[House Report 108-405]
[From the U.S. Government Publishing Office]



108th Congress                                            Rept. 108-405
                        HOUSE OF REPRESENTATIVES
 1st Session                                                     Part 1

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



 
       FEDERAL AVIATION ADMINISTRATION RESEARCH AND DEVELOPMENT 
                          REAUTHORIZATION ACT

                                _______
                                

December 8, 2003.--Committed to the Committee of the Whole House on the 
              State of the Union and ordered to be printed

                                _______
                                

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

                              R E P O R T

                        [To accompany H.R. 2734]

      [Including cost estimate of the Congressional Budget Office]

  The Committee on Science, to whom was referred the bill (H.R. 
2734) 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.............................................6
 III. Background and Need for the Legislation.........................6
  IV. Summary of Hearings.............................................6
   V. Committee Actions...............................................7
  VI. Summary of Major Provisions of the Bill.........................8
 VII. Section-by-Section Analysis (by Title and Section)..............9
VIII. Committee Views................................................11
  IX. Cost Estimate..................................................14
   X. Congressional Budget Office Cost Estimate......................15
  XI. Compliance With Public Law 104-4 (Unfunded Mandates)...........16
 XII. Committee Oversight Findings and Recommendations...............16
XIII. Statement on General Performance Goals and Objectives..........16
 XIV. Constitutional Authority Statement.............................17
  XV. Federal Advisory Committee Statement...........................17
 XVI. Congressional Accountability Act...............................17
XVII. Statement on Preemption of State, Local, or Tribal Law.........17
XVIII.Changes in Existing Law Made by the Bill, as Reported..........17

 XIX. Committee Recommendations......................................21
  XX. Proceedings of the Subcommittee Markup.........................23
 XXI. Proceedings of the Full Committee Markup.......................57

                              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 Administration 
Research and Development Reauthorization Act''.

SEC. 2. AUTHORIZATION OF APPROPRIATIONS.

  Section 48102(a) of title 49, United States Code, is amended--
          (1) by striking ``to carry out sections 44504'' and inserting 
        ``for conducting civil aviation research and development under 
        sections 44504'';
          (2) by striking ``and'' at the end of paragraph (7);
          (3) by striking the period at the end of paragraph (8) and 
        inserting a semicolon; and
          (4) by adding at the end the following new paragraphs:
          ``(9) for fiscal year 2004, $371,317,000, including--
                  ``(A) $190,000,000 for Research, Engineering, and 
                Development, of which--
                          ``(i) $65,000,000 shall be for Improving 
                        Aviation Safety;
                          ``(ii) $24,000,000 shall be for Weather 
                        Safety Research;
                          ``(iii) $15,000,000 shall be made available 
                        to the Next Generation Air Traffic Management 
                        Research and Development Joint Program Office 
                        established under section 3 of the Federal 
                        Aviation Administration Research and 
                        Development Reauthorization Act for the Next 
                        Generation Air Traffic Management Research and 
                        Development program under such section 3;
                          ``(iv) $27,500,000 shall be for Human Factors 
                        and Aeromedical Research;
                          ``(v) $30,000,000 shall be for Environmental 
                        Research and Development, of which $20,000,000 
                        shall be for research activities related to 
                        reducing community exposure to civilian 
                        aircraft noise or emissions;
                          ``(vi) $7,000,000 shall be for Research 
                        Mission Support;
                          ``(vii) $20,000,000 shall be for the Airport 
                        Cooperative Research Program; and
                          ``(viii) $1,500,000 shall be for carrying out 
                        subsection (h) of this section;
                  ``(B) $163,900,000 for Facilities and Equipment, of 
                which--
                          ``(i) $42,800,000 shall be for Advanced 
                        Technology Development and Prototyping;
                          ``(ii) $30,300,000 shall be for Safe Flight 
                        21; and
                          ``(iii) $90,800,000 shall be for the Center 
                        for Advanced Aviation System Development; and
                  ``(C) $17,417,000 for Airport Improvement Program 
                Research and Development, of which--
                          ``(i) $9,667,000 shall be for Airports 
                        Technology-Safety; and
                          ``(ii) $7,750,000 shall be for Airports 
                        Technology-Efficiency;
          ``(10) for fiscal year 2005, $396,192,000, including--
                  ``(A) $206,600,000 for Research, Engineering, and 
                Development, of which--
                          ``(i) $65,705,000 shall be for Improving 
                        Aviation Safety;
                          ``(ii) $24,260,000 shall be for Weather 
                        Safety Research;
                          ``(iii) $30,000,000 shall be made available 
                        to the Next Generation Air Traffic Management 
                        Research and Development Joint Program Office 
                        established under section 3 of the Federal 
                        Aviation Administration Research and 
                        Development Reauthorization Act for the Next 
                        Generation Air Traffic Management Research and 
                        Development program under such section 3;
                          ``(iv) $27,800,000 shall be for Human Factors 
                        and Aeromedical Research;
                          ``(v) $30,109,000 shall be for Environmental 
                        Research and Development, of which $20,000,000 
                        shall be for research activities related to 
                        reducing community exposure to civilian 
                        aircraft noise or emissions;
                          ``(vi) $7,076,000 shall be for Research 
                        Mission Support;
                          ``(vii) $20,000,000 shall be for the Airport 
                        Cooperative Research Program; and
                          ``(viii) $1,650,000 shall be for carrying out 
                        subsection (h) of this section;
                  ``(B) $172,000,000 for Facilities and Equipment, of 
                which--
                          ``(i) $43,300,000 shall be for Advanced 
                        Technology Development and Prototyping;
                          ``(ii) $31,100,000 shall be for Safe Flight 
                        21;
                          ``(iii) $95,400,000 shall be for the Center 
                        for Advanced Aviation System Development; and
                          ``(iv) $2,200,000 shall be for Free Flight 
                        Phase 2; and
                  ``(C) $17,592,000 for Airport Improvement Program 
                Research and Development, of which--
                          ``(i) $9,764,000 shall be for Airports 
                        Technology-Safety; and
                          ``(ii) $7,828,000 shall be for Airports 
                        Technology-Efficiency; and
          ``(11) for fiscal year 2006, $412,157,000, including--
                  ``(A) $228,289,000 for Research, Engineering, and 
                Development, of which--
                          ``(i) $66,447,000 shall be for Improving 
                        Aviation Safety;
                          ``(ii) $24,534,000 shall be for Weather 
                        Safety Research;
                          ``(iii) $50,000,000 shall be made available 
                        to the Next Generation Air Traffic Management 
                        Research and Development Joint Program Office 
                        established under section 3 of the Federal 
                        Aviation Administration Research and 
                        Development Reauthorization Act for the Next 
                        Generation Air Traffic Management Research and 
                        Development program under such section 3;
                          ``(iv) $28,114,000 shall be for Human Factors 
                        and Aeromedical Research;
                          ``(v) $30,223,000 shall be for Environmental 
                        Research and Development, of which $20,000,000 
                        shall be for research activities related to 
                        reducing community exposure to civilian 
                        aircraft noise or emissions;
                          ``(vi) $7,156,000 shall be for Research 
                        Mission Support;
                          ``(vii) $20,000,000 shall be for the Airport 
                        Cooperation Research Program; and
                          ``(viii) $1,815,000 shall be for carrying out 
                        subsection (h) of this section;
                  ``(B) $166,100,000 for Facilities and Equipment, of 
                which--
                          ``(i) $42,200,000 shall be for Advanced 
                        Technology Development and Prototyping;
                          ``(ii) $23,900,000 shall be for Safe Flight 
                        21; and
                          ``(iii) $100,000,000 shall be for the Center 
                        for Advanced Aviation System Development; and
                  ``(C) $17,768,000 for Airport Improvement Program 
                Research and Development, of which--
                          ``(i) $9,862,000 shall be for Airports 
                        Technology-Safety; and
                          ``(ii) $7,906,000 shall be for Airports 
                        Technology-Efficiency.''.

SEC. 3. NEXT GENERATION AIR TRAFFIC MANAGEMENT RESEARCH AND DEVELOPMENT 
                    JOINT PROGRAM OFFICE.

  (a) Establishment.--There is established a Next Generation Air 
Traffic Management Research and Development Joint Program Office 
(referred to in this section as the ``Office''). The Office shall be 
jointly managed by the Federal Aviation Administration and the National 
Aeronautics and Space Administration. The objective of the Office shall 
be to carry out research and development of an air traffic management 
system designed to meet national long-term aviation security, safety, 
and capacity needs.
  (b) Director and Deputy Director.--The Office shall be headed by a 
Director who shall be a senior executive of the Federal Aviation 
Administration. The Deputy Director shall be a senior executive of the 
National Aeronautics and Space Administration. Not later than 120 days 
after the date of enactment of this Act, the Administrators of the 
Federal Aviation Administration and the National Aeronautics and Space 
Administration shall jointly appoint the Director and Deputy Director 
of the Office.
  (c) Functions of the Office.--The Office shall manage air traffic 
management research and development programs and initiatives within the 
Federal Aviation Administration and the National Aeronautics and Space 
Administration. The responsibilities of the Office shall include--
          (1) establishing and managing a research and development 
        program for a next generation air traffic management system 
        capable of tripling capacity by the year 2025;
          (2) entering into grants, cooperative agreements or 
        contracts, or otherwise awarding or using funds appropriated 
        for air traffic management research and development to carry 
        out paragraph (1);
          (3) utilizing the facilities, capabilities, expertise, and 
        experience of Federal agencies, national laboratories, 
        universities, nonprofit organizations, industrial entities, and 
        other non-Federal entities to carry out paragraph (1);
          (4) coordinating with the Department of Defense, the 
        Department of Commerce, the Under Secretary for Science and 
        Technology at the Department of Homeland Security, the National 
        Security Council, the Department of Transportation, and other 
        Federal agencies; and
          (5) consulting with the private sector (including 
        representatives of general aviation, commercial aviation, and 
        the space industry), members of the public, and other 
        interested parties on the program.
  (d) Next Generation Air Traffic Management Research and Development 
Plan.--
          (1) Requirement.--The Office shall develop a research and 
        development plan to carry out this section.
          (2) Goal.--The goal of the plan shall be to enable the 
        creation of a National Airspace System architecture that 
        would--
                  (A) be based on emerging ground-based and space-based 
                communications, navigation, and surveillance 
                technologies;
                  (B) increase the level of safety, security, and 
                efficiency of the National Airspace System;
                  (C) integrate data and information flow effectively 
                with other Federal agencies responsible for providing 
                for our Nation's defense and security;
                  (D) be scalable to accommodate and encourage 
                substantial growth in domestic and international 
                transportation;
                  (E) anticipate and accommodate continuing technology 
                upgrades;
                  (F) accommodate a wide range of aircraft operations, 
                including airlines, air taxis, helicopters, general 
                aviation, and unmanned aerial vehicles; and
                  (G) incorporate noise pollution reduction concerns.
          (3) Contents.--The plan shall describe, at a minimum--
                  (A) the most significant technical hurdles that stand 
                in the way of achieving the goal described in paragraph 
                (2);
                  (B) the research and development projects that will 
                be carried out to overcome the technical hurdles 
                described in subparagraph (A), including, for each 
                project, whether it would be funded by the Federal 
                Aviation Administration, the National Aeronautics and 
                Space Administration, or both, and whether the work 
                would be carried by the Federal Government, 
                corporations, or universities, or a combination 
                thereof;
                  (C) the annual anticipated cost of carrying out the 
                plan;
                  (D) the technical milestones that will be used to 
                evaluate progress in carrying out the plan; and
                  (E) how the research and development activities will 
                be coordinated with other appropriate Federal agencies.
  (e) Reports.--The Director of the Office shall transmit to the 
Committee on Science of the House of Representatives and to the 
Committee on Commerce, Science, and Transportation of the Senate--
          (1) not later than 120 days after the date of enactment of 
        this Act, the plan required under subsection (d); 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 (d) and any changes to that plan.

SEC. 4. BUDGET DESIGNATION FOR RESEARCH AND DEVELOPMENT ACTIVITIES.

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

SEC. 5. AIRPORT COOPERATIVE RESEARCH PROGRAM.

  Section 44511 of title 49, United States Code, is amended by adding 
at the end the following new subsection:
  ``(f) Airport Cooperative Research Program.--
          ``(1) Establishment.--The Secretary of Transportation shall 
        establish an airport cooperative research program to--
                  ``(A) identify problems that are shared by airport 
                operating agencies and can be solved through applied 
                research but that are not being adequately addressed by 
                existing Federal research programs; and
                  ``(B) fund research to address those problems.
          ``(2) Governance.--The Secretary of Transportation shall 
        appoint an independent governing board for the research program 
        established under this subsection. The governing board shall be 
        appointed from candidates nominated by national associations 
        representing public airport operating agencies, airport 
        executives, State aviation officials, and the scheduled 
        airlines, and shall include representatives of appropriate 
        Federal agencies. Section 14 of the Federal Advisory Committee 
        Act shall not apply to the governing board.
          ``(3) Implementation.--The Secretary of Transportation shall 
        enter into an arrangement with the National Academy of Sciences 
        to provide staff support to the governing board established 
        under paragraph (2) and to carry out projects proposed by the 
        governing board that the Secretary considers appropriate.''.

SEC. 6. DEVELOPMENT OF ANALYTICAL TOOLS AND CERTIFICATION METHODS.

  The Federal Aviation Administration shall conduct research to promote 
the development of analytical tools to improve existing certification 
methods and to reduce the overall costs for the certification of new 
products.

SEC. 7. RESEARCH ON AVIATION TRAINING.

  Section 48102(h)(1) of title 49, United States Code, is amended--
          (1) by striking ``or'' at the end of subparagraph (B);
          (2) by striking the period at the end of subparagraph (C) and 
        inserting ``; or''; and
          (3) by adding at the end the following new subparagraph:
                  ``(D) research on the impact of new technologies and 
                procedures, particularly those related to aircraft 
                flight deck and air traffic management functions, on 
                training requirements for pilots and air traffic 
                controllers.''.

SEC. 8. ROTORCRAFT RESEARCH AND DEVELOPMENT INITIATIVE.

  (a) Objective.--The Administrator of the Federal Aviation 
Administration shall establish a rotorcraft initiative with the 
objective of developing, and demonstrating in a relevant environment, 
within 10 years after the date of the enactment of this Act, 
technologies to enable rotorcraft with the following improvements 
relative to rotorcraft existing as of the date of the enactment of this 
Act:
          (1) 80 percent reduction in noise levels on takeoff and on 
        approach and landing as perceived by a human observer.
          (2) Factor of 10 reduction in vibration.
          (3) 30 percent reduction in empty weight.
          (4) Predicted accident rate equivalent to that of fixed-wing 
        aircraft in commercial service within 10 years after the date 
        of the enactment of this Act.
          (5) Capability for zero-ceiling, zero-visibility operations.
  (b) Implementation.--Within 180 days after the date of the enactment 
of this Act, the Administrator of the Federal Aviation Administration, 
in cooperation with the Administrator of the National Aeronautics and 
Space Administration, shall provide a plan to the Committee on Science 
of the House of Representatives and to the Committee on Commerce, 
Science, and Transportation of the Senate for the implementation of the 
initiative described in subsection (a). The implementation plan shall 
include--
          (1) technological roadmaps for achieving each of the 
        improvements specified in subsection (a);
          (2) an estimate of the 10-year funding profile required to 
        achieve the objective specified in subsection (a);
          (3) a plan for carrying out a formal quantification of the 
        estimated costs and benefits of each technological option 
        selected for development beyond the initial concept definition 
        phase;
          (4) a plan for transferring the technologies to industry, 
        including the identification of requirements for prototype 
        demonstrations, as appropriate;
          (5) a plan to perform rotorcraft system architecture studies 
        to identify revolutionary technologies for future investments 
        in research and development; and
          (6) a plan to increase the use of vertical-take-off-and-
        landing vehicles to improve transportation service in urban 
        areas.
  (c) Funding Agreements.--The Administrator of the Federal Aviation 
Administration shall enter into appropriate funding agreements with 
other Federal agencies and departments linked to national rotorcraft 
industry and academic research and development.
  (d) Center for Rotorcraft Technology.--The Federal Aviation 
Administration is authorized to contribute up to $5,000,000 for the 
operation of a center for rotorcraft technology to house a research, 
testing, and training facility and administrative center in the 
vicinity of existing helicopter manufacturing and research for the 
purpose of improving upon and developing new rotorcraft technologies, 
new design capabilities, and manufacturing techniques, including the 
objectives described in subsection (a), led by helicopter 
manufacturers, the maintenance industry, retrofitters, universities, 
and industry suppliers.
  (e) Authorization of Appropriations.--In addition to amounts 
authorized to be appropriated by the amendments made by this Act, there 
are authorized to be appropriated to the Administrator of the Federal 
Aviation Administration to carry out this section--
          (1) $40,000,000 for fiscal year 2004;
          (2) $40,000,000 for fiscal year 2005;
          (3) $40,000,000 for fiscal year 2006;
          (4) $50,000,000 for fiscal year 2007; and
          (5) $70,000,000 for fiscal year 2008.

SEC. 9. PILOT RETIREMENT AGE STUDY.

  The Administrator of the Federal Aviation Administration shall 
conduct a research study of whether commercial airline pilots between 
the ages of 60 and 64 who are employed by foreign air carriers pose a 
significant safety risk to United States passengers and airspace. The 
Administrator shall transmit the results of the study to the Congress 
not later than 6 months after the date of the enactment of this Act.

                        II. Purpose of the Bill

    The purpose of the bill is to authorize the Federal 
Aviation Administration (FAA) to conduct research and 
development activities for Fiscal Years (FY) 2004, 2005, and 
2006. The funds authorized by this bill are aimed at improving 
the national airspace system by increasing its safety, 
security, capacity, and productivity to meet expected air 
traffic demands of the future.

              III. Background and Need for the Legislation

    The FAA was created to develop air commerce and promote 
safety in the air. As part of the Airport Development and 
Airway Trust fund established by Congress in 1982, a 
comprehensive research and development program was put in place 
to maintain a safe, efficient air traffic control system.
    The 100th Congress, seeking to strengthen FAA's research 
and development programs, enacted the 1988 Aviation Safety 
Research Act (P.L. 100-591), creating the FAA Research Advisory 
Board. The terrorist bombing of Pan Am Flight 103 demonstrated 
the need for new technology to detect explosives, and Congress 
subsequently passed the Aviation Security Improvement Act of 
1990 (P.L. 101-604), which required FAA to support activities 
to accelerate the research and development of new technologies 
to protect against terrorism. Most of this program was later 
transferred to the Transportation Security Administration.
    Funding for FAA research and development activities was 
authorized for Fiscal Years 1999, 2000, 2001 and 2002 through 
P.L. 106-181.

                        IV. Summary of Hearings

    On March 6, 2003, the Subcommittee on Space and Aeronautics 
held a hearing on civil aeronautics research and development 
budget requests for the Federal Aviation Administration (and 
the National Aeronautics and Space Administration) for Fiscal 
Year 2004, as well as their long-term plans for research and 
development.
    Mr. Charlie Keegan, Associate Administrator for Research 
and Acquisitions, Federal Aviation Administration, testified 
that the agency's major research and development programs and 
plans are described in the FAA's National Aviation Research 
Plan. He stated that FAA's research and development budget 
request for $100 million for the Research, Engineering and 
Development account for Fiscal Year 2004 was $24 million below 
the current fiscal year's level. He also noted that FAA's 
research and development program requested $73 million from the 
Facilities and Equipment account, and $17.4 million from the 
Airport Improvement Program account. He stated that one of the 
most valuable collaborations with industry is the Research, 
Engineering and Development Advisory Committee (REDAC), 
comprising industry, government and academic experts in the 
field of aviation. Mr. Keegan also highlighted two successful 
new safety technologies developed by the FAA, a fuel tank 
inerting system to make fuel tanks safer and a runway overrun 
arrestor bed material to aid in stopping runaway aircraft.
    Dr. John Hansman, Professor of Aeronautics and Astronautics 
at the Massachusetts Institute of Technology, testified that 
FAA's R&D funding was inadequate to meet projected demand in 
the National Airspace System (NAS). He stated that the current 
air traffic control system is ``on the edge of a capacity 
crisis,'' and that once the economy rebounds, the performance 
of our National Airspace System will degrade. He also stated 
that FAA (and NASA) need a stronger base research program in 
fundamental aspects of air traffic management, and that as a 
nation, we need to provide appropriate resources and 
coordination between various agencies.
    Mr. Malcolm Armstrong, Senior Vice President, Air Transport 
Association, highlighted the precarious financial condition of 
the commercial air carrier industry. He stated that safety 
remains the industry's number one goal, and noted that during 
the previous calendar year, scheduled domestic air carriers 
suffered no fatal accidents. He testified that FAA's current 
air traffic management program, the Operational Evolution Plan, 
will not provide sufficient capacity to meet projected demands. 
Mr. Armstrong expressed the industry's belief that the next air 
traffic management system will be highly automated. He also 
reiterated a recommendation made by the Commission on the 
Future of the United States Aerospace Industry that FAA should 
provide incentives to help the air carrier industry absorb the 
costs of re-equipping their fleets with new avionics systems 
that will be required to operate in the next generation air 
traffic management system.

                          V. Committee Actions

    The Space and Aeronautics Subcommittee marked up the 
Committee Print of the ``Federal Aviation Administration 
Research and Development Reauthorization Act'' on June 26, 
2003. The legislation was adopted, as amended (by voice vote) 
and ordered reported to the full Committee. Amendments to the 
legislation were offered in the following order:
    1. Amendment offered by Mr. Gordon to update the Research 
Grants Program to highlight the importance of research on the 
impact of new technologies and procedures on the training 
requirements for pilots and air traffic controllers, and to 
authorize funding to support this research. The amendment also 
extends funding of the Research Grants Program for three years. 
The amendment was adopted by voice vote.
    2. Amendment offered by Mr. Weiner to authorize a $20 
million noise and emissions research funding program in the 
Research, Engineering and Development account, and to strike a 
provision in the Committee Print authorizing this activity from 
the Airport Improvement Program account. The amendment was 
adopted by voice vote.
    3. Amendment offered by Subcommittee Chairman Rohrabacher 
on behalf of Mr. Boehlert, to direct the National Academy of 
Sciences to provide staff and administrative support to the 
governing board of the Airport Cooperative Research Program. 
The amendment was adopted by voice vote.
    Following Subcommittee markup, Representative Randy Forbes 
introduced the bill with bipartisan support on July 15, 2003, 
which was designated H.R. 2734. The full Committee met on 
Tuesday, July 22, 2003, to consider H.R. 2734. The bill was 
adopted, as amended (by voice vote) and ordered reported to the 
House. Amendments were offered in the following order:
    1. Amendment offered by Mr. Matheson to add, as a new 
criterion, consideration of noise pollution reduction to the 
Next Generation Air Traffic Management--Joint Program Office 
research plan. The amendment was adopted by voice vote.
    2. Amendment offered by Representative Curt Weldon to 
authorize a rotorcraft research and development program to: 
reduce rotorcraft noise levels on takeoff and approach and 
landing; to reduce vibration; to reduce empty weight; to reduce 
the accident rate; and to develop the capability of flying in 
instrument weather conditions. The amendment authorizes $240 
million over five years (FY04-FY08). The amendment was adopted 
by voice vote.
    3. Amendment offered by Ms. Jackson-Lee to require the FAA 
to conduct a research study on whether commercial airline 
pilots between the ages of 60 and 64, who fly for foreign 
commercial air carriers, pose a significant safety risk to U.S. 
passengers and airspace. The FAA is directed to transmit a 
report to Congress not later than six months after the date of 
enactment. The amendment was adopted by voice vote.

              VI. Summary of Major Provisions of the Bill

     Reauthorizes the FAA's Research and Development 
program for FY04, FY05, and FY06.
     Establishes an FAA-NASA Next Generation Air 
Traffic Management Joint Program Office. Requires a research 
and development plan that will enable development of an air 
traffic management system capable of tripling capacity by the 
year 2025. Authorizes a total of $95 million from FY04 through 
FY06 .
     Amends Section 48102 of Title 49, United States 
Code, to clarify that amounts appropriated under this 
subsection support all research and development activities 
carried out by FAA.
     Establishes an Airport Cooperative Research 
Program. Authorizes $20 million annually.
     Requires FAA to conduct research on development of 
analytical tools to held reduce the cost of certifying new 
aircraft, aircraft engines, and related systems.
     Establishes a research program to reduce community 
exposure to aircraft noise and emissions. Authorizes $20 
million annually.
     Authorizes FAA to establish a rotorcraft research 
and development program.

        VII. Section-by-Section Analysis (by Title and Section)


Sec. 1. Short Title

    ``Federal Aviation Administration Research and Development 
Reauthorization Act.''

Sec. 2. Authorization of Appropriations

    Authorizes appropriations for Federal Aviation 
Administration (FAA) Research and Development programs, 
projects and activities.

                                            [In millions of dollars]
----------------------------------------------------------------------------------------------------------------
              Program account                FY03 actual  FY04 request   FY04 auth.    FY05 auth.    FY06 auth.
----------------------------------------------------------------------------------------------------------------
Research, Engineering & Development.......        $147.5        $100.0        $190.0        $206.6        $228.3
Facilities and Equipment*.................         177.5         163.9         163.9         172.0         166.1
Airport Improvement Program*..............           0.0          17.4          17.4          17.6          17.7
                                           ---------------------------------------------------------------------
      Total...............................         325.0         281.3         371.3         396.2         412.1
----------------------------------------------------------------------------------------------------------------
*Research and development projects and activities only.

Sec. 3. Next Generation Air Traffic Management Research and Development 
        Joint Program Office

    Requires FAA and the National Aeronautics and Space 
Administration (NASA) to establish a Joint Program Office (JPO) 
to conduct Next Generation Air Traffic Management research and 
development. Requires the FAA and NASA Administrators to 
jointly appoint an FAA senior executive to be Director, and a 
NASA senior executive to be Deputy Director.
    Requires the JPO to establish and carry out, on behalf of 
FAA and NASA, long-term air traffic management research and 
development capable of tripling our domestic capacity by 2025. 
The JPO is authorized to spend agency funds dedicated to air 
traffic management research and development on behalf of NASA 
and FAA. Authorizes the JPO to use the facilities and expertise 
of other Federal agencies, national laboratories, universities, 
non-profit organizations, and private sector entities.
    Requires the JPO to develop a research and development plan 
with cost and schedule milestones. Requires the JPO to make an 
annual report to Congress on progress to date, and program 
plans for the following year.
    Authorizes a total of $95 million.

Sec. 4. Budget Designation for Research and Development Activities

    Amends 49 USC 48102 (FAA Research and Development), to 
require future FAA budgets to identify all research and 
development activities that would be classified as basic 
research, applied research, or development under the guidelines 
established by the Office of Management and Budget Circular A-
11, regardless of the budget category in which they appear in 
the budget request.

Sec. 5. Airport Cooperative Research Program

    Requires the Secretary of Transportation to establish an 
airport cooperative research grant program to identify 
problems--shared by airport operating agencies--that can be 
solved through applied research, and to fund research 
addressing those problems.
    Requires the Secretary to appoint a governing board from 
candidates proposed by national associations representing 
airport executives, public airport operating agencies, State 
aviation officials, and the scheduled airlines. The board will 
solicit, review and propose airport research and development 
projects. The Secretary will review and approve projects for 
funding.
    Authorizes $20 million annually from the Research, 
Engineering and Development account.

Sec. 6. Development of Analytical Tools and Certification Methods

    Directs FAA to conduct research to promote development of 
analytical tools to improve existing certification methods for 
new aircraft, engines, and aircraft systems, to reduce overall 
certification costs for new products.

Sec. 7. Research Program to Reduce Community Exposure to Aircraft Noise 
        and Emissions

    Establishes a program to fund research and development of 
noise and emissions reduction technologies. Authorizes $20 
million annually from the Airport Improvement Program.

Sec. 8. Rotorcraft Research and Development Initiative

    Directs the FAA Administrator to establish a rotorcraft 
initiative with the objective of developing and demonstrating 
technologies, within ten years, to enable the following 
performance enhancements over state-of-the-art rotorcraft: an 
80 percent reduction in noise levels on take and on approach 
and landing; a factor of 10 reduction in vibration; a 30 
percent reduction in empty weight; a predicted accident rate to 
that of fixed-wing aircraft in commercial service; and the 
capability of operating in instrument meteorological 
conditions.
    Requires the FAA Administrator, in cooperation with NASA, 
to provide an implementation plan to the House Science 
Committee, and the Senate Commerce, Science and Transportation 
Committee, within 180 days.
    Authorizes FAA to contribute up to $5 million for the 
operation of a center for rotorcraft technology.
    Authorizes a total of $240 million over five fiscal years 
(FY04-FY08).

Sec. 9. Pilot Retirement Age Study

    Directs the FAA Administrator to conduct a research study 
of whether commercial airline pilots between the ages of 60 and 
64, who fly for foreign commercial air carriers, pose a 
significant safety risk to U.S. passengers and airspace. The 
report shall be transmitted to Congress not later than 180 days 
after the date of enactment.

                         VIII. Committee Views

    Research and Development Funding. The bill authorizes 
appropriations for all of FAA's research and development 
activities. Currently, these activities are funded from two of 
the agency's four major appropriations accounts: the Research, 
Engineering and Development (R,E&D) account; and the Facilities 
and Equipment (F&E) account. For Fiscal Year 2004, FAA also 
proposed two airport R&D activities for funding through the 
Airport Improvement Program account,\1\ and proposed to fund a 
commercial space transportation safety project through the 
Operations Account.
---------------------------------------------------------------------------
    \1\ The two projects are: Airports Technology--Safety; and Airports 
Technology--Efficiency.
---------------------------------------------------------------------------
    FAA's annual plan for research and development, The 
National Aviation Research Plan (NARP), which is statutorily 
mandated and required to include all of FAA's research and 
development activities, was used by the Committee as the basis 
for this authorization. The Facilities and Equipment projects 
listed in the NARP, and authorized in the bill are: Safe Flight 
21; Free Flight Phase 2; the Center for Advanced Aviation 
System Development; and Advanced Technology Development and 
Prototyping. Advanced Technology Development and Prototyping is 
a collection of 13 distinct activities in the agency's FY04 
budget proposal that support air traffic services. They are: 
Runway Incursion; Aviation System Capacity Improvement; 
Separation Standards; Airspace Management Laboratory; General 
Aviation and Vertical Flight Technology Program; Operational 
Concept Validation; Software Engineering; National Airspace 
System (NAS) Requirements Development; Domestic Reduced 
Vertical Separation Minima; Cyber Security for NAS Development; 
Safer Skies; NAS Safety Assessment; and Required Navigation 
Performance.
    The dispersion of R&D projects and activities across FAA 
accounts is a recent change. Prior to FY99, agency research and 
development was funded primarily within the R,E&D account, one 
important exception being the Center for Advanced Aviation 
System Development. In FY99, the Congressional appropriations 
process resulted in a shifting of $52.6 million from the R,E&D 
account to the Facilities and Equipment account by creating the 
Advanced Technology Development and Prototyping program. Over 
time this migration of research and development funding has 
become more pronounced, with the FY04 budget proposing more 
funding out of F&E, Operations, and Airport Improvement 
accounts than out of R,E&D.
    The Committee believes that all research and development 
funding should be provided within the Research, Engineering and 
Development account. Until that goal is accomplished, the 
Committee will continue vigorous oversight and management of 
research and development programs, projects and activities 
wherever they may reside within the agency's budget. To that 
end, the Committee expects the NARP to describe all FAA 
research and development activities that fall within the 
categories of basic research, applied research, and 
development, including the design and development of 
prototypes, in accordance with the classifications of the 
Office of Management and Budget Circular A-11 (Budget 
Formulation/Submission Process).
    Next Generation Air Traffic Management Research and 
Development Joint Program Office. The FAA serves a unique role 
in government as manager and operator of a highly integrated 
communications, navigation, and surveillance system that 
provides air traffic separation services 24 hours a day, 365 
days a year. Without FAA, our national airspace system could 
not function.
    The Committee is concerned that FAA is not moving 
aggressively to research and develop enabling technologies to 
address long-term (beyond the year 2015) air traffic management 
(ATM) demand. Further, the Committee is concerned that FAA 
alone does not have the research capabilities to undertake this 
effort.
    In testimony delivered before the Committee in this and 
previous Congresses, expert witnesses have raised concerns that 
the current air traffic management system will not be able to 
accommodate the level of traffic projected after the year 2015. 
Today, FAA has a capacity enhancement program in place, called 
the Operational Evolution Plan (OEP), that by most measures 
will result in a 30 percent gain in capacity, about enough to 
keep pace with predicted growth over the next decade. Traffic 
is then expected to outstrip capacity, and until a successor to 
the current air traffic management system is researched, 
developed, designed and built, the efficiency and financial 
health of the nation's system of airports and commercial air 
travel will be jeopardized.
    The Committee expects the Next Generation Air Traffic 
Management Research and Development Joint Program Office (JPO) 
to closely integrate FAA's expertise with NASA's capabilities 
to conduct research and development to lay the foundation for a 
new operating paradigm. Toward that end, the JPO leadership 
will be jointly selected by the Administrators of FAA and NASA. 
The JPO is expected to manage all research and development 
activities at FAA and NASA related to air traffic management 
research and development. The Joint Program Office is expected 
to draw upon the talents--and integrate the requirements--of 
other Federal agencies that play a role in providing for 
domestic safety and security, including the Under Secretary for 
Science and Technology at the Department of Homeland Security, 
the National Security Council, the Department of Defense, the 
Department of Transportation, the Department of Commerce, and 
other appropriate Federal agencies. Finally, the Joint Program 
Office must ensure that private industry, including air 
carriers, general aviation, and aerospace manufacturers, are 
consulted as it moves forward to develop its research agenda.
    The bill requires the JPO to develop a research plan, no 
later than 120 days following the date of enactment, that will 
provide the technologies to allow the Department of 
Transportation to request Congressional authorization for a 
future air traffic management system based on sound science, 
risk reduction, and technology validation. In developing the 
plan, the JPO should establish cost and schedule milestones 
against which progress can be measured.
    Airport Cooperative Research Program. The Committee is 
concerned that the research needs of airports are not being 
addressed by current federal programs. Airports are struggling 
in today's business environment to comply with regulations 
promulgated by a number of federal agencies. Most airports are 
owned and operated by local governments and are expected to be 
financially self-sufficient. Generally, airport sponsors make 
no provision for additional resources to finance comprehensive 
research and development programs. Consequently, many airports 
have no research capability and must improvise or consult 
informally with other airport operators to gain an 
understanding of best practices to comply with federal 
requirements.
    The Committee expects the Airport Cooperative Research 
Program to help airports comply with federal requirements 
through a well executed program of applied research. In 
establishing the Program, the Department of Transportation will 
appoint a governing board from representatives of airport 
operating agencies, airport executives, State aviation 
officials, scheduled air carriers, and appropriate federal 
agencies. The Department will enter into an arrangement with 
the National Academy of Sciences to staff and support the 
governing board. At a minimum, the Committee expects the 
Transportation Research Board (National Academy of Sciences) to 
annually issue a solicitation, on behalf of the governing 
board, for applied research proposals that will help large and 
small airports become more efficient and knowledgeable about 
compliance with federal safety, security, operating, and 
environmental requirements. Staff from the Transportation 
Research Board will evaluate each proposal and provide 
technical analysis on its relative merits and ensure that the 
proposal does not duplicate research that has been conducted--
or is being conducted--in other venues. The Committee expects 
the governing board to make funding recommendations, based on 
staff analysis, to the Secretary for review. The Secretary will 
make final funding decisions. This cooperative research program 
model has been in use for 12 years at the Federal Transit 
Administration for the Transit Cooperative Research Program, 
and the Committee expects this same template to be applied to 
the airport community.
    Research on Aviation Training. The Committee is concerned 
that continuing dramatic changes in both cockpit technologies 
and in air traffic management technologies will put unique 
demands on future training requirements. Research into the 
impact of new technologies and procedures on training 
requirements for pilots and air traffic controllers would be of 
enormous value.
    The 1998 FAA R&D authorization bill created a research 
grants program for primarily undergraduate institutions of 
higher education. It directed the FAA Administrator to 
establish a program that would involve undergraduate and 
technical colleges in research on subjects relevant to the 
needs of the FAA. The Committee has updated this statute to 
highlight the importance of research on the impact of new 
technologies and procedures on the training requirements for 
pilots and air traffic controllers. In addition, the Committee 
extends the funding for the undergraduate research program for 
another three years.
    The Committee expects FAA to use its new authority to 
aggressively conduct undergraduate university-based research. 
It is anticipated that FAA will leverage its funding through 
universities with undergraduate research programs focused on 
developing curriculum, teaching techniques and standards for 
pilots-in-training and for existing pilots to help them 
transition to new technologies.
    Noise and Emissions Research. The Committee is concerned 
about the limited amount of Federal research investment 
dedicated to study quieter and cleaner turbine engine 
technologies, as well as airframe noise reduction. Today all 
aircraft flying in domestic airspace must be Stage 3 compliant. 
The FAA is now negotiating with our international aviation 
partners to develop even stricter noise and emissions 
standards, yet it spends no money in fundamental noise and 
emissions research. Private industry supports research in these 
areas, but does not have the financial capability to perform 
high-risk, long-term research. For Fiscal Year 2004, NASA is 
proposing to spend $60 million on its Quiet Aircraft Technology 
program.
    The Committee expects FAA to use its new noise and 
emissions research authorization to supplement ongoing research 
now being conducted by NASA, at university laboratories, and by 
industry. FAA plays a vigorous regulatory role in this arena 
and the Committee believes it appropriate that FAA should also 
underwrite some of the costs associated with developing 
technology solutions. The Committee also believes noise and 
emissions research can produce technologies that will enhance 
the competitiveness of U.S.-manufactured aircraft in the 
important international marketplace.
    Rotorcraft Research and Development Initiative. Rotorcraft 
represents a tremendous opportunity to solve airport and airway 
congestion. They can land and takeoff without having to rely on 
runways, and they can approach and depart airports independent 
of the flight paths used by fixed-wingaircraft. Rotorcraft can 
also operate from very small terminals (heliports) that would make them 
convenient to build in a number of urban settings.
    However, rotorcraft still have a number of technological 
hurdles that must be overcome before they could find their way 
in the mainstream of air transportation vehicles. They're noisy 
and they have much higher operating costs than similarly-sized 
fixed-wing aircraft.
    The Committee expects FAA to use this new R&D authority to 
aggressively pursue enabling technologies through in-house 
research facilities, or through contracts, grants or 
cooperative agreements with industry, university research 
facilities, and with other federal departments and agencies, 
including the National Aeronautics and Space Administration.

                           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 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. 2734 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. 
2734 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

                                     U.S. Congress,
                               Congressional Budget Office,
                                     Washington, DC, July 25, 2003.
Hon. Sherwood L. Boehlert,
Chairman, Committee on Science,
House of Representatives, Washington, DC.
    Dear Mr. Chairman: The Congressional Budget Office has 
prepared the enclosed cost estimate for H.R. 2734, the Federal 
Aviation Administration Research and Development 
Reauthorization Act.
    If you wish further details on this estimate, we will be 
pleased to provide them. The CBO staff contact is Megan 
Carroll.
            Sincerely,
                                         Robert A. Sunshine
                               (For Douglas Holtz-Eakin, Director).
    Enclosure.

H.R. 2734--Federal Aviation Administration Research and Development 
        Reauthorization Act

    Summary: CBO estimates that H.R. 2734 would authorize the 
appropriation of about $1.5 billion over the 2004-2008 period 
for the Federal Aviation Administration's (FAA's) civil 
aviation research and development programs. Assuming 
appropriation of the authorized amounts, CBO estimates that 
implementing H.R. 2734 would cost nearly $1.5 billion over the 
2004-2008 period. The bill would not affect direct spending or 
revenues.
    H.R. 2734 contains no intergovernmental or private-sector 
mandates as defined in the Unfunded Mandates Reform Act (UMRA) 
and would impose no costs on state, local, or tribal 
governments.
    Estimated cost to the Federal Government: For this 
estimate, CBO assumes that H.R. 2734 will be enacted by the end 
of fiscal year 2003 and that the specified and estimated 
authorization amounts will be provided for each year. Estimates 
of outlays are based on historical spending patterns for 
similar activities. The estimated budgetary impact of H.R. 2734 
is shown in the following table. The costs of this legislation 
fall within budget function 400 (transportation).

----------------------------------------------------------------------------------------------------------------
                                                                  By fiscal year, in millions of dollars--
                                                           -----------------------------------------------------
                                                              2003     2004     2005     2006     2007     2008
----------------------------------------------------------------------------------------------------------------
                                        SPENDING SUBJECT TO APPROPRIATION

Spending Under Current Law for FAA Research and
 Development:
    Budget Authority \1\..................................      147        0        0        0        0        0
    Estimated Outlays.....................................      180       80       26        5        0        0
Proposed Changes:
    Estimated Authorization Level.........................        0      431      456      472       70       90
    Estimated Outlays.....................................        0      151      335      483      355      148
Spending Under H.R. 2734 for FAA Research and Development:
    Estimated Authorization Level \1\.....................      147      431      456      472       70       90
    Estimated Outlays.....................................      180      231      361      488      355      148
----------------------------------------------------------------------------------------------------------------
\1\ The 2003 level is the amount appropriated for that year for the FAA's civil aviation research and
  development programs.

    Basis of estimate: H.R. 2734 would authorize the 
appropriation of $371 million in 2004 and about $1.2 billion 
over the 2004-2006 period for civil aviation research and 
development programs administered by the FAA. Those amounts 
include $15 million in 2004 and $95 million over the 2004-2006 
period for a new office to coordinate certain research and 
development projects carried out by the FAA and the National 
Aeronautics and Space Administration. Based on information from 
the FAA, CBO estimates that outlays for those programs would 
total $130 million in 2004 and roughly $1.2 billion over the 
next five years.
    The bill also would authorize the appropriation of $40 
million in 2004 and $240 million over the 2004-2008 period for 
a new program to enhance rotocraft technology. (A rotocraft is 
a type of aircraft that uses rotary wings to take off and land 
vertically.) Based on information from the FAA, CBO estimates 
the proposed program would cost $14 million in 2004 and $203 
million over the next five years.
    Finally, H.R. 2734 would require the Secretary of 
Transportation to establish a research program to identify and 
address problems faced by airport operators that are not 
sufficiently studied through FAA's existing research and 
development activities. Based on information from the FAA and 
assuming appropriation of the necessary amounts, CBO estimates 
that the new program would cost $7 million in 2004 and $89 
million over the 2004-2008 period.
    Intergovernmental and private-sector impact: H.R. 2734 
contains no intergovernmental or private-sector mandates as 
defined in UMRA, and would impose no costs on state, local, or 
tribal governments.
    Estimate prepared by: Federal Costs: Megan Carroll; Impact 
on State, Local, and Tribal Governments: Theresa Gullo; and 
Impact on the Private Sector: Jean Talarico.
    Estimate approved by: Peter H. Fontaine, Deputy Assistant 
Director for Budget Analysis.

        XI. Compliance With Public Law 104-4 (Unfunded Mandates)

    H.R. 2734 contains no unfunded mandates.

         XII. Committee Oversight Findings and Recommendations

    The Committee on Science's oversight findings and 
recommendations 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. 2734 are to authorize appropriations for the research and 
development activities of the Federal Aviation Administration 
for fiscal years 2004 through 2006; to establish a Next 
Generation Air Traffic Management Research and Development 
Joint Program Office; to establish an Airport Cooperative 
Research Program; to establish a Rotorcraft Research and 
Development Initiative; to study of the age 60 retirement rule 
imposed on commercial airline pilots; and to study the impact 
of new technologies and procedures on training requirements for 
pilots and air traffic controllers.

                XIV. Constitutional Authority Statement

    Article I, section 8 of the Constitution of the United 
States grants Congress the authority to enact H.R. 2734.

                XV. Federal Advisory Committee Statement

    H.R. 2734 does not establish nor authorize the 
establishment of any advisory committee.

                 XVI. Congressional Accountability Act

    The Committee finds that H.R. 2734 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. Statement on Preemption of State, Local, or Tribal Law

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

      XVIII. 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. 44511. Aviation research grants

  (a) * * *

           *       *       *       *       *       *       *

  (f) Airport Cooperative Research Program.--
          (1) Establishment.--The Secretary of Transportation 
        shall establish an airport cooperative research program 
        to--
                  (A) identify problems that are shared by 
                airport operating agencies and can be solved 
                through applied research but that are not being 
                adequately addressed by existing Federal 
                research programs; and
                  (B) fund research to address those problems.
          (2) Governance.--The Secretary of Transportation 
        shall appoint an independent governing board for the 
        research program established under this subsection. The 
        governing board shall be appointed from candidates 
        nominated by national associations representing public 
        airport operating agencies, airport executives, State 
        aviation officials, and the scheduled airlines, and 
        shall include representatives of appropriate Federal 
        agencies. Section 14 of the Federal Advisory Committee 
        Act shall not apply to the governing board.
          (3) Implementation.--The Secretary of Transportation 
        shall enter into an arrangement with the National 
        Academy of Sciences to provide staff support to the 
        governing board established under paragraph (2) and to 
        carry out projects proposed by the governing board that 
        the Secretary considers appropriate.

           *       *       *       *       *       *       *


                           PART C--FINANCING

CHAPTER 481--AIRPORT AND AIRWAY TRUST FUND AUTHORIZATIONS

           *       *       *       *       *       *       *


Sec. 48102. Research and development

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

           *       *       *       *       *       *       *

          (7) for fiscal year 2001, $237,000,000; [and]
          (8) for fiscal year 2002, $249,000,000[.];
          (9) for fiscal year 2004, $371,317,000, including--
                  (A) $190,000,000 for Research, Engineering, 
                and Development, of which--
                          (i) $65,000,000 shall be for 
                        Improving Aviation Safety;
                          (ii) $24,000,000 shall be for Weather 
                        Safety Research;
                          (iii) $15,000,000 shall be made 
                        available to the Next Generation Air 
                        Traffic Management Research and 
                        Development Joint Program Office 
                        established under section 3 of the 
                        Federal Aviation Administration 
                        Research and Development 
                        Reauthorization Act for the Next 
                        Generation Air Traffic Management 
                        Research and Development program under 
                        such section 3;
                          (iv) $27,500,000 shall be for Human 
                        Factors and Aeromedical Research;
                          (v) $30,000,000 shall be for 
                        Environmental Research and Development, 
                        of which $20,000,000 shall be for 
                        research activities related to reducing 
                        community exposure to civilian aircraft 
                        noise or emissions;
                          (vi) $7,000,000 shall be for Research 
                        Mission Support;
                          (vii) $20,000,000 shall be for the 
                        Airport Cooperative Research Program; 
                        and
                          (viii) $1,500,000 shall be for 
                        carrying out subsection (h) of this 
                        section;
                  (B) $163,900,000 for Facilities and 
                Equipment, of which--
                          (i) $42,800,000 shall be for Advanced 
                        Technology Development and Prototyping;
                          (ii) $30,300,000 shall be for Safe 
                        Flight 21; and
                          (iii) $90,800,000 shall be for the 
                        Center for Advanced Aviation System 
                        Development; and
                  (C) $17,417,000 for Airport Improvement 
                Program Research and Development, of which--
                          (i) $9,667,000 shall be for Airports 
                        Technology-Safety; and
                          (ii) $7,750,000 shall be for Airports 
                        Technology-Efficiency;
          (10) for fiscal year 2005, $396,192,000, including--
                  (A) $206,600,000 for Research, Engineering, 
                and Development, of which--
                          (i) $65,705,000 shall be for 
                        Improving Aviation Safety;
                          (ii) $24,260,000 shall be for Weather 
                        Safety Research;
                          (iii) $30,000,000 shall be made 
                        available to the Next Generation Air 
                        Traffic Management Research and 
                        Development Joint Program Office 
                        established under section 3 of the 
                        Federal Aviation Administration 
                        Research and Development 
                        Reauthorization Act for the Next 
                        Generation Air Traffic Management 
                        Research and Development program under 
                        such section 3;
                          (iv) $27,800,000 shall be for Human 
                        Factors and Aeromedical Research;
                          (v) $30,109,000 shall be for 
                        Environmental Research and Development, 
                        of which $20,000,000 shall be for 
                        research activities related to reducing 
                        community exposure to civilian aircraft 
                        noise or emissions;
                          (vi) $7,076,000 shall be for Research 
                        Mission Support;
                          (vii) $20,000,000 shall be for the 
                        Airport Cooperative Research Program; 
                        and
                          (viii) $1,650,000 shall be for 
                        carrying out subsection (h) of this 
                        section;
                  (B) $172,000,000 for Facilities and 
                Equipment, of which--
                          (i) $43,300,000 shall be for Advanced 
                        Technology Development and Prototyping;
                          (ii) $31,100,000 shall be for Safe 
                        Flight 21;
                          (iii) $95,400,000 shall be for the 
                        Center for Advanced Aviation System 
                        Development; and
                          (iv) $2,200,000 shall be for Free 
                        Flight Phase 2; and
                  (C) $17,592,000 for Airport Improvement 
                Program Research and Development, of which--
                          (i) $9,764,000 shall be for Airports 
                        Technology-Safety; and
                          (ii) $7,828,000 shall be for Airports 
                        Technology-Efficiency; and
          (11) for fiscal year 2006, $412,157,000, including--
                  (A) $228,289,000 for Research, Engineering, 
                and Development, of which--
                          (i) $66,447,000 shall be for 
                        Improving Aviation Safety;
                          (ii) $24,534,000 shall be for Weather 
                        Safety Research;
                          (iii) $50,000,000 shall be made 
                        available to the Next Generation Air 
                        Traffic Management Research and 
                        Development Joint Program Office 
                        established under section 3 of the 
                        Federal Aviation Administration 
                        Research and Development 
                        Reauthorization Act for the Next 
                        Generation Air Traffic Management 
                        Research and Development program under 
                        such section 3;
                          (iv) $28,114,000 shall be for Human 
                        Factors and Aeromedical Research;
                          (v) $30,223,000 shall be for 
                        Environmental Research and Development, 
                        of which $20,000,000 shall be for 
                        research activities related to reducing 
                        community exposure to civilian aircraft 
                        noise or emissions;
                          (vi) $7,156,000 shall be for Research 
                        Mission Support;
                          (vii) $20,000,000 shall be for the 
                        Airport Cooperation Research Program; 
                        and
                          (viii) $1,815,000 shall be for 
                        carrying out subsection (h) of this 
                        section;
                  (B) $166,100,000 for Facilities and 
                Equipment, of which--
                          (i) $42,200,000 shall be for Advanced 
                        Technology Development and Prototyping;
                          (ii) $23,900,000 shall be for Safe 
                        Flight 21; and
                          (iii) $100,000,000 shall be for the 
                        Center for Advanced Aviation System 
                        Development; and
                  (C) $17,768,000 for Airport Improvement 
                Program Research and Development, of which--
                          (i) $9,862,000 shall be for Airports 
                        Technology-Safety; and
                          (ii) $7,906,000 shall be for Airports 
                        Technology-Efficiency.

           *       *       *       *       *       *       *

  (g) Designation of Activities.--(1) The amounts appropriated 
under subsection (a) are for the support of all research and 
development activities carried out by the Federal Aviation 
Administration that fall within the categories of basic 
research, applied research, and development, including the 
design and development of prototypes, in accordance with the 
classifications of the Office of Management and Budget Circular 
A-11 (Budget Formulation/Submission Process).
  (2) The Department of Transportation's annual budget request 
for the Federal Aviation Administration shall identify all of 
the activities carried out by the Administration within the 
categories of basic research, applied research, and 
development, as classified by the Office of Management and 
Budget Circular A-11. Each activity in the categories of basic 
research, applied research, and development shall be identified 
regardless of the budget category in which it appears in the 
budget request.
  (h) Research Grants Program Involving Undergraduate 
Students.--
          (1) Establishment.--The Administrator of the Federal 
        Aviation Administration shall establish a program to 
        utilize undergraduate and technical colleges, including 
        Historically Black Colleges and Universities and 
        Hispanic Serving Institutions, in research on subjects 
        of relevance to the Federal Aviation Administration. 
        Grants may be awarded under this subsection for--
                  (A) * * *
                  (B) research projects that combine research 
                at primarily undergraduate institutions and 
                technical colleges with other research 
                supported by the Federal Aviation 
                Administration; [or]
                  (C) research on future training requirements 
                on projected changes in regulatory requirements 
                for aircraft maintenance and power plant 
                licensees[.]; or
                  (D) research on the impact of new 
                technologies and procedures, particularly those 
                related to aircraft flight deck and air traffic 
                management functions, on training requirements 
                for pilots and air traffic controllers.

           *       *       *       *       *       *       *


                     XIX. Committee Recommendations

    On July 22, 2003, a quorum being present, the Committee on 
Science favorably reported H.R. 2734, The Federal Aviation 
Administration Research and Development Reauthorization Act by 
a voice vote, and recommended its enactment.
    XX. PROCEEDINGS OF THE MARKUP BY THE SUBCOMMITTEE ON SPACE AND 
AERONAUTICS ON H.R. 2734, FEDERAL AVIATION ADMINISTRATION RESEARCH AND 
                    DEVELOPMENT REAUTHORIZATION ACT

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                        THURSDAY, JUNE 26, 2003

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

    The Subcommittee met, pursuant to call, at 10:05 a.m., in 
Room 2318 of the Rayburn House Office Building, Hon. Dana 
Rohrabacher [Chairman of the Subcommittee] presiding.
    Chairman Rohrabacher. I now call the Subcommittee on Space 
and Aeronautics to order. Good morning. And pursuant to notice 
to the Subcommittee on Space and Aeronautics is that we are 
meeting today to consider the following measures: H.R. 1085, 
the NASA Flexibility Act of 2003, and then the Committee Print 
for the Federal Aviation Administration Research and 
Development Reauthorization Act.
    And I welcome everyone to this markup this morning. And 
this is the first markup of this subcommittee for the 108th 
Congress. Let me also be the first to thank Chairman Boehlert 
for his leadership. Is he here with us yet? He will be. 
Chairman Boehlert is on his way, and we appreciate his 
leadership for tackling a difficult, yet crucial, issue and 
that is NASA's workforce needs.
    Today's markup concerns H.R. 1085, the NASA Flexibility Act 
of 2003. NASA is facing a crisis regarding its workforce. A 
significant portion of the workforce will be eligible to retire 
soon, so action needs to be taken. H.R. 1085 is intended to 
provide NASA the flexibility necessary to attract the best of 
the brightest talent in the fields of engineering and science 
by helping NASA address the problems of recruiting and 
retaining highly skilled technical personnel. H.R. 1085 
provides NASA with the authority needed to ensure that our 
skilled workforce continues to be our greatest asset for 
pushing the boundaries of this great new frontier of space.
    We will also markup the Federal Aviation Administration 
Research and Development Reauthorization Act. This bill 
authorizes funding for civil aviation research and development. 
It also calls for a joint FAA and NASA initiative aimed at 
resolving the problems facing our national air traffic 
management system.
    This morning, I look forward to working with my colleagues 
on both sides of the aisle, and I am confident that our efforts 
will help maintain America's leadership role in aerospace.
    I also would like to thank Bart Gordon, the Ranking Member 
of the Subcommittee, for his hard work on this and his openness 
and willingness to work in a very bipartisan manner on this 
bill. And I know there were some rough edges we had to work 
out, and I appreciate that he did this with good will and went 
forward in trying to make sure that we could get this job done. 
And I certainly now would recognize you for any opening remarks 
that you would like to make.
    [The prepared statement of Chairman Rohrabacher follows:]
            Prepared Statement of Chairman Dana Rohrabacher
    I want to welcome everyone here this morning for the Space 
Subcommittee's first markup of the 108th Congress. Let me also be the 
first to thank Chairman Boehlert for his leadership in tackling a 
difficult, and yet, crucial issue--NASA's workforce needs.
    Today's markup concerns H.R. 1085, the NASA Flexibility Act of 
2003. NASA is facing a crisis regarding its workforce. A significant 
portion of the workforce will be eligible to retire soon. So action 
needs to be taken. H.R. 1085 is intended to provide NASA the 
flexibility necessary to attract the best and brightest talent in the 
fields of engineering and science.
    By helping NASA address the problem of recruiting and retaining 
highly skilled technical personnel, H.R. 1085 provides NASA with the 
authority needed to ensure that a skilled workforce continues to be our 
greatest asset for pushing the boundaries of new frontiers.
    We will also markup the Federal Aviation Administration 
Reauthorization Act. This bill authorizes funding for civil aviation 
research and development. It also calls for a joint FAA and NASA 
initiative aimed at solving the problems facing our national air 
traffic management system.
    This morning I look forward to working with my colleagues on both 
sides of the aisle. I am confident that our efforts today will help to 
maintain our leadership role in aerospace.

    Chairman Rohrabacher. We now turn our attention to the 
markup of the Committee Print of the Federal Aviation 
Administration Research and Development Reauthorization. And 
the--you don't think so? Okay. Oh, I thought it was going to be 
quick. Okay. Five minutes. This committee is in recess until 
five minutes after the last vote that we are going to on the 
Floor.
    [Recess.]
    Chairman Rohrabacher. This hearing will now come back to 
order. And we will now turn our attention to the markup of the 
Committee Print of the Federal Aviation Administration Research 
and Development Authorization Act. The FAA and NASA and 
industry have all worked together to develop air traffic 
control hardware and systems needed to meet near- and long-term 
challenges to America's airspace system. The bill, this bill, 
will help in this regard by calling for the establishment of a 
join program office between the FAA and NASA to conduct long-
term air traffic management research and development. This bill 
also bolsters ongoing efforts to shore up deficiencies in civil 
aviation research and development as well by making research 
and development in the civil aviation area a higher priority.
    I now will recognize Mr. Gordon, Ranking Minority Member of 
the Subcommittee, to present his opening remarks.
    Mr. Gordon. Thank you, Mr. Chairman. I am very pleased to 
express my support for the FAA legislation that we are marking 
up today. We have had some amendments that we will be offering 
to perfect the bill, but in general, I think it is a very good 
piece of legislation. Chairman Rohrabacher has been--has 
already summarized the provisions of the bill, so I will 
confine my remarks to a few observations.
    First, I am pleased that Chairman Rohrabacher has taken a 
bipartisan approach to the crafting of this legislation. I am 
particularly heartened by the fact that it tracks in large part 
the FAA Title of Mr. Larson's ``Aeronautics Research and 
Development Revitalization Act.'' That bill was introduced in 
the last Congress and gained broad bipartisan sponsorship. It 
was reintroduced earlier this year as H.R. 586 and is again 
attracting bipartisan co-sponsorship. It is a good bill, and I 
am glad to see that much of the FAA Title has found its way 
into the legislation before us today. When we consider a NASA 
Authorization bill, I hope that the Committee will give equally 
serious consideration to the NASA aeronautics R&D provisions 
contained in Mr. Larson's bill.
    I am also pleased that Chairman Rohrabacher has 
incorporated Ms. Johnson's ``Airport Cooperative Research 
Program'' provisions to the bill. It is a constructive 
provision that, if enacted, will do much to bring innovative 
solutions to the challenges confronting our nation's airport 
operating authorities.
    The bill also focuses on R&D challenges facing our nation's 
air traffic management system. It proposes a coordinated effort 
to address the development of the next generation air traffic 
management system and delineates some clear objectives. It is 
an approach worth supporting.
    More broadly, the bill recognizes the importance of 
considering aviation-related R&D on a unified basis. Research 
priorities and plans should not be captive to budget 
categories. Instead, they need to be examined within the 
context of overall FAA R&D efforts.
    Mr. Chairman, we will have several amendments to the bill, 
and I believe they will prove non-controversial and acceptable 
to the Members. They will improve what is already a good bill, 
and I intend to support this legislation, and I hope that it 
will be speedily enacted into law.
    And thank you. I yield back the balance of my time.
    [The prepared statement of Mr. Gordon follows:]
            Prepared Statement of Representative Bart Gordon
    I want to express my support for the FAA legislation that we are 
marking up today. We will have some amendments that we will offer to 
perfect the bill, but in general I think that it is a good piece of 
legislation. Chairman Rohrabacher has already summarized the provisions 
of the bill, so I will confine my remarks to a few observations.
    First, I am pleased that Chairman Rohrabacher has taken a 
bipartisan approach to the crafting of this legislation. I am 
particularly heartened by the fact that it tracks in large part the FAA 
Title of Mr. Larson's ``Aeronautics Research and Development 
Revitalization Act.'' That bill was introduced in the last Congress and 
gained broad bipartisan sponsorship. It was reintroduced earlier this 
year as H.R. 586 and is again attracting bipartisan co-sponsors. It is 
a good bill, and I am glad to see that much of the FAA Title has found 
its way into the legislation before us today. When we consider a NASA 
Authorization bill, I hope that the Committee will give equally serious 
consideration to the NASA aeronautics R&D provisions contained in Mr. 
Larson's bill.
    I also am pleased that Chairman Rohrabacher has incorporated Ms. 
Johnson's Airport Cooperative Research Program provision into the bill. 
It is a constructive provision that, if enacted, will do much to bring 
innovative solutions to the challenges confronting our nation's airport 
operating authorities.
    The bill also focuses on the R&D challenges facing our nation's air 
traffic management system. It proposes a coordinated effort to address 
the development of the next generation air traffic management system 
and delineates some clear objectives. It is an approach worth 
supporting.
    More broadly, the bill recognizes the importance of considering 
aviation-related R&D on a unified basis. Research priorities and plans 
should not be captive to budget categories--instead they need to be 
examined within the context of the overall FAA R&D effort.
    Mr. Chairman, we will have several amendments to the bill that I 
believe will prove non-controversial and acceptable to the Members. 
They will improve what is already a good bill. I intend to support this 
legislation and hope that it will be speedily enacted into law.
    Thank you, and I yield back the balance of my time.

    Chairman Rohrabacher. Thank you very much.
    The Chairman notes that when we talk about research and 
development and how it is going to play an important role in 
shaping America's transportation system, we often think of it 
more in terms of research and development of aircraft, and this 
is going to make America more competitive, etcetera. But the 
Chair believes, and I certainly agree with Mr. Gordon, that the 
air traffic control system and focusing on the way air traffic 
is managed and the technology necessary to develop, perhaps, a 
revolutionary new concept of air traffic control in this 
country could well be more important than developing the 
airplanes themselves. And we can make the aviation industry 
here much more efficient and much more effective.
    Our airlines are not making a profit right now. One of the 
problems is the high cost of fuel, but perhaps the way we have 
organized the system and the technology on which that 
organization is based can actually play a major role in making 
our airlines profitable again. So that is why this is very 
important, and again demonstrating the bipartisan nature of the 
Subcommittee and the Committee that we all have those goals in 
mind.
    Without objection, all Members may place an opening 
statement on the Committee Print of the Federal Aviation 
Administration Research and Development Reauthorization Act in 
the record at this point.
    [The prepared statement of Ms. Johnson follows:]
       Prepared Statement of Representative Eddie Bernice Johnson
    Thank you Mr. Chairman and Ranking Member Gordon. I am pleased that 
the Majority has decided to include language that I provided to create 
an Airport Cooperative Research Program in this legislation.
    This research program will identify and sponsor research on 
problems that are shared by airport operating agencies and can be 
solved through applied research but that are not being adequately 
addressed by existing federal research programs.
    As a Member of both this committee and the Transportation and 
Infrastructure Committee, I believe an Airport Cooperative Research 
Program is necessary in order to coordinate the efforts of thousands 
off public and private airport operators, regulators, suppliers, and 
users at all levels of government and industry so that the aviation 
industry can provide a consumer friendly product that is safe, secure, 
and environmentally sound.
    Thank you again Mr. Chairman for including this research program--I 
appreciate the Committee's support in establishing this critical step 
towards coordination and cooperation in aviation research.

    [The prepared statement of Mr. Larson follows:]
            Prepared Statement of Representative John Larson
    Thank you, Mr. Chairman. First I want to thank for marking-up this 
important legislation.
    For the past two Congresses, along with my Science Committee 
colleague, Mr. Forbes, I have introduced bipartisan legislation to 
address the crisis affecting the aeronautics industry in this country. 
A broad range of non-partisan organizations that understand that this 
country is facing a crisis in our aviation industry has supported that 
bill, the Aeronautics Research and Development Revitalization act. We 
have all heard the figures. From reduced lost market share to greatly 
decreased R&D expenditures, the U.S. is lagging behind international 
competitors in manufacturing and innovation of commercial airplanes--
and our economic and national security are, will continue to, suffer 
from it.
    The legislation I introduced would have established a comprehensive 
aeronautics R&D endeavor that would have cut across agency divisions 
between NASA and FAA and would have put forth a goal-oriented effort to 
take commercial aviation in this country to new heights.
    I am pleased that the legislation before us today closely mirrors 
the FAA portion of my bill and I am fully supportive of it. I am 
worried, however, that the authorization figures in the bill before us 
today may be a bit low, considering what is needed to reverse the 
decline in our aviation industry and to effectively compete with our 
global competitors. I hope we can work on this before Full Committee 
markup. But for now, I am pleased that my efforts for the past two 
years have borne fruit and that people have been listening.
    I urge my colleagues to support the bill.
    Thank you Mr. Chairman.

    Chairman Rohrabacher. Okay. The bill is now open for 
discussion. And I ask unanimous consent that the bill--should 
we have the first reading of the bill? Okay. So I ask unanimous 
consent that the bill is considered as read and open to 
amendment at any point and that Members may proceed with 
amendments in order of the roster. And without any objections, 
so ordered.
    [Note: The Committee Print, Section-By-Section Analysis, 
and Summary are located in the Appendix.]
    Chairman Rohrabacher. So the bill is now open for 
amendment. And the first amendment will be an amendment by Mr. 
Gordon. Mr. Gordon, you are recognized.
    Mr. Gordon. Okay. I have an amendment at the desk.
    Chairman Rohrabacher. The Clerk will read the--report the 
amendment.
    The Clerk. Amendment to the Committee Print, offered by Mr. 
Gordon, page 2, line 13, strike ``$349,817,000'' and insert----
    Mr. Gordon. I ask unanimous consent that the reading of the 
amendment be dispensed with.
    Chairman Rohrabacher. So ordered without objection. The 
gentleman is recognized for five minutes to offer his 
amendment.
    Mr. Gordon. Mr. Chairman, I believe that the amendment I am 
offering is straightforward. The 1998 FAA R&D Authorization 
bill created the Research Grants Program involving 
undergraduate students and directed the FAA Administrator to 
establish a program that would involve undergraduate and 
technical colleges, including historically black colleges and 
universities, and Hispanic-serving institutions, in research on 
subjects relevant to the needs of the FAA. My amendment would 
update the statute to highlight the importance of research on 
the impact of new technologies and procedures on the training 
requirements for pilots and air traffic controllers.
    There continue to be dramatic changes in both cockpit 
technologies and in air traffic management technologies. These 
technologies will put unique demands on future training 
requirements. Research in this area would be of enormous value, 
and I think we should encourage it. In addition, my amendment 
would extend the funding of the undergraduate research program 
for another three years. Although the amounts requested are 
modest, the benefits of the program will be significant.
    I hope the Members will support this amendment, and I yield 
back the balance of my time.
    [Note: The amendment is located in the Appendix.]
    Chairman Rohrabacher. Thank you very much.
    The Chairman would like to note that he will support the 
amendment, gladly. And is there any further discussion on this 
amendment? Hearing none, all in favor of this amendment, say 
aye. All opposed, say no. The ayes seem to have it, and it is 
agreed to.
    We have a second amendment. It is an amendment by Mr. 
Weiner from New York. Are you ready to proceed with your 
amendment? You have an amendment at the desk, and the Clerk 
will report the amendment.
    The Clerk. [No response.]
    Chairman Rohrabacher. You are--that is--hearing no 
objection, you may proceed with your statement.
    Mr. Weiner. [No response.]
    Chairman Rohrabacher. I would ask Mr. Weiner if he could 
turn on the microphone that we could all hear you better.
    Mr. Weiner. Let me be--let me start again. No, I am just 
kidding.
    The problem became once we had phased in stage three 
aircraft there was no longer any benchmark for aircraft 
manufacturers and airlines to meet. So-called stage four hadn't 
been created. That changed this year in the reauthorization 
bill that we just did in the Transportation Committee. We have 
essentially said that now we have to start hitting even quieter 
benchmarks for the next generation of aircraft.
    As with so many areas of research, research into quieter 
aircraft engines has always been started on the federal level. 
We heard testimony in the Transportation Committee and in this 
committee saying that essentially the money that we provide for 
research, whether it be via NASA or the Federal Aviation 
Administration, provides the benchmark for technology that is 
eventually used in commercial aircraft.
    The problem that I found is that the money that we added 
for this new program to do more research was taken from the 
FAA's noise abatement program. That noise abatement program 
benefits all of our Districts. And it is a program that does 
things like makes--replaces windows in schools, that does noise 
monitoring around airports all around the country. And what my 
amendment would do is say, ``Let us create this environmental 
research and development account, but let us not cannibalize 
the noise abatement program.'' So my amendment would take that 
$20 million that was identified in the Committee Print and 
simply move it to create, essentially, a $20 million increase 
in the environmental research and development account and 
restore the noise abatement program, creating, essentially, the 
same effect but would not take the funds any longer, if my 
amendment were passed, from the noise abatement program.
    I would hope that the Chairman and my colleagues would 
support it. I think it gets us where we need to go without 
reducing a program that I think benefits all of our Districts 
already.
    And I yield back the balance of my time.
    [Note: The amendment is located in the Appendix.]
    Chairman Rohrabacher. The Chair would like to announce that 
he will favor the amendment and commends Mr. Weiner, because 
let me just recognize that I remember one of your first 
speeches on--in this committee dealt with aircraft noise. And 
you really focused on that and made that a really important 
part of your agenda. So the Chairman gladly accepts this 
amendment and supports it. Does anyone else have any 
discussion?
    Mr. Gordon.
    Mr. Gordon. I have, but I better not. I don't want to mess 
it up, so let me just quickly say I concur with this common 
sense amendment.
    Chairman Rohrabacher. Okay. With that said, if there is no 
other discussion, all those in favor of this amendment, say 
aye. All opposed, say no. Well, the ayes appear to have it. The 
amendment is agreed to.
    We have another amendment. Ms. Jackson Lee is not here for 
her amendment yet, but we do have an amendment by myself, on 
behalf of Mr. Boehlert. The next amendment on the roster is 
amendment number three, offered, as I say, by myself, on behalf 
of Mr. Boehlert. And I have an amendment at the desk. Will the 
Clerk please report the amendment?
    The Clerk. The amendment to the Committee Print, offered by 
Mr. Boehlert, page 14, line 11, insert ``to provide staff 
support to the governing board established under paragraph (2) 
and'' after ``National Academy of Sciences''.
    Chairman Rohrabacher. I ask unanimous consent to dispense 
with any further reading of the amendment. So ordered.
    And I now recognize myself to discuss the amendment. In 
brief, the amendment specifies that the National Academy of 
Sciences shall provide staff support for the cooperative 
research program governing board. So it is as simple as that. 
And this is a very simple amendment, and it clarifies how the 
airport cooperative research program will work. This program is 
based on existing highway and transit research programs. The 
amendment simply makes clearer that the National Academy of 
Sciences will provide staff support for the governing board 
that will guide the program as well as manage the actual 
research projects that the Secretary selects.
    I believe that this is a non-controversial amendment, and I 
would urge its adoption.
    [Note: The amendment is located in the Appendix.]
    Chairman Rohrabacher. So with that said, is there any 
further discussion? If not, all in favor of this amendment, say 
aye. All opposed say nay. The ayes seem to have it. The 
amendment is agreed to.
    We have one further amendment, if Ms. Jackson Lee is here, 
or is there someone who would like to--all right. Ms. Jackson 
Lee will be free to submit her amendment at Full Committee.
    And with that said, I think that we now will move on to the 
adoption of the bill. Are there any further amendments? Hearing 
none, the question is on the bill. The Committee Print of the 
Federal Aviation Administration Research and Development 
Reauthorization Act, as amended. All those in favor will say 
aye. All those opposed, say no. It appears that the ayes have 
it.
    I now recognize Mr. Gordon to offer a motion.
    Mr. Gordon. Mr. Chairman, I move the Subcommittee to 
favorably report the bill, the Federal Aviation Administration 
Research and Development Reauthorization Act, as amended, to 
the Full Committee. Furthermore, I ask unanimous consent that 
the Staff be instructed to make all necessary technical and 
conforming changes to the bill, as amended, in accordance with 
the recommendations of the Subcommittee.
    Chairman Rohrabacher. The Chair notes the presence of a 
reporting quorum. The question is on the motion to report the 
bill favorably. Those in favor of the motion will signify by 
saying aye. All opposed, no. The ayes appear to have it. The 
bill is favorably reported.
    Mr. Larson. Mr. Chairman.
    Chairman Rohrabacher. Yes.
    Mr. Larson. Mr. Chairman, I would----
    Chairman Rohrabacher. Well, wait a minute. Without 
objection, the motion will be--to reconsider is laid upon the 
table. Yes.
    Mr. Larson. Thank you, Mr. Chairman.
    Mr. Chairman, I just wanted to thank you personally and the 
Staff and Mr. Gordon for their help and assistance and my 
colleague, Mr. Forbes from Virginia, for working on a matter 
that is of crucial importance to the aeronautical industry and 
commend you for your continued support and efforts in this 
area. I am concerned that the monies are a bit low and hope 
that we can continue to work on that as the bill moves forward 
to the Floor.
    Chairman Rohrabacher. Thank you very much.
    And this concludes our Committee markup. And without any 
objection, we will declare this committee adjourned. So I do 
declare this committee meeting adjourned.
    [Whereupon, at 11:25 a.m., the Subcommittee was adjourned.]
                                Appendix

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   Roster, Amendments, Committee Print, Section-By-Section Analysis, 
                       Summary of Committee Print


                     Section-By-Section Analysis of
   H.R. 2734, Federal Aviation Administration R&D Reauthorization Act

Sec. 1. Short Title

    ``Federal Aviation Administration Research and Development 
Reauthorization Act.''

Sec. 2. Authorization of Appropriations

    Authorizes appropriations for Federal Aviation Administration (FAA) 
Research and Development programs, projects and activities.



Sec. 3. Next Generation Air Traffic Management Research and Development 
Joint Program Office

    Requires FAA and the National Aeronautics and Space Administration 
(NASA) to establish a Joint Program Office (JPO) to conduct Next 
Generation Air Traffic Management research and development. Requires 
the FAA and NASA Administrators to jointly appoint an FAA senior 
executive to be Director, and a NASA senior executive to be Deputy 
Director.
    Requires the JPO to establish and carry out, on behalf of FAA and 
NASA, long-term air traffic management R&D capable of tripling our 
domestic capacity by 2025. The JPO is authorized to spend agency funds 
dedicated to air traffic management R&D on behalf of NASA and FAA. 
Authorizes the JPO to use the facilities and expertise of other Federal 
agencies, national laboratories, universities, non-profit 
organizations, and private sector entities.
    Requires the JPO to develop a research and development plan with 
cost and schedule milestones. Requires the JPO to make an annual report 
to Congress on progress to date, and program plans for the following 
year.
    Authorizes a total of $95 million over five years.

Sec. 4. Budget Designation for Research and Development Activities

    Amends 49 USC 48102 (FAA Research and Development), to require 
future FAA budgets to identify all research and development activities 
that would be classified as basic research, applied research, or 
development under the guidelines established by the Office of 
Management and Budget Circular A-11, regardless of the budget category 
in which it appears in the budget request.

Sec. 5. Airport Cooperative Research Program

    Requires the Secretary of Transportation to establish an airport 
cooperative research grant program to identify problems--shared by 
airport operating agencies--that can be solved through applied 
research, and to fund research addressing those problems.
    Requires the Secretary to appoint a governing board from candidates 
proposed by national associations representing airport executives, 
public airport operating agencies, State aviation officials, and the 
scheduled airlines. The board will solicit, review and propose airport 
R&D projects. The Secretary will review and approve projects for 
funding.
    Authorizes $20 million annually from the Research, Engineering and 
Development account.

Sec. 6. Development of Analytical Tools and Certification Methods

    Directs FAA to conduct research to promote development of 
analytical tools to improve existing certification methods for new 
aircraft, engines, and aircraft systems, to reduce overall 
certification costs for new products.

Sec. 7. Research Program to Reduce Community Exposure to Aircraft Noise 
and Emissions

    Establishes a program to fund research and development of noise and 
emissions reduction technologies. Authorizes up to $20 million annually 
using noise mitigation funds from the Airport Improvement Program.
                       Summary of Committee Print

     The Federal Aviation Administration Research and Development 
                          Reauthorization Act

         LReauthorizes the FAA's Research and Development 
        program for FY04, FY05, and FY06.

         LEstablishes an FAA-NASA Next Generation Air Traffic 
        Management Joint Program Office. Requires a research and 
        development plan that will enable development of an air traffic 
        management system capable of tripling capacity by the year 
        2025. Authorizes $95 million (aggregate) over the life of the 
        bill.

         LAmends Section 48102 of Title 49, United States Code, 
        to clarify that amounts appropriated under this subsection 
        support all research and development activities carried out by 
        FAA.

         LEstablishes an Airport Cooperative Research Program. 
        Authorizes $20 million annually.

         LRequires FAA to conduct research on development of 
        analytical tools to help reduce the cost of certifying new 
        aircraft, aircraft engines, and related systems.

         LEstablishes a research program to reduce community 
        exposure to aircraft noise and emissions. Authorizes $20 
        million annually.
        
        
  XXI. PROCEEDINGS OF THE FULL COMMITTEE MARKUP ON H.R. 2734, FEDERAL 
  AVIATION ADMINISTRATION RESEARCH AND DEVELOPMENT REAUTHORIZATION ACT

                              ----------                              


                         TUESDAY, JULY 22, 2003

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

    The Committee met, pursuant to other business, in Room 2318 
of the Rayburn House Office Building, Hon. Sherwood D. Boehlert 
[Chairman of the Committee] presiding.
    Mr. Forbes. [Presiding] We will now consider the bill H.R. 
2734, the Federal Aviation Administration Research and 
Development Reauthorization Act, as amended.
    [The prepared statement of Chairman Rohrabacher follows:]
            Prepared Statement of Chairman Dana Rohrabacher
    I am pleased that the House Science Committee is considering H.R. 
2734 today because of its support for a vital governmental agency--the 
Federal Aviation Administration. H.R. 2734, through its authorization 
of appropriations for civil aviation research and development projects, 
will assist the agency in accomplishing its mission to ensure safe air 
travel within the United States. This bill emphasizes (a) aviation 
safety by authorizing funds to improve aviation safety and weather 
safety research, and (b) the development of next-generation technology 
through the development of more modern air traffic management equipment 
and noise emission reduction concepts.
    I urge my colleagues to support this important piece of 
legislation.
    I yield back the balance of my time.

    Mr. Forbes. I would like to first make some opening remarks 
as to this bill. The Federal Aviation Administration plays a 
unique and critical role in our economy. The FAA provides air 
traffic control services 24 hours a day, 365 days a year and 
ensures that the aircraft we fly are safe. We have all heard 
the expression that an ounce of prevention is worth a pound of 
cure. In essence, that is why the Government spends money on 
R&D. Every dollar we spend a day on curing diseases or 
protecting our homeland is money saved down the road in health 
care costs and more importantly, save lives.
    Without FAA, commercial air transportation, a huge source 
of high paying, high quality jobs, could not operate. To carry 
out its mission, FAA must build, maintain and operate a complex 
system of communications, navigation and surveillance systems 
to monitor and separate aircraft. It must also stay current on 
new designs and technologies that are constantly emerging from 
aerospace industry manufacturers and suppliers.
    I am troubled that FAA's research and development budget is 
relatively modest compared to the Agency's overall spending 
profile. FAA must perform research and development to increase 
the capacity of our air traffic management system at a rate 
equal to projected growth, otherwise our national air 
transportation system will suffer and so will our economy.
    FAA's research and development program must also keep pace 
with the introduction of new products, designs and technologies 
that manufacturers are bringing to market and certify their 
safety and performance. I believe the FAA must be provided with 
a much more robust research and development program.
    H.R. 2734 is a start. This bill provides the Agency with 
increased authorization levels for FAA's research and 
development program. It establishes a joint program office to 
manage research and development for the next generation air 
traffic management system. It continues important research 
programs to address aging aircraft, fire safety and air traffic 
control technology, and it authorizes new spending for aircraft 
noise and emissions reductions research. I now recognize Mr. 
Hall for five minutes.
    [The prepared statement of Mr. Forbes follows:]
          Prepared Statement of Representative J. Randy Forbes
    Mr. Chairman, the Federal Aviation Administration plays a unique 
and critical role in our economy. The FAA provides air traffic control 
services 24 hours a day, 365 days a year, and ensures that the aircraft 
we fly in are safe. Without FAA, commercial air transportation--a huge 
source of high-paying, high quality jobs--could not operate.
    To carry out its mission, FAA must build, maintain, and operate a 
complex system of communications, navigation and surveillance systems 
to monitor and separate aircraft. It must also stay current on new 
designs and technologies that are constantly emerging from aerospace 
industry manufacturers and suppliers.
    I am troubled that FAA's research and development budget is 
relatively modest compared to the agency's overall spending profile. 
FAA must perform research and development to increase the capacity of 
our air traffic management system at a rate equal to projected growth, 
otherwise our national air transportation system will suffer, and so 
will our economy. FAA's research and development program must also keep 
pace with the introduction of new products, designs, and technologies 
that manufacturers are bringing to market, and certify their safety and 
performance.
    I believe FAA must be provided with a much more robust research and 
development program. H.R. 2734 is a start. This bill provides the 
agency with increased authorization levels for FAA's research and 
development program, it establishes a Joint Program Office to manage 
research and development for the next generation air traffic management 
system, it continues important research programs to address aging 
aircraft, fire safety, and air traffic control technology, and it 
authorizes new spending for aircraft noise and emissions reduction 
research.
    I urge all Members to support this worthwhile legislation. Thank 
you.

    Mr. Hall. Mr. Chairman, I won't use the five minutes. I am 
pleased to support this bill, the FAA Research and Development 
Reauthorization Act. It is a good bill. It reflects the 
Committee's long-held interest in ensuring that the Nation's 
aviation system is safe and efficient. Now, we have several 
members, I think two from this side of the aisle, who intend to 
offer some very constructive amendments to the bill, and I hope 
the Chairman will give these amendments careful consideration. 
With that, I yield back my time.
    [The prepared statement of Mr. Hall follows:]
           Prepared Statement of Representative Ralph M. Hall
    Mr. Chairman, I am pleased to support H.R. 2734, the FAA Research 
And Development Reauthorization Act. It is a good bill, and it reflects 
this Committee's long-held interest in ensuring that the Nation's 
aviation system is safe and efficient. It also is a bill that 
incorporates good ideas from both sides of the aisle.
    The specific features of the bill have already been described, so I 
will be brief in my comments. I would just note that the bill takes an 
important step in pulling together the resources of the government to 
meet the challenge of designing the next generation air traffic 
management system. Our air traffic management system is critical to the 
continued viability of our aviation sector, and R&D has an important 
role to play in ensuring that it keeps up with the future demands on 
it.
    I would also note that the bill takes a unified approach to the 
FAA's R&D activities. Such an approach is necessary if we are to make 
sure that resources are wisely applied and critical research issues are 
addressed.
    Mr. Chairman, a number of Members from this side of the aisle 
intend to offer some constructive amendments to the bill, and I hope 
that the Chairman will give those amendments careful consideration.
    In closing, I would once again say that I think this is a good 
bill, and I hope that the Committee will report it out favorably.
    Thank you, and I yield back the balance of my time.

    Mr. Forbes. Thank you. Without objection, all Members may 
place opening statements in the record at this point in time.
    [The prepared statement of Mr. Costello follows:]
         Prepared Statement of Representative Jerry F. Costello
    Good morning. Today, the House Science Committee is considering six 
bills for markup. Most are non-controversial and receive wide 
bipartisan support.
    However, I have strong reservations regarding H.R. 1085, the NASA 
Flexibility Act of 2003. I believe we must wait for recommendations and 
guidance from the Gehman Commission that will address management 
issues. If we are going to address the problems concerning NASA, we 
need to take into account the goals and vision of NASA and manned space 
flight. I understand that NASA needs to do more to attract and retain 
the best possible workforce; however, I believe we can assist NASA by 
waiting to hear what recommendations the Gehman Commission makes so we 
can address all the management problems affecting NASA and its 
workforce. I believe we must also continue to review NASA's existing 
workforce authority and why it is underutilized.
    Mr. Chairman, instead of rushing to complete this significant 
legislation, I believe we must take a step back and review all our 
options before moving forward on legislation that does not address the 
problem.
    Aside from H.R. 1085, I believe the other pieces of legislation 
have been considered in a bipartisan fashion and expand programs in 
numerous agencies. For example, H.R. 2692, the United States Fire 
Administration (USFA) Authorization Act of 2003, authorizes funding for 
USFA activities, such as training, fire research and public education 
over the next three years. Over the last three decades, America's fire 
safety record has significantly improved. However, there are still 
opportunities for further improvements in our fire safety record, such 
as encouraging. the use of sprinkler systems in homes. H.R. 2692 will 
lead us in the right direction. As a member of the Congressional Fire 
Services Caucus, I am proud to support this legislation.
    Further, I am glad the House Science Committee is moving forward on 
the FAA Research and Development Reauthorization Act of 2003. As a 
conferee to the FAA bill for the Science Committee, I look forward to 
working with my colleagues to enhance the research and development 
programs as laid out in the legislation before this committee.
    Mr. Chairman, I want to thank the Committee for all their hard work 
on these important issues and look forward to today's proceedings.

    Mr. Forbes. I ask unanimous consent that the bill is 
considered as read and opened to amendment at any point, and 
that the Members proceed with the amendments in the order of 
the roster. Without objection, so ordered. The first amendment 
on the roster is Amendment #1, offered by Mr. Matheson from 
Utah. Are you ready to proceed?
    Mr. Matheson. Thank you, Mr. Chairman. I have an amendment 
at the desk.
    Mr. Forbes. The Clerk will report the amendment.
    Ms. Tessieri. Amendment to H.R. 2734 offered by Mr. 
Matheson.
    [Amendment to H.R. 2734 offered by Jim Matheson appears in 
the Appendix.]
    Mr. Forbes. I ask unanimous consent to dispense with the 
reading. Without objection, so ordered. Mr. Matheson is 
recognized for five minutes to offer his amendment.
    Mr. Matheson. Well, thank you, Mr. Chairman. I want to 
commend the Chair and Ranking Member Hall for their important 
work on this measure and I will make a very brief statement. My 
amendment to this bill is quite simple. It asks the FAA to 
prioritize noise pollution when redesigning commercial 
airspace.
    Though safety is always an 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. This is an issue that is 
ongoing right now in my own Congressional district. I think it 
is important it be part of the R&D bill, and I hope my 
colleagues will join me in supporting this amendment. I yield 
back to----
    Ms. Lofgren. Would the gentleman yield? I would just like 
to say, so I don't have to get my own time, how grateful I am 
to your--to you for offering this amendment. Obviously, safety 
has to be the first level of decision-making. No one would 
dispute that, but I am so eager for the FAA to take more 
account of noise.
    Recently, the airspace into San Francisco International 
Airport was redone and they completely ignored the impact of 
air traffic over the larger city, the city of San Jose, which 
my constituents were a little grumpy about, and--including 
myself, I might add, so I am hopeful that we can come together, 
understanding that this will never trump safety, but I sure 
would like to have them take a look at noise, and thank you for 
yielding and thank you for the amendment.
    Mr. Matheson. And I will just say this is a common 
discussion that I have had with a lot of folks. I think it is 
important this issue be considered, and with that, Mr. 
Chairman, now, I will yield back.
    Ms. Woolsey. And Mr. Chairman.
    Mr. Forbes. Thank you for----
    Ms. Woolsey. I would like to speak in favor of Mr. 
Matheson's amendment. My constituents in Marin County, 
California, just across the Golden Gate Bridge are talking to 
my office daily about the changes in the air patterns and noise 
and what is going on, and we, too, know that safety is it, and 
I know that probably a great majority of the travelers are from 
my district, but they still want to make sure that low-flying 
planes and convenience doesn't trump noise. Safety, yes, but 
not convenience, and I totally support Mr. Matheson's 
amendment.
    Mr. Forbes. The Chair certainly recognizes all these good 
comments and hopes that bill--the amendment will be accepted. 
Is there further discussion? If no, the vote occurs on the 
amendment. All in favor say aye. Those opposed, say no. The 
ayes have it and the amendment is agreed to. The next amendment 
on the roster is Amendment #2, offered by the distinguished 
gentleman from Pennsylvania, Mr. Weldon. Mr. Weldon, are you 
ready to proceed with your amendment?
    Mr. Weldon. I am ready. Mr. Chairman, I ask unanimous 
consent that the revised amendment, just a technical change, be 
distributed to members in lieu of the original one.
    Mr. Forbes. The Clerk will report the amendment.
    Ms. Tessieri. Amendment to H.R. 2734----
    Mr. Forbes. I ask unanimous consent to dispense with the 
reading. Without objection, that is so ordered. Mr. Weldon is 
recognized for five minutes to offer his amendment.
    Mr. Weldon. Mr. Chairman, this amendment is actually being 
offered by myself and Mr. Larson of Connecticut. It is a 
bipartisan amendment that is based on Mr. Larson's original 
bill, to focus on rotocraft research. As you know, we have 
conducted hearings and have unfortunately found out that, in 
the case of science and research, our country has been falling 
behind the rest of the world in the area of rotocraft. We tend 
to focus a lot of our effort in this Committee on space and on 
aviation, but we tend to forget about rotocraft, and if you are 
from the states of Texas, as my good friend from--the Ranking 
Member is, Bell Textron is almost totally a rotocraft company. 
If you are from Pennsylvania, in Bob Brady's district, Boeing 
is a rotocraft manufacturer. If you are from Connecticut, you 
have a major presence of Sikorsky. Unfortunately, NASA has been 
pulling out of this effort, in fact just shut down their two 
big wind tunnels out at NASA Ames in California, which is 
devastating.
    This is an effort with the support of the FAA, who does 
have a focus on rotocraft safety, to put back into place an 
authorization for a new initiative. This effort, as I said, was 
developed by Mr. Larson. It is an outstanding piece of 
legislation that I took and incorporated into this broader 
bill, to allow for increased rotocraft research. This 
legislation, this amendment is supported by the American 
Helicopter Association. It is supported by the three major 
helicopter manufacturers, the CEO of Bell Textron, the CEO of 
Boeing Helicopters and the CEO of Sikorsky. It is supported by 
the major academic institutions doing rotocraft research, and 
that includes Penn State, Georgia Tech and the University of 
Maryland. It is supported by all of the major players in 
rotocraft as a sign, as a symbol that we want this country to 
get back into full competition.
    Now, Mr. Chairman, this legislation is consistent with the 
final report of the Commission on the Future of the United 
States Aerospace Industry. In fact, I have some quotes from 
that document that specifically highlight the need to address 
what we are doing here.
    Now, a quote from this document, in terms of discussing 
rotocraft. ``Although we are ahead of other countries in 
investment in military technology and capability, we are on the 
edge of dropping out of the race in the civilian sector. 
Starved of funds, the U.S. Government research and development 
infrastructure in rotocraft is deteriorating as well. Instead 
of increasing private funding for basic rotocraft R&D, U.S. 
industry spending has fallen off, too. A reduction in federal 
funding is matched by a corresponding decrease in industry 
funding. Companies have little incentive to fund basic research 
on their own, because capital markets and stockholders shy away 
from these investments with their indeterminate returns.''
    Yet, on the other hand, the foreign governments are 
significantly increasing their investment in rotocraft 
research, and that is why companies like Eurocopter, Augusta 
and others are making significant headway in denying the market 
to our companies.
    In fact, Mr. Chairman, we used to have four major rotocraft 
producers in America. We are now down to three, and if we don't 
help reverse this difficult trend, you are going to see that 
industrial base shrink to two. We don't want to see that 
happen. This allows for a planned, coordinated effort to 
increase funding in rotocraft research, and I ask my colleagues 
to support this amendment.
    Ms. Lofgren. Would the gentleman yield for a question? You 
mentioned the closure, or proposed closure of the wind tunnels 
at NASA Ames which did concern me, since we have made 
substantial public sector investments to create state of the 
art wind tunnels, and I was stunned when the proposal was to 
close them after we spent all that money recently just to build 
them. The answer we got was that they would do everything with 
computer modeling and they didn't need the wind tunnels, which 
I must admit, I was somewhat skeptical about, so I guess 
question #1 is could we do wind--modeling rather than these 
centers, and question #2, if we need the centers, can we 
utilize as part of your plan, or do you envision that these 
investments, that NASA Ames might be part of what you are 
doing?
    Mr. Weldon. Well, the gentlelady asks a very important 
question. I have gone on the record publicly opposing NASA 
Ames' decision to shut down the infrastructure facilities at 
NASA Ames. It is a preliminary decision that will not take full 
force and effect for one year. This initiative, if we put it 
forward in this legislation, I think will send a signal to NASA 
that they are going in the wrong direction. In talking to the 
scientists and the leaders of the major helicopter 
manufacturers, they say there is a role for computerized 
simulation, but that does not replace the need for the kind of 
capabilities at NASA Ames, which are the largest wind tunnels.
    Ms. Lofgren. Right.
    Mr. Weldon. Of their type in the world.
    Ms. Lofgren. Yes.
    Mr. Weldon. And so hopefully, this will help us turn around 
that decision and the lady--gentlelady has my full support to 
continue the pressure on NASA Ames to reverse that decision 
over the next year. It is only a partial decision. They have 
not yet----
    Ms. Lofgren. Thank you for your--the answer.
    Mr. Forbes. Once again, the Chair is prepared to accept 
this amendment and hopes it will be adopted. Is there any 
further discussion? If no, the vote occurs on the amendment. 
All in favor, say aye. Those opposed, say no. The ayes have it, 
and the amendment is agreed to. The next amendment on the 
roster is Amendment 3, offered by Mr. Moore from Kansas. Are 
you ready to proceed with your amendment?
    Mr. Moore. I--are we on 2734, Mr. Chairman?
    Mr. Forbes. Yes, sir. The----
    Mr. Moore. Unanimous consent to withdraw the amendment I 
had proposed.
    Mr. Forbes. Without objection, consent is given to withdraw 
the amendment. The next amendment on the roster is Amendment 
#4, offered by Ms. Jackson Lee from Texas. Are you ready to 
proceed with your amendment?
    Ms. Jackson Lee. I am, Mr. Chairman.
    Mr. Forbes. The Clerk will report the amendment.
    Ms. Tessieri. Amendment to H.R. 2734 offered by Ms. Jackson 
Lee of Texas.
    [Amendment to H.R. 2734 offered by Sheila Jackson Lee 
appears in the Appendix.]
    Mr. Forbes. And I ask unanimous consent to dispense with 
the reading. Without objection, it is so ordered. Ms. Jackson 
Lee is recognized for five minutes----
    Ms. Jackson Lee. Thank you.
    Mr. Forbes. ----to offer her amendment.
    Ms. Jackson Lee. Thank you very much, Mr. Chairman. Right 
now, FAA rules require that U.S. commercial airline pilots 
retire at the age of 60. The reasoning is that as people get 
older, their mental and physical faculties decay to a level 
that they pose a safety risk in flight. All of us would be 
concerned if that was actually the case. However, these are the 
more experienced pilots in the fleet. By FAA rules, they have a 
comprehensive medical exam twice per year. They have regular 
tests on the state of the art computer flight simulators to 
make sure their skills are sharp, and however, regardless of 
their experience level or safety record or health status, they 
are forced to give up their careers at the age of 60.
    My amendment is simple, because I recognize, Mr. Chairman, 
that there are a wide breadth of opinions on this, and I 
respect all of the opinions that have been offered, but I think 
this would be very instructive, if we were to have an amendment 
that asks the FAA to assess why pilots flying international can 
be over 60 and those flying within the United States under FAA 
rules cannot. What is the distinction? This is a very finite, 
very precise study. It will provide information to us to ensure 
that we give a fair hearing to everyone's point of view, and 
might I say on the record, Mr. Chairman, one of the concerns of 
the FAA is the time in which they take to do studies, or the 
resources that might be utilized, I have made sure that this is 
such a narrow area of focus that this can be done with the most 
fiscally conservative resources that one might use and, I would 
hope, that as we explore this question, as I understand the 
Transportation Committee will be holding hearings, that none of 
this will be limiting the Transportation Committee from having 
a broad view of this question, so maybe we can answer it once 
and for all.
    If the answer proves that we should remain with the 60 cap, 
60-year-old cap, all of us who are concerned about safety would 
readily support this enthusiastically. If we show that there 
are some other options, I think this Committee should be aware 
of it. With that, I ask my colleagues to support this amendment 
and I yield back.
    Mr. Forbes. Is there any further discussion? If no, the 
vote occurs on the amendment. All in favor say aye. Those 
opposed, say no. The ayes have it and the amendment is agreed 
to. Are there any further amendments? Hearing none, the 
question is on the bill, H.R. 2734, the Federal Aviation 
Administration Research and Development Reauthorization Act, as 
amended. All those in favor will say aye. All those opposed 
will say no. In the opinion of the Chair, the ayes have it. I 
will now recognize Mr. Hall to offer a motion.
    Mr. Hall. Mr. Chairman, I move that the Committee favorably 
report H.R. 2734, as amended, to the House with the 
recommendation that the bill, as amended, do pass. Furthermore, 
I move that 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.
    Mr. Forbes. 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. I move that members have two 
subsequent calendar days in which to submit supplemental, 
minority, or additional views on the measure. 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 go to 
conference with the Senate on the bill H.R. 2734 or a similar 
Senate bill. Without objection, so ordered.
    [Whereupon, the Committee proceeded to other business.]
                                Appendix

                              ----------                              


 H.R. 2734 (as introduced), Amendment Roster, Amendments, Subcommittee 
        Memorandum, Committee Print, Section-By-Section Analysis