;
                  (S) $5,000,000 for the Airport Cooperative 
                Research Program--capacity;
                  (T) $5,000,000 for the Airport Cooperative 
                Research Program--environment;
                  (U) $5,000,000 for the Airport Cooperative 
                Research Program--safety;
                  (V) $3,432,000 for GPS civil requirements;
                  (W) $2,000,000 for runway incursion 
                reduction;
                  (X) $6,500,000 for system capacity, planning 
                and improvement;
                  (Y) $3,000,000 for operations concept 
                validation;
                  (Z) $1,000,000 for NAS weather requirements;
                  (AA) $4,000,000 for the Airspace Management 
                Lab;
                  (BB) $3,000,000 for airspace redesign;
                  (CC) $20,000,000 for Safe Flight 21, Alaska 
                Capstone;
                  (DD) $12,000,000 for NextGen demonstration;
                  (EE) $105,000,000 for NextGen system 
                development;
                  (FF) $8,907,000 for airports technology 
                research--capacity;
                  (GG) $9,805,000 for airports technology 
                research--safety.

           *       *       *       *       *       *       *

  (g) Budget Formulation.--(1) 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.
  (2) The budget request specified in paragraph (1) shall be 
submitted to the Committee on Science and Technology and the 
Committee on Transportation and Infrastructure of the House of 
Representatives and the Committee on Commerce, Science, and 
Transportation of the Senate at the same time as the 
President's Budget Request is submitted to the Congress.

           *       *       *       *       *       *       *

                              ----------                              


          VISION 100--CENTURY OF AVIATION REAUTHORIZATION ACT

SEC. 709. AIR TRANSPORTATION SYSTEM JOINT PLANNING AND DEVELOPMENT 
                    OFFICE.

  (a) Establishment.--(1) The Secretary of Transportation shall 
establish in the Federal Aviation Administration a joint 
planning and development office to manage work related to the 
Next Generation Air Transportation System. The office shall be 
known as the Next Generation Air Transportation System Joint 
Planning and Development Office (in this section referred to as 
the ``Office''). The head of the Office shall be the Director. 
The Director shall report to the Administrator of the Federal 
Aviation Administration and shall serve as Associate 
Administrator for the Next Generation Air Transportation 
System, and shall be a voting member and co-chair of the Joint 
Resources Council.
  (2) The responsibilities of the Office shall include--
          (A) creating and carrying out an integrated plan for 
        a Next Generation Air Transportation System pursuant to 
        subsection (b);
          (B) overseeing research and development on that 
        system;
          [(C) creating a transition plan for the 
        implementation of that system;]
          (C) creating a transition plan for the implementation 
        of that system that includes date-specific milestones 
        for the implementation of new capabilities into the 
        national airspace system;

           *       *       *       *       *       *       *

          (G) facilitating the transfer of technology from 
        research programs such as the National Aeronautics and 
        Space Administration program and the Department of 
        Defense Advanced Research Projects Agency program to 
        Federal agencies with operational responsibilities and 
        to the private sector; [and]
          (H) reviewing activities relating to noise, 
        emissions, fuel consumption, and safety conducted by 
        Federal agencies, including the Federal Aviation 
        Administration, the National Aeronautics and Space 
        Administration, the Department of Commerce, and the 
        Department of Defense[.]; and
          (I) establishing specific quantitative goals for the 
        safety, capacity, efficiency, performance, and 
        environmental impacts of each phase of Next Generation 
        Air Transportation System implementation activities and 
        measuring actual operational experience against those 
        goals, taking into account noise pollution reduction 
        concerns of affected communities to the greatest extent 
        practicable in establishing the environmental goals;
          (J) working to ensure global interoperability of the 
        Next Generation Air Transportation System;
          (K) integrating aviation weather information and 
        space weather information into the Next Generation Air 
        Transportation System as soon as possible;
          (L) overseeing, with the Administrator, the selection 
        of products or outcomes of research and development 
        activities that would be moved to the next stage of a 
        demonstration project through the Joint Resources 
        Council;
          (M) maintaining a baseline modeling and simulation 
        environment for testing and evaluating alternative 
        concepts to satisfy Next Generation Air Transportation 
        enterprise architecture requirements; and
          (N) pursuing the integration of unmanned aircraft 
        systems into the national airspace system through 
        research and demonstration programs under the auspices 
        of a public and private partnership.
  (3)(A) The Office shall operate in conjunction with relevant 
programs in the Department of Defense, the National Aeronautics 
and Space Administration, the Department of Commerce and the 
Department of Homeland Security. The Secretary of 
Transportation may request assistance from staff from those 
Departments and other Federal agencies.
  (B) The Administrator, the Secretary of Defense, the 
Administrator of NASA, the Secretary of Commerce, the Secretary 
of Homeland Security, and the head of any other Department or 
Federal agency from which the Secretary of Transportation 
requests assistance under paragraph (A) shall designate a 
senior official in the department or agency to be responsible 
for--
          (i) implementing the department's or agency's Next 
        Generation Air Transportation System activities with 
        the Office, including the execution of all aspects of 
        the department's or agency's work on developing and 
        implementing the integrated plan described in section 
        709(2)(A); and
          (ii) ensuring that the department or agency meets its 
        obligations as set forth in the memorandum of 
        understanding executed by or on behalf of the 
        department or agency under subparagraph (D).
  (C) The head of any such department or agency shall--
          (i) establish an office within the department or 
        agency to carry out its responsibilities under the 
        memorandum of understanding under the supervision of 
        the designated official; and
          (ii) ensure that the designated official has 
        sufficient budgetary authority and staff resources to 
        carry out the department's or agency's Next Generation 
        Air Transportation System responsibilities as set forth 
        in the integrated plan under section 709(b).
  (D) Not later than 6 months after the date of enactment of 
the Federal Aviation Research and Development Reauthorization 
Act of 2007, the head of each department or agency that has 
responsibility for carrying out any activity under the 
integrated plan under section 709(b) shall execute a memorandum 
of understanding with the Office obligating that department or 
agency to carry out those activities.

           *       *       *       *       *       *       *

  (b) Integrated Plan.--[The integrated plan shall be designed 
to ensure that the Next Generation Air Transportation System 
meets air transportation safety, security, mobility, 
efficiency, and capacity needs beyond those currently included 
in the Federal Aviation Administration's operational evolution 
plan and accomplishes the goals under subsection (c).] The 
integrated plan shall be designed to ensure that the Next 
Generation Air Transportation System meets anticipated future 
air transportation safety, security, mobility, efficiency, and 
capacity needs and accomplishes the goals under subsection (c). 
The integrated plan shall include--
          (1) * * *

           *       *       *       *       *       *       *

          (3) a multiagency research and development roadmap 
        for creating the Next Generation Air Transportation 
        System with the characteristics outlined under clause 
        (ii), including--
                  (A) * * *

           *       *       *       *       *       *       *

                  (C) the technical milestones that will be 
                used to evaluate the activities; [and]
          (4) a description of the operational concepts to meet 
        the system performance requirements for all system 
        users and a timeline and anticipated expenditures 
        needed to develop and deploy the system to meet the 
        vision for 2025[.];
          (5) Date-specific timetables for the partial and 
        complete implementation of planned Next Generation Air 
        Transportation System capabilities, including but not 
        limited to Automated Dependent Surveillance-Broadcast, 
        Unmanned Aircraft Systems operations, Next Generation 
        Enabled Weather system, Next Generation Data 
        Communications, NAS Voice Switch, System Wide 
        Information Management system, and space weather 
        information, and including any necessary certification 
        activities, and including an evaluation of the costs 
        and benefits of accelerating any of the implementation 
        and certification timetables;
          (6) Identification of planned demonstration projects 
        and date-specific timetables for the conduct of the 
        demonstration projects and subsequent certification 
        activities and an evaluation of the costs and benefits 
        of accelerating any of the demonstration projects and 
        certification activities;
          (7) Date-specific timetables for meeting the 
        environmental requirements identified in subsection 
        (I); and
          (8) Identification, on an annual basis, of each 
        entity that will be responsible for each component of 
        any research, development, or implementation activity.

           *       *       *       *       *       *       *

  [(d) Reports.--The Administrator of the Federal Aviation 
Administration shall transmit to the Committee on Commerce, 
Science, and Transportation in the Senate and the Committee on 
Transportation and Infrastructure and the Committee on Science 
in the House of Representatives--
          [(1) not later than 1 year after the date of 
        enactment of this Act , the integrated plan required in 
        subsection (b); and
          [(2) annually at the time of the President's budget 
        request, a report describing the progress in carrying 
        out the plan required under subsection (b) and any 
        changes to that plan.]
  (d) Annual Reports.--The Director of the Office shall 
transmit a report annually to the Committee on Science and 
Technology and the Committee on Transportation and 
Infrastructure of the House of Representatives and the 
Committee on Commerce, Science, and Transportation of the 
Senate at the time of the President's budget request describing 
the progress in carrying out the plan required under subsection 
(b) and any changes to that plan. The annual report shall 
include--
          (1) the updated integrated plan developed under 
        subsection (b);
          (2) a detailed description of the progress made in 
        carrying out the integrated plan and any changes made 
        to that plan since the previous annual report, and 
        identifying any changes resulting from funding 
        shortfalls or limitations set by the Office of 
        Management and Budget;
          (3) any deviation from previously established 
        development and implementation milestones, the reasons 
        for the deviation, and the impact of the deviation;
          (4) the relevant programs and activities for the 
        previous fiscal year and the proposed programs and 
        activities under the President's budget request, of 
        each participating Federal agency and department; and
          (5) the levels of funding for each participating 
        Federal agency and department devoted to the programs 
        and activities in paragraph (4) for the previous fiscal 
        year and under the President's budget request.
  (e) Authorization of Appropriations.--There are authorized to 
be appropriated to the Office $50,000,000 for each of the 
fiscal years 2004 through [2010] 2011.

SEC. 710. NEXT GENERATION AIR TRANSPORTATION SENIOR POLICY COMMITTEE.

  (a) In General.--The Secretary of Transportation shall 
establish a senior policy committee to work with the Next 
Generation Air Transportation System Joint Planning and 
Development Office. The senior policy committee shall be 
chaired by the Secretary, and shall meet at least four times 
each year.

           *       *       *       *       *       *       *


                     XX. Committee Recommendations

    On June 22, 2007, the Committee on Science and Technology 
favorably reported the Federal Aviation Research and 
Development Reauthorization Act of 2007 by a voice vote, and 
recommended its enactment.



    XXI. PROCEEDINGS OF THE MARKUP BY THE SUBCOMMITTEE ON SPACE AND 
AERONAUTICS ON H.R. 2698, THE FEDERAL AVIATION RESEARCH AND DEVELOPMENT 
                      REAUTHORIZATION ACT OF 2007

                              ----------                              


                        THURSDAY, JUNE 14, 2007

                  House of Representatives,
             Subcommittee on Space and Aeronautics,
                       Committee on Science and Technology,
                                                    Washington, DC.

    The Subcommittee met, pursuant to call, at 10:36 a.m., in 
Room 2318 of the Rayburn House Office Building, Hon. Mark Udall 
[Chairman of the Subcommittee] presiding.
    Chairman Udall. The Committee will come to order. Good 
morning to all of you. The Subcommittee on Space and 
Aeronautics will come to order. Pursuant to notice, the 
Subcommittee on Space and Aeronautics meets to consider the 
following measure, H.R. 2698, the Federal Aviation Research and 
Development Reauthorization Act of 2007.
    We will now proceed with the markup beginning with opening 
statements and I will begin and then turn to Mr. Feeney for his 
remarks.
    This morning the Subcommittee on Space and Aeronautics will 
mark up H.R. 2698, the Federal Aviation Research and 
Development Reauthorization Act of 2007. H.R. 2698 reflects the 
constructive input of Members on both sides of the aisle, 
witnesses at our series of FAA hearings earlier this spring as 
well as input from a diverse range of stakeholders in the 
aviation and research communities.
    The Federal Aviation Administration's stated mission is to 
provide the safest, most efficient aerospace system in the 
world and its stated vision is to improve the safety and 
efficiency of aviation while being responsive to our customers 
and accountable to the public. I know those are laudable and 
important goals and I want to support FAA's efforts in striving 
to reach those goals.
    To that end, this legislation is focused on ensuring that 
the FAA will have the tools that it will need to keep the 
Nation's air transportation system safe, efficient and 
environmentally friendly. Thus, the Act reauthorizes a range of 
important R&D activities at the FAA, starts up new initiatives 
in some key areas and contains provisions aimed at 
strengthening the interagency Joint Planning and Development 
Office, fondly known as JPDO, which has the responsibility of 
planning and developing the Next Generation Air Transportation 
System, NextGen.
    With respect to the JPDO, the Act responds to the 
recommendations of the Government Accountability Office as well 
as other expert witnesses that the Space and Aeronautics 
Subcommittee heard from at our recent hearings by including 
provisions aimed at strengthening the effectiveness of the JPDO 
in carrying out the NextGen initiative. These include such 
things as strengthening the authority of the JPDO director; 
requiring each participating agency and department to identify 
a senior official to be in charge of its activities in support 
of the NextGen initiative; requiring an integrated plan with 
date-specific timetables for implementation of NextGen 
capabilities; having OMB coordinate each participating agency's 
and department's budget in support of the NextGen initiative; 
directing JPDO to develop contingency plans for dealing with 
degradation of the NextGen system due to a natural disaster, 
major equipment failure or act of terrorism; requiring the JPDO 
to establish noise emissions and energy consumption 
requirements for the NextGen system; directing JPDO to develop 
an R&D roadmap for the integration of unmanned aircraft systems 
into the national airspace system; and having the GAO carry out 
annual reviews of the JPDO's effectiveness.
    As important as the JPDO is, the Act recognizes that the 
FAA in coordination with other agencies such as the National 
Aeronautics and Space Administration has a critical role to 
play in supporting other important aviation R&D activities, a 
number of which have been underfunded in recent years according 
to the testimony of the GAO, FAA's own advisory committee and 
expert witnesses at our hearings. To that end, the Act augments 
the President's funding requests for human factors research, 
weather research, unmanned aircraft systems research, and 
energy- and environment-related research.
    In addition, recent announcements from Europe regarding the 
potential imposition of emissions penalties on aircraft 
operations in the next decade have made it clear in the United 
States that we need to be better prepared to understand the 
impact of aviation on the climate as well as what might be done 
to mitigate that impact. This legislation takes the first step 
in that direction by directing the FAA in coordination with 
NASA and the U.S. Climate Change Science Program to develop a 
plan for such research and then having the National Research 
Council carry out an independent assessment of that research 
plan.
    The Nation's colleges and universities have an important 
role to play in carrying out research in support of the 
Nation's future air transportation system. At the same time, 
that research is a critical means to helping to train the next 
generation of scientists, engineers and aviation specialists 
that we will need over the coming decades. Thus, this Act 
establishes a research grants program involving undergraduate 
students. It also contains provisions aimed at strengthening 
FAA's Centers of Excellence program, and I particularly want to 
thank Mr. Feeney for his constructive proposals in that regard.
    The Act also contains R&D provisions to continue engine 
research in coordination with NASA that has the goal of 
enabling existing general aviation aircraft to operate with 
unleaded aviation fuel. That is a provision that Mr. Lipinski 
has been very interested in and I want to thank him for his 
efforts on behalf of it. In addition, the legislation continues 
the Airport Cooperative Research Program and also establishes a 
runway research program that should benefit both general 
aviation and commercial air carrier airports.
    Finally, in view of the increased importance of space 
weather to aviation, especially with an increased incidence of 
flight operations over the polar regions, the Act establishes a 
multi-agency research program to conduct research on the 
impacts of space weather on aviation and air passengers.
    We all know that air transportation is central to the 
Nation's economic well-being, our international competitiveness 
and our quality of life. FAA's R&D programs play an important 
role in ensuring the continued safety and efficiency of 
America's air transportation system and I believe that the 
Federal Aviation Research and Development Act of 2007 will keep 
FAA's R&D enterprise healthy and productive. I again want to 
thank Mr. Feeney and my colleagues on both sides of the aisle 
for their support and their very constructive advice regarding 
this legislation, and I look forward to a productive markup 
this morning.
    [The prepared statement of Chairman Udall follows:]
               Prepared Statement of Chairman Mark Udall
    This morning, the Subcommittee on Space and Aeronautics will mark 
up H.R. 2698, the Federal Aviation Research and Development 
Reauthorization Act of 2007. H.R. 2698 reflects the constructive input 
of Members on both sides of the aisle, witnesses at our series of FAA 
hearings earlier this spring, as well as input from a diverse range of 
stakeholders in the aviation and research communities.
    The Federal Aviation Administration's stated mission is to 
``provide the safest, most efficient aerospace system in the world,'' 
and its stated vision is to ``improve the safety and efficiency of 
aviation, while being responsive to our customers and accountable to 
the public.'' I think those are laudable and important goals, and I 
want to support FAA's efforts in striving to reach those goals.
    To that end, this legislation is focused on ensuring the FAA will 
have the tools that it will need to keep the Nation's air 
transportation system safe, efficient, and environmentally friendly. 
Thus, the Act reauthorizes a range of important R&D activities at the 
FAA, starts up new initiatives in some key areas, and contains 
provisions aimed at strengthening the interagency Joint Planning and 
Development Office (JPDO), which has the responsibility of planning and 
developing the Next Generation Air Transportation System (NextGen).
    With respect to the JPDO, the Act responds to the recommendations 
of the Government Accountability Office (GAO) as well as other expert 
witnesses that the Space and Aeronautics Subcommittee heard from at our 
recent hearings by including provisions aimed at strengthening the 
effectiveness of the JPDO in carrying out the NextGen initiative. These 
include such things as:

          Strengthening the authority of the JPDO Director;

          Requiring each participating agency and department to 
        identify a senior official to be in charge of its activities in 
        support of the NextGen initiative;

          Requiring an integrated plan with date-specific 
        timetables for implementation of NextGen capabilities;

          Having OMB coordinate each participating agency's and 
        department's budget in support of the NextGen initiative;

          Directing JPDO to develop contingency plans for 
        dealing with degradation of the NextGen system due to a natural 
        disaster, major equipment failure, or act of terrorism;

          Requiring the JPDO to establish noise, emissions, and 
        energy consumption requirements for the NextGen system;

          Directing JPDO to develop an R&D roadmap for the 
        integration of unmanned aircraft systems (UAS) into the 
        national airspace system; and

          Having GAO carry out annual reviews of JPDO's 
        effectiveness.

    As important as the JPDO is, the Act recognizes that the FAA, in 
coordination with other agencies such as the National Aeronautics and 
Space Administration (NASA), has a critical role to play in supporting 
other important aviation R&D activities, a number of which have been 
under funded in recent years according to the testimony of the GAO, 
FAA's own R&D advisory committee, and expert witnesses at our hearings. 
To that end, the Act augments the President's funding requests for 
human factors research, weather research, unmanned aircraft systems 
research, and energy- and environment-related research.
    In addition, recent announcements from Europe regarding the 
potential imposition of emissions penalties on aircraft operations in 
the next decade have made it clear that the United States needs to 
better understand the impact of aviation on the climate as well as what 
might be done to mitigate that impact. This legislation takes the first 
step in that direction by directing the FAA, in coordination with NASA 
and the U.S. Climate Change Science Program to develop a plan for such 
research and then having the National Research Council carry out an 
independent assessment of that research plan.
    The Nation's colleges and universities have an important role to 
play in carrying out research in support of the Nation's future air 
transportation system. At the same time, that research is a critical 
means of helping to train the next generation of scientists, engineers, 
and aviation specialists that we will need over the coming decades. 
Thus, this Act establishes a research grants program involving 
undergraduate students. It also contains provisions aimed at 
strengthening FAA's Centers of Excellence program and I want to thank 
Mr. Feeney for his constructive proposals in that regard.
    The Act also contains R&D provisions to continue engine research, 
in coordination with NASA, which has the goal of enabling existing 
general aviation aircraft to operate with unleaded aviation fuel. That 
is a provision that Mr. Lipinski has been very interested in too, and I 
want to thank him for his efforts on behalf of it. In addition, the 
legislation continues the Airport Cooperative Research Program and also 
establishes a runway research program that should benefit both general 
aviation and commercial air carrier airports.
    Finally, in view of the increased importance of space weather to 
aviation, especially with the increased incidence of flight operations 
over the polar regions, the Act establishes a multi-agency research 
program to conduct research on the impacts of space weather on aviation 
and air passengers.
    We all know that air transportation is central to the Nation's 
economic well-being, our international competitiveness, and our quality 
of life. FAA's R&D programs play an important role in ensuring the 
continued safety and efficiency of America's air transportation system, 
and I believe that the Federal Aviation Research and Development Act of 
2007 will keep FAA's R&D enterprise healthy and productive. I again 
want to thank Mr. Feeney and my colleagues on both sides of the aisle 
for their support and constructive advice regarding this legislation, 
and I look forward to a productive markup this morning. With that, I 
would like to turn to my good friend Mr. Feeney for any opening 
statement he would like to make.

    Chairman Udall. With that, I would like to turn to my good 
friend, Mr. Feeney, for any opening statement he would like to 
make.
    Mr. Feeney. Thank you, Chairman Udall.
    This morning's markup of legislation reauthorizing the 
Federal Aviation Administration's research and development 
programs is an important first step to redirect, reinforce and 
improve agency efforts to maintain the highest possible levels 
of safety, efficiency and capacity in our national airspace 
system. I support this legislation and would urge all Members 
to support it as well.
    The FAA is a unique federal enterprise. Twenty-four hours a 
day, seven days a week, it operates a complex nationwide 
network of communications, navigation and surveillance systems 
upon which our civil, military and general aviation aircraft 
are completely dependent. The architecture of this system dates 
back 50 years. It is simply incapable as currently designed of 
handling large increases in traffic.
    But having said that, a huge and increasing portion of our 
economy is directly reliant on FAA's ability to manage the air 
traffic control system at the highest levels of performance. 
More and more commerce is utilizing the airways in one form or 
another to meet consumer demand. The result of these trends is 
not surprising: Congestion and increasing frequency of flight 
delays, clear signs of stress on a system that is close to 
saturation.
    The bill before us takes several important steps to address 
this issue. First it reauthorizes R&D programs and projects 
requested by the Administration for fiscal years 2008 through 
2011 generally at the requested levels. This bill does increase 
funding authorization for human factors, weather, unmanned 
aerial vehicles, the Joint Planning and Development Office, and 
environment research activities. In addition, the bill 
authorizes five new research programs, two of which are already 
being conducted by FAA.
    The bill also makes several important improvements to the 
Joint Planning and Development Office which is housed within 
the FAA but serves to coordinate research among five federal 
departments and agencies, whose goal is to develop a new air 
traffic control system by the year 2025 that will triple the 
system's current capacity. Section 4 clarifies the role and 
responsibilities of the JPDO and its partner agencies, and 
clarifies accountability and budgeting.
    Finally, I would like to emphasize one of the other 
features of the bill that address unmanned aerial vehicles. 
Section 4 includes an extensive provision directing FAA to 
provide Congress with research plans and conduct pilot projects 
designed to accelerate the introduction of UAVs into the 
national airspace system in a safe and effective manner. There 
are a number of federal and State agencies that desire to use 
UAVs to perform public safety missions, especially with regard 
to border protection and drug interdiction. UAVs are being used 
to great effect by the Defense Department and I believe, as I 
know the Chairman does as well, that UAVs can serve critical 
roles here at home.
    I want to thank Chairman Udall and the Majority staff for 
their open and frequent consultation throughout this entire 
development of this bill. Bipartisanship has long been a 
hallmark of this committee, and this bill is certainly 
reflective of that tradition. I look forward to supporting the 
bill, and thank you.
    I yield back my time, Mr. Chairman.
    [The prepared statement of Mr. Feeney follows:]
            Prepared Statement of Representative Tom Feeney
    Thank you, Mr. Chairman. This morning's markup of legislation 
reauthorizing the Federal Aviation Administration's research and 
development programs is an important first step to redirect, reinforce, 
and improve agency efforts to maintain the highest possible levels of 
safety, efficiency, and capacity in our national airspace system. I 
support this legislation and urge all Members to support it as well.
    The FAA is a unique federal enterprise. Twenty-four hours a day, 
seven days a week, it operates a complex nationwide network of 
communications, navigation and surveillance systems upon which our 
civil, military and general aviation aircraft are completely dependent. 
The architecture of this system dates back 50 years. It is simply 
incapable, as currently designed, of handling large increases in 
traffic.
    But having said that, a huge--and increasing--portion of our 
economy is directly reliant on FAA's ability to manage the air traffic 
control system at the highest levels of performance. More and more 
commerce is utilizing the airways in one form or another to meet 
consumer demand. The result of these trends is not surprising: 
congestion and increasing frequency of flight delays, clear signs of 
stress on a system that is close to saturation.
    The bill before us takes several important steps to address this 
issue. First, it reauthorizes R&D programs and projects requested by 
the Administration for Fiscal Years 2008 through 2011, generally at the 
requested levels. The bill does increase funding authorization for 
human factors, weather, unmanned aerial vehicles, the Joint Planning 
and Development Office, and environment research activities. In 
addition, the bill authorizes five new research programs, two of which 
are already being conducted by FAA.
    The bill also makes several important improvements to the Joint 
Planning and Development Office (``JPDO''), which is housed within the 
FAA but serves to coordinate research among five federal departments 
and agencies, whose goal is to develop a new air traffic control system 
by the year 2025 that will triple the system's current capacity. 
Section 4 clarifies the roles and responsibilities of the JPDO and its 
partner agencies, and clarifies accountability and budgeting.
    Finally, I would like to emphasize one other feature of the bill 
that addresses unmanned aerial vehicles. Sec. 4 includes an extensive 
provision directing FAA to provide Congress with research plans and 
conduct pilot projects designed to accelerate the introduction of 
``UAVs'' into the national airspace system in a safe and effective 
manner. There are a number of federal and State agencies that desire to 
use UAVs to perform public safety missions, especially with regard to 
border protection and drug interdiction. UAVs are being used to great 
effect by the Defense Department, and I believe, as does the Chairman, 
that UAVs can serve critical roles here at home.
    I want to thank Mr. Udall and the Majority staff for their open and 
frequent consultation throughout the entire development of this bill. 
Bipartisanship has long been a hallmark of this committee, and this 
bill is certainly reflective of that tradition. I look forward to 
supporting this bill.
    Thank you, Mr. Chairman.

    Chairman Udall. Thank you, Mr. Feeney, and without 
objection, Members may place statements in the record at this 
point.
    I want to share with the Members present that after the 
markup was formally noticed, our staff discovered a technical 
error in the bill. We incorporated the correction of this error 
into H.R. 2698, which was introduced yesterday. It is my 
understanding that the corrected text has been made available 
to everyone. If there is no objection, I ask unanimous consent 
to consider H.R. 2698 as a base text for the purposes of 
amendment.
    Seeing no objection, we will proceed to the first reading 
of the bill. I would ask unanimous consent that the bill is 
considered as read and open to amendment at any point and that 
the Members proceed with the amendments in the order of the 
roster. Without objection, so ordered.
    We will proceed to a vote on the bill. Are there any 
amendments? Hearing none, the vote is on the bill H.R. 2698, 
the Federal Aviation Research and Development Reauthorization 
Act of 2007. All those in favor will say aye. All those opposed 
will say no. In the opinion of the Chair, the ayes have it.
    At this point I recognize Mr. Feeney to offer a motion.
    Mr. Feeney. Mr. Chairman, I move that the Subcommittee 
favorably report H.R. 2698 as amended to the Full Committee. 
Furthermore, I move that the staff be instructed to prepare the 
Subcommittee legislative report and make the necessary 
technical and conforming changes to the bill as amended in 
accordance with the recommendations of the Subcommittee.
    Chairman Udall. The question is on the motion to report the 
bill favorably. Those in favor of the motion will signify by 
saying aye. Opposed, no. The ayes have it. The bill is 
favorably reported.
    Without objection, the motion to reconsider is laid upon 
the table. Subcommittee Members will have two subsequent 
calendar days in which to submit supplemental Minority or 
additional views on the measure, ending Tuesday, June 19, at 9 
a.m.
    At this point I would like to thank the Members for their 
attendance. This concludes our Subcommittee markup.
    The Subcommittee is adjourned.
    [Whereupon, at 10:48 a.m., the Subcommittee was adjourned.]
                               Appendix:

                              ----------                              


                 H.R. 2698, Section-by-Section Analysis






               Section-by-Section Analysis of H.R. 2698,
               Federal Aviation Research and Development
                      Reauthorization Act of 2007

SEC. 1. SHORT TITLE

    ``Federal Aviation Research and Development Reauthorization Act of 
2007''.

SEC. 2. DEFINITIONS

    Defines terms used in the bill.

SEC. 3. AUTHORIZATION OF APPROPRIATIONS

    Amends existing law and authorizes $335,191,000 for FY08; 
$481,554,000 for FY09; $486,502,000 for FY10; and $514,832,000 for 
FY11.

SEC. 4.  NEXT GENERATION AIR TRANSPORTATION SYSTEM JOINT PLANNING AND 
                    DEVELOPMENT OFFICE

    Makes Director head of both the JPDO and Associate Administrator 
for the Next Generation Air Transportation System and voting member/Co-
Chair of Joint Resources Council.
    Requires the Director to create a transition plan, establish 
quantitative goals, and ensure the inter-operability of the Next 
Generation Air Transportation System.
    Requires the Administrator, the Secretary of Defense, the 
Administrator of NASA, the Secretary of Commerce, the Secretary of 
Homeland Security, and the head of any other department or federal 
agency from which the Secretary of Transportation requests assistance 
to designate a senior official to implement each department or agency's 
Next Generation Air Transportation System activities within the Office. 
Requires within six months for the department or agency that has 
responsibility for carrying out activity under the plan to execute a 
memorandum of understanding with the Office.
    Requires an integrated plan to ensure that the Next Generation Air 
Transportation System meets anticipated future air transportation 
safety, security, mobility, efficiency, and capacity needs. Requires 
date-specific timetables for the implementation of the Next Generation 
Air Transportation System capabilities.
    Requires an annual report from the Director of the Office 
describing the process of carrying out the implementation plan.
    Requires Senior Policy Committee to meet at least four times per 
year.
    Requires each federal agency and department participating in the 
Office to submit a report to the Office of Management and Budget 
identifying its portion of responsibility which contributes to the Next 
Generation Air Transportation System and to state the portion of its 
requests for appropriations.
    Requires the Director to develop contingency plans for dealing with 
the degradation of the Next Generation Air Transportation System in the 
event of a natural disaster, major equipment failure, or act of 
terrorism.
    Requires the Director to establish environmental requirements for 
noise, emissions, and energy consumption for the Next Generation Air 
Transportation System. NASA will be primarily responsible for research, 
development, and demonstration of applicable technologies, while the 
FAA will be primarily responsible for demonstration of optimized 
operational procedures.
    Requires the Comptroller General to assess the effectiveness of the 
Next Generation Air Transportation System Joint Planning and 
Development Office in meeting the deadlines and milestones of the 
integrated plan, as well as the adequacy of the memoranda of 
understanding executed by the federal departments and agencies. 
Requires within 270 days of enactment and annually thereafter until the 
Next Generation Air Transportation System is operational, a report 
containing the Comptroller General's findings, conclusions and 
recommendations.
    Requires within 90 days of enactment, an unmanned aircraft systems 
research, development, demonstration and implementation roadmap to be 
delivered to the Congress. Requires within three months of enactment 
for the FAA to arrange for the National Research Council to conduct an 
independent assessment of unmanned aircraft systems. Within 12 months, 
this report shall be submitted to the FAA and the Congress. Requires 
the FAA to establish pilot projects for the tests of unmanned aircraft 
systems' integration into the national airspace system. Requires within 
90 days after the completion of these tests, a report on the findings 
which shall be submitted to the Congress. Authorizes such sums of as 
may be necessary to carry out the pilot projects.

SEC. 5.  INTERAGENCY RESEARCH INITIATIVE ON THE IMPACT OF AVIATION ON 
                    THE CLIMATE

    Requires the FAA in coordination with NASA and the U.S. Climate 
Change Science Program to establish a research initiative assessing the 
impact of aviation on the climate and to evaluate approaches to 
mitigate that impact. Requires within one year of enactment a jointly 
developed plan for this research program. The National Research Council 
will be directed by the FAA to provide an independent review of the 
research program plan. $2,000,000 is authorized to be appropriated in 
fiscal year 2008 for the research program, and $5,000,000 in each of 
the fiscal years 2009 through 2011.

SEC. 6. RESEARCH PROGRAM ON RUNWAYS

    Requires the FAA to establish a program of research grants to 
universities and non-profit research foundations for research and 
technology demonstrations related to improved runway surfaces and 
engineered material restraining systems for runways at general aviation 
and commercial air carrier airports. $5,000,000 is authorized to be 
appropriated for each of the fiscal years 2008 through 2011.

SEC. 7. RESEARCH ON DESIGN FOR CERTIFICATION

    Requires within six months of enactment for the FAA and NASA to 
establish a joint research program on improving the timelines of 
certification for new national airspace system technologies. Requires 
within one year of enactment for the FAA and NASA to provide a jointly 
developed plan for the research program's objectives, proposed tasks, 
milestones, and five-year budgetary profile. The National Research 
Council will be directed by the FAA to provide an independent review of 
the research program plan within eighteen months of enactment.

SEC. 8. CENTERS OF EXCELLENCE

    Amends existing law, stating that the U.S. Government's share of 
establishing and operating a center and research grants shall not 
exceed 75 percent of the costs, and that the U.S. Government's share 
for an individual grant shall not exceed 90 percent of the costs. 
Requires an annual report to be sent to the Congress.

SEC. 9. AIRPORT COOPERATIVE RESEARCH PROGRAM

    Amends existing law to extend the program.

SEC. 10.  RESEARCH GRANTS PROGRAM INVOLVING UNDERGRADUATE STUDENTS

    Requires the Administrator to establish a program to establish a 
program to utilize colleges and universities in conducting research by 
undergraduate students on subjects of relevance to the FAA. Authorizes 
$5,000,000 for research grants for each of the fiscal years 2008 
through 2011.

SEC. 11. BUDGET FORMULATION

    Amends existing law to require the FAA's annual budget request 
identify all of the activities that fall within categories of basic 
research, applied research, and development.

SEC. 12.  RESEARCH PROGRAM ON SPACE WEATHER AND AVIATION

    Requires the FAA, in coordination with the NSF, NASA, NOAA and 
other relevant agencies, to initiate a research program to conduct 
research projects on the impacts of space weather to aviation, 
communication, navigation, avionic systems, and on airline passengers, 
and to facilitate the transfer of technology from this program to 
federal agencies and the private sector. $1,000,000 is to be authorized 
for each of the fiscal years 2008 through 2011.

SEC. 13.  AVIATION GAS RESEARCH AND DEVELOPMENT PROGRAM

    Requires the FAA, in coordination with NASA, to continue research 
and development activities into technologies for modifying existing 
aviation piston engines to be operated with unleaded aviation fuel. 
Requires within 120 days of enactment for the FAA to develop a roadmap 
for specific objectives of the program. Requires within 130 days of 
enactment, for the FAA to deliver the roadmap of the program to the 
appropriate congressional committees. $750,000 is to be authorized for 
each of the fiscal years 2008 through 2010.

SEC. 14. RESEARCH REVIEWS AND ASSESSMENTS

    Requires the Administrator to arrange for the National Research 
Council to conduct a review of the FAA's energy- and environment-
related research programs, and to provide the Congress with a report of 
the review within eighteen months of enactment.
    Requires the Administrator to arrange for the National Research 
Council to conduct a study evaluating the impacts of space weather on 
the U.S. aviation industry, in particular for the Over-The-Pole (OTP) 
and Ultra-Long-Range (ULR) operations, and to provide the Congress with 
a report of the study within one year of enactment.



   XXII. PROCEEDINGS OF THE FULL COMMITTEE MARKUP ON H.R. 2698, THE 
 FEDERAL AVIATION RESEARCH AND DEVELOPMENT REAUTHORIZATION ACT OF 2007

                              ----------                              


                         FRIDAY, JUNE 22, 2007

                  House of Representatives,
                       Committee on Science and Technology,
                                                    Washington, DC.

    The Committee met, pursuant to call, at 10:50 a.m., in Room 
2318 of the Rayburn House Office Building, Hon. Bart Gordon 
[Chairman of the Committee] presiding.
    Chairman Gordon. The Committee will come to order. Pursuant 
to notice, the Committee on Science and Technology meets to 
consider the following measures: H.R. 906, the Federal Aviation 
Research and Development Reauthorization Act of 2007; and 
H.Res. 487, Recognizing the contribution of modeling and 
simulation technology to the security and prosperity of the 
United States and recognizing modeling and simulation as a 
national critical technology, and let me thank the Members for 
coming here this morning. We have lots going on. There will be 
a vote in about an hour but I think we can take care of our 
business with that period. So again, thank you.
    We will now proceed with the markup. Today the Committee is 
meeting to mark up two good bipartisan pieces of legislation.
    The first bill we will consider today is H.R. 2698, the 
Federal Aviation Research and Development Reauthorization Act 
of 2007, and H.R. 2698 was introduced by Chairman Udall. The 
Space and Aeronautics Subcommittee met last Thursday to 
consider H.R. 2698 and favorably reported the bill by voice 
vote without amendment. I want to thank and congratulate the 
Members of the Subcommittee for their hard work and bipartisan 
cooperation on this bill. There are two central features of 
this legislation before us. The first is a set of provisions 
intended to strengthen both the national authority and the 
accountability of the Next Generation Air Transportation System 
Joint Planning and Development Office, JPDO, because its 
success or failure is going to determine in large measure 
whether or not the Nation will have a safe and efficient air 
traffic management system in the future, and let me just say, 
this is a big deal, bigger than we are making it today. It is 
imperative that for both the aviation industry as well as our 
nation at large that we have this Next Generation air traffic 
control system and by and large it is going to be developed by 
virtue of the R&D we are going to provide here in the FAA bill 
as well as in the NASA bill, so we are going to play a major 
role, and this is important to the country.
    The second feature is a four-year authorization of FAA's 
research and development activities including the establishment 
of important new research initiatives on the impact of space 
weather on aviation, the impact of aviation on the climate 
research, runway materials and engineering materials, 
restraining systems, among others. This FAA authorization 
expires this year. That is why it is important for us to move 
forward, and the reason it is important is that we have the 
option of going to the conference with Transportation either 
without a bill or with a bill, and I think by us putting a mark 
in the sand today, it is going to make us more relevant in 
being able to do that. Our friend and colleague, Mr. Costello, 
isn't here but I was hoping he would come so we could give him 
a lesson on legislating so that he could get it out of his 
committee also. I am sure he will finally get here at which 
time we will give him some pointers. But again, this is 
important. This bill will expire and we have the option of 
either participating or not participating, and I think we are 
doing the right thing, and I thank you for that. So I urge my 
colleagues to support this very good bipartisan bill.
    Today we will also take up H.Res. 487, Recognizing the 
contribution of modeling and simulation technology to the 
security and prosperity of the United States and recognizing 
modeling and simulation as a national critical technology, as 
well as the thousands of Americans who work to develop this 
project. This is an under-appreciated but fundamentally 
important area of research to our country and I urge my 
colleagues to support this measure.
    [The prepared statement of Chairman Gordon follows:]
               Prepared Statement of Chairman Bart Gordon
    Good morning. Today the Committee is meeting to mark up two good 
pieces of legislation that have bipartisan support.
    The first bill that we will consider today is H.R. 2698, the 
Federal Aviation Research and Development Reauthorization Act of 2007.
    H.R. 2698 was introduced by Chairman Udall, and I was pleased to be 
an original co-sponsor of the legislation.
    The Space and Aeronautics Subcommittee met last Thursday to 
consider H.R. 2698 and favorably reported the bill by voice vote 
without amendment.
    I want to thank and congratulate Members of the Subcommittee for 
their hard work and bipartisan cooperation on this bill.
    There are two central features to the legislation before us today.
    The first is a set of provisions intended to strengthen both the 
authority and the accountability of the Next Generation Air 
Transportation System's Joint Planning and Development Office-JPDO--
because its success or failure is going to determine in large measure 
whether or not the Nation will have a safe and efficient air traffic 
management system in the future.
    The second feature is a four-year authorization of FAA's research 
and development activities, including the establishment of important 
new research initiatives on the impact of space weather on aviation, 
the impact of aviation on the climate, research on runway materials and 
engineered materials restraining systems, among others.
    I believe each of those new initiatives will better position the 
FAA to respond to emerging research challenges.
    As I have noted, the focus of today's markup is FAA's R&D program 
and the Next Generation Air Transportation System initiative.
    However, it is clear that FAA cannot ensure the successful 
development of the Nation's future air transportation system on its 
own.
    As the establishment of the interagency JPDO by Congress four years 
ago indicates, it is going to take the combined efforts of multiple 
federal agencies, working in partnership with industry and the academic 
community, to make the NextGen initiative a success.
    NASA, in particular, has an important R&D role to play, and we will 
need to ensure that NASA is given the necessary resources to play that 
role, and--in turn--that NASA steps up to its responsibilities for 
conducting needed R&D.
    That is something that the Committee will devote more attention to 
as we start work on reauthorizing NASA later in this Congress.
    For now, however, our focus is on the FAA, and I think that H.R. 
2698 is a good bill that will help ensure that America's aviation 
system remains safe and preeminent in the world.
    I urge my colleagues to support it.
    Today, we will also take up H.Res. 487, Recognizing the 
contribution of modeling and simulation technology to the security and 
prosperity of the United States, and recognizing modeling and 
simulation as a National Critical Technology.

    Chairman Gordon. I now recognize Mr. Hall to present his 
opening statement.
    Mr. Hall. I thank you, Chairman Gordon, for the chance to 
make some opening remarks about today's markup on H.R. 2698, 
the Federal Aviation Research and Development Reauthorization 
Act of 2007, and H.Res. 487, recognizing the contribution of 
modeling and simulation technology to the security and the 
prosperity of our country. These are two very important pieces 
of legislation, as you pointed out, that have been worked out 
in a bipartisan fashion. I believe the FAA legislation will do 
a great deal to improve research and development in aviation 
and I am proud that this committee is advancing this 
legislation.
    I am also very supportive of the resolution co-sponsored by 
my good friend, Mr. Feeney, which praises the good work of 
modeling and simulation technology.
    Mr. Chairman, as always, I look forward to discussing these 
bills further as we move through the markup today, and I yield 
back the balance of my time.
    Chairman Gordon. Without objection, Members may now place 
statements in the record at this point.
    We will now consider H.R. 2698, the Federal Aviation 
Research and Development Reauthorization Act of 2007. I yield 
to the gentleman from Colorado five minutes to describe his 
bill.
    Mr. Udall. Thank you, Mr. Chairman. As you have indicated, 
H.R. 2698, the Federal Aviation Research and Development 
Reauthorization Act of 2007, was passed out of the Subcommittee 
on Space and Aeronautics on a voice vote last week. I 
especially want to thank Mr. Feeney, the Ranking Member of the 
Subcommittee, and my colleagues on both sides of the aisle for 
the bipartisan approach that we have all taken towards this 
legislation, and I hope we can continue that approach today.
    This bill will help ensure that the FAA has the tools it 
needs to keep the Nation's air transportation system safe, 
efficient and environmentally friendly. It reauthorizes 
important R&D activities at the FAA, starts up new initiatives 
in key areas and contains provisions to strengthen the 
interagency Joint Planning and Development Office, which has 
responsibility for planning and developing the Next Generation 
Air Transportation System. NextGen, as it is known by, will 
replace the Nation's current air traffic management system 
which is being pushed to its limits and will be unable to 
satisfy the projected demand for future air travel.
    The JPDO, the Joint Planning and Development Office, must 
integrate the work of numerous agencies on complex projects. 
The bill will help strengthen the JPDO and increase its 
effectiveness. The bill also recognizes that the FAA in 
coordination with other agencies plays a critical role in 
supporting other important aviation R&D activities that the 
General Accounting Office and FAA's own R&D advisory committee 
say have been underfunded in recent years.
    One such area is aviation emissions, which has been 
receiving a lot of attention lately. For example, the European 
Union may impose penalties on aircraft emissions in the next 
decade, and we should address this issue proactively. The bill 
takes the first step of directing the FAA, in coordination with 
other agencies, to develop a research plan, and by having the 
National Research Council carry out an independent assessment 
of that plan.
    Our colleagues and universities plan an important role as 
well in research to support the Nation's future air 
transportation system, research that as it is underway helps to 
train the next generation of scientists, engineers and aviation 
specialists. That is why the bill authorizes a university 
research grants program and strengths the FAA's Centers of 
Excellence program, and again I want to thank Mr. Feeney for 
his work on that latter issue.
    The bill also contains R&D provisions to continue engine 
research to help enable existing general aviation piston engine 
aircraft to operate with unleaded aviation fuel. I would like 
to thank Mr. Lipinski for his important efforts on this 
provision.
    The Chairman mentioned that space weather is becoming even 
more critical to aviation as more planes fly over the polar 
regions. The bill establishes a multi-agency research program 
to study the impacts of it on the aviation system and on air 
passengers and crews.
    It is clear that the Nation's air transportation system is 
critical to our economic well-being, our international 
competitiveness and our quality of life. I believe that this 
bill will keep the FAA's R&D enterprise healthy and productive. 
We have received letters of endorsement from several 
organizations including the Aerospace Industries Association, 
the Aircraft Owners and Pilots Association, the Airports 
Council International, the American Meteorological Society, the 
Colorado Department of Transportation--I had noting to do with 
that--and the American Institute of Aeronautics and 
Astronautics.
    In conclusion, I think that this is a good bipartisan bill 
and I would urge my colleagues to support it. Thank you, Mr. 
Chairman.
    [The prepared statement of Mr. Udall follows:]
               Prepared Statement of Chairman Mark Udall
    Good morning.
    As Chairman Gordon has indicated, H.R. 2698, the Federal Aviation 
Research and Development Act of 2007, was passed by the Subcommittee on 
Space and Aeronautics on a voice vote at its markup last week.
    I want to thank my colleagues on both sides of the aisle, 
especially my friend and Ranking Member, Mr. Feeney, for the bipartisan 
approach they have taken towards this legislation during its 
development.
    I hope that we will continue that approach today.
    H.R. 2698 will help ensure that the FAA has the tools it needs to 
keep the Nation's air transportation system safe, efficient, and 
environmentally friendly.
    It reauthorizes important R&D activities at the FAA, starts up new 
initiatives in key areas, and contains provisions to strengthen the 
interagency Joint Planning and Development Office (JPDO), which has 
responsibility for planning and developing the Next Generation Air 
Transportation System (NextGen).
    The NextGen initiative will replace the Nation's current air 
traffic management system, which is being pushed to its limits and will 
be unable to satisfy the projected demand for future air travel.
    The JPDO must integrate the work of numerous agencies on complex 
projects. The bill will help strengthen the JPDO and increase its 
effectiveness.
    The bill also recognizes that the FAA, in coordination with other 
agencies, plays a critical role in supporting other important aviation 
R&D activities that the GAO and FAA's own R&D advisory committee say 
have been underfunded in recent years.
    One such issue is aviation emissions, which has been receiving a 
lot of attention lately. For example, the European Union may impose 
penalties on aircraft emissions in the next decade.
    We should address this issue proactively. This bill takes the first 
step of directing the FAA, in coordination with other agencies, to 
develop a research plan, and by having the National Research Council 
carry out an independent assessment of that plan.
    Our colleges and universities play an important role in research to 
support the Nation's future air transportation system--research that 
also helps to train the next generation of scientists, engineers, and 
aviation specialists.
    That's why the bill authorizes a university research grants program 
and strengthens FAA's Centers of Excellence program, and I again want 
to thank Mr. Feeney for work on that latter issue.
    The bill also contains R&D provisions to continue engine research 
to help enable existing general aviation piston engine aircraft to 
operate with unleaded aviation fuel. I would like to thank Mr. Lipinski 
for his efforts on this provision.
    Space weather is becoming even more critical to aviation as more 
planes fly over the polar regions. The bill establishes a multi-agency 
research program to study the impacts of it on the aviation system and 
on air passengers and crews.
    Mr. Chairman, as I have said before, the Nation's air 
transportation system is critical to our economic well-being, our 
international competitiveness, and our quality of life.
    I believe that this bill will keep the FAA's R&D enterprise healthy 
and productive.
    We have received letters of endorsement from several organizations, 
including the Aerospace Industries Association, the Aircraft Owners and 
Pilots Association, the Airports Council International, the American 
Meteorological Society, the Colorado Department of Transportation, and 
the American Institute of Aeronautics and Astronautics.
    In conclusion, I think that this is a good bipartisan bill, and I 
urge my colleagues to support it.

    Chairman Gordon. Thank you, Mr. Udall, for your good work 
on this bill.
    Mr. Hall is recognized.
    Mr. Hall. Mr. Chairman, I thank you for scheduling the 
markup today, legislation reorganizing the Federal Aviation 
Administration's research and development program for the years 
2008 through 2011, and let me just say at the outset that I 
support this legislation and I urge all the Members to support 
it as well. It is a very good bill. It authorizes a total of 
$1.88 billion in R&D spending over four years, and while this 
number may seem--may appear to some to be fairly substantial, 
of course, it is substantial, but when compared to overall 
spending requested by the FAA, R&D funding is about three and 
one-half percent of the agency's annual spending. This is an 
extraordinarily small amount for an organization that is 
heavily dependent on maintaining a national network of 
communications, navigation and surveillance technologies as is 
the FAA, and it is possible only because of its R&D work as 
performed by NASA.
    H.R. 2698 fully funds the Administration's budget request 
for FAA R&D and includes several increases for R&D projects 
that total $117 million over the life of the bill, or about six 
and one-half percent above the Administration's request. It 
also assumes full funding responsibility for two important R&D 
activities, and those are the Joint Planning and Development 
Office and the Center for Advanced Aviation Systems design.
    This bill before us this morning is comprehensive and makes 
a number of needed improvements but in the time remaining I 
will confine my remarks to provisions dealing with the Joint 
Planning and Development Office. The Federal Aviation 
Administration manages the safest and busiest airport system in 
the world, and all indications point to a doubling of the 
number of users within the next 10 to 12 years. The biggest R&D 
challenge confronting FAA is keeping pace with this growth 
before routine gridlock pervades our entire airspace system. 
Four years ago during the last reauthorization cycle of FAA 
programs, this committee authored the provision creating the 
Joint Planning and Development Office. It was directed to 
coordinate the design and development of a Next Generation Air 
Transportation System that will by the year 2025 be capable of 
handling three times the current level of traffic without any 
degradation in safety. The Department of Defense, Homeland 
Security, Commerce, Transportation as well as NASA and the 
White House Office of Science and Technology Policy all play 
key roles in this endeavor.
    The bill before us this morning strengthens JPDO's ability 
to coordinate and direct these agencies as they work together 
to develop the Next Generation system. It directs the JPDO to 
establish a clear set of milestones. It strengthens the roles 
and responsibilities of the office's top management and it 
directs participating agencies to designate and hold 
accountable the senior career officials tasked with managing 
JPDO-related activities. These are good and necessary 
improvements.
    As noted in your opening statement, this bill also makes a 
number of other improvements that will give FAA the tools it 
needs to keep our airspace system the safest and the most 
efficient in the world.
    Before closing, I do want to note for the record several 
concerns raised by NASA regarding a small number of provisions 
in this bill. Before it goes to the House Floor, I want to 
express my hope to the Chairman that he would work with us to 
address them as best we can.
    Mr. Chairman, I want to take a moment to highlight the 
close and cooperative work of the Majority staff in putting 
this bill together, particularly Dick Obermann. Throughout this 
entire markup process, Dick consulted with our staff frequently 
and openly seeking the Minority's input on the bill's 
provisions and report language. All Committee staff on both 
sides should survive any negotiations one with the other and 
should as these have done strive to follow Dick's very good 
example. Thank you, Dick, and thank you, Mr. Chairman. I yield 
back my time.
    [The prepared statement of Mr. Hall follows:]
           Prepared Statement of Representative Ralph M. Hall
    Mr. Chairman, thank you for scheduling this morning's markup of 
H.R. 2698, legislation reauthorizing the Federal Aviation 
Administration's research and development programs for fiscal years 
2008 through 2011. Let me say at the outset that I support this 
legislation and I urge all Members to support it as well. It is a good 
bill.
    The bill authorizes a total of $1.88 billion in R&D spending over 
four years. While this number may appear to some to be fairly 
substantial, when compared to overall spending requested by the FAA, 
R&D funding is about 3.5 percent of the agency's annual spending. This 
is an extraordinarily small amount for an organization as heavily 
dependent on maintaining a national network of communications, 
navigation and surveillance technologies as is FAA, and it's possible 
only because some of its R&D work is performed by NASA.
    H.R. 2698 fully funds the Administration's budget request for FAA 
R&D, and includes several increases for R&D projects that total $117 
million over the life of the bill, or about 6.5 percent above the 
Administration's request. It also assumes full funding responsibility 
for two important R&D activities: the Joint Planning and Development 
Office, and the Center for Advanced Aviation Systems Design.
    The bill before us this morning is comprehensive and makes a number 
of needed improvements, but in the time remaining, I will confine my 
remarks to provisions dealing with the Joint Planning and Development 
Office (JPDO).
    The Federal Aviation Administration manages the safest and busiest 
airspace system in the world, and all indications point to a doubling 
of the number of users within the next ten to twelve years. The biggest 
R&D challenge confronting FAA is keeping pace with this growth before 
routine gridlock pervades our entire airspace system.
    Four years ago, during the last reauthorization cycle of FAA 
programs, this committee authored the provision creating the Joint 
Planning and Development Office that was directed to coordinate the 
design and development of a Next Generation Air Transportation System 
that will, by the year 2025, be capable of handling three times the 
current level of traffic without any degradation in safety. The 
Departments of Defense, Homeland Security, Commerce, Transportation, as 
well as NASA and the White House Office of Science and Technology 
Policy all play key roles in this endeavor.
    The bill before us this morning strengthens the JPDO's ability to 
coordinate and direct these agencies as they work together to develop 
the Next Generation system. It directs the JPDO to establish a clear 
set of milestones, it strengthens the roles and responsibilities of the 
office's top management, and it directs participating agencies to 
designate--and hold accountable--a senior career official tasked with 
managing JPDO-related activities. These are good and necessary 
improvements.
    As noted in your opening statement, this bill also makes a number 
of other improvements that will give FAA the tools it needs to keep our 
airspace system the safest and most efficient in the world.
    Before closing, I do want to note, for the record, several concerns 
raised by NASA regarding a small number of provisions in this bill. 
Before it goes to the House Floor, I want to express my hope to the 
Chairman that he would work with us to address them as best we can.
    Mr. Chairman, I want to take a moment to highlight the close and 
cooperative work of the Majority staff in putting this bill together, 
particularly Dick Obermann. Throughout this entire markup process, Dick 
consulted with our staff frequently and openly, seeking the Minority's 
input on the bill's provisions and report language. All Committee 
staff, on both sides, should strive to follow Dick's good example.
    Thank you, Mr. Chairman.

    Chairman Gordon. Thank you, Mr. Hall. Let me concur with 
those statements, and I am particularly pleased to hear that 
about Dick Obermann. He is a good professional and he is a 
model for all of us to follow. Thank you, Dick, and that is the 
way we want to do legislation.
    Mr. Hall, your concerns about JPDO are also--were well 
said. This is very important to us.
    Mr. Lipinski I believe had a statement to make.
    Mr. Lipinski. Move to strike the last word.
    Chairman Gordon. The gentleman is recognized for five 
minutes.
    Mr. Lipinski. Thank you, Mr. Chairman. As a Member of the 
Aviation Subcommittee of Transportation Infrastructure 
Committee, I want to echo the Chairman's words about the 
importance of this bill to the future of our air transportation 
system. We are also fortunate to have the Chair of the Aviation 
Subcommittee on the Science Committee. I am sure now he is 
working on hammering out finishing the T&I portion of the FAA 
reauthorization bill right now.
    In order to improve the safety and efficiency of aviation 
and limit harm to the environment, it is critical that we 
invest in research and development, something Mr. Udall had 
mentioned and emphasized. Now, currently, general aviation 
piston aircraft operate on 100-octane leaded aviation gas, or 
av gas. Av gas contains four times the amount of lead found in 
already banned leaded automotive fuel. It is extremely toxic, 
four times that found in automobile gas which we banned a 
number of years ago. Unfortunately, there is no economical 
alternative that currently exists. We definitely need to work 
on changing that. I would like to thank Chairman Gordon and 
Chairman Udall for working with me to include a provision in 
this bill to continue to enhance R&D for alternative aviation 
fuels.
    Increasing R&D for alternative aircraft fuels is crucial if 
we hope to hasten their introduction into the market and in 
doing so help protect our environment. I would like to thank 
Chairman Udall and Ranking Member Hall for all their work on 
this bill and for including this important environmental 
provision.
    Thank you, Mr. Chairman, and I yield back the balance of my 
time.
    Chairman Gordon. Thank you, Mr. Lipinski, and also for 
doing double duty on this FAA bill on both your committees. We 
are going to provide a copy of the Subcommittee and Full 
Committee markup for you to present to Mr. Costello as a model 
for him to move his work, and we are sure that he will catch up 
with us at a later date.
    Mr. Lipinski. I am sure he will appreciate that.
    Chairman Gordon. Mr. Feeney, you did a good job on this. Do 
you want to brag a little bit about it?
    Mr. Feeney. No, but I do want to bring on both the Majority 
and the Minority staff and Chairman Udall. I am very grateful 
for his leadership because this really was a bipartisan 
consensus and so it was a very easy markup once we got to that, 
and this is a vital bill. I think that Chairman Gordon said it 
right. We are making too little of this because this is vital 
to have a system based on Next Generation leadership that will 
triple the capacity of our air traffic. It is so important that 
we do that in an environmentally responsible manner, in a safe 
manner, and it is critical to the prosperity of our country.
    I thank my Ranking Member, Mr. Hall, and again I just want 
to tell you how appreciative I am of the leadership of Mr. 
Udall and his staff as we pass a very good bill today. I yield 
back.
    Chairman Gordon. Thank you, Mr. Feeney. I think you make a 
good point. You know, just because we don't yell and holler 
around here, it doesn't mean we are not doing important work. 
We have gotten some bills out.
    Mr. Feeney. Mr. Chairman, I can yell and holler if it will 
help.
    Chairman Gordon. Hopefully that won't be necessary. Save 
that for another committee.
    Does anyone else wish to be recognized? We will get to your 
amendment in just a moment, Mr. Chandler. Is that what you 
wanted to do? Okay.
    I ask unanimous consent that the bill is considered as read 
and open to amendment at any point and that Members proceed 
with amendments in order of the roster. Without objection, so 
ordered.
    The first amendment on the roster is a manager's amendment 
offered by the Chair. The Clerk will report the amendment.
    The Clerk. Amendment to H.R. 2698 offered by Mr. Gordon of 
Tennessee.
    Chairman Gordon. I ask unanimous consent to dispense with 
the reading. Without objection, so ordered. I recognize myself 
for five minutes to explain the amendment.
    I have what I believe is a straightforward amendment that 
makes a number of technical corrections to the bill as well as 
clarify several provisions of the bill. The amendment clarifies 
that the bill provides new funding authorizations for the 
research initiatives included in section 4J, 5, 6, 10 and 13.
    It also clarifies that we are directing JPDO to establish 
noise, emission and energy consumption objectives in section 
4H. In section 5, it makes clear that we are not prejudging the 
results of the interagency research initiative into the impact 
of aviation on the climate.
    Finally, the amendment makes explicit that the bill's 
presumption that unmanned aircraft systems are to be integrated 
into the national airspace system in a manner that does not 
degrade the system. I have worked closely with the Minority in 
crafting this amendment, and I appreciate their assistance and 
their good ideas. I believe that this is a noncontroversial 
amendment and I would urge your support.
    Is there further discussion on the amendment? If not, the 
vote occurs on the amendment. All in favor say aye. Those 
opposed, no. The ayes have it and the amendment is agreed to.
    The second amendment on the roster is offered by the 
gentleman from Kentucky, Mr. Chandler. Are you ready to proceed 
with your amendment?
    Mr. Chandler. Yes, Mr. Chairman. There is an amendment at 
the desk and I would like to ask for unanimous consent to 
dispense with the reading.
    Chairman Gordon. The gentleman is recognized for five 
minutes.
    Mr. Chandler. Thank you, sir. As we all know, everybody I 
think has a great deal of concern for air safety in this 
country. I have a particular concern now because the last very 
large air disaster occurred in my district in August of last 
year when 49 people were killed. I hope it will be the last 
such event for a very long time in this country, and I hope 
that we can do what we can to see that that is the case.
    This amendment that I am offering would mandate an 
independent assessment be made of the FAA's aviation safety-
related research programs. This assessment would be made by the 
National Academy's National Research Council. The assessment 
will investigate whether the FAA's research programs are 
working effectively and will ensure that there are mechanisms 
in place for implementing this research into the FAA's safety 
operations and their procedures. Specifically, the safety-
related research programs that the council will review focus on 
issues such as air traffic control and technical operations, 
runway incursion reduction and human-to-machine interactions. 
Neither I nor my staff have been able to find any record of any 
prior independent assessment of the FAA's safety-related 
programs. I am determined to find every way possible to work 
toward better safety in our nation's skies and airports and I 
believe that this amendment gets to the heart of FAA aviation 
safety and provides a much-needed independent review. I also 
want to thank you, Mr. Chairman, for your assistance in working 
with me on this, the Ranking Member and the Chairman and 
Ranking Member of the Subcommittee. Thank you.
    [The prepared statement of Mr. Chandler follows:]
           Prepared Statement of Representative Ben Chandler
    Mr. Chair, as you know, I have become passionate about improving 
aviation safety, particularly after the tragic Comair crash that 
occurred in my own district on August 27, 2006, which killed 49 people.
    The amendment I am offering today is the bill that I introduced 
last week--the FAA Aviation Safety Research Assessment Act.
    This amendment would mandate that an independent assessment be made 
of the FAA's aviation safety-related research programs. This assessment 
would be made by the National Academies' National Research Council.
    The assessment will investigate whether the FAA's research programs 
are working effectively, and will ensure that there are mechanisms in 
place for implementing their research into the FAA's safety operations 
and procedures.
    Specifically, the safety-related research programs that the Council 
will review focus on issues such as air traffic control and technical 
operations, runway incursion reduction, and human-machine interactions. 
Neither I nor my staff has been able to find any record of a prior 
independent assessment of the FAA's safety-related programs.
    I am determined to find every way possible to work toward better 
safety in our nation's skies and airports.
    I believe that this amendment gets to the heart of FAA aviation 
safety and provides a much needed independent review.
    I ask the Committee for their support of this amendment.
    Thank you.

    Chairman Gordon. Thank you for that explanation. The Clerk 
will report the amendment.
    The Clerk. Amendment to H.R. 2698 offered by Mr. Chandler 
of Kentucky.
    Chairman Gordon. I ask unanimous consent that we dispense 
with the reading. I think Mr. Chandler has done a good job of 
explaining his bill. Does anyone else wish to make comments? If 
there is no further discussion, then the vote will occur on the 
amendment. All in favor say aye. Those opposed, no. The ayes 
have it and the amendment is agreed to.
    The third amendment on the roster is offered by the 
gentleman from Utah, Mr. Matheson. Are you ready to proceed 
with your amendment?
    Mr. Matheson. I am ready, Mr. Chairman, and I do have an 
amendment at the desk.
    Chairman Gordon. The Clerk will report the amendment.
    The Clerk. Amendment to H.R. 2698 offered by Mr. Matheson.
    Chairman Gordon. I ask unanimous consent to dispense with 
the reading. Without objection, so ordered. The gentleman is 
recognized for five minutes to explain his amendment.
    Mr. Matheson. Thank you, Mr. Chairman. The amendment is 
actually quite simple. It asks the FAA to prioritize noise 
pollution when redesigning commercial airspace. Though safety 
should be the most important consideration in airspace design, 
I think the consideration of noise pollution is also essential 
in order to provide the public with the best possible airspace 
design. Currently the FAA's only priority in assessing airspace 
design is safety, which should certainly be the number one 
concern. However, there should be an effort to ensure that the 
public is happy with decisions that affect their communities. 
Airspace redesigns that do not consider noise pollution in 
their environmental impact studies can be delayed by 
litigation, and in fact I bet we all have a story where they 
have been delayed by litigation. In my own district, we located 
a new airport in the town of St. George and it was an 11-year 
process in noise pollution issues, which ultimately were 
resolved, and that is the good news is that everyone is happy, 
but if they had received a greater priority and emphasis at the 
front end, that 11-year process could have been completed in a 
more reasonable time frame. So reducing noise pollution should 
be an important consideration at the front end of airspace 
design. It is a good first step toward finding solutions where 
everybody feels satisfied with the outcome.
    So this amendment requires the FAA to take a more serious 
approach to noise pollution, which is an issue that I think we 
all can relate to and I hope my colleagues will join me in 
supporting the amendment. Mr. Chairman, thank you for your 
cooperation on this and your staff. I yield back.
    [The prepared statement of Mr. Matheson follows:]
           Prepared Statement of Representative Jim Matheson
    Thank you, Mr. Chairman.
    My amendment is quite simple, it asks the FAA to prioritize noise 
pollution when redesigning commercial airspace. Though safety should be 
the most important consideration in airspace design, I believe that 
consideration of noise pollution is also essential in order to provide 
the public with the best possible flight paths.
    Currently, the FAA's only priority in assessing airspace redesign 
is safety, which should certainly be the #1 concern. However, there 
should also be an effort to ensure that the public is happy with 
decisions that affect residential communities. Airspace redesigns that 
do not consider noise pollution in their Environmental Impact Studies 
(EIS) can be delayed by litigation.
    Reducing noise pollution should be an important consideration at 
the front end of an airspace redesign--it's a good first step towards 
finding solutions that satisfy the public.
    This amendment requires the FAA to take a more serious approach to 
noise pollution, which is an issue that almost every community 
surrounded. I hope my colleagues will join me in supporting this 
amendment.

    Chairman Gordon. Thank you, Mr. Matheson. You did a good 
job with the amendment and also describing it.
    Does anyone else--oh----
    Mr. Rothman. Could I just speak on Mr. Matheson's 
amendment?
    Chairman Gordon. Oh, certainly, yes, Mr. Rothman.
    Mr. Rothman. Thank you. Mr. Chairman. I would like to speak 
in favor of the gentleman's amendment. You know, for many years 
those at the FAA assumed that people who cared about noise 
pollution were living in densely crowded spaces immediately 
adjacent to airports and it was just a niche, a little group of 
people unique to a couple of places around the country. They 
were wrong then and they are wrong now. Mr. Matheson has 
rightly pointed--he represents the State of Utah, not exactly 
the most densely crowded state in the country. The State of 
Utah, the people there are concerned about their quality of 
life and they are fed up with the stress, the unnecessary 
stress of airplane noise in their busy, already stressful 
lives. So it is well past time for the FAA to get the message 
that everyone in America is fed up with airplane noise and it 
is time for FAA to join with Americans across this country and 
help us solve this problem while addressing the other 
responsibilities of the FAA but as I have said before, Mr. 
Chairman, commerce, interstate or otherwise, serves the quality 
of life. That is the purpose of commerce, to enhance the 
quality of life of the people. When commerce is so poorly 
managed that it is destructive of the quality of life of the 
people, then it needs to be fixed and addressed, and when the 
management of our aviation system is so poorly managed that it 
destroys the quality of life of the people across the country 
from Utah to New Jersey, there should be a clear and loud 
message that even the FAA can understand.
    It is time for them to change the way they do business with 
regard to aircraft noise, and I ask my colleagues to support 
the Matheson.
    Thank you, Mr. Chairman.
    Chairman Gordon. Thank you, Mr. Rothman.
    Mr. Hall is recognized.
    Mr. Hall. Mr. Chairman, I think the gentleman from New 
Jersey is entirely correct in what he is saying and I like Mr. 
Matheson's approach to this amendment, and of course the 
Minority has reviewed it and we urge its adoption. I think it 
is good to point out about noise pollution and all other types 
of pollution today. I think he has well worded this one. Noise 
pollution reduction concerns have affected communities to the 
greatest extent practical, and that word practical really 
brings in there because, you know, we have offshore rigs all 
around this country here, offshore rigs that are keeping our 
kids from having to go overseas to fight a war to keep energy 
for us, and they object to some of those because they say they 
are of all things sight pollution. You know, give me a break. 
You know, if that is sight pollution, they ought to envision 
that offshore rig as it turns out that black gold for people 
that build our roads and turns their lights on and off and the 
people that work in the energy thrust today, they are 
appreciated because if they can just envision that that is 
their grandsons in a troop ship 14 miles out there headed east, 
west, south or north that gets them energy for us when they are 
out there producing it, as soon as practicable sure makes 
sense.
    I yield back.
    Chairman Gordon. Anyone else? Mr. Costello is recognized.
    Mr. Costello. Mr. Chairman, thank you, and Mr. Chairman, I 
just want to speak on the gentleman's amendment and associate 
myself with the comments made by our friend from New Jersey. 
The FAA, sometimes it is helpful for them to get the message 
and we hope that they get the message here today, and as we 
move forward with the FAA reauthorization bill, we hope that 
they will get the message.
    Let me just comment quickly, as a Member of the Science 
Committee as well as Chairman of the Aviation Subcommittee of 
Transportation, I strongly support this legislation and, well, 
not only support the legislation but hope to complement it as 
we move forward. There is no question that this legislation 
helps modernize our system by reforming the Joint Planning and 
Development Office by providing much needed work in av gas. It 
provides generous R&D into a variety of other safety issues. 
These initiatives will continue to improve our aviation system 
and continue to make it the safest and most efficient in the 
world.
    With that, Mr. Chairman, I support the gentleman's 
amendment and I yield back.
    Chairman Gordon. Thank you, Mr. Chairman. We are glad you 
could join us. Before you got here, there was unanimous consent 
agreement that Mr. Lipinski would present you with a DVD of our 
Subcommittee and Full Committee markup so that you can review 
it in the hopes that you would also be able to join us at this 
conference at a later date.
    Is there anyone else that has any discussion? If there is 
no further discussion, the vote occurs on the amendment. All in 
favor say aye. Those opposed, no. The ayes have it and the 
amendment is agreed to.
    Are there other amendments? Mr. Neugebauer.
    Mr. Neugebauer. Mr. Chairman, I don't have another 
amendment but I did ask for unanimous consent to strike the 
last word. You know, one of the things is that this research is 
very important and recently in my district we had meetings with 
people from FAA and DOD and Air Force and NOAA and a number of 
other agencies about the issue of making sure we have a storing 
place or a clearinghouse for information as it relates to 
renewable energy resources, particularly wind energy. As you 
know, I have one of the largest wind farms in the world in my 
district and one of the things that came up is that while the 
FAA and the wind industry have all been working very closely 
together and I am very proud of the cooperation that is going 
on right now. I think the thing that came out from that meeting 
is that there may be need to have kind of a clearinghouse of 
all of the issues as it relates to wind energy and, you know, 
Air Force--I mean operations, FAA operations and those kinds of 
issues down the road so that the private sector and the public 
sector are working together as they have done very 
successfully, but as we anticipate emphasis in this country on 
renewable energy, it may make sense, you know, down the road 
for us to have some discussions on how we can facilitate that. 
I don't want to create any kind of new bureaucracy at all but 
just finding out what is the appropriate agency possibly to be 
the clearinghouse for that information, and as these important 
new technologies that bill will hopefully bring forward making 
sure that the information that is developed and the technology 
that is developed, making sure it is compatible with the 
environments that those are going to operate in and so that 
also that the people that are going to be building structures 
in that same environment understand, you know, some of the 
issues as it relates to those infrastructure, you know, 
operating appropriately. And so down the road, you know, this 
is a very important bill for the purpose that, you know, we 
need to be on the cutting edge of air safety with our 
technology but also making sure that we are sharing that 
information and also working with the private sector to make 
sure that everybody is talking and speaking with the same voice 
and understands the issues.
    Chairman Gordon. You raise a very good point, and your 
staff put us on notice, and I am trying to think about this, 
and we really don't have any specific jurisdiction here but 
what I think we can do is this: It is more of an interagency 
problem within the Administration. If you can convince your 
colleague from Texas to join with me and if you would like to 
help us, we will try to write a letter to the Administration 
talking about our concerns here and asking them to get, if it 
is necessary, some type of a joint group between the various 
agencies to address it, and if you think that it is necessary, 
we will have a hearing on it later. I think that is where we 
can--how we can best serve.
    Mr. Neugebauer. I thank the Chairman.
    Chairman Gordon. Are there any other amendments? Mr. 
Rothman.
    Mr. Rothman. Mr. Chairman, I have an amendment at the desk 
and I would ask unanimous consent that the reading be waived.
    The Clerk. Amendment to H.R. 2698 offered by Mr. Rothman.
    Mr. Rothman. I ask unanimous consent that reading of the 
amendment be waived and I just----
    Chairman Gordon. The gentleman is recognized for five 
minutes to explain his amendment.
    Mr. Rothman. Thank you, Mr. Chairman, and I will be 
withdrawing this amendment. I would first like to express my 
thanks to Chairman Gordon and Ranking Member Hall and both the 
outstanding Majority and Minority staffs for their hard work in 
crafting this overall bipartisan legislation and all the 
cooperation that they continue to provide to me and my staff as 
express our views about various matters under the jurisdiction 
of this committee.
    Mr. Chairman, as many of my colleagues know, I represent 
one of the most densely populated regions in the most densely 
populated state in the Nation, New Jersey, and quality-of-life 
issues, just as they are important for my friends in Utah and 
every other state, are very important to me. Today the 
Committee is presented with an opportunity to help improve the 
quality of life for people not just in New Jersey but all over 
the country, people who live or work near general aviation 
airports. My amendment, Mr. Chairman, seeks to raise the 
authorization level for the environment portion of the Airport 
Cooperative Research program for fiscal year 2008 from $3 
million to $5 million. The amendment expresses the intent of 
this committee that the additional funding shall be dedicated 
to noise reduction research in relation to general aviation 
airports in urban and densely populated areas. While the 
funding for this program is scheduled to increase to $5 million 
next--in the fiscal year 2009 through fiscal year 2011, the 
problem of airport noise and the impact it has on millions of 
Americans is important enough I think to start at that funding 
level for this coming fiscal year.
    We were late, Mr. Chairman, in getting this amendment to 
the Committee and therefore the Committee staff did not have 
enough time to review this proposal. Therefore, Mr. Chairman, I 
will be withdrawing my amendment and asking the Chairman to 
work with me before the bill moves to the Floor to ensure that 
the funding level for this critical research program is raised 
sufficient to improve the quality of life of our constituents 
who live or work near urban area general aviation airports.
    [The prepared statement of Mr. Rothman follows:]
         Prepared Statement of Representative Steven R. Rothman
    Mr. Chairman, I rise today to offer an amendment, which I plan to 
withdraw.
    I would first like to express my thanks to Chairman Gordon, Ranking 
Member Hall, and both the Majority and Minority staff for their hard 
work in crafting this bipartisan legislation.
    Mr. Chairman, as many of my colleagues know, I represent the most 
densely populated region of the most densely populated state in the 
Nation, New Jersey.
    Quality of life issues for my constituents are always a top concern 
for me. Today, this committee is presented with an opportunity to help 
improve the quality of life not just for the people of New Jersey, but 
for all people who live, work, or attend school near airports.
    My amendment seeks to raise the authorization level for the 
environment portion of the Airport Cooperative Research Program, for 
fiscal year 2008 to $5,000,000.
    The amendment expresses the intent of this committee that the 
additional funding shall be dedicated to noise reduction research in 
relation to general aviation airports in urban and densely populated 
areas.
    The time for this committee and this Congress to act is now. While 
the funding for this program is scheduled to increase to $5,000,000 
each year for the years of FY09 through FY11, the problem of airport 
noise and the impact it has on millions of Americans is wreaking havoc 
upon the quality of life within our urban communities.
    I move to withdraw my amendment and ask the Chairman to work with 
me before this bill moves to the Floor to ensure that the funding level 
for this critical research program is raised sufficiently to improve 
the quality of life of our constituents who live, work, or attend 
school near urban area general aviation airports.

    Chairman Gordon. Thank you, Mr. Rothman. As you pointed 
out, through no fault of anyone, we did not receive this 
amendment until 8:30 this morning. On first view, it certainly 
looks like to be a positive amendment. In all fairness though, 
I think that the Minority needs to have a chance to fully vet 
it. Once that is done, I feel confident that we can work 
together to make this part of a manager's amendment at a later 
date, and thank you for bringing this up.
    Mr. Rothman. I thank the Chair, and I ask unanimous consent 
to withdraw my amendment.
    Chairman Gordon. Without objection.
    Are there any other amendments? If there are no other 
amendments, then the vote is on the bill, H.R. 2698, as 
amended. All those in favor, say aye. Those opposed, no. In the 
opinion of the Chair, the ayes have it.
    I recognize Mr. Hall to offer a motion.
    Mr. Hall. Mr. Chairman, I move that the Committee favorably 
report H.R. 2698, as amended, to the House with the 
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 changes and 
that the Chairman take all necessary steps to bring the bill 
before the House for consideration, and I yield back.
    Chairman Gordon. The question is on the motion to report 
the bill favorably. Those in favor of the motion will signify 
by saying aye. Opposed, no. The ayes appear to have it, and the 
bill is favorably reported.
    Without objection the motion to reconsider is laid upon the 
table. The Members have two subsequent calendar days in which 
to submit supplemental Minority or additional views on the 
measure ending Wednesday, June 27, at 9:00 a.m. I move pursuant 
to clause 1 of Rule 22 of the Rules of the House of 
Representatives that the Committee authorize the Chairman to 
offer such motions as may be necessary in the House to adopt 
and pass H.R. 2698, the Federal Aviation Research and 
Development Reauthorization Act of 2007, as amended. Without 
objection, so ordered.
    And now let me thank the Members for one more constructive 
markup, and the Committee is adjourned.
    [Whereupon, at 11:35 a.m., the Committee was adjourned.]
                               Appendix:

                              ----------                              


    Subcommittee on Space and Aeronautics Markup Report, H.R. 2698, 
                            Amendment Roster




                  COMMITTEE ON SCIENCE AND TECHNOLOGY

                 SUBCOMMITTEE ON SPACE AND AERONAUTICS

                    REPORT FROM SUBCOMMITTEE MARKUP

                             JUNE 14, 2007

H.R. 2698, the Federal Aviation Research and
                Development Reauthorization Act of 2007

I. Purpose

    The purpose of the bill is to reauthorize appropriations for the 
Federal Aviation Administration's research and development programs for 
fiscal years 2008, 2009, 2010, and 2011 and to clarify responsibilities 
and activities of the Next Generation Air Transportation System's Joint 
Planning and Development Office; amend provisions related to FAA's 
Centers of Excellence; establish an interagency initiative on the 
impact of aviation on the climate; authorize a runway research program; 
extend the Airport Cooperative Research Program; and authorize a number 
of other R&D initiatives. The funds authorized by this Act are aimed at 
improving the safety, capacity, and efficiency of the Nation's air 
transportation system to meet expected air traffic demands of the 
future.

II. Background and Need for Legislation

    The Federal Aviation Administration (FAA) was created to develop 
the Nation's air commerce system and promote aviation safety. As part 
of the Airport Development and Airway Trust Fund established by 
Congress in 1982, a comprehensive research and development program was 
put in place to maintain a safe and efficient air transportation 
system. In 2003, Congress passed Vision 100--Century of Aviation 
Reauthorization Act [P.L. 108-176] that authorized funding for FAA's 
activities, including research and development, for fiscal years 2003 
through 2007. P.L. 108-176 also established the Next Generation Air 
Transportation System's Joint Planning and Development Office (JPDO) in 
Title VII-Aviation Research, to manage work related to planning, 
research, development, and creation of a transition plan for the 
implementation of the Next Generation Air Transportation System.

III. Subcommittee Actions

    The Subcommittee on Space and Aeronautics heard testimony in the 
110th Congress relevant to the programs authorized in H.R. 2698 at 
hearings held March 22 and March 29, 2007. During those hearings, the 
Subcommittee heard testimony from the Vice President of Operations 
Planning in the FAA's Air Traffic Organization, the Co-Chair for the 
FAA's Research Engineering and Development Advisory Committee, the 
Chair for the Workshop on the Impacts of Aviation on Climate Change, 
the Chairman of the Environment Subcommittee of the FAA's Research, 
Engineering and Development Advisory Committee, as well as the Director 
of the Joint Planning and Development Office, a Director of Physical 
Infrastructure Issues in the Government Accountability Office, the 
President and CEO of the Aerospace Industries Association, and the 
Director of the Aviation Applications Program at the National Center 
for Atmospheric Research, all of whom provided an array of viewpoints 
on the FAA's R&D programs.
    On June 13, 2007, Representative Mark Udall, Chairman of the 
Subcommittee on Space and Aeronautics of the Committee on Science and 
Technology, for himself and Representative Gordon, introduced H.R. 
2698, the Federal Aviation Research and Development Reauthorization Act 
of 2007, a bill to authorize appropriations for fiscal years 2008, 
2009, 2010 and 2011 for the Federal Aviation Administration's Research 
and Development programs, and for other purposes.
    The Subcommittee on Space and Aeronautics met to consider H.R. 2698 
on Thursday, June 14, 2007. Ranking Member Feeney moved that the 
Subcommittee favorably report the bill, without amendment, to the Full 
Committee. The motion was agreed to by a voice vote.

IV. Summary of Major Provisions of the Bill

    H.R. 2698 authorizes $1.88 billion for the Federal Aviation 
Administration's Research and Development (R&D) programs for fiscal 
years 2008-2011, fully funding the President's budget request for each 
of FAA's R&D programs, and including total increases over the four 
years of $53.9 million for current R&D activities and $63.25 million 
for new R&D initiatives. The bill would strengthen the Joint Planning 
and Development Office and its planning and development of the Next 
Generation Air Transportation System by creating positions of 
responsibility within the participating agencies, strengthening the 
role of the JPDO Director, requiring the development of an integrated 
plan, as well as other provisions related to the JPDO. It would require 
the FAA in coordination with NASA and the U.S. Climate Change Science 
Program to establish an interagency research initiative on the impact 
of aviation on the climate. It would establish research programs on: 
runway materials; design for certification; and technologies for use of 
unleaded aviation gas in existing piston aircraft engines. It would 
require the FAA along with the NSF, NASA, NOAA, and other relevant 
agencies to establish a research program on the impacts of space 
weather on aviation. It would extend the Airport Cooperative Research 
Program and establish a research grants program involving undergraduate 
students. Finally, the bill would require a number of external 
assessments and reviews.

V.  Section-by-Section Analysis of the Bill, as reported by the 
                    Subcommittee

SEC. 1. SHORT TITLE

    The Federal Aviation Research and Development Reauthorization Act 
of 2007.

SEC. 2. DEFINITIONS

    Provides definitions for terms used in this Act.

SEC. 3. AUTHORIZATION OF APPROPRIATIONS

    Amends existing law and authorizes $335,191,000 for FY08; 
$481,554,000 for FY09; $486,502,000 for FY10; and $514,832,000 for 
FY11.

SEC. 4.  NEXT GENERATION AIR TRANSPORTATION SYSTEM JOINT PLANNING AND 
                    DEVELOPMENT OFFICE

    Makes Director head of both the JPDO and Associate Administrator 
for the Next Generation Air Transportation System and voting member/Co-
Chair of the Joint Resources Council.
    Requires the Director to create a transition plan, establish 
quantitative goals, and ensure the inter-operability of the Next 
Generation Air Transportation System with our international partners.
    Requires the Administrator, the Secretary of Defense, the 
Administrator of NASA, the Secretary of Commerce, the Secretary of 
Homeland Security, and the head of any other department or federal 
agency from which the Secretary of Transportation requests assistance 
to designate a senior official to implement each department's or 
agency's Next Generation Air Transportation System activities within 
the Office. Requires within six months for the department or agency 
that has responsibility for carrying out any activity under the plan to 
execute a memorandum of understanding with the Office.
    Requires an integrated plan to ensure that the Next Generation Air 
Transportation System meets anticipated future air transportation 
safety, security, mobility, efficiency, and capacity needs. Requires 
date-specific timetables for implementation of the Next Generation Air 
Transportation System capabilities.
    Requires an annual report from the Director of the Office 
describing the process of carrying out the implementation plan.
    Requires the Senior Policy Committee to meet at least four times 
per year.
    Requires each federal agency and department participating in the 
Office to submit a report to the Office of Management and Budget 
identifying its portion of responsibility which contributes to the Next 
Generation Air Transportation System and to state the portion of its 
requests for appropriations.
    Requires the Director to develop contingency plans for dealing with 
the degradation of the Next Generation Air Transportation System in the 
event of a natural disaster, major equipment failure, or act of 
terrorism.
    Requires the Director to establish environmental requirements for 
noise, emissions, and energy consumption for the Next Generation Air 
Transportation System. NASA will be primarily responsible for research, 
development, and demonstration of applicable technologies, while the 
FAA will be primarily responsible for demonstration of optimized 
operational procedures.
    Requires the Comptroller General to assess the effectiveness of the 
Next Generation Air Transportation System Joint Planning and 
Development Office in meeting the deadlines and milestones of the 
integrated plan, as well as the adequacy of the memoranda of 
understanding executed by the federal departments and agencies. 
Requires within 270 days of enactment and annually thereafter until the 
Next Generation Air Transportation System is operational, a report 
containing the Comptroller General's findings, conclusions and 
recommendations.
    Requires within 90 days of enactment, an unmanned aircraft systems 
research, development, demonstration and implementation roadmap to be 
delivered to the Congress. Requires the FAA, within three months of 
enactment, to arrange for the National Research Council to conduct an 
independent assessment of unmanned aircraft systems. Within 12 months, 
this report shall be submitted to the FAA and Congress. Requires the 
FAA to establish pilot projects for the tests of unmanned aircraft 
systems' integration into the national airspace system. Requires a 
report, within 90 days after the completion of these tests, on the 
findings which shall be submitted to the Congress. Authorizes such sums 
of as may be necessary to carry out the pilot projects.

SEC. 5.  INTERAGENCY RESEARCH INITIATIVE ON THE IMPACT OF AVIATION ON 
                    THE CLIMATE

    Requires the FAA in coordination with NASA and the U.S. Climate 
Change Science Program to establish a research initiative assessing the 
impact of aviation on the climate and to evaluate approaches to 
mitigate that impact. Requires within one year of enactment a jointly 
developed plan for this research program. The National Research Council 
will be directed by the FAA to provide an independent review of the 
research program plan. $2,000,000 is authorized to be appropriated in 
fiscal year 2008 for the research program, and $5,000,000 in each of 
the fiscal years 2009 through 2011.

SEC. 6. RESEARCH PROGRAM ON RUNWAYS

    Requires the FAA to establish a program of research grants to 
universities and non-profit research foundations for research and 
technology demonstrations related to improved runway surfaces and 
engineered material restraining systems for runways at general aviation 
and commercial air carrier airports. $5,000,000 is authorized to be 
appropriated for each of the fiscal years 2008 through 2011.

SEC. 7. RESEARCH ON DESIGN FOR CERTIFICATION

    Requires the FAA and NASA, within six months of enactment, to 
establish a joint research program on improving the timelines of 
certification for new national airspace system technologies. Requires, 
within one year of enactment, the FAA and NASA to provide a jointly 
developed plan for the research program's objectives, proposed tasks, 
milestones, and five-year budgetary profile. The National Research 
Council will be directed by the FAA to provide an independent review of 
the research program plan within eighteen months of enactment.

SEC. 8. CENTERS OF EXCELLENCE

    Amends existing law, stating that the U.S. Government's share of 
establishing and operating a center and all related research grants 
shall not exceed 75 percent of the costs, and that the U.S. 
Government's share for an individual grant shall not exceed 90 percent 
of the costs. Requires an annual report to be sent to the Congress.

SEC. 9. AIRPORT COOPERATIVE RESEARCH PROGRAM

    Amends existing law to extend the program.

SEC. 10.  RESEARCH GRANTS PROGRAM INVOLVING UNDERGRADUATE STUDENTS

    Requires the Administrator to establish a program to utilize 
colleges and universities in conducting research by undergraduate 
students on subjects of relevance to the FAA. Authorizes $5,000,000 for 
research grants for each of the fiscal years 2008 through 2011.

SEC. 11. BUDGET FORMULATION

    Amends existing law to require the FAA's annual budget request 
identify all of the activities that fall within categories of basic 
research, applied research, and development.

SEC. 12.  RESEARCH PROGRAM ON SPACE WEATHER AND AVIATION

    Requires the FAA, in coordination with the NSF, NASA, NOAA and 
other relevant agencies, to initiate a research program to conduct 
research projects on the impacts of space weather on aviation, 
communication, navigation and avionic systems, and on airline crew and 
passengers, and to facilitate the transfer of technology from this 
program to federal agencies and the private sector. $1,000,000 is to be 
authorized for each of the fiscal years 2008 through 2011.

SEC. 13.  AVIATION GAS RESEARCH AND DEVELOPMENT PROGRAM

    Requires the FAA, in coordination with NASA, to continue research 
and development activities into technologies for modifying existing 
aviation piston engines to be operated with unleaded aviation fuel. 
Requires within 120 days of enactment for the FAA to develop a roadmap 
for specific objectives of the program. Requires within 130 days of 
enactment, for the FAA to deliver the roadmap of the program to the 
appropriate congressional committees. $750,000 is to be authorized for 
each of the fiscal years 2008 through 2010.

SEC. 14. RESEARCH REVIEWS AND ASSESSMENTS

    Requires the Administrator to arrange for the National Research 
Council to conduct a review of the FAA's energy- and environment-
related research programs, and to provide Congress with a report of the 
review within eighteen months of enactment.
    Requires the Administrator to arrange for the National Research 
Council to conduct a study evaluating the impacts of space weather on 
the U.S. aviation industry, in particular for the Over-The-Pole (OTP) 
and Ultra-Long-Range (ULR) operations, and to provide Congress with a 
report of the study within one year of enactment.


   XXIII. Letters of Exchange From Transportation and Infrastructure 



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