59–006 

110TH CONGRESS REPORT " ! HOUSE OF REPRESENTATIVES 1st Session 110–329 

FEDERAL AVIATION RESEARCH AND DEVELOPMENT 

REAUTHORIZATION ACT OF 2007 

SEPTEMBER 17, 2007.—Committed to the Committee of the Whole House on the 

State of the Union and ordered to be printed 

Mr. GORDON of Tennessee, from the Committee on Science and 

Technology, submitted the following 

R E P O R T 

[To accompany H.R. 2698] 

[Including cost estimate of the Congressional Budget Office] 

The Committee on Science and Technology, to whom was referred the bill (H.R. 2698) to authorize appropriations for the civil 

aviation research and development projects and activities of the 

Federal Aviation Administration, and for other purposes, having 

considered the same, report favorably thereon with an amendment 

and recommend that the bill as amended do pass. 

CONTENTS 

Page 

I. Amendment ................................................................................................. 2 

II. Purpose of the Bill ...................................................................................... 11 

III. Background and Need for the Legislation ................................................ 11 

IV. Hearing Summaries .................................................................................... 12 

V. Committee Actions ...................................................................................... 15 

VI. Summary of Major Provisions of the Bill, As Reported ........................... 15 

VII. Section-by-Section Analysis (by Title and Section), As Reported ............ 15 

VIII. Committee View .......................................................................................... 18 

IX. Cost Estimate .............................................................................................. 23 

X. Congressional Budget Office Cost Estimate ............................................. 23 

XI. Compliance with Public Law 104–4 .......................................................... 25 

XII. Committee Oversight Findings and Recommendations ........................... 25 

XIII. Statement on General Performance Goals and Objectives ...................... 25 

XIV. Constitutional Authority Statement .......................................................... 25 

XV. Federal Advisory Committee Statement ................................................... 25 

XVI. Congressional Accountability Act .............................................................. 25 

XVII. Earmark Identification ............................................................................... 25 

XVIII. Statement on Preemption of State, Local, or Tribal Law ........................ 26 

XIX. Changes in Existing Law Made by the Bill, as Reported ........................ 26 


cprice-sewell on PROD1PC72 with HEARING
2 

XX. Committee Recommendations .................................................................... 36 

XXI. Proceedings of the Subcommittee Markup ................................................ 36 

XXII. Proceedings of the Full Committee Markup ............................................. 84 

XXIII. Letters of Exchange from Transportation Infrastructure Committee 149 

I. AMENDMENT

The amendment is as follows: 

Strike all after the enacting clause and insert the following: 

SECTION 1. SHORT TITLE. 

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

SEC. 2. DEFINITIONS. 

As used in this Act— (1) the term ‘‘Administrator’’ means the Administrator of the Federal Aviation 

Administration; 

(2) the term ‘‘Director’’ means the Director of the Joint Planning and Development Office; 

(3) the term ‘‘FAA’’ means the Federal Aviation Administration; 

(4) the term ‘‘NASA’’ means the National Aeronautics and Space Administration; 

(5) the term ‘‘National Research Council’’ means the National Research Council of the National Academies of Science and Engineering; 

(6) the term ‘‘NOAA’’ means the National Oceanic and Atmospheric Administration; 

(7) the term ‘‘NSF’’ means the National Science Foundation; 

(8) the term ‘‘Office’’ means the Next Generation Air Transportation System 

Joint Planning and Development Office; and 

(9) the term ‘‘Secretary’’ means the Secretary of Transportation. 

SEC. 3. AUTHORIZATION OF APPROPRIATIONS. 

Section 48102(a) of title 49, United States Code, is amended—

(1) in paragraph (11)(L), by striking ‘‘and’’; 

(2) in paragraph (12)(L), by striking the period and inserting a semicolon; and 

(3) by adding at the end the following new paragraphs: 

‘‘(13) for fiscal year 2008, $335,191,000, including—

‘‘(A) $7,350,000 for fire research and safety; 

‘‘(B) $4,086,000 for propulsion and fuel systems; 

‘‘(C) $2,713,000 for advanced materials and structural safety; 

‘‘(D) $3,574,000 for atmospheric hazards and digital system safety; 

‘‘(E) $14,931,000 for aging aircraft; 

‘‘(F) $2,202,000 for aircraft catastrophic failure prevention research; 

‘‘(G) $14,651,000 for flightdeck maintenance, system integration, and 

human factors; 

‘‘(H) $9,517,000 for aviation safety risk analysis; 

‘‘(I) $15,254,000 for air traffic control, technical operations, and human 

factors; 

‘‘(J) $6,780,000 for aeromedical research; 

‘‘(K) $19,888,000 for weather programs; 

‘‘(L) $6,310,000 for unmanned aircraft systems research; 

‘‘(M) $18,100,000 for the Next Generation Air Transportation System 

Joint Planning and Development Office; 

‘‘(N) $13,755,000 for wake turbulence; 

‘‘(O) $20,469,000 for environment and energy; 

‘‘(P) $1,184,000 for system planning and resource management; 

‘‘(Q) $3,415,000 for the William J. Hughes Technical Center Laboratory 

Facility; 

‘‘(R) $74,200,000 for the Center for Advanced Aviation System Development; 

‘‘(S) $2,000,000 for the Airport Cooperative Research Program—capacity; 

‘‘(T) $3,000,000 for the Airport Cooperative Research Program—environment; 

‘‘(U) $5,000,000 for the Airport Cooperative Research Program—safety; 

‘‘(V) $3,600,000 for GPS civil requirements; 

‘‘(W) $5,000,000 for runway incursion reduction; 

‘‘(X) $6,500,000 for system capacity, planning, and improvement; 

‘‘(Y) $3,000,000 for operations concept validation; 


cprice-sewell on PROD1PC72 with HEARING
3 

‘‘(Z) $1,000,000 for NAS weather requirements; 

‘‘(AA) $4,000,000 for the Airspace Management Lab; 

‘‘(BB) $5,000,000 for airspace redesign; 

‘‘(CC) $4,000,000 for wind profiling and weather research, Juneau; 

‘‘(DD) $1,000,000 for the Local Area Augmentation System (LAAS); 

‘‘(EE) $15,000,000 for Safe Flight 21, Alaska Capstone; 

‘‘(FF) $20,000,000 for NextGen demonstration; 

‘‘(GG) $8,907,000 for airports technology research—capacity; 

‘‘(HH) $9,805,000 for airports technology research—safety; 

‘‘(14) for fiscal year 2009, $481,554,000, including—

‘‘(A) $8,457,000 for fire research and safety; 

‘‘(B) $4,050,000 for propulsion and fuel systems; 

‘‘(C) $2,686,000 for advanced materials and structural safety; 

‘‘(D) $3,568,000 for atmospheric hazards and digital system safety; 

‘‘(E) $14,683,000 for aging aircraft; 

‘‘(F) $2,158,000 for aircraft catastrophic failure prevention research; 

‘‘(G) $37,499,000 for flightdeck maintenance, system integration, and 

human factors; 

‘‘(H) $8,349,000 for aviation safety risk analysis; 

‘‘(I) $15,323,000 for air traffic control, technical operations, and human 

factors; 

‘‘(J) $6,932,000 for aeromedical research; 

‘‘(K) $22,336,000 for weather program; 

‘‘(L) $6,738,000 for unmanned aircraft systems research; 

‘‘(M) $18,100,000 for the Next Generation Air Transportation System 

Joint Planning and Development Office; 

‘‘(N) $11,560,000 for wake turbulence; 

‘‘(O) $35,039,000 for environment and energy; 

‘‘(P) $1,847,000 for system planning and resource management; 

‘‘(Q) $3,548,000 for the William J. Hughes Technical Center Laboratory 

Facility; 

‘‘(R) $85,000,000 for Center for Advanced Aviation System Development; 

‘‘(S) $5,000,000 for the Airport Cooperative Research Program—capacity; 

‘‘(T) $5,000,000 for the Airport Cooperative Research Program—environment; 

‘‘(U) $5,000,000 for the Airport Cooperative Research Program—safety; 

‘‘(V) $3,469,000 for GPS civil requirements; 

‘‘(W) $5,000,000 for runway incursion reduction; 

‘‘(X) $6,500,000 for system capacity, planning and improvement; 

‘‘(Y) $3,000,000 for Operations Concept Validation; 

‘‘(Z) $1,000,000 for NAS weather requirements; 

‘‘(AA) $4,000,000 for the Airspace Management Lab; 

‘‘(BB) $3,000,000 for airspace redesign; 

‘‘(CC) $20,000,000 for Safe Flight 21, Alaska Capstone; 

‘‘(DD) $12,000,000 for NextGen demonstration; 

‘‘(EE) $102,000,000 for NextGen system development; 

‘‘(FF) $8,907,000 for airports technology research—capacity; 

‘‘(GG) $9,805,000 for airports technology research—safety; 

‘‘(15) for fiscal year 2010, $486,502,000, including—

‘‘(A) $8,546,000 for fire research and safety; 

‘‘(B) $4,075,000 for propulsion and fuel systems; 

‘‘(C) $2,700,000 for advanced materials and structural safety; 

‘‘(D) $3,608,000 for atmospheric hazards and digital system safety; 

‘‘(E) $14,688,000 for aging aircraft; 

‘‘(F) $2,153,000 for aircraft catastrophic failure prevention research; 

‘‘(G) $36,967,000 for flightdeck maintenance, system integration, and 

human factors; 

‘‘(H) $8,334,000 for aviation safety risk analysis; 

‘‘(I) $15,471,000 for air traffic control, technical operations, and human 

factors; 

‘‘(J) $7,149,000 for aeromedical research; 

‘‘(K) $23,286,000 for weather program; 

‘‘(L) $6,236,000 for unmanned aircraft systems research; 

‘‘(M) $18,100,000 for the Next Generation Air Transportation System 

Joint Planning and Development Office; 

‘‘(N) $11,412,000 for wake turbulence; 

‘‘(O) $34,678,000 for environment and energy; 

‘‘(P) $1,827,000 for system planning and resource management; 


cprice-sewell on PROD1PC72 with HEARING
4 

‘‘(Q) $3,644,000 for William J. Hughes Technical Center Laboratory Facility; 

‘‘(R) $90,000,000 for the Center for Advanced Aviation System Development; 

‘‘(S) $5,000,000 for the Airport Cooperative Research Program—capacity; 

‘‘(T) $5,000,000 for the Airport Cooperative Research Program—environment; 

‘‘(U) $5,000,000 for the Airport Cooperative Research Program—safety; 

‘‘(V) $3,416,000 for GPS civil requirements; 

‘‘(W) $5,000,000 for runway incursion reduction; 

‘‘(X) $6,500,000 for system capacity, planning and improvement; 

‘‘(Y) $3,000,000 for operations concept validation; 

‘‘(Z) $1,000,000 for NAS weather requirements; 

‘‘(AA) $4,000,000 for the Airspace Management Lab; 

‘‘(BB) $3,000,000 for airspace redesign; 

‘‘(CC) $20,000,000 for Safe Flight 21, Alaska Capstone; 

‘‘(DD) $12,000,000 for NextGen demonstration; 

‘‘(EE) $102,000,000 for NextGen system development; 

‘‘(FF) $8,907,000 for airports technology research—capacity; 

‘‘(GG) $9,805,000 for airports technology research—safety; and 

‘‘(16) for fiscal year 2011, $514,832,000, including—

‘‘(A) $8,815,000 for fire research and safety; 

‘‘(B) $4,150,000 for propulsion and fuel systems; 

‘‘(C) $2,747,000 for advanced materials and structural safety; 

‘‘(D) $3,687,000 for atmospheric hazards and digital system safety; 

‘‘(E) $14,903,000 for aging aircraft; 

‘‘(F) $2,181,000 for aircraft catastrophic failure prevention research; 

‘‘(G) $39,245,000 for flightdeck maintenance, system integration and 

human factors; 

‘‘(H) $8,446,000 for aviation safety risk analysis; 

‘‘(I) $15,715,000 for air traffic control, technical operations, and human 

factors; 

‘‘(J) $7,390,000 for aeromedical research; 

‘‘(K) $23,638,000 for weather program; 

‘‘(L) $6,295,000 for unmanned aircraft systems research; 

‘‘(M) $18,100,000 for the Next Generation Air Transportation System 

Joint Planning and Development Office; 

‘‘(N) $11,471,000 for wake turbulence; 

‘‘(O) $34,811,000 for environment and energy; 

‘‘(P) $1,836,000 for system planning and resource management; 

‘‘(Q) $3,758,000 for William J. Hughes Technical Center Laboratory Facility; 

‘‘(R) $114,000,000 for Center for Advanced Aviation System Development; 

‘‘(S) $5,000,000 for the Airport Cooperative Research Program—capacity; 

‘‘(T) $5,000,000 for the Airport Cooperative Research Program—environment; 

‘‘(U) $5,000,000 for the Airport Cooperative Research Program—safety; 

‘‘(V) $3,432,000 for GPS civil requirements; 

‘‘(W) $2,000,000 for runway incursion reduction; 

‘‘(X) $6,500,000 for system capacity, planning and improvement; 

‘‘(Y) $3,000,000 for operations concept validation; 

‘‘(Z) $1,000,000 for NAS weather requirements; 

‘‘(AA) $4,000,000 for the Airspace Management Lab; 

‘‘(BB) $3,000,000 for airspace redesign; 

‘‘(CC) $20,000,000 for Safe Flight 21, Alaska Capstone; 

‘‘(DD) $12,000,000 for NextGen demonstration; 

‘‘(EE) $105,000,000 for NextGen system development; 

‘‘(FF) $8,907,000 for airports technology research—capacity; 

‘‘(GG) $9,805,000 for airports technology research—safety.’’. 

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

(a) STATUS OF DIRECTOR AND RESPONSIBILITIES OF OFFICE.—Section 709 of the Vision 100—Century of Aviation Reauthorization Act (49 U.S.C. 40101 note) is amended—

(1) in subsection (a)—

(A) in paragraph (1), by adding at the end the following: ‘‘The head of the 

Office shall be the Director. The Director shall report to the Administrator 

of the Federal Aviation Administration and shall serve as Associate AdminVerDate Aug 31 2005 13:28 Sep 18, 2007 Jkt 059006 PO 00000 Frm 00004 Fmt 6659 Sfmt 6621 E:\HR\OC\HR329.XXX HR329

cprice-sewell on PROD1PC72 with HEARING
5 

istrator for the Next Generation Air Transportation System, and shall be 

a voting member and co-chair of the Joint Resources Council.’’; 

(B) by amending paragraph (2)(C) to read as follows: 

‘‘(C) creating a transition plan for the implementation of that system that 

includes date-specific milestones for the implementation of new capabilities 

into the national airspace system;’’; 

(C) in paragraph (2)(G), by striking ‘‘; and’’ and inserting a semicolon; 

(D) in paragraph (2)(H), by striking the period at the end and inserting 

‘‘; and’’; 

(E) by adding at the end of paragraph (2) the following: 

‘‘(I) establishing specific quantitative goals for the safety, capacity, efficiency, performance, and environmental impacts of each phase of Next Generation Air Transportation System implementation activities and measuring actual operational experience against those goals, taking into account 

noise pollution reduction concerns of affected communities to the greatest 

extent practicable in establishing the environmental goals; 

‘‘(J) working to ensure global interoperability of the Next Generation Air 

Transportation System; 

‘‘(K) integrating aviation weather information and space weather information into the Next Generation Air Transportation System as soon as possible; 

‘‘(L) overseeing, with the Administrator, the selection of products or outcomes of research and development activities that would be moved to the 

next stage of a demonstration project through the Joint Resources Council; 

‘‘(M) maintaining a baseline modeling and simulation environment for 

testing and evaluating alternative concepts to satisfy Next Generation Air 

Transportation enterprise architecture requirements; and 

‘‘(N) pursuing the integration of unmanned aircraft systems into the national airspace system through research and demonstration programs under 

the auspices of a public and private partnership.’’; and 

(2) in subsection (e), by striking ‘‘2010’’ and inserting ‘‘2011’’. 

(b) ACCOUNTABILITY.—Section 709(a) is further amended—

(1) in paragraph (3), by inserting ‘‘(A)’’ after the paragraph designation; and 

(2) by adding at the end of paragraph (3) the following: 

‘‘(B) The Administrator, the Secretary of Defense, the Administrator of NASA, the 

Secretary of Commerce, the Secretary of Homeland Security, and the head of any 

other Department or Federal agency from which the Secretary of Transportation requests assistance under paragraph (A) shall designate a senior official in the department or agency to be responsible for—

‘‘(i) implementing the department’s or agency’s Next Generation Air Transportation System activities with the Office, including the execution of all aspects 

of the department’s or agency’s work on developing and implementing the integrated plan described in section 709(2)(A); and 

‘‘(ii) ensuring that the department or agency meets its obligations as set forth 

in the memorandum of understanding executed by or on behalf of the department or agency under subparagraph (D). 

‘‘(C) The head of any such department or agency shall—

‘‘(i) establish an office within the department or agency to carry out its responsibilities under the memorandum of understanding under the supervision 

of the designated official; and 

‘‘(ii) ensure that the designated official has sufficient budgetary authority and 

staff resources to carry out the department’s or agency’s Next Generation Air 

Transportation System responsibilities as set forth in the integrated plan under 

section 709(b). 

‘‘(D) Not later than 6 months after the date of enactment of the Federal Aviation 

Research and Development Reauthorization Act of 2007, the head of each department or agency that has responsibility for carrying out any activity under the integrated plan under section 709(b) shall execute a memorandum of understanding 

with the Office obligating that department or agency to carry out those activities.’’. 

(c) INTEGRATED PLAN.—Section 709(b) of the Vision 100—Century of Aviation Reauthorization Act (49 U.S.C. 40101 note) is amended—

(1) by striking the first sentence and inserting ‘‘The integrated plan shall be 

designed to ensure that the Next Generation Air Transportation System meets 

anticipated future air transportation safety, security, mobility, efficiency, and 

capacity needs and accomplishes the goals under subsection (c).’’; 

(2) in paragraph (3)(C), by striking ‘‘; and’’ and inserting a semicolon; 

(3) in paragraph (4) by striking the period and inserting a semicolon; and 

(4) by adding at the end the following: 


cprice-sewell on PROD1PC72 with HEARING
6 

‘‘(5) Date-specific timetables for the partial and complete implementation of 

planned Next Generation Air Transportation System capabilities, including but 

not limited to Automated Dependent Surveillance-Broadcast, Unmanned Aircraft Systems operations, Next Generation Enabled Weather system, Next Generation Data Communications, NAS Voice Switch, System Wide Information 

Management system, and space weather information, and including any necessary certification activities, and including an evaluation of the costs and benefits of accelerating any of the implementation and certification timetables; 

‘‘(6) Identification of planned demonstration projects and date-specific timetables for the conduct of the demonstration projects and subsequent certification 

activities and an evaluation of the costs and benefits of accelerating any of the 

demonstration projects and certification activities; 

‘‘(7) Date-specific timetables for meeting the environmental requirements 

identified in subsection (I); and 

‘‘(8) Identification, on an annual basis, of each entity that will be responsible 

for each component of any research, development, or implementation activity.’’. 

(d) ANNUAL REPORT.—Section 709(d) of the Vision 100—Century of Aviation Reauthorization Act (49 U.S.C. 40101 note) is amended to read as follows: 

‘‘(d) ANNUAL REPORTS.—The Director of the Office shall transmit a report annually to the Committee on Science and Technology and the Committee on Transportation and Infrastructure of the House of Representatives and the Committee on 

Commerce, Science, and Transportation of the Senate at the time of the President’s 

budget request describing the progress in carrying out the plan required under subsection (b) and any changes to that plan. The annual report shall include—

‘‘(1) the updated integrated plan developed under subsection (b); 

‘‘(2) a detailed description of the progress made in carrying out the integrated 

plan and any changes made to that plan since the previous annual report, and 

identifying any changes resulting from funding shortfalls or limitations set by 

the Office of Management and Budget; 

‘‘(3) any deviation from previously established development and implementation milestones, the reasons for the deviation, and the impact of the deviation; 

‘‘(4) the relevant programs and activities for the previous fiscal year and the 

proposed programs and activities under the President’s budget request, of each 

participating Federal agency and department; and 

‘‘(5) the levels of funding for each participating Federal agency and department devoted to the programs and activities in paragraph (4) for the previous 

fiscal year and under the President’s budget request.’’. 

(e) SENIOR POLICY COMMITTEE.—Section 710(a) of the Vision 100—Century of 

Aviation Reauthorization Act (49 U.S.C. 40101 note) is amended in the last sentence 

by inserting ‘‘, and shall meet at least four times each year’’ before the period. 

(f) BUDGET PREPARATION.—

(1) Each Federal agency and department participating in the office shall, as 

part of its annual request for appropriations to the Office of Management and 

Budget, submit a report to the Office of Management and Budget which—

(A) identifies each element of its work program which contributes directly 

to Next Generation Air Transportation System initiative; and 

(B) states the portion of its request for appropriations that is allocated 

to each such element. 

(2) The Office of Management and Budget shall review each such report in 

light of the goals, priorities, and agency and departmental responsibilities set 

forth in the annual report submitted under the amendment made by subsection 

(d), and shall include, in the President’s annual budget estimate, a statement 

of the portion of each appropriate agency’s or department’s annual budget estimate relating to its activities undertaken pursuant to the Next Generation Air 

Transportation System initiative. 

(g) CONTINGENCY PLANNING.—The Director shall, as part of the design of the Next 

Generation Air Transportation System, develop contingency plans for dealing with 

the degradation of the Next Generation Air Transportation System in the event of 

a natural disaster, major equipment failure, or act of terrorism. 

(h) ENVIRONMENTAL RESEARCH.—The Director shall establish environmental objectives for noise, emissions, and energy consumption to be satisfied in the Next 

Generation Air Transportation System through a combination of technologies and 

operational procedures. The Director shall assign primary responsibility for the research, development, and demonstration of the applicable technologies in a relevant 

environment to NASA and primary responsibility for demonstration of optimized 

operational procedures to the FAA. 

(i) GOVERNMENT ACCOUNTABILITY OFFICE ASSESSMENT AND REPORT.—


cprice-sewell on PROD1PC72 with HEARING
7 

(1) SCOPE.—The Comptroller General shall assess compliance with the requirements of section 709 of the Vision 100—Century of Aviation Reauthorization Act (49 U.S.C. 40101 note) to determine—

(A) the effectiveness of the Next Generation Air Transportation System 

Joint Planning and Development Office in meeting the deadlines and milestones of the integrated plan under that section; and 

(B) the adequacy and effectiveness of the memoranda of understanding 

executed by Federal departments and agencies under that section. 

(2) REPORT.—Not later than 270 days after the date of enactment of this Act, 

and annually thereafter until the Next Generation Air Transportation System 

is fully operational, the Comptroller General shall transmit a report to the Committee on Science and Technology and the Committee on Transportation and Infrastructure of the House of Representatives and the Committee on Commerce, 

Science, and Transportation of the Senate containing the Comptroller General’s 

findings, conclusions and recommendations related to the assessment in paragraph (1). 

(j) UNMANNED AIRCRAFT SYSTEMS.—

(1) RESEARCH INITIATIVE.—

(A) IMPROVED MANNED AND UNMANNED AIRCRAFT.—Section 44504 of title 

49, United States Code, is amended—

(i) in subsection (a), by inserting ‘‘unmanned and manned’’ after ‘‘improve’’; 

(ii) in subsection (b)(6), by striking ‘‘and’’ after the semicolon; 

(iii) in subsection (b)(7) by striking the period and inserting ‘‘; and’’; 

and 

(iv) by adding at the end of subsection (b) the following: 

‘‘(8) in conjunction with other Federal agencies as appropriate, to develop 

technologies and methods to assess the risk of and prevent defects, failures, and 

malfunctions of products, parts, and processes, for use in all classes of unmanned aircraft systems that could result in a catastrophic failure of the unmanned aircraft that would endanger other aircraft in the national airspace 

system.’’. 

(B) SYSTEMS, PROCEDURES, FACILITIES, AND DEVICES.—Section 44505(b) of 

such title is amended—

(i) in paragraph (4), by striking ‘‘and’’ after the semicolon; 

(ii) in paragraph (5)(C), by striking the period and inserting a semicolon; and 

(iii) by adding at the end of subsection (b) the following: 

‘‘(6) to develop a better understanding of the relationship between human factors and unmanned aircraft systems safety; and 

‘‘(7) to develop dynamic simulation models for integrating all classes of unmanned aircraft systems into the national airspace system without any degradation of existing levels of safety for all national airspace system users.’’. 

(2) ROADMAP.—Not later than 90 days after the date of enactment of this Act, 

the Administrator shall develop and transmit an unmanned aircraft systems research, development, demonstration and implementation ‘‘roadmap’’ to the Committee on Science and Technology of the House of Representatives and the Committee on Commerce, Science, and Transportation of the Senate. 

(3) INDEPENDENT ASSESSMENT.—

(A) IN GENERAL.—Not later than 3 months after the date of enactment 

of this Act, the Administrator shall enter into an arrangement with the National Research Council for an assessment of the status of unmanned aircraft systems that shall include consideration of—

(i) human factors regarding unmanned aircraft systems operation; 

(ii) ‘‘detect, sense and avoid technologies’’ with respect to both cooperative and non-cooperative aircraft; 

(iii) spectrum issues and bandwidth requirements; 

(iv) operation in suboptimal winds and adverse weather conditions; 

(v) mechanisms for communicating unmanned aircraft system location; 

(vi) airworthiness and system redundancy; 

(vii) flight termination systems for safety and security; 

(viii) technologies for unmanned aircraft systems flight control; 

(ix) technologies for unmanned aircraft systems propulsion; 

(x) unmanned aircraft systems operator qualifications, medical standards, and training requirements; 

(xi) unmanned aircraft systems maintenance requirements and training requirements; 


cprice-sewell on PROD1PC72 with HEARING
8 

(xii) any other unmanned aircraft systems-related issue the Administrator believes should be addressed; and 

(xiii) recommendations for integrating unmanned aircraft systems 

into the national airspace system in a timely manner without any degradation of existing levels of safety for all national airspace system 

users. 

(B) REPORT.—Not later than 12 months after initiating the study, the National Academy shall submit its report to the Administrator, the Senate 

Committee on Commerce, Science, and Transportation, and the House of 

Representatives Committee on Science and Technology containing its finding and recommendations. 

(4) PILOT PROJECTS FOR TRANSITIONING RESEARCH AND DEVELOPMENT RESULTS.—

(A) IN GENERAL.—The Administrator shall establish pilot projects in 

sparsely populated, low-density Class G air traffic airspace to conduct experiments and collect data in order to accelerate the safe integration of unmanned aircraft systems into the national airspace system without any degradation of existing levels of safety for all national airspace system users. 

(B) USE OF PUBLIC-PRIVATE PARTNERSHIP.—In conducting the pilot 

projects, the Administrator shall encourage the formation of a public-private partnership. 

(C) REPORT.—Not later than 90 days after completing the pilot projects, 

the Administrator shall transmit a report to the Committee on Science and 

Technology of the House of Representatives and the Committee on Commerce, Science, and Transportation of the Senate, setting forth the Administrator’s findings and conclusions concerning the projects. 

(D) AUTHORIZATION OF APPROPRIATIONS.—There is authorized to be appropriated to the Administrator for fiscal years 2008 and 2009 such sums as 

may be necessary to carry out the pilot projects under this paragraph. 

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

(a) IN GENERAL.—The Administrator, in coordination with NASA and the United 

States Climate Change Science Program, shall establish a research initiative to assess the impact of aviation on the climate and, if warranted, to evaluate approaches 

to mitigate that impact. 

(b) RESEARCH PLAN.—Not later than 1 year after the date of enactment of this 

Act, the participating Federal entities shall jointly develop a plan for the research 

program that contains the objectives, proposed tasks, milestones, and 5-year budgetary profile. 

(c) REVIEW.—The Administrator shall have the National Research Council conduct 

an independent review of the interagency research program plan and provide the 

results of that review to the Committee on Science and Technology of the House of 

Representatives and the Committee on Commerce, Science, and Transportation of 

the Senate not later than 18 months after the date of enactment of this Act. 

(d) AUTHORIZATION OF APPROPRIATIONS.—There is authorized to be appropriated 

$2,000,000 for fiscal year 2008, and $5,000,000 in each of the fiscal years 2009 

through 2011, for the interagency research program established under this section. 

SEC. 6. RESEARCH PROGRAM ON RUNWAYS. 

(a) ESTABLISHMENT OF RESEARCH PROGRAM.—The Administrator shall establish a 

program of research grants to universities and non-profit research foundations for 

research and technology demonstrations related to—

(1) improved runway surfaces; and 

(2) engineered material restraining systems for runways at both general aviation airports and airports with commercial air carrier operations. 

(b) AUTHORIZATION OF APPROPRIATIONS.—There is authorized to be appropriated 

$5,000,000 for each of the fiscal years 2008 through 2011 to carry out this section. 

SEC. 7. RESEARCH ON DESIGN FOR CERTIFICATION. 

(a) JOINT PROGRAM.—Not later than 6 months after the date of enactment of this 

Act, the FAA and NASA shall establish a joint research program on methods to improve both confidence in and the timeliness of certification of new technologies for 

their introduction into the national airspace system. 

(b) RESEARCH PLAN.—Not later than 1 year after the date of enactment of this 

Act, as part of the activity described in subsection (a), the FAA and NASA shall 

jointly develop a plan for the research program that contains the objectives, proposed tasks, milestones, and five-year budgetary profile. 

(c) REVIEW.—The Administrator shall have the National Research Council conduct 

an independent review of the joint research program plan and provide the results 


cprice-sewell on PROD1PC72 with HEARING
9 

of that review to the Committee on Science and Technology of the House of Representatives and the Committee on Commerce, Science, and Transportation of the 

Senate not later than 18 months after the date of enactment of this Act. 

SEC. 8. CENTERS OF EXCELLENCE. 

(a) AMENDMENT.—Section 44513(f) of title 49, United States Code, is amended to 

read as follows: 

‘‘(f) GOVERNMENT’S SHARE OF COSTS.—The United States Government’s share of 

establishing and operating the center and all related research activities that grant 

recipients carry out shall not exceed 75 percent of the costs. The United States Government’s share of an individual grant under this section shall not exceed 90 percent of the costs.’’. 

(b) ANNUAL REPORT.—The Administrator shall transmit a report annually to the 

Committee on Science and Technology of the House of Representatives and the 

Committee on Commerce, Science, and Transportation of the Senate at the time of 

the President’s budget request that lists—

(1) the research projects that have been initiated by each Center of Excellence 

in the preceding year; 

(2) the amount of funding for each research project and the funding source; 

(3) the institutions participating in each project and their shares of the overall funding for each research project; and 

(4) the level of cost-sharing for each research project. 

SEC. 9. AIRPORT COOPERATIVE RESEARCH PROGRAM. 

Section 44511(f) of title 49, United States Code, is amended—

(1) in paragraph (1), by striking ‘‘establish a 4-year pilot’’ and inserting 

‘‘maintain an’’; and 

(2) in paragraph (4)—

(A) by striking ‘‘expiration of the program’’ and inserting ‘‘expiration of 

the pilot program’’; and 

(B) by striking ‘‘program, including recommendations as to the need for 

establishing a permanent airport cooperative research program’’ and inserting ‘‘program’’. 

SEC. 10. RESEARCH GRANTS PROGRAM INVOLVING UNDERGRADUATE STUDENTS. 

(a) IN GENERAL.—The Administrator shall establish a program to utilize colleges 

and universities, including Historically Black Colleges and Universities, Hispanic 

Serving Institutions, tribally controlled colleges and universities, and Alaska Native 

and Native Hawaiian serving institutions in conducting research by undergraduate 

students on subjects of relevance to the FAA. Grants may be awarded under this 

section for—

(1) research projects to be carried out primarily by undergraduate students; 

(2) research projects that combine undergraduate research with other research supported by the FAA; 

(3) research on future training requirements related to projected changes in 

regulatory requirements for aircraft maintenance and power plant licensees; 

and 

(4) research on the impact of new technologies and procedures, particularly 

those related to aircraft flight deck and air traffic management functions, and 

on training requirements for pilots and air traffic controllers. 

(b) AUTHORIZATION OF APPROPRIATIONS.—There is authorized to be appropriated 

$5,000,000 for each of the fiscal years 2008 through 2011, for research grants under 

this section. 

SEC. 11. BUDGET FORMULATION. 

Section 48102 of title 49, United States Code, is amended by inserting after subsection (f) the following new subsection: 

‘‘(g) BUDGET FORMULATION.—(1) The Department of Transportation’s annual 

budget request for the Federal Aviation Administration shall identify all of the activities carried out by the Administration within the categories of basic research, applied research, and development, as classified by the Office of Management and 

Budget Circular A–11. Each activity in the categories of basic research, applied research, and development shall be identified regardless of the budget category in 

which it appears in the budget request. 

‘‘(2) The budget request specified in paragraph (1) shall be submitted to the Committee on Science and Technology and the Committee on Transportation and Infrastructure of the House of Representatives and the Committee on Commerce, 

Science, and Transportation of the Senate at the same time as the President’s Budget Request is submitted to the Congress.’’. 


cprice-sewell on PROD1PC72 with HEARING
10 

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

(a) ESTABLISHMENT.—The Administrator of the Federal Aviation Administration 

shall, in coordination with the National Science Foundation, National Aeronautics 

and Space Administration, National Oceanic and Atmospheric Administration, and 

other relevant agencies, initiate a research program to— (1) conduct or supervise research projects on impacts of space weather to aviation, including communication, navigation, avionic systems, and on airline passengers and personnel; and 

(2) facilitate the transfer of technology from space weather research programs 

to Federal agencies with operational responsibilities and to the private sector. 

(b) USE OF GRANTS OR COOPERATIVE AGREEMENTS.—The Administrator may use 

grants or cooperative agreements in carrying out this section. 

(c) AUTHORIZATION OF APPROPRIATIONS.—In addition to amounts authorized to be 

appropriated by the amendments made by this Act, there is authorized to be appropriated $1,000,000 for each of the fiscal years 2008 through 2011 to carry out this 

section. 

SEC. 13. AVIATION GAS RESEARCH AND DEVELOPMENT PROGRAM. 

(a) CONTINUATION OF PROGRAM.—The Administrator, in coordination with the 

NASA Administrator, shall continue research and development activities into technologies for modification of existing general aviation piston engines to enable their 

safe operation using unleaded aviation fuel. 

(b) ROADMAP.—Not later than 120 days of the enactment of this Act, the Administrator shall develop a research and development roadmap for the program continued 

in subsection (a), containing the specific research and development objectives and 

anticipated timetable for achieving the objectives. 

(c) REPORT.—Not later than 130 days of the enactment of this Act, the Administrator shall provide the roadmap specified in subsection (b) to the Committee on 

Science and Technology of the House of Representatives and the Committee on 

Commerce, Science, and Transportation of the Senate. 

(d) AUTHORIZATION OF APPROPRIATIONS.—There is authorized to be appropriated $750,000 for each of the fiscal years 2008 through 2010, to carry out this section. 

SEC. 14. RESEARCH REVIEWS AND ASSESSMENTS. 

(a) REVIEW OF FAA’S ENERGY- AND ENVIRONMENT-RELATED RESEARCH PRO- GRAMS.—

(1) STUDY.—The Administrator shall enter into an arrangement with the National Research Council for a review of the FAA’s energy- and environment-related research program. The review shall assess whether— (A) the programs have well-defined, prioritized, and appropriate research 

objectives; 

(B) the program are properly coordinated with the energy- and environment-related research programs of NASA, NOAA, and other relevant agencies; 

(C) the program have allocated appropriate resources to each of the research objectives; and 

(D) there exist suitable mechanisms for transitioning the research results 

into the FAA’s operational technologies and procedures and certification activities. 

(2) REPORT.—A report containing the results of the review shall be provided 

to the Committee on Science and Technology of the House of Representatives 

and the Committee on Commerce, Science, and Transportation of the Senate 

within eighteen months of the enactment of this Act. 

(b) ASSESSMENT OF THE IMPACT OF SPACE WEATHER ON AVIATION.—

(1) STUDY.—The Administrator shall enter into an arrangement with the National Research Council for a study of the impacts of space weather on the current and future United States aviation industry, and in particular, to examine 

the risks for Over-The-Pole (OTP) and Ultra-Long-Range (ULR) operations. The 

study shall—

(A) examine space weather impacts on at least the following areas: communications, navigation, avionics, and human health in flight; 

(B) assess the benefits of space weather information and services to reduce aviation costs and maintain safety; 

(C) provide recommendations on how NASA, NOAA, and the NSF can 

most effectively carry out research and monitoring activities related to 

space weather and aviation; and 

(D) provide recommendations on how to integrate space weather information into the Next Generation Air Transportation System. 

(2) REPORT.—A report containing the results of the study shall be provided 

to the Committee on Science and Technology of the House of Representatives 


cprice-sewell on PROD1PC72 with HEARING
11 

and the Committee on Commerce, Science, and Transportation of the Senate not 

later than 1 year after the date of enactment of this Act. 

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

(a) REVIEW.—The Administrator shall enter into an arrangement with the National Research Council for an independent review of the FAA’s aviation safety-related research programs. The review shall assess whether— (1) the programs have well-defined, prioritized, and appropriate research objectives; 

(2) the programs are properly coordinated with the safety research programs 

of NASA and other relevant Federal agencies; 

(3) the programs have allocated appropriate resources to each of the research 

objectives; and 

(4) there exist suitable mechanisms for transitioning the research results from 

the programs into the FAA’s operational technologies and procedures and certification activities in a timely manner. 

(b) AVIATION SAFETY-RELATED RESEARCH PROGRAMS TO BE ASSESSED.—The FAA 

aviation safety-related research programs to be assessed under the review shall include, at a minimum, the following: 

(1) Air traffic control/technical operations human factors. 

(2) Runway incursion reduction. 

(3) Flightdeck/maintenance system integration human factors. 

(4) Airports technology research—safety. 

(5) Airport cooperative research program—safety. 

(6) Weather program. 

(7) Atmospheric hazards/digital system safety. 

(8) Fire research and safety. 

(9) Propulsion and fuel systems. 

(10) Advanced materials/structural safety. 

(11) Aging aircraft. 

(12) Aircraft catastrophic failure prevention research. 

(13) Aeromedical research. 

(14) Aviation safety risk analysis. 

(15) Unmanned aircraft systems research. 

(16) Safe Flight 21—Alaska Capstone. 

(c) REPORT.—Not later than 14 months after the date of enactment of this Act, 

the Administrator shall submit to the Committee on Science and Technology of the 

House of Representatives and the Committee on Commerce, Science, and Transportation of the Senate a report on the results of the review. 

(d) AUTHORIZATION OF APPROPRIATIONS.—In addition to amounts authorized to be 

appropriated by the amendments made by this Act, there is authorized to be appropriated $700,000 for fiscal year 2008 to carry out this section. 

II. PURPOSE OF THE BILL

The purpose of the bill is to reauthorize appropriations for the 

Federal Aviation Administration’s research and development programs for fiscal years 2008, 2009, 2010, and 2011 and to clarify responsibilities and activities of the Next Generation Air Transportation System’s Joint Planning and Development Office; amend 

provisions related to FAA’s Centers of Excellence; establish an 

interagency initiative on the impact of aviation on the climate; authorize a runway research program; extend the Airport Cooperative 

Research Program; and authorize a number of other R&D initiatives. The funds authorized by this Act are aimed at improving the 

safety, capacity, and efficiency of the nation’s air transportation 

system to meet expected air traffic demands of the future. 

III. BACKGROUND AND NEED FOR THE LEGISLATION

The Federal Aviation Administration (FAA) was created to develop the nation’s air commerce system and promote aviation safety. As part of the Airport Development and Airway Trust Fund established by Congress in 1982, a comprehensive research and development program was put in place to maintain a safe and effiVerDate Aug 31 2005 13:28 Sep 18, 2007 Jkt 059006 PO 00000 Frm 00011 Fmt 6659 Sfmt 6602 E:\HR\OC\HR329.XXX HR329

cprice-sewell on PROD1PC72 with HEARING
12 

cient air transportation system. In 2003, Congress passed Vision 

100—Century of Aviation Reauthorization Act [P.L. 108–176] that 

authorized funding for FAA’s activities, including research and development, for fiscal years 2003 through 2007. P.L. 108–176 also 

established the Next Generation Air Transportation System’s Joint 

Planning and Development Office (JPDO) in Title VII Aviation 

Research, to manage work related to planning, research, development, and creation of a transition plan for the implementation of 

the Next Generation Air Transportation System. 

IV. HEARING SUMMARIES

The House Subcommittee on Space and Aeronautics held two 

hearings relevant to H.R. 2698 during the first session of the 110th 

Congress. 

On Thursday, March 22, 2007, the Subcommittee on Space and 

Aeronautics held a hearing to review the FY 2008 budget request 

for the Federal Aviation Administration’s (FAA) research and development (R&D) programs and to examine current and potential 

R&D priorities, including support for the Next Generation Air 

Transportation System (NextGen). 

Four witnesses testified: Ms. Victoria Cox, Vice President for Operations Planning, Air Traffic Organization, Federal Aviation Administration; Dr. R. John Hansman, Co-Chair, FAA Research, Engineering and Development Advisory Committee, Professor of Aeronautics and Astronautics, Director, MIT International Center for 

Air Transportation; Dr. Donald Wuebbles, Chair, Workshop on the 

Impacts of Aviation on Climate Change, Department Head and 

Professor, Department of Atmospheric Sciences, University of Illinois-Urbana Champaign; Mr. Steve Alterman, President, Cargo 

Airline Association, Chairman, Environment Subcommittee, FAA 

Research, Engineering and Development Advisory Committee. 

Chairman Udall noted that the hearing is timely because FAA 

reauthorization is due this year. He spoke of his concern over 

NASA’s reduced funding commitment to aeronautics research. He 

also noted that the impact of aviation on climate change is receiving increasing attention. Representative Calvert seconded concerns 

about NASA’s research, and wondered whether FAA’s research 

funding is adequate. 

Ms. Cox said that NextGen will enable support of a three-fold increase in airspace demand by 2025. The Operational Evolution 

Partnership (OEP), planning document will be published in June. 

Dr. Hansman reported that the airspace is being stressed by current demand, and delays have been increasing. He was concerned 

about the loss of national capability in applied aeronautics. He was 

also concerned about the FAA’s capability to quickly implement 

new technologies. Dr. Wuebbles chaired a workshop on the impacts 

of aviation on climate change last summer. The workshop’s conclusion was that further research is warranted, because of the potentially serious impact and because there is much uncertainty. Mr. 

Alterman agreed with concerns about NASA research, implementation speed, and aviation environmental impact. He promoted the 

benefits of improved operational procedures such as Continuous 

Descent Arrivals. 

During the question and answer period, Dr. Hansman agreed 

with Ms. Cox’s comment that human factors research will be imVerDate Aug 31 2005 13:28 Sep 18, 2007 Jkt 059006 PO 00000 Frm 00012 Fmt 6659 Sfmt 6602 E:\HR\OC\HR329.XXX HR329

cprice-sewell on PROD1PC72 with HEARING
13 

portant for NextGen. Mr. Alterman endorsed ADS–B implementation. He predicted that environmental constraints will prove more 

binding than capacity constraints. Dr. Hansman said that some research areas have been underfunded, such as aircraft icing, fire 

protection, terminal area safety, and safety-critical software. 

Representative Rothman was concerned that airspace usage 

might some day fill the skies, degrading quality of life. He was particularly concerned about aviation noise. Dr. Wuebbles said that 

the amount of funding for research on the effects of aviation on climate is ‘‘essentially zero.’’ Representative Rohrabacher said that he 

felt aviation emissions research should emphasize the health of the 

population today rather than emphasize global climate change. 

Representative Calvert wondered if the speed of replacement of 

older, louder and more polluting, aircraft could be increased with 

some sort of incentives. Dr. Hansman worried that NASA is under 

funding innovation. 

In Questions for the Record, Mr. Alterman said he expects the 

FAA will have to mandate equipage for NextGen. He felt that the 

FAA, not the Joint Planning and Development Office (JPDO), 

should be in charge of NextGen implementation. Ms. Cox reported 

that the FY 2007 Operating Plan will not drive any adjustments 

to the FY 2008 R&D plan. The FY 2008 plan includes an additional 

$10M request for NextGen research on wake vortex and on human 

factors. About $18 million is being spent by the FAA on aviation 

environmental research. The FAA plans to support routine unmanned aircraft systems (UAS) access to the national airspace system (NAS) within the 2012–2015 timeframe. 

Dr. Hansman said that the REDAC would recommend increasing 

support for UAS research. Dr. Wuebbles encouraged the FAA to develop stronger interactions with the academic community. 

On Thursday, March 29, 2007, the Subcommittee on Space and 

Aeronautics held a hearing to examine the status of the Next Generation Air Transportation System initiative (also known as 

NGATS or NextGen) and explore key issues related to the initiative 

and the interagency Joint Planning and Development Office 

(JPDO). 

Four witnesses testified: Mr. Charles Leader, Director, Joint 

Planning and Development Office, Federal Aviation Administration 

(FAA); Dr. Gerald L. Dillingham, Director, Physical Infrastructure 

Issues, Government Accountability Office; Hon. John Douglass, 

President and CEO, Aerospace Industries Association; Dr. Bruce 

Carmichael, Director, Aviation Applications Program, Research Applications Laboratory, National Center for Atmospheric Research. 

In his opening remarks, Chairman Udall noted delays in 

NextGen developments since last year’s hearing. He spoke with 

concern about NASA’s uncertain commitment to its aeronautics 

program, and NextGen management continuity. Mr. Leader reported that two fundamental NextGen technologies are already beginning implementation: Automatic Dependence Surveillance 

Broadcast, (ADS–B), and System Wide Information Management, 

(SWIM). The DOD, DHS and the FAA are each contributing $5 

million to a SWIM demonstration this year. He mentioned the 

near-term release of three important NextGen documents: the Concept of Operations, the Enterprise Architecture, and the Integrated 

Work Plan. He spoke of the importance of weather research. 


cprice-sewell on PROD1PC72 with HEARING
14 

Mr. Dillingham discussed JPDO’s organizational structure, technical planning, and research funding. He felt that the FAA and 

JPDO must address the factors that have contributed to the frequent turnover of its JPDO senior management. He urged the 

JPDO to involve all stakeholders, including active traffic controllers and technicians. Mr. Douglas noted that industry is an essential partner in NextGen and it is important that industry have confidence that the government is committed to NextGen. Dr. Carmichael stated that seventy percent of delays in today’s system are 

attributable to weather. NextGen will integrate the weather programs of the FAA, DOD and NOAA. Dr. Carmichael said that 

NASA would be a logical weather research partner but doesn’t 

have much funding for it. 

Representative Rothman voiced his concern that extreme growth 

of aviation could erode the quality of life. Representative Calvert 

spoke of his disappointment in NASA’s decreased aeronautics activity. 

In the question and answer period, Chairman Udall inquired 

where additional research funding could be most useful. Mr. Leader answered: safety related issues, human factors, a safety system 

that is predictive rather than forensic, automation issues and wake 

vortex work. Dr. Dillingham spoke of the importance of NASA aeronautics facilities. Mr. Douglas agreed, and also spoke of the importance of systems engineering, wake vortex and weather research. 

Mr. Douglas noted that weather research benefits the Department 

of Defense, too. 

Dr. Dillingham noted that his organization has a study underway addressing the incorporation of unmanned aircraft systems 

into the air system. 

In the questions for the record, Dr. Dillingham was asked if the 

JPDO should be moved out of the FAA for greater visibility and authority. He felt it should not be, but he suggested having the JPDO 

director report directly to the FAA Administrator, and making the 

director an Associate Administrator. He felt that the JPDO should 

not report to the Secretary of Transportation because that could remove it too far from program implementation. He endorsed Mr. 

Douglas’ suggestion that agencies cooperating with the JPDO 

should designate a senior program official for JPDO management. 

He also felt that the Senior Policy Committee should hold regularly 

scheduled meetings. 

Mr. Douglas felt that the NGATS Institute hadn’t developed industry partnership adequately, and this slowed the development of 

the Concept of Operations. He noted that research and development is key to the success of NextGen; ‘‘however, NASA is the only 

agency capable to (sic) conducting the required R&D, particularly 

in the required timeframe.’’ He reported that the AIA believes that 

a business case for necessary equipage by industry is necessary, 

and ‘‘a combination of operational and perhaps financial incentives 

should be considered.’’

Mr. Leader reported that the first segment of SWIM will be complete in 2013. The deployment across the NAS of ADSμ09B is 

planned to be completed by 2013. The FAA plans to maintain 50 

percent of the current system of secondary radars at high-density 

locations to serve as a back-up. The FAA anticipates reducing, but 


cprice-sewell on PROD1PC72 with HEARING
15 

not eliminating, both VOR and ILS equipment. Some private sector 

involvement in the provision of key NextGen capabilities is likely. 

V. COMMITTEE ACTIONS

On June 13, 2007, H.R. 2698, a bill to reauthorize appropriations 

for the Federal Aviation Administration’s research and development programs for fiscal years 2008, 2009, 2010, and 2011, was introduced by Congressman Udall and referred to the Committee on 

Science and Technology. On June 14, 2007, the Subcommittee on 

Space and Aeronautics met to consider H.R. 2698 and it was reported favorably by a voice vote. On June 22, 2007, the Full Committee met to consider H.R. 2698 and ordered the bill reported, as 

amended, by a voice vote. 

VI. SUMMARY OF MAJOR PROVISIONS OF THE BILL AS REPORTED

H.R. 2698 authorizes $1.88 billion for the Federal Aviation Administration’s Research and Development (R&D) programs for fiscal years 2008μ092011, fully funding the President’s budget request for each of FAA’s R&D programs, and including total increases over the four years of $53.9 million for current R&D activities and $63.25 million for new R&D initiatives. The bill would 

strengthen the Joint Planning and Development Office and its 

planning and development of the Next Generation Air Transportation System by creating positions of responsibility within the participating agencies, strengthening the role of the JPDO Director, 

requiring the development of an integrated plan, as well as other 

provisions related to the JPDO. It would require the FAA in coordination with NASA and the U.S. Climate Change Science Program 

to establish an interagency research initiative on the impact of 

aviation on the climate. It would establish research programs on: 

runway materials; design for certification; and technologies for use 

of unleaded aviation gas in existing piston aircraft engines. It 

would require the FAA along with the NSF, NASA, NOAA, and 

other relevant agencies to establish a research program on the impacts of space weather on aviation. It would extend the Airport Cooperative Research Program and establish a research grants program involving undergraduate students. Finally, the bill would require a number of external assessments and reviews. 

VII. SECTION-BY-SECTION ANALYSIS OF THE BILL AS REPORTED

Sec. 1. Short Title 

The Federal Aviation Research and Development Reauthorization Act of 2007. 

Sec. 2. Definitions 

Provides definitions for terms used in this Act. 

Sec. 3. Authorization of Appropriations 

Amends existing law and authorizes $335,191,000 for FY 08; 

$481,554,000 for FY 09; $486,502,000 for FY 10; and $514,832,000 

for FY 11. 


cprice-sewell on PROD1PC72 with HEARING
16 

Sec. 4. Next Generation Air Transportation System Joint Planning 

and Development Office 

Makes Director head of both the JPDO and Associate Administrator for the Next Generation Air Transportation System and voting member/co-chair of the Joint Resources Council. 

Requires the Director to create a transition plan, establish quantitative goals, and ensure the interoperability of the Next Generation Air Transportation System with our international partners. 

Requires the Administrator, the Secretary of Defense, the Administrator of NASA, the Secretary of Commerce, the Secretary of 

Homeland Security, and the head of any other department or Federal agency from which the Secretary of Transportation requests 

assistance to designate a senior official to implement each department’s or agency’s Next Generation Air Transportation System activities within the Office. Requires within six months for the department or agency that has responsibility for carrying out any activity under the plan to execute a memorandum of understanding 

with the Office. 

Requires an integrated plan to ensure that the Next Generation 

Air Transportation System meets anticipated future air transportation safety, security, mobility, efficiency, and capacity needs. Requires date-specific timetables for implementation of the Next Generation Air Transportation System capabilities. 

Requires an annual report from the Director of the Office describing the process of carrying out the implementation plan. 

Requires the Senior Policy Committee to meet at least four times 

per year. 

Requires each Federal agency and department participating in 

the Office to submit a report to the Office of Management and 

Budget identifying its portion of responsibility which contributes to 

the Next Generation Air Transportation System and to state the 

portion of its requests for appropriations. 

Requires the Director to develop contingency plans for dealing 

with the degradation of the Next Generation Air Transportation 

System in the event of a natural disaster, major equipment failure, 

or act of terrorism. 

Requires the Director to establish environmental requirements 

for noise, emissions, and energy consumption for the Next Generation Air Transportation System. NASA will be primarily responsible for research, development, and demonstration of applicable 

technologies, while the FAA will be primarily responsible for demonstration of optimized operational procedures. 

Requires the Comptroller General to assess the effectiveness of 

the Next Generation Air Transportation System Joint Planning 

and Development Office in meeting the deadlines and milestones of 

the integrated plan, as well as the adequacy of the memoranda of 

understanding executed by the federal departments and agencies. 

Requires within 270 days of enactment and annually thereafter 

until the Next Generation Air Transportation System is operational, a report containing the Comptroller General’s findings, 

conclusions and recommendations. 

Requires within 90 days of enactment, an unmanned aircraft systems research, development, demonstration and implementation 

roadmap to be delivered to the Congress. Requires the FAA, within 

3 months of enactment, to arrange for the National Research CounVerDate Aug 31 2005 13:28 Sep 18, 2007 Jkt 059006 PO 00000 Frm 00016 Fmt 6659 Sfmt 6602 E:\HR\OC\HR329.XXX HR329

cprice-sewell on PROD1PC72 with HEARING
17 

cil to conduct an independent assessment of unmanned aircraft systems. Within 12 months, this report shall be submitted to the FAA 

and Congress. Requires the FAA to establish pilot projects for the 

tests of unmanned aircraft systems’ integration into the national 

airspace system. Requires a report, within 90 days after the completion of these tests, on the findings which shall be submitted to 

the Congress. Authorizes such sums as may be necessary to carry 

out the pilot projects. 

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

the climate 

Requires the FAA in coordination with NASA and the U.S. Climate Change Science Program to establish a research initiative assessing the impact of aviation on the climate and to evaluate approaches to mitigate that impact. Requires within 1 year of enactment a jointly developed plan for this research program. The National Research Council will be directed by the FAA to provide an 

independent review of the research program plan. $2,000,000 is authorized to be appropriated in fiscal year 2008 for the research program, and $5,000,000 in each of the fiscal years 2009 through 2011. 

Sec. 6. Research program on runways 

Requires the FAA to establish a program of research grants to 

universities and non-profit research foundations for research and 

technology demonstrations related to improved runway surfaces 

and engineered material restraining systems for runways at general aviation and commercial air carrier airports. $5,000,000 is authorized to be appropriated for each of the fiscal years 2008 

through 2011. 

Sec. 7. Research on design for certification 

Requires the FAA and NASA, within 6 months of enactment, to 

establish a joint research program on improving the timelines of 

certification for new national airspace system technologies. Requires, within one year of enactment, the FAA and NASA to provide a jointly developed plan for the research program’s objectives, 

proposed tasks, milestones, and five-year budgetary profile. The 

National Research Council will be directed by the FAA to provide 

an independent review of the research program plan within eighteen months of enactment. 

Sec. 8. Centers of excellence 

Amends existing law, stating that the U.S. Government’s share 

of establishing and operating a center and all related research 

grants shall not exceed 75% of the costs, and that the U.S. Government’s share for an individual grant shall not exceed 90% of the 

costs. Requires an annual report to be sent to the Congress. 

Sec. 9. Airport cooperative research program 

Amends existing law to extend the program. 

Sec. 10. Research grants program involving undergraduate students 

Requires the Administrator to establish a program to utilize colleges and universities in conducting research by undergraduate 

students on subjects of relevance to the FAA. Authorizes 


cprice-sewell on PROD1PC72 with HEARING
18 

$5,000,000 for research grants for each of the fiscal years 2008 

through 2011. 

Sec. 11. Budget formulation 

Amends existing law to require the FAA’s annual budget request 

identify all of the activities that fall within categories of basic research, applied research, and development. 

Sec. 12. Research program on space weather and aviation 

Requires the FAA, in coordination with the NSF, NASA, NOAA 

and other relevant agencies, to initiate a research program to conduct research projects on the impacts of space weather on aviation, 

communication, navigation and avionic systems, and on airline 

crew and passengers, and to facilitate the transfer of technology 

from this program to Federal agencies and the private sector. 

$1,000,000 is to be authorized for each of the fiscal years 2008 

through 2011. 

Sec. 13. Aviation gas research and development program 

Requires the FAA, in coordination with NASA, to continue research and development activities into technologies for modifying 

existing aviation piston engines to be operated with unleaded aviation fuel. Requires within 120 days of enactment for the FAA to develop a roadmap for specific objectives of the program. Requires 

within 130 days of enactment, for the FAA to deliver the roadmap 

of the program to the appropriate congressional committees. 

$750,000 is to be authorized for each of the fiscal years 2008 

through 2010. 

Sec. 14. Research reviews and assessments 

Requires the Administrator to arrange for the National Research 

Council to conduct a review of the FAA’s energy- and environmentrelated research programs, and to provide Congress with a report 

of the review within eighteen months of enactment. 

Requires the Administrator to arrange for the National Research 

Council to conduct a study evaluating the impacts of space weather 

on the U.S. aviation industry, in particular for the Over-The-Pole 

(OTP) and Ultra-Long-Range (ULR) operations, and to provide 

Congress with a report of the study within one year of enactment. 

VIII. COMMITTEE VIEWS

SECTION 3. AUTHORIZATION OF APPROPRIATIONS

The bill authorizes appropriations for all of the FAA’s research 

and development activities, including those in the Research, Engineering, and Development (R, E &D) account, the Air Traffic Organization (ATO) Capital account, and the Airport Improvement 

(AIP) account. The FAA’s annual plan for research and development, the National Aviation Research Plan (NARP), which is statutorily mandated to include all of the FAA’s research and development activities was used as the basis for this authorization. The 

Committee intends to exercise vigorous oversight of research and 

development programs, projects, and activities wherever they may 

reside within the agency’s budget. 


cprice-sewell on PROD1PC72 with HEARING
19 

The bill provides increased funding for research on human factors, aviation weather, energy and environment, and unmanned 

aircraft systems. The Committee based its actions on testimony it 

received from expert witnesses at its hearings on the FAA’s R&D 

programs and the Next Generation Air Transportation System, and 

on the findings and recommendations of the FAA’s Research, Engineering, and Development Advisory Committee (REDAC). The 

Committee believes that a continued commitment to research and 

development in the program areas authorized in Sec. 3 of the bill 

is important to the long-term safety and efficiency of the nation’s 

air transportation system. Finally, it should be noted that the bill 

contains no authorizations for commercial space transportation 

safety research, since that research activity, as well as other commercial space transportation-related activities, has already been 

authorized in commercial space legislation originated by the Committee and enacted into law. 

SECTION 4. NEXT GENERATION AIR TRANSPORTATION SYSTEM JOINT

PLANNING AND DEVELOPMENT OFFICE

The FAA plays a unique and important role in the federal government as the manager and operator of a highly integrated communications, navigation, and surveillance system that provides air 

traffic management services 24 hours a day, seven days a week. 

Yet it has become clear that the existing air traffic management 

system is inadequate to meet the demands of the nation’s future 

air traffic demand. In Title VII: Aviation Research of P.L. 108–176, 

the Vision 100—Century of Aviation Reauthorization Act, Congress 

established an Air Transportation System Joint Planning and Development Office (JPDO) to manage work related to the Next Generation Air Transportation System. The JPDO was given a number 

of important responsibilities, including: 

(A) creating and carrying out an integrated plan for a Next 

Generation Air Transportation System; 

(B) overseeing research and development on that system; 

(C) coordinating aviation and aeronautics research programs 

to achieve the goal of more effective and directed programs 

that will result in applicable research; 

(D) coordinating goals and priorities and coordinating research activities within the federal government with United 

States aviation and aeronautical firms; 

(E) coordinating the development and utilization of new technologies to ensure that when available, they may be used to 

their fullest potential in aircraft and in the air traffic control 

system; 

(F) facilitating the transfer of technology from research programs such as the NASA program and the DARPA program to 

federal agencies with operational responsibilities and to the 

private sector; and 

(G) reviewing activities relating to noise, emissions, fuel consumption, and safety conducted by federal agencies including 

the FAA, NASA, DOC, and DOD. 

The Committee believes that while the JPDO has made progress 

in carrying out those responsibilities, more needs to be done if the 

Next Generation Air Transportation System [NextGen] is to be successfully developed and implemented in a timely and cost-effective 


cprice-sewell on PROD1PC72 with HEARING
20 

manner. The Committee heard testimony from a number of expert 

witnesses concerning the need to strengthen the authority of the 

JPDO; to ensure that the JPDO addresses significant NextGen-related issues; and to ensure that each of the participating agencies 

meets its responsibilities to the NextGen initiative. With respect to 

the latter point, the Committee is concerned that NASA’s renewed 

focus on basic research in its aeronautics programs not occur to the 

exclusion of its important role in carrying out research and development activities to a level of maturity that supports the requirements of the NextGen system. NASA has a critical role to play in 

support of NextGen, and the Committee expects that NASA will 

step up to its responsibility in that regard. 

With respect to the need to strengthen the authority of the JPDO 

and ensure that each participating agency meets its responsibilities, the Committee has included provisions to require each participating agency to identify a senior official to implement the agency’s NextGen responsibilities; to make the JPDO Director an FAA 

Associate Administrator for NextGen as well as a voting member/ 

co-chair of the Joint Resources Council; and to require the JPDO’s 

Senior Policy Committee to meet on a regular basis. Each agency 

would also have to work with the JPDO and the Office of Management and Budget (OMB) to improve the integration of each agency’s resource commitments in support of the NextGen initiative. 

With respect to the need to have the JPDO address critical 

NextGen-related issues, the Committee has included provisions to 

ensure that the JPDO establishes environmental objectives for 

noise (taking into account noise pollution reduction concerns of affected communities to the greatest extent practicable), emissions, 

and energy consumption—and has given NASA the primary responsibility for R&D and demonstration of applicable technologies 

and the FAA primary responsibilities for the demonstration of optimized operational procedures. The Committee has also asked the 

JPDO to develop contingency plans for the NextGen system in the 

event of a natural disaster, major equipment failure, or terrorist 

act. The bill also includes the requirement for a research, development, and implementation roadmap for unmanned aircraft systems 

(UAS). It is clear that UAS presents both significant opportunities 

and significant challenges to the NextGen system. As a result, the 

Committee believes that the JPDO, working with a public-private 

partnership of affected stakeholders, must address in a timely 

manner the R&D and demonstration issues that need to be resolved for a safe and efficient integration of UAS into the national 

airspace system. 

Finally, it is clear to the Committee that the JPDO’s success will 

depend in great measure on its ability to develop and execute the 

integrated plan called out in Vision 100 and in this bill. In that regard, it is important for the JPDO, working with all appropriate 

stakeholders, to develop clear milestones for completion of NextGen 

tasks and provide a clear roadmap for integration of NextGen technologies and procedures into the national airspace system. Unnecessary delays in the completion of the NextGen system will exact 

a significant cost to the nation’s economic activities, quality of life, 

and competitive standing, with little or no compensating increase 

in the safety of the flying public. It is thus important that the 

JPDO be given both the resources and authority required, and 


cprice-sewell on PROD1PC72 with HEARING
21 

equally importantly, be held accountable for its performance in carrying out the NextGen initiative. 

SECTION 5. INTERAGENCY RESEARCH INITIATIVE ON THE IMPACT OF

AVIATION ON THE CLIMATE

The Committee is concerned that the nation has not made adequate efforts to assess the impact of aviation on the climate and, 

if warranted, appropriate approaches to mitigate that impact. The 

need for such a research initiative has been reinforced by recent 

announcements by the European Union concerning the proposed 

imposition of emissions penalties on aircraft operations in the next 

decade. The Committee is thus directing the FAA to work with 

NASA and the United States Climate Change Science Program to 

establish such a research initiative and to develop a research program plan for the initiative within one year of enactment of this 

legislation. In order to maximize the quality and productivity of the 

research initiative, the Committee is directing the FAA to have the 

National Research Council conduct an independent review of the 

research program plan. 

SECTION 6. RESEARCH PROGRAM ON RUNWAYS

The Committee is establishing in this bill a program of research 

grants to universities and non-profit research foundations for research and technology demonstrations related both to improved 

runway surfaces and to engineered materials restraining systems. 

The FAA currently has runway-related research underway, and the 

Committee expects that such research activities would become part 

of this program. Research and technology demonstrations related to 

engineered materials restraining systems have the potential to significantly improve operations at general aviation airports in particular, and the Committee encourages the FAA to carry out research and technology demonstrations in this area. 

SECTION 7. RESEARCH ON DESIGN FOR CERTIFICATION

In its report Decadal Survey of Civil Aeronautics—Foundation 

for the Future, the National Research Council stated that ‘‘As systems become more complex, methods to ensure that new technologies can be readily applied to certified systems become more 

difficult to validate. NASA in cooperation with the Federal Aviation 

Administration (FAA), should anticipate the need to certify new 

technology before its introduction, and it should conduct research 

on methods to improve both confidence in and the timeliness of certification.’’ The Committee shares the National Research Council’s 

view and thus is directing the FAA and NASA to establish a joint 

research program on methods to improve both the confidence in 

and the timeliness of certification of new technologies for their introduction into the national airspace system. In order to ensure 

that the research program addresses the critical research needs, 

the Committee is directing the FAA to have the National Research 

Council carry out an independent review of the joint research program plan. 


cprice-sewell on PROD1PC72 with HEARING
22 

SECTION 8. CENTERS OF EXCELLENCE

In order to ensure that meritorious research is not precluded by 

an inability to attract sufficient outside matching funds, the Committee is reducing the matching funds requirements currently governing the FAA’s Centers of Excellence program. However, the 

Committee does not intend that such reduced matching funds requirements result in a significantly unbalanced allocation of research funding among the institutions in any given Center of Excellence. The Committee has directed the FAA to report on the activities and funding allocations of the Centers of Excellence program on an annual basis to help the Committee better evaluate the 

progress of the Centers of Excellence. 

SECTION 10. RESEARCH GRANTS PROGRAM INVOLVING

UNDERGRADUATE STUDENTS

The Committee believes strongly that the FAA needs to be more 

proactive in helping to educate and train the next generation of 

aviation specialists. A key component of that effort is to engage undergraduate students in research on subjects of relevance to the 

FAA. Thus, the Committee is directing the FAA to establish a program of research grants that will involve undergraduate students 

at colleges and universities. Beyond its benefits to the agency, the 

Committee believes that such a program will contribute to achieving the innovation and competitiveness goals of the nation, and 

thus the Committee will be closely monitoring the FAA’s progress 

in complying with this provision. 

SECTION 12. RESEARCH PROGRAM ON SPACE WEATHER AND AVIATION

The Committee is aware of the increasing importance of gaining 

a thorough understanding of the impact of space weather phenomena on aircraft operations. Space weather is becoming an important factor in aviation as more and more flights take place over 

the polar regions, affecting air passengers and crews as well as 

aviation-related systems. The Committee believes that the needed 

research can best be carried out if the FAA coordinates effectively 

with the NSF, NASA, NOAA and other relevant agencies both to 

ensure the quality and relevance of the research as well as to facilitate the transfer of technology to federal agencies with operational 

responsibilities and to the private sector. In addition, Section 14 of 

the bill contains a related provision directing the FAA to have the 

National Research Council carry out a study that will, among other 

things, provide recommendations on how best to integrate space 

weather information into the Next Generation Air Transportation 

System. 

SECTION 13. AVIATION GAS RESEARCH AND DEVELOPMENT PROGRAM

The Committee is aware that the FAA has been carrying out 

R&D on technologies to allow existing general aviation piston engines to operate safely using unleaded aviation fuel, and the Committee supports such research. However, the Committee believes 

that it is important for the FAA to coordinate where appropriate 

with NASA on such research in view of NASA’s experience in engine technology R&D. In addition, the Committee wants to ensure 

that the FAA’s R&D efforts in this area are focused on developing 


cprice-sewell on PROD1PC72 with HEARING
23 

a technology solution as soon as practicable. Thus, the Committee 

is directing the FAA to develop an R&D roadmap containing the 

specific R&D objectives to be pursued, and the anticipated timetable for achieving the objectives. 

SECTION 14. RESEARCH REVIEWS AND ASSESSMENTS

The Committee believes strongly that the FAA’s energy and environment-related research programs would benefit from an independent review of their research objectives, their degree of coordination with the research programs of other relevant federal agencies, the resource allocations devoted to each of the research objectives, and whether there exist suitable mechanisms for 

transitioning the research results into the FAA’s operational technologies and procedures and certification activities. The Committee 

further believes that the FAA’s aviation safety research programs 

would also benefit from an independent review. Thus the Committee is directing the FAA to have the National Research Council 

carry out independent reviews of both the FAA’s energy and environment-related research programs and the FAA’s aviation safetyrelated research programs. 

IX. COST ESTIMATE

A cost estimate and comparison prepared by the Director of the 

Congressional Budget Office under section 402 of the Congressional 

Budget Act of 1974 has been timely submitted to the Committee on 

Science and Technology prior to the filing of this report and is included in Section X of this report pursuant to House Rule XIII, 

clause 3(c)(3). 

H.R. 2698 does not contain new budget authority, credit authority, or changes in revenues or tax expenditures. Assuming that the 

sums authorized under the bill are appropriated, H.R. 2698 does 

authorize additional discretionary spending, as described in the 

Congressional Budget Office report on the bill, which is contained 

in Section X of this report. 

X. CONGRESSIONAL BUDGET OFFICE COST ESTIMATE

JULY 2, 2007. 

Hon. BART GORDON, Chairman, Committee on Science and Technology, 

House of Representatives, Washington, DC. 

DEAR MR. CHAIRMAN: The Congressional Budget Office has prepared the enclosed cost estimate for H.R. 2698, the Federal Aviation Research and Development Reauthorization Act of 2007. 

If you wish further details on this estimate, we will be pleased 

to provide them. The CBO staff contact is Megan Carroll. 

Sincerely, 

PETER R. ORSZAG. 

Enclosure. 

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

Summary: H.R. 2698 would authorize funding for research related to aviation. CBO estimates that implementing the bill would 


cprice-sewell on PROD1PC72 with HEARING
24 

cost about $200 million in 2008 and $1.9 billion over the 2008–2012 

period, assuming appropriation of amounts specified and estimated 

to be necessary. Enacting H.R. 2698 would not affect direct spending or revenues. 

H.R. 2698 contains no intergovernmental or private-sector mandates as defined in the Unfunded Mandates Reform Act (UMRA); 

the bill would benefit institutions of higher education. 

Estimated cost to the Federal Government: The estimated budgetary impact of H.R. 2698 is shown in the following table. The costs 

of this legislation fall within budget function 400 (transportation). 

By fiscal year, in millions of dollars— 

2007 2008 2009 2010 2011 2012 

SPENDING SUBJECT TO APPROPRIATION 

Spending Under Current Law: 

Budget Authority/Authorization Level 1 .................... 180 50 50 50 0 0 

Estimated Outlays ................................................... 115 85 72 65 18 0 

Proposed Changes: 

Estimated Authorization Level ................................. 0 356 505 505 582 0 

Estimated Outlays ................................................... 0 201 401 487 559 244 

Spending Under H.R. 2698: 

Estimated Authorization Level ................................. 180 406 555 555 582 0 

Estimated Outlays ................................................... 115 286 473 552 577 244 

1 The 2007 level is the amount appropriated for that year for research activities of the Federal Aviation Administration and the Joint Plan- ning and Development Office (JPDO). Amounts for 2008 through 2010 reflect amounts authorized to be appropriated in those years for JPDO. 

Basis of Estimate: H.R. 2698 would authorize appropriations totaling an estimated $1.9 billion over the 2008–2012 period for federal programs related to aviation research. Based on historical 

spending patterns for existing and similar programs, CBO estimates that implementing the legislation would cost $201 million in 

2008 and about $1.9 billion over the 2008–2012 period, assuming 

appropriation of the necessary amounts. 

Most of the funds authorized to be appropriated under the bill—

$1.8 billion—would be used by the Federal Aviation Administration 

(FAA) for research, engineering, and development related to technologies to improve air traffic management. Under H.R. 2698, CBO 

estimates that those activities would cost $184 million in 2008 and 

$1.8 billion over the 2008–2012 period. 

H.R. 2698 also would reauthorize, through 2011, appropriations 

totaling $50 million a year for the Joint Planning and Development 

Office (JPDO), which was established in 2003 to work cooperatively 

with multiple federal agencies to modernize the nation’s air traffic 

control system. Current law authorizes appropriations for the 

JPDO of $50 million a year for each of fiscal years 2008 through 

2010; hence, this estimate does not include additional spending related to JPDO in those years. CBO estimates that additional funding for the office in 2011 would cost $50 million over the 2011–2012 

period. 

Finally, H.R. 2698 would authorize appropriations totaling $69 

million over the 2008–2012 period for a variety of research programs. That amount includes $54 million specifically authorized to 

study issues related to weather and climate change, runway and 

aviation technology, regulatory requirements, and other matters. 

CBO estimates that implementing the bill’s provisions to direct the 

FAA and other agencies to complete various pilot projects, studies, 

and reports would require appropriations totaling $15 million over 


cprice-sewell on PROD1PC72 with HEARING
25 

the 2008–2011 period. CBO estimates that implementing those activities would cost $17 million in 2008 and $69 million over the 

2008–2012 period. 

Intergovernmental and private-sector impact: H.R. 2698 contains 

no intergovernmental or private-sector mandates as defined in 

UMRA. The bill would benefit institutions of higher education by 

authorizing grants for aviation research. Any costs those entities 

would incur to comply with conditions of federal assistance would 

be incurred voluntarily. 

Estimate prepared by: Federal costs: Megan Carroll; Impact on 

state, local, and tribal governments: Elizabeth Cove; Impact on the 

private sector: Amy Petz. 

Estimate approved by: Peter H. Fontaine, Deputy Assistant Director for Budget Analysis. 

XI. COMPLIANCE WITH PUBLIC LAW 104–4 

H.R. 2698 contains no unfunded mandates. 

XII. COMMITTEE OVERSIGHT FINDINGS AND RECOMMENDATIONS

The oversight findings and recommendations of the Committee 

on Science and Technology are reflected in the body of this report. 

XIII. STATEMENT ON GENERAL PERFORMANCE GOALS AND

OBJECTIVES

Pursuant to clause (3)(c) of House Rule XIII, the goals of H.R. 

2698 are authorize appropriations for the research and development programs of the Federal Aviation Administration for fiscal 

years 2008 through 2011; to advance the next generation air transportation system by coordinating research, development, and planning across affected agencies; and by establishing and extending research activities in a variety of important areas. 

XIV. CONSTITUTIONAL AUTHORITY STATEMENT

Article I, section 8 of the Constitution of the United States 

grants Congress the authority to enact H.R. 2698. 

XV. FEDERAL ADVISORY COMMITTEE STATEMENT

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

any advisory committee. 

XVI. CONGRESSIONAL ACCOUNTABILITY ACT

The Committee finds that H.R. 2698 does not relate to the terms 

and conditions of employment or access to public services or accommodations within the meaning of section 102(b)(3) of the Congressional Accountability Act (Public Law 104–1). 

XVII. EARMARK IDENTIFICATION

H.R. 2698 does not contain any congressional earmarks, limited 

tax benefits, or limited tariff benefits as defined in clause 9(d), 9(e), 

or 9(f) of rule XXI. 


cprice-sewell on PROD1PC72 with HEARING
26 

XVIII. STATEMENT ON PREEMPTION OF STATE, LOCAL, OR TRIBAL

LAW

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

XIX. CHANGES IN EXISTING LAW MADE BY THE BILL, AS REPORTED

In compliance with clause 3(e) of rule XIII of the Rules of the 

House of Representatives, changes in existing law made by the bill, 

as reported, are shown as follows (existing law proposed to be omitted is enclosed in black brackets, new matter is printed in italic, 

existing law in which no change is proposed is shown in roman): 

TITLE 49, UNITED STATES CODE 

* * * * * * * 

Subtitle VII—AVIATION PROGRAMS 

* * * * * * * 

PART A—AIR COMMERCE AND SAFETY 

* * * * * * * 

SUBPART III—SAFETY 

* * * * * * * 

CHAPTER 445—FACILITIES, PERSONNEL, AND 

RESEARCH 

* * * * * * * 

§ 44504. Improved aircraft, aircraft engines, propellers, and 

appliances 

(a) DEVELOPMENTAL WORK AND SERVICE TESTING.—The Administrator of the Federal Aviation Administration may conduct or supervise developmental work and service testing to improve unmanned and manned aircraft, aircraft engines, propellers, and appliances. 

(b) RESEARCH.—The Administrator shall conduct or supervise research—

(1) * * * 

* * * * * * * 

(6) to develop advanced aircraft fuels with low flammability 

and technologies that will contain aircraft fuels to minimize 

post-crash fire hazards; øand¿ 

(7) to develop technologies and methods to assess the risk of 

and prevent defects, failures, and malfunctions of products, 

parts, processes, and articles manufactured for use in aircraft, 

aircraft engines, propellers, and appliances that could result in 

a catastrophic failure of an aircraftø.¿; and 

(8) in conjunction with other Federal agencies as appropriate, 

to develop technologies and methods to assess the risk of and 

prevent defects, failures, and malfunctions of products, parts, 

and processes, for use in all classes of unmanned aircraft sysVerDate Aug 31 2005 13:28 Sep 18, 2007 Jkt 059006 PO 00000 Frm 00026 Fmt 6659 Sfmt 6603 E:\HR\OC\HR329.XXX HR329

cprice-sewell on PROD1PC72 with HEARING
27 

tems that could result in a catastrophic failure of the unmanned aircraft that would endanger other aircraft in the national airspace system. 

* * * * * * * 

§ 44505. Systems, procedures, facilities, and devices 

(a) * * * 

(b) RESEARCH ON HUMAN FACTORS AND SIMULATION MODELS.— The Administrator shall conduct or supervise research— (1) * * * 

* * * * * * * 

(4) to identify innovative and effective corrective measures 

for human errors that adversely affect air safety; øand¿ 

(5) to develop dynamic simulation models of the air traffic 

control system and airport design and operating procedures 

that will provide analytical technology— (A) * * * 

* * * * * * * 

(C) to test proposed revisions in airport and air traffic 

control operations programsø.¿; 

(6) to develop a better understanding of the relationship between human factors and unmanned aircraft systems safety; 

and 

(7) to develop dynamic simulation models for integrating all 

classes of unmanned aircraft systems into the national airspace 

system without any degradation of existing levels of safety for 

all national airspace system users. 

* * * * * * * 

§ 44511. Aviation research grants 

(a) * * * 

* * * * * * * 

(f) AIRPORT COOPERATIVE RESEARCH PROGRAM.— (1) ESTABLISHMENT.—The Secretary of Transportation shall 

øestablish a 4-year pilot¿ maintain an airport cooperative research program to— (A) * * * 

* * * * * * * 

(4) REPORT.—Not later than 6 months after the øexpiration 

of the program¿ expiration of the pilot program under this subsection, the Secretary shall transmit to the Congress a report 

on the øprogram, including recommendations as to the need for 

establishing a permanent airport cooperative research program¿ program. 

* * * * * * * 

§ 44513. Regional centers of air transportation excellence 

(a) * * * 

* * * * * * * 

ø(f) GOVERNMENT’S SHARE OF COSTS.—The United States Government’s share of a grant under this section is 50 percent of the 


cprice-sewell on PROD1PC72 with HEARING
28 

costs of establishing and operating the center and related research 

activities that the grant recipient carries out.¿ 

(f) GOVERNMENT’S SHARE OF COSTS.—The United States Government’s share of establishing and operating the center and all related 

research activities that grant recipients carry out shall not exceed 75 

percent of the costs. The United States Government’s share of an individual grant under this section shall not exceed 90 percent of the 

costs. 

* * * * * * * 

PART C—FINANCING 

* * * * * * * 

CHAPTER 481—AIRPORT AND AIRWAY TRUST FUND 

AUTHORIZATIONS 

* * * * * * * 

§ 48102. Research and development 

(a) AUTHORIZATION OF APPROPRIATIONS.—Not more than the following amounts may be appropriated to the Secretary of Transportation out of the Airport and Airway Trust Fund established under 

section 9502 of the Internal Revenue Code of 1986 (26 U.S.C. 9502) 

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

(1) * * * 

* * * * * * * 

(11) for fiscal year 2006, $352,157,000, including—

(A) * * * 

* * * * * * * 

(L) $7,906,000 for Airports Technology-Efficiency; øand¿ 

(12) for fiscal year 2007, $356,261,000, including—

(A) * * * 

* * * * * * * 

(L) $8,000,000 for Airports Technology-Efficiencyø.¿; 

(13) for fiscal year 2008, $335,191,000, including—

(A) $7,350,000 for fire research and safety; 

(B) $4,086,000 for propulsion and fuel systems; 

(C) $2,713,000 for advanced materials and structural 

safety; 

(D) $3,574,000 for atmospheric hazards and digital system safety; 

(E) $14,931,000 for aging aircraft; 

(F) $2,202,000 for aircraft catastrophic failure prevention 

research; 

(G) $14,651,000 for flightdeck maintenance, system integration, and human factors; 

(H) $9,517,000 for aviation safety risk analysis; 

(I) $15,254,000 for air traffic control, technical operations, and human factors; 

(J) $6,780,000 for aeromedical research; 

(K) $19,888,000 for weather programs; 


cprice-sewell on PROD1PC72 with HEARING
29 

(L) $6,310,000 for unmanned aircraft systems research; 

(M) $18,100,000 for the Next Generation Air Transportation System Joint Planning and Development Office; (N) $13,755,000 for wake turbulence; 

(O) $20,469,000 for environment and energy; 

(P) $1,184,000 for system planning and resource management; 

(Q) $3,415,000 for the William J. Hughes Technical Center Laboratory Facility; (R) $74,200,000 for the Center for Advanced Aviation 

System Development; (S) $2,000,000 for the Airport Cooperative Research Program—capacity; (T) $3,000,000 for the Airport Cooperative Research Program—environment; 

(U) $5,000,000 for the Airport Cooperative Research Program—safety; (V) $3,600,000 for GPS civil requirements; 

(W) $5,000,000 for runway incursion reduction; 

(X) $6,500,000 for system capacity, planning, and improvement; (Y) $3,000,000 for operations concept validation; 

(Z) $1,000,000 for NAS weather requirements; 

(AA) $4,000,000 for the Airspace Management Lab; 

(BB) $5,000,000 for airspace redesign; 

(CC) $4,000,000 for wind profiling and weather research, 

Juneau; 

(DD) $1,000,000 for the Local Area Augmentation System 

(LAAS); 

(EE) $15,000,000 for Safe Flight 21, Alaska Capstone; 

(FF) $20,000,000 for NextGen demonstration; 

(GG) $8,907,000 for airports technology research—capacity; (HH) $9,805,000 for airports technology research—safety; 

(14) for fiscal year 2009, $481,554,000, including—

(A) $8,457,000 for fire research and safety; 

(B) $4,050,000 for propulsion and fuel systems; 

(C) $2,686,000 for advanced materials and structural 

safety; 

(D) $3,568,000 for atmospheric hazards and digital system safety; 

(E) $14,683,000 for aging aircraft; 

(F) $2,158,000 for aircraft catastrophic failure prevention 

research; 

(G) $37,499,000 for flightdeck maintenance, system integration, and human factors; 

(H) $8,349,000 for aviation safety risk analysis; 

(I) $15,323,000 for air traffic control, technical operations, and human factors; 

(J) $6,932,000 for aeromedical research; 

(K) $22,336,000 for weather program; 

(L) $6,738,000 for unmanned aircraft systems research; 

(M) $18,100,000 for the Next Generation Air Transportation System Joint Planning and Development Office; 

(N) $11,560,000 for wake turbulence; 


cprice-sewell on PROD1PC72 with HEARING
30 

(O) $35,039,000 for environment and energy; 

(P) $1,847,000 for system planning and resource management; 

(Q) $3,548,000 for the William J. Hughes Technical Center Laboratory Facility; (R) $85,000,000 for Center for Advanced Aviation System 

Development; (S) $5,000,000 for the Airport Cooperative Research Program—capacity; (T) $5,000,000 for the Airport Cooperative Research Program—environment; 

(U) $5,000,000 for the Airport Cooperative Research Program—safety; (V) $3,469,000 for GPS civil requirements; 

(W) $5,000,000 for runway incursion reduction; 

(X) $6,500,000 for system capacity, planning and improvement; (Y) $3,000,000 for Operations Concept Validation; 

(Z) $1,000,000 for NAS weather requirements; 

(AA) $4,000,000 for the Airspace Management Lab; 

(BB) $3,000,000 for airspace redesign; 

(CC) $20,000,000 for Safe Flight 21, Alaska Capstone; 

(DD) $12,000,000 for NextGen demonstration; 

(EE) $102,000,000 for NextGen system development; 

(FF) $8,907,000 for airports technology research—capacity; (GG) $9,805,000 for airports technology research—safety; (15) for fiscal year 2010, $486,502,000, including— (A) $8,546,000 for fire research and safety; 

(B) $4,075,000 for propulsion and fuel systems; 

(C) $2,700,000 for advanced materials and structural 

safety; (D) $3,608,000 for atmospheric hazards and digital system safety; 

(E) $14,688,000 for aging aircraft; 

(F) $2,153,000 for aircraft catastrophic failure prevention 

research; 

(G) $36,967,000 for flightdeck maintenance, system integration, and human factors; 

(H) $8,334,000 for aviation safety risk analysis; 

(I) $15,471,000 for air traffic control, technical operations, and human factors; 

(J) $7,149,000 for aeromedical research; 

(K) $23,286,000 for weather program; 

(L) $6,236,000 for unmanned aircraft systems research; 

(M) $18,100,000 for the Next Generation Air Transportation System Joint Planning and Development Office; 

(N) $11,412,000 for wake turbulence; 

(O) $34,678,000 for environment and energy; 

(P) $1,827,000 for system planning and resource management; 

(Q) $3,644,000 for William J. Hughes Technical Center 

Laboratory Facility; 

(R) $90,000,000 for the Center for Advanced Aviation 

System Development; 


cprice-sewell on PROD1PC72 with HEARING
31 

(S) $5,000,000 for the Airport Cooperative Research Program—capacity; (T) $5,000,000 for the Airport Cooperative Research Program—environment; 

(U) $5,000,000 for the Airport Cooperative Research Program—safety; (V) $3,416,000 for GPS civil requirements; 

(W) $5,000,000 for runway incursion reduction; 

(X) $6,500,000 for system capacity, planning and improvement; (Y) $3,000,000 for operations concept validation; 

(Z) $1,000,000 for NAS weather requirements; 

(AA) $4,000,000 for the Airspace Management Lab; 

(BB) $3,000,000 for airspace redesign; 

(CC) $20,000,000 for Safe Flight 21, Alaska Capstone; 

(DD) $12,000,000 for NextGen demonstration; 

(EE) $102,000,000 for NextGen system development; 

(FF) $8,907,000 for airports technology research—capacity; (GG) $9,805,000 for airports technology research—safety; 

and 

(16) for fiscal year 2011, $514,832,000, including— (A) $8,815,000 for fire research and safety; 

(B) $4,150,000 for propulsion and fuel systems; 

(C) $2,747,000 for advanced materials and structural 

safety; (D) $3,687,000 for atmospheric hazards and digital system safety; (E) $14,903,000 for aging aircraft; 

(F) $2,181,000 for aircraft catastrophic failure prevention 

research; 

(G) $39,245,000 for flightdeck maintenance, system integration and human factors; (H) $8,446,000 for aviation safety risk analysis; 

(I) $15,715,000 for air traffic control, technical operations, and human factors; 

(J) $7,390,000 for aeromedical research; 

(K) $23,638,000 for weather program; 

(L) $6,295,000 for unmanned aircraft systems research; 

(M) $18,100,000 for the Next Generation Air Transportation System Joint Planning and Development Office; 

(N) $11,471,000 for wake turbulence; 

(O) $34,811,000 for environment and energy; 

(P) $1,836,000 for system planning and resource management; 

(Q) $3,758,000 for William J. Hughes Technical Center 

Laboratory Facility; 

(R) $114,000,000 for Center for Advanced Aviation System Development; 

(S) $5,000,000 for the Airport Cooperative Research Program—capacity; 

(T) $5,000,000 for the Airport Cooperative Research Program—environment; 

(U) $5,000,000 for the Airport Cooperative Research Program—safety; 


cprice-sewell on PROD1PC72 with HEARING
32 

(V) $3,432,000 for GPS civil requirements; 

(W) $2,000,000 for runway incursion reduction; 

(X) $6,500,000 for system capacity, planning and improvement; (Y) $3,000,000 for operations concept validation; 

(Z) $1,000,000 for NAS weather requirements; 

(AA) $4,000,000 for the Airspace Management Lab; 

(BB) $3,000,000 for airspace redesign; 

(CC) $20,000,000 for Safe Flight 21, Alaska Capstone; 

(DD) $12,000,000 for NextGen demonstration; 

(EE) $105,000,000 for NextGen system development; 

(FF) $8,907,000 for airports technology research—capacity; (GG) $9,805,000 for airports technology research—safety. 

* * * * * * * 

(g) BUDGET FORMULATION.—(1) The Department of Transportation’s annual budget request for the Federal Aviation Administration shall identify all of the activities carried out by the Administration within the categories of basic research, applied research, and 

development, as classified by the Office of Management and Budget 

Circular Aμ0911. Each activity in the categories of basic research, 

applied research, and development shall be identified regardless of 

the budget category in which it appears in the budget request. 

(2) The budget request specified in paragraph (1) shall be submitted to the Committee on Science and Technology and the Committee on Transportation and Infrastructure of the House of Representatives and the Committee on Commerce, Science, and Transportation of the Senate at the same time as the President’s Budget 

Request is submitted to the Congress. 

* * * * * * * 

VISION 100—CENTURY OF AVIATION REAUTHORIZATION 

ACT 

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

(a) ESTABLISHMENT.—(1) The Secretary of Transportation shall 

establish in the Federal Aviation Administration a joint planning 

and development office to manage work related to the Next Generation Air Transportation System. The office shall be known as 

the Next Generation Air Transportation System Joint Planning 

and Development Office (in this section referred to as the ‘‘Office’’). 

The head of the Office shall be the Director. The Director shall report to the Administrator of the Federal Aviation Administration 

and shall serve as Associate Administrator for the Next Generation 

Air Transportation System, and shall be a voting member and cochair of the Joint Resources Council. 

(2) The responsibilities of the Office shall include—

(A) creating and carrying out an integrated plan for a Next 

Generation Air Transportation System pursuant to subsection 

(b); 

(B) overseeing research and development on that system; 

ø(C) creating a transition plan for the implementation of 

that system;¿ 


cprice-sewell on PROD1PC72 with HEARING
33 

(C) creating a transition plan for the implementation of that 

system that includes date-specific milestones for the implementation of new capabilities into the national airspace system; 

* * * * * * * 

(G) facilitating the transfer of technology from research programs such as the National Aeronautics and Space Administration program and the Department of Defense Advanced Research Projects Agency program to Federal agencies with operational responsibilities and to the private sector; øand¿ 

(H) reviewing activities relating to noise, emissions, fuel consumption, and safety conducted by Federal agencies, including 

the Federal Aviation Administration, the National Aeronautics 

and Space Administration, the Department of Commerce, and 

the Department of Defenseø.¿; and 

(I) establishing specific quantitative goals for the safety, capacity, efficiency, performance, and environmental impacts of 

each phase of Next Generation Air Transportation System implementation activities and measuring actual operational experience against those goals, taking into account noise pollution 

reduction concerns of affected communities to the greatest extent 

practicable in establishing the environmental goals; 

(J) working to ensure global interoperability of the Next Generation Air Transportation System; 

(K) integrating aviation weather information and space 

weather information into the Next Generation Air Transportation System as soon as possible; 

(L) overseeing, with the Administrator, the selection of products or outcomes of research and development activities that 

would be moved to the next stage of a demonstration project 

through the Joint Resources Council; 

(M) maintaining a baseline modeling and simulation environment for testing and evaluating alternative concepts to satisfy Next Generation Air Transportation enterprise architecture 

requirements; and 

(N) pursuing the integration of unmanned aircraft systems 

into the national airspace system through research and demonstration programs under the auspices of a public and private 

partnership. 

(3)(A) The Office shall operate in conjunction with relevant programs in the Department of Defense, the National Aeronautics and 

Space Administration, the Department of Commerce and the Department of Homeland Security. The Secretary of Transportation 

may request assistance from staff from those Departments and 

other Federal agencies. 

(B) The Administrator, the Secretary of Defense, the Administrator of NASA, the Secretary of Commerce, the Secretary of Homeland Security, and the head of any other Department or Federal 

agency from which the Secretary of Transportation requests assistance under paragraph (A) shall designate a senior official in the department or agency to be responsible for— (i) implementing the department’s or agency’s Next Generation Air Transportation System activities with the Office, including the execution of all aspects of the department’s or agency’s work on developing and implementing the integrated plan 

described in section 709(2)(A); and 


cprice-sewell on PROD1PC72 with HEARING
34 

(ii) ensuring that the department or agency meets its obligations as set forth in the memorandum of understanding executed by or on behalf of the department or agency under subparagraph (D). 

(C) The head of any such department or agency shall—

(i) establish an office within the department or agency to 

carry out its responsibilities under the memorandum of understanding under the supervision of the designated official; and 

(ii) ensure that the designated official has sufficient budgetary authority and staff resources to carry out the department’s 

or agency’s Next Generation Air Transportation System responsibilities as set forth in the integrated plan under section 

709(b). 

(D) Not later than 6 months after the date of enactment of the 

Federal Aviation Research and Development Reauthorization Act of 

2007, the head of each department or agency that has responsibility 

for carrying out any activity under the integrated plan under section 

709(b) shall execute a memorandum of understanding with the Office obligating that department or agency to carry out those activities. 

* * * * * * * 

(b) INTEGRATED PLAN.—øThe integrated plan shall be designed to 

ensure that the Next Generation Air Transportation System meets 

air transportation safety, security, mobility, efficiency, and capacity 

needs beyond those currently included in the Federal Aviation Administration’s operational evolution plan and accomplishes the 

goals under subsection (c).¿ The integrated plan shall be designed 

to ensure that the Next Generation Air Transportation System meets 

anticipated future air transportation safety, security, mobility, efficiency, and capacity needs and accomplishes the goals under subsection (c). The integrated plan shall include—

(1) * * * 

* * * * * * * 

(3) a multiagency research and development roadmap for creating the Next Generation Air Transportation System with the 

characteristics outlined under clause (ii), including—

(A) * * * 

* * * * * * * 

(C) the technical milestones that will be used to evaluate 

the activities; øand¿ 

(4) a description of the operational concepts to meet the system performance requirements for all system users and a 

timeline and anticipated expenditures needed to develop and 

deploy the system to meet the vision for 2025ø.¿; 

(5) Date-specific timetables for the partial and complete implementation of planned Next Generation Air Transportation 

System capabilities, including but not limited to Automated Dependent Surveillance-Broadcast, Unmanned Aircraft Systems 

operations, Next Generation Enabled Weather system, Next 

Generation Data Communications, NAS Voice Switch, System 

Wide Information Management system, and space weather information, and including any necessary certification activities, 


cprice-sewell on PROD1PC72 with HEARING
35 

and including an evaluation of the costs and benefits of accelerating any of the implementation and certification timetables; 

(6) Identification of planned demonstration projects and datespecific timetables for the conduct of the demonstration projects 

and subsequent certification activities and an evaluation of the 

costs and benefits of accelerating any of the demonstration 

projects and certification activities; 

(7) Date-specific timetables for meeting the environmental requirements identified in subsection (I); and 

(8) Identification, on an annual basis, of each entity that will 

be responsible for each component of any research, development, 

or implementation activity. 

* * * * * * * 

ø(d) REPORTS.—The Administrator of the Federal Aviation Administration shall transmit to the Committee on Commerce, 

Science, and Transportation in the Senate and the Committee on 

Transportation and Infrastructure and the Committee on Science 

in the House of Representatives—

ø(1) not later than 1 year after the date of enactment of this 

Act , the integrated plan required in subsection (b); and 

ø(2) annually at the time of the President’s budget request, 

a report describing the progress in carrying out the plan required under subsection (b) and any changes to that plan.¿ 

(d) ANNUAL REPORTS.—The Director of the Office shall transmit 

a report annually to the Committee on Science and Technology and 

the Committee on Transportation and Infrastructure of the House of 

Representatives and the Committee on Commerce, Science, and 

Transportation of the Senate at the time of the President’s budget 

request describing the progress in carrying out the plan required 

under subsection (b) and any changes to that plan. The annual report shall include—

(1) the updated integrated plan developed under subsection 

(b); 

(2) a detailed description of the progress made in carrying out 

the integrated plan and any changes made to that plan since 

the previous annual report, and identifying any changes resulting from funding shortfalls or limitations set by the Office of 

Management and Budget; 

(3) any deviation from previously established development 

and implementation milestones, the reasons for the deviation, 

and the impact of the deviation; 

(4) the relevant programs and activities for the previous fiscal 

year and the proposed programs and activities under the President’s budget request, of each participating Federal agency and 

department; and 

(5) the levels of funding for each participating Federal agency 

and department devoted to the programs and activities in paragraph (4) for the previous fiscal year and under the President’s 

budget request. 

(e) AUTHORIZATION OF APPROPRIATIONS.—There are authorized to 

be appropriated to the Office $50,000,000 for each of the fiscal 

years 2004 through ø2010¿ 2011. 


cprice-sewell on PROD1PC72 with HEARING
36 

Sec. 710. NEXT GENERATION AIR TRANSPORTATION SENIOR POLICY 

COMMITTEE. 

(a) IN GENERAL.—The Secretary of Transportation shall establish 

a senior policy committee to work with the Next Generation Air 

Transportation System Joint Planning and Development Office. 

The senior policy committee shall be chaired by the Secretary, and 

shall meet at least four times each year. 

* * * * * * * 

XX. COMMITTEE RECOMMENDATIONS

On June 22, 2007, the Committee on Science and Technology favorably reported the Federal Aviation Research and Development 

Reauthorization Act of 2007 by a voice vote, and recommended its 

enactment. 

XXI. PROCEEDINGS OF THE MARKUP BY THE 

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

THURSDAY, JUNE 14, 2007 

HOUSE OF REPRESENTATIVES, 

SUBCOMMITTEE ON SPACE AND AERONAUTICS, 

COMMITTEE ON SCIENCE AND TECHNOLOGY, 

Washington, DC. 

The Subcommittee met, pursuant to call, at 10:36 a.m., in Room 

2318 of the Rayburn House Office Building, Hon. Mark Udall 

[Chairman of the Subcommittee] presiding. 

Chairman UDALL. The Committee will come to order. Good morning to all of you. The Subcommittee on Space and Aeronautics will 

come to order. Pursuant to notice, the Subcommittee on Space and 

Aeronautics meets to consider the following measure, H.R. 2698, 

the Federal Aviation Research and Development Reauthorization 

Act of 2007. 

We will now proceed with the markup beginning with opening 

statements and I will begin and then turn to Mr. Feeney for his 

remarks. 

This morning the Subcommittee on Space and Aeronautics will 

mark up H.R. 2698, the Federal Aviation Research and Development Reauthorization Act of 2007. H.R. 2698 reflects the constructive input of Members on both sides of the aisle, witnesses at our 

series of FAA hearings earlier this spring as well as input from a 

diverse range of stakeholders in the aviation and research communities. 

The Federal Aviation Administration’s stated mission is to provide the safest, most efficient aerospace system in the world and 

its stated vision is to improve the safety and efficiency of aviation 

while being responsive to our customers and accountable to the 

public. I know those are laudable and important goals and I want 

to support FAA’s efforts in striving to reach those goals. 


cprice-sewell on PROD1PC72 with HEARING
37 

To that end, this legislation is focused on ensuring that the FAA 

will have the tools that it will need to keep the Nation’s air transportation system safe, efficient and environmentally friendly. Thus, 

the Act reauthorizes a range of important R&D activities at the 

FAA, starts up new initiatives in some key areas and contains provisions aimed at strengthening the interagency Joint Planning and 

Development Office, fondly known as JPDO, which has the responsibility of planning and developing the Next Generation Air Transportation System, NextGen. 

With respect to the JPDO, the Act responds to the recommendations of the Government Accountability Office as well as other expert witnesses that the Space and Aeronautics Subcommittee heard 

from at our recent hearings by including provisions aimed at 

strengthening the effectiveness of the JPDO in carrying out the 

NextGen initiative. These include such things as strengthening the 

authority of the JPDO director; requiring each participating agency 

and department to identify a senior official to be in charge of its 

activities in support of the NextGen initiative; requiring an integrated plan with date-specific timetables for implementation of 

NextGen capabilities; having OMB coordinate each participating 

agency’s and department’s budget in support of the NextGen initiative; directing JPDO to develop contingency plans for dealing with 

degradation of the NextGen system due to a natural disaster, 

major equipment failure or act of terrorism; requiring the JPDO to 

establish noise emissions and energy consumption requirements for 

the NextGen system; directing JPDO to develop an R&D roadmap 

for the integration of unmanned aircraft systems into the national 

airspace system; and having the GAO carry out annual reviews of 

the JPDO’s effectiveness. 

As important as the JPDO is, the Act recognizes that the FAA 

in coordination with other agencies such as the National Aeronautics and Space Administration has a critical role to play in supporting other important aviation R&D activities, a number of which 

have been underfunded in recent years according to the testimony 

of the GAO, FAA’s own advisory committee and expert witnesses 

at our hearings. To that end, the Act augments the President’s 

funding requests for human factors research, weather research, unmanned aircraft systems research, and energy- and environmentrelated research. 

In addition, recent announcements from Europe regarding the 

potential imposition of emissions penalties on aircraft operations in 

the next decade have made it clear in the United States that we 

need to be better prepared to understand the impact of aviation on 

the climate as well as what might be done to mitigate that impact. 

This legislation takes the first step in that direction by directing 

the FAA in coordination with NASA and the U.S. Climate Change 

Science Program to develop a plan for such research and then having the National Research Council carry out an independent assessment of that research plan. 

The Nation’s colleges and universities have an important role to 

play in carrying out research in support of the Nation’s future air 

transportation system. At the same time, that research is a critical 

means to helping to train the next generation of scientists, engineers and aviation specialists that we will need over the coming 

decades. Thus, this Act establishes a research grants program inVerDate Aug 31 2005 13:28 Sep 18, 2007 Jkt 059006 PO 00000 Frm 00037 Fmt 6659 Sfmt 6602 E:\HR\OC\HR329.XXX HR329

cprice-sewell on PROD1PC72 with HEARING
38 

volving undergraduate students. It also contains provisions aimed 

at strengthening FAA’s Centers of Excellence program, and I particularly want to thank Mr. Feeney for his constructive proposals 

in that regard. 

The Act also contains R&D provisions to continue engine research in coordination with NASA that has the goal of enabling existing general aviation aircraft to operate with unleaded aviation 

fuel. That is a provision that Mr. Lipinski has been very interested 

in and I want to thank him for his efforts on behalf of it. In addition, the legislation continues the Airport Cooperative Research 

Program and also establishes a runway research program that 

should benefit both general aviation and commercial air carrier airports. 

Finally, in view of the increased importance of space weather to 

aviation, especially with an increased incidence of flight operations 

over the polar regions, the Act establishes a multi-agency research 

program to conduct research on the impacts of space weather on 

aviation and air passengers. 

We all know that air transportation is central to the Nation’s 

economic well-being, our international competitiveness and our 

quality of life. FAA’s R&D programs play an important role in ensuring the continued safety and efficiency of America’s air transportation system and I believe that the Federal Aviation Research 

and Development Act of 2007 will keep FAA’s R&D enterprise 

healthy and productive. I again want to thank Mr. Feeney and my 

colleagues on both sides of the aisle for their support and their very 

constructive advice regarding this legislation, and I look forward to 

a productive markup this morning. 

[The prepared statement of Chairman Udall follows:] 

PREPARED STATEMENT OF CHAIRMAN MARK UDALL

This morning, the Subcommittee on Space and Aeronautics will mark up H.R. 

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

H.R. 2698 reflects the constructive input of Members on both sides of the aisle, witnesses at our series of FAA hearings earlier this spring, as well as input from a 

diverse range of stakeholders in the aviation and research communities. 

The Federal Aviation Administration’s stated mission is to ‘‘provide the safest, 

most efficient aerospace system in the world,’’ and its stated vision is to ‘‘improve the 

safety and efficiency of aviation, while being responsive to our customers and accountable to the public.’’ I think those are laudable and important goals, and I want 

to support FAA’s efforts in striving to reach those goals. 

To that end, this legislation is focused on ensuring the FAA will have the tools 

that it will need to keep the Nation’s air transportation system safe, efficient, and 

environmentally friendly. Thus, the Act reauthorizes a range of important R&D activities at the FAA, starts up new initiatives in some key areas, and contains provisions aimed at strengthening the interagency Joint Planning and Development Office (JPDO), which has the responsibility of planning and developing the Next Generation Air Transportation System (NextGen). 

With respect to the JPDO, the Act responds to the recommendations of the Government Accountability Office (GAO) as well as other expert witnesses that the 

Space and Aeronautics Subcommittee heard from at our recent hearings by including provisions aimed at strengthening the effectiveness of the JPDO in carrying out 

the NextGen initiative. These include such things as: 

• Strengthening the authority of the JPDO Director; 

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

• Requiring an integrated plan with date-specific timetables for implementation 

of NextGen capabilities; 

• Having OMB coordinate each participating agency’s and department’s budget 

in support of the NextGen initiative; 


cprice-sewell on PROD1PC72 with HEARING
39 

• Directing JPDO to develop contingency plans for dealing with degradation of 

the NextGen system due to a natural disaster, major equipment failure, or 

act of terrorism; 

• Requiring the JPDO to establish noise, emissions, and energy consumption 

requirements for the NextGen system; 

• Directing JPDO to develop an R&D roadmap for the integration of unmanned 

aircraft systems (UAS) into the national airspace system; and 

• Having GAO carry out annual reviews of JPDO’s effectiveness. 

As important as the JPDO is, the Act recognizes that the FAA, in coordination 

with other agencies such as the National Aeronautics and Space Administration 

(NASA), has a critical role to play in supporting other important aviation R&D activities, a number of which have been under funded in recent years according to the 

testimony of the GAO, FAA’s own R&D advisory committee, and expert witnesses 

at our hearings. To that end, the Act augments the President’s funding requests for 

human factors research, weather research, unmanned aircraft systems research, 

and energy- and environment-related research. 

In addition, recent announcements from Europe regarding the potential imposition of emissions penalties on aircraft operations in the next decade have made it 

clear that the United States needs to better understand the impact of aviation on 

the climate as well as what might be done to mitigate that impact. This legislation 

takes the first step in that direction by directing the FAA, in coordination with 

NASA and the U.S. Climate Change Science Program to develop a plan for such research and then having the National Research Council carry out an independent assessment of that research plan. 

The Nation’s colleges and universities have an important role to play in carrying 

out research in support of the Nation’s future air transportation system. At the 

same time, that research is a critical means of helping to train the next generation 

of scientists, engineers, and aviation specialists that we will need over the coming 

decades. Thus, this Act establishes a research grants program involving undergraduate students. It also contains provisions aimed at strengthening FAA’s Centers 

of Excellence program and I want to thank Mr. Feeney for his constructive proposals in that regard. 

The Act also contains R&D provisions to continue engine research, in coordination 

with NASA, which has the goal of enabling existing general aviation aircraft to operate with unleaded aviation fuel. That is a provision that Mr. Lipinski has been 

very interested in too, and I want to thank him for his efforts on behalf of it. In 

addition, the legislation continues the Airport Cooperative Research Program and 

also establishes a runway research program that should benefit both general aviation and commercial air carrier airports. 

Finally, in view of the increased importance of space weather to aviation, especially with the increased incidence of flight operations over the polar regions, the 

Act establishes a multi-agency research program to conduct research on the impacts 

of space weather on aviation and air passengers. 

We all know that air transportation is central to the Nation’s economic well-being, 

our international competitiveness, and our quality of life. FAA’s R&D programs play 

an important role in ensuring the continued safety and efficiency of America’s air 

transportation system, and I believe that the Federal Aviation Research and Development Act of 2007 will keep FAA’s R&D enterprise healthy and productive. I again 

want to thank Mr. Feeney and my colleagues on both sides of the aisle for their 

support and constructive advice regarding this legislation, and I look forward to a 

productive markup this morning. With that, I would like to turn to my good friend 

Mr. Feeney for any opening statement he would like to make. 

Chairman UDALL. With that, I would like to turn to my good 

friend, Mr. Feeney, for any opening statement he would like to 

make. 

Mr. FEENEY. Thank you, Chairman Udall. 

This morning’s markup of legislation reauthorizing the Federal 

Aviation Administration’s research and development programs is 

an important first step to redirect, reinforce and improve agency efforts to maintain the highest possible levels of safety, efficiency and 

capacity in our national airspace system. I support this legislation 

and would urge all Members to support it as well. 

The FAA is a unique federal enterprise. Twenty-four hours a day, 

seven days a week, it operates a complex nationwide network of 


cprice-sewell on PROD1PC72 with HEARING
40 

communications, navigation and surveillance systems upon which 

our civil, military and general aviation aircraft are completely dependent. The architecture of this system dates back 50 years. It is 

simply incapable as currently designed of handling large increases 

in traffic. 

But having said that, a huge and increasing portion of our economy is directly reliant on FAA’s ability to manage the air traffic 

control system at the highest levels of performance. More and more 

commerce is utilizing the airways in one form or another to meet 

consumer demand. The result of these trends is not surprising: 

Congestion and increasing frequency of flight delays, clear signs of 

stress on a system that is close to saturation. 

The bill before us takes several important steps to address this 

issue. First it reauthorizes R&D programs and projects requested 

by the Administration for fiscal years 2008 through 2011 generally 

at the requested levels. This bill does increase funding authorization for human factors, weather, unmanned aerial vehicles, the 

Joint Planning and Development Office, and environment research 

activities. In addition, the bill authorizes five new research programs, two of which are already being conducted by FAA. 

The bill also makes several important improvements to the Joint 

Planning and Development Office which is housed within the FAA 

but serves to coordinate research among five federal departments 

and agencies, whose goal is to develop a new air traffic control system by the year 2025 that will triple the system’s current capacity. 

Section 4 clarifies the role and responsibilities of the JPDO and its 

partner agencies, and clarifies accountability and budgeting. 

Finally, I would like to emphasize one of the other features of the 

bill that address unmanned aerial vehicles. Section 4 includes an 

extensive provision directing FAA to provide Congress with research plans and conduct pilot projects designed to accelerate the 

introduction of UAVs into the national airspace system in a safe 

and effective manner. There are a number of federal and State 

agencies that desire to use UAVs to perform public safety missions, 

especially with regard to border protection and drug interdiction. 

UAVs are being used to great effect by the Defense Department 

and I believe, as I know the Chairman does as well, that UAVs can 

serve critical roles here at home. 

I want to thank Chairman Udall and the Majority staff for their 

open and frequent consultation throughout this entire development 

of this bill. Bipartisanship has long been a hallmark of this committee, and this bill is certainly reflective of that tradition. I look 

forward to supporting the bill, and thank you. 

I yield back my time, Mr. Chairman. 

[The prepared statement of Mr. Feeney follows:] 

PREPARED STATEMENT OF REPRESENTATIVE TOM FEENEY

Thank you, Mr. Chairman. This morning’s markup of legislation reauthorizing the 

Federal Aviation Administration’s research and development programs is an important first step to redirect, reinforce, and improve agency efforts to maintain the 

highest possible levels of safety, efficiency, and capacity in our national airspace system. I support this legislation and urge all Members to support it as well. 

The FAA is a unique federal enterprise. Twenty-four hours a day, seven days a 

week, it operates a complex nationwide network of communications, navigation and 

surveillance systems upon which our civil, military and general aviation aircraft are 

completely dependent. The architecture of this system dates back 50 years. It is simply incapable, as currently designed, of handling large increases in traffic. 


cprice-sewell on PROD1PC72 with HEARING
41 

But having said that, a huge—and increasing—portion of our economy is directly 

reliant on FAA’s ability to manage the air traffic control system at the highest levels 

of performance. More and more commerce is utilizing the airways in one form or 

another to meet consumer demand. The result of these trends is not surprising: congestion and increasing frequency of flight delays, clear signs of stress on a system 

that is close to saturation. 

The bill before us takes several important steps to address this issue. First, it reauthorizes R&D programs and projects requested by the Administration for Fiscal 

Years 2008 through 2011, generally at the requested levels. The bill does increase 

funding authorization for human factors, weather, unmanned aerial vehicles, the 

Joint Planning and Development Office, and environment research activities. In addition, the bill authorizes five new research programs, two of which are already 

being conducted by FAA. 

The bill also makes several important improvements to the Joint Planning and 

Development Office (‘‘JPDO’’), which is housed within the FAA but serves to coordinate research among five federal departments and agencies, whose goal is to develop 

a new air traffic control system by the year 2025 that will triple the system’s current capacity. Section 4 clarifies the roles and responsibilities of the JPDO and its 

partner agencies, and clarifies accountability and budgeting. 

Finally, I would like to emphasize one other feature of the bill that addresses unmanned aerial vehicles. Sec. 4 includes an extensive provision directing FAA to provide Congress with research plans and conduct pilot projects designed to accelerate 

the introduction of ‘‘UAVs’’ into the national airspace system in a safe and effective 

manner. There are a number of federal and State agencies that desire to use UAVs 

to perform public safety missions, especially with regard to border protection and 

drug interdiction. UAVs are being used to great effect by the Defense Department, 

and I believe, as does the Chairman, that UAVs can serve critical roles here at 

home. 

I want to thank Mr. Udall and the Majority staff for their open and frequent consultation throughout the entire development of this bill. Bipartisanship has long 

been a hallmark of this committee, and this bill is certainly reflective of that tradition. I look forward to supporting this bill. 

Thank you, Mr. Chairman. 

Chairman UDALL. Thank you, Mr. Feeney, and without objection, 

Members may place statements in the record at this point. 

I want to share with the Members present that after the markup 

was formally noticed, our staff discovered a technical error in the 

bill. We incorporated the correction of this error into H.R. 2698, 

which was introduced yesterday. It is my understanding that the 

corrected text has been made available to everyone. If there is no 

objection, I ask unanimous consent to consider H.R. 2698 as a base 

text for the purposes of amendment. 

Seeing no objection, we will proceed to the first reading of the 

bill. I would ask unanimous consent that the bill is considered as 

read and open to amendment at any point and that the Members 

proceed with the amendments in the order of the roster. Without 

objection, so ordered. 

We will proceed to a vote on the bill. Are there any amendments? 

Hearing none, the vote is on the bill H.R. 2698, the Federal Aviation Research and Development Reauthorization Act of 2007. All 

those in favor will say aye. All those opposed will say no. In the 

opinion of the Chair, the ayes have it. 

At this point I recognize Mr. Feeney to offer a motion. 

Mr. FEENEY. Mr. Chairman, I move that the Subcommittee favorably report H.R. 2698 as amended to the Full Committee. Furthermore, I move that the staff be instructed to prepare the Subcommittee legislative report and make the necessary technical and 

conforming changes to the bill as amended in accordance with the 

recommendations of the Subcommittee. 


cprice-sewell on PROD1PC72 with HEARING
42 

Chairman UDALL. The question is on the motion to report the bill 

favorably. Those in favor of the motion will signify by saying aye. 

Opposed, no. The ayes have it. The bill is favorably reported. 

Without objection, the motion to reconsider is laid upon the table. 

Subcommittee Members will have two subsequent calendar days in 

which to submit supplemental Minority or additional views on the 

measure, ending Tuesday, June 19, at 9 a.m. 

At this point I would like to thank the Members for their attendance. This concludes our Subcommittee markup. 

The Subcommittee is adjourned. 

[Whereupon, at 10:48 a.m., the Subcommittee was adjourned.] 


cprice-sewell on PROD1PC72 with HEARING
(43) 

Appendix: 

H.R. 2698, SECTION-BY-SECTION ANALYSIS


cprice-sewell on PROD1PC72 with HEARING
44 


cprice-sewell on PROD1PC72 with HEARINGhr2698a.eps
45 


cprice-sewell on PROD1PC72 with HEARINGhr2698b.eps
46 


cprice-sewell on PROD1PC72 with HEARINGhr2698c.eps
47 


cprice-sewell on PROD1PC72 with HEARINGhr2698d.eps
48 


cprice-sewell on PROD1PC72 with HEARINGhr2698e.eps
49 


cprice-sewell on PROD1PC72 with HEARINGhr2698f.eps
50 


cprice-sewell on PROD1PC72 with HEARINGhr2698g.eps
51 


cprice-sewell on PROD1PC72 with HEARINGhr2698h.eps
52 


cprice-sewell on PROD1PC72 with HEARINGhr2698i.eps
53 


cprice-sewell on PROD1PC72 with HEARINGhr2698j.eps
54 


cprice-sewell on PROD1PC72 with HEARINGhr2698k.eps
55 


cprice-sewell on PROD1PC72 with HEARINGhr2698l.eps
56 


cprice-sewell on PROD1PC72 with HEARINGhr2698m.eps
57 


cprice-sewell on PROD1PC72 with HEARINGhr2698n.eps
58 


cprice-sewell on PROD1PC72 with HEARINGhr2698o.eps
59 


cprice-sewell on PROD1PC72 with HEARINGhr2698p.eps
60 


cprice-sewell on PROD1PC72 with HEARINGhr2698q.eps
61 


cprice-sewell on PROD1PC72 with HEARINGhr2698r.eps
62 


cprice-sewell on PROD1PC72 with HEARINGhr2698s.eps
63 


cprice-sewell on PROD1PC72 with HEARINGhr2698t.eps
64 


cprice-sewell on PROD1PC72 with HEARINGhr2698u.eps
65 


cprice-sewell on PROD1PC72 with HEARINGhr2698v.eps
66 


cprice-sewell on PROD1PC72 with HEARINGhr2698w.eps
67 


cprice-sewell on PROD1PC72 with HEARINGhr2698x.eps
68 


cprice-sewell on PROD1PC72 with HEARINGhr2698y.eps
69 


cprice-sewell on PROD1PC72 with HEARINGhr2698z.eps
70 


cprice-sewell on PROD1PC72 with HEARINGhr2698aa.eps
71 


cprice-sewell on PROD1PC72 with HEARINGhr2698bb.eps
72 


cprice-sewell on PROD1PC72 with HEARINGhr2698cc.eps
73 


cprice-sewell on PROD1PC72 with HEARINGhr2698dd.eps
74 


cprice-sewell on PROD1PC72 with HEARINGhr2698ee.eps
75 


cprice-sewell on PROD1PC72 with HEARINGhr2698ff.eps
76 


cprice-sewell on PROD1PC72 with HEARINGhr2698gg.eps
77 


cprice-sewell on PROD1PC72 with HEARINGhr2698hh.eps
78 


cprice-sewell on PROD1PC72 with HEARINGhr2698ii.eps
79 


cprice-sewell on PROD1PC72 with HEARINGhr2698jj.eps
80 


cprice-sewell on PROD1PC72 with HEARINGhr2698kk.eps
81 


cprice-sewell on PROD1PC72 with HEARINGhr2698ll.eps
82 

SECTION-BY-SECTION ANALYSIS OF H.R. 2698, 

FEDERAL AVIATION RESEARCH AND DEVELOPMENT

REAUTHORIZATION ACT OF 2007 

SEC. 1. SHORT TITLE 

‘‘Federal Aviation Research and Development Reauthorization Act of 2007’’. 

SEC. 2. DEFINITIONS 

Defines terms used in the bill. 

SEC. 3. AUTHORIZATION OF APPROPRIATIONS 

Amends existing law and authorizes $335,191,000 for FY08; $481,554,000 for 

FY09; $486,502,000 for FY10; and $514,832,000 for FY11. 

SEC. 4. NEXT GENERATION AIR TRANSPORTATION SYSTEM JOINT 

PLANNING AND DEVELOPMENT OFFICE 

Makes Director head of both the JPDO and Associate Administrator for the Next 

Generation Air Transportation System and voting member/Co-Chair of Joint Resources Council. 

Requires the Director to create a transition plan, establish quantitative goals, and 

ensure the inter-operability of the Next Generation Air Transportation System. 

Requires the Administrator, the Secretary of Defense, the Administrator of NASA, 

the Secretary of Commerce, the Secretary of Homeland Security, and the head of 

any other department or federal agency from which the Secretary of Transportation 

requests assistance to designate a senior official to implement each department or 

agency’s Next Generation Air Transportation System activities within the Office. 

Requires within six months for the department or agency that has responsibility for 

carrying out activity under the plan to execute a memorandum of understanding 

with the Office. 

Requires an integrated plan to ensure that the Next Generation Air Transportation System meets anticipated future air transportation safety, security, mobility, 

efficiency, and capacity needs. Requires date-specific timetables for the implementation of the Next Generation Air Transportation System capabilities. 

Requires an annual report from the Director of the Office describing the process 

of carrying out the implementation plan. 

Requires Senior Policy Committee to meet at least four times per year. 

Requires each federal agency and department participating in the Office to submit 

a report to the Office of Management and Budget identifying its portion of responsibility which contributes to the Next Generation Air Transportation System and to 

state the portion of its requests for appropriations. 

Requires the Director to develop contingency plans for dealing with the degradation of the Next Generation Air Transportation System in the event of a natural 

disaster, major equipment failure, or act of terrorism. 

Requires the Director to establish environmental requirements for noise, emissions, and energy consumption for the Next Generation Air Transportation System. 

NASA will be primarily responsible for research, development, and demonstration 

of applicable technologies, while the FAA will be primarily responsible for demonstration of optimized operational procedures. 

Requires the Comptroller General to assess the effectiveness of the Next Generation Air Transportation System Joint Planning and Development Office in meeting 

the deadlines and milestones of the integrated plan, as well as the adequacy of the 

memoranda of understanding executed by the federal departments and agencies. Requires within 270 days of enactment and annually thereafter until the Next Generation Air Transportation System is operational, a report containing the Comptroller 

General’s findings, conclusions and recommendations. 

Requires within 90 days of enactment, an unmanned aircraft systems research, 

development, demonstration and implementation roadmap to be delivered to the 

Congress. Requires within three months of enactment for the FAA to arrange for 

the National Research Council to conduct an independent assessment of unmanned 

aircraft systems. Within 12 months, this report shall be submitted to the FAA and 

the Congress. Requires the FAA to establish pilot projects for the tests of unmanned 

aircraft systems’ integration into the national airspace system. Requires within 90 

days after the completion of these tests, a report on the findings which shall be submitted to the Congress. Authorizes such sums of as may be necessary to carry out 

the pilot projects. 


cprice-sewell on PROD1PC72 with HEARING
83 

SEC. 5. INTERAGENCY RESEARCH INITIATIVE ON THE IMPACT OF 

AVIATION ON THE CLIMATE 

Requires the FAA in coordination with NASA and the U.S. Climate Change 

Science Program to establish a research initiative assessing the impact of aviation 

on the climate and to evaluate approaches to mitigate that impact. Requires within 

one year of enactment a jointly developed plan for this research program. The National Research Council will be directed by the FAA to provide an independent review of the research program plan. $2,000,000 is authorized to be appropriated in 

fiscal year 2008 for the research program, and $5,000,000 in each of the fiscal years 

2009 through 2011. 

SEC. 6. RESEARCH PROGRAM ON RUNWAYS 

Requires the FAA to establish a program of research grants to universities and 

non-profit research foundations for research and technology demonstrations related 

to improved runway surfaces and engineered material restraining systems for runways at general aviation and commercial air carrier airports. $5,000,000 is authorized to be appropriated for each of the fiscal years 2008 through 2011. 

SEC. 7. RESEARCH ON DESIGN FOR CERTIFICATION 

Requires within six months of enactment for the FAA and NASA to establish a 

joint research program on improving the timelines of certification for new national 

airspace system technologies. Requires within one year of enactment for the FAA 

and NASA to provide a jointly developed plan for the research program’s objectives, 

proposed tasks, milestones, and five-year budgetary profile. The National Research 

Council will be directed by the FAA to provide an independent review of the research program plan within eighteen months of enactment. 

SEC. 8. CENTERS OF EXCELLENCE 

Amends existing law, stating that the U.S. Government’s share of establishing 

and operating a center and research grants shall not exceed 75 percent of the costs, 

and that the U.S. Government’s share for an individual grant shall not exceed 90 

percent of the costs. Requires an annual report to be sent to the Congress. 

SEC. 9. AIRPORT COOPERATIVE RESEARCH PROGRAM 

Amends existing law to extend the program. 

SEC. 10. RESEARCH GRANTS PROGRAM INVOLVING UNDERGRADUATE 

STUDENTS 

Requires the Administrator to establish a program to establish a program to utilize colleges and universities in conducting research by undergraduate students on 

subjects of relevance to the FAA. Authorizes $5,000,000 for research grants for each 

of the fiscal years 2008 through 2011. 

SEC. 11. BUDGET FORMULATION 

Amends existing law to require the FAA’s annual budget request identify all of 

the activities that fall within categories of basic research, applied research, and development. 

SEC. 12. RESEARCH PROGRAM ON SPACE WEATHER AND AVIATION 

Requires the FAA, in coordination with the NSF, NASA, NOAA and other relevant agencies, to initiate a research program to conduct research projects on the 

impacts of space weather to aviation, communication, navigation, avionic systems, 

and on airline passengers, and to facilitate the transfer of technology from this program to federal agencies and the private sector. $1,000,000 is to be authorized for 

each of the fiscal years 2008 through 2011. 

SEC. 13. AVIATION GAS RESEARCH AND DEVELOPMENT PROGRAM 

Requires the FAA, in coordination with NASA, to continue research and development activities into technologies for modifying existing aviation piston engines to be 

operated with unleaded aviation fuel. Requires within 120 days of enactment for the 

FAA to develop a roadmap for specific objectives of the program. Requires within 

130 days of enactment, for the FAA to deliver the roadmap of the program to the 

appropriate congressional committees. $750,000 is to be authorized for each of the 

fiscal years 2008 through 2010. 

SEC. 14. RESEARCH REVIEWS AND ASSESSMENTS 

Requires the Administrator to arrange for the National Research Council to conduct a review of the FAA’s energy- and environment-related research programs, and 

to provide the Congress with a report of the review within eighteen months of enactment. 


cprice-sewell on PROD1PC72 with HEARING
84 

Requires the Administrator to arrange for the National Research Council to conduct a study evaluating the impacts of space weather on the U.S. aviation industry, 

in particular for the Over-The-Pole (OTP) and Ultra-Long-Range (ULR) operations, 

and to provide the Congress with a report of the study within one year of enactment. 

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

FRIDAY, JUNE 22, 2007 

HOUSE OF REPRESENTATIVES, 

COMMITTEE ON SCIENCE AND TECHNOLOGY, 

Washington, DC. 

The Committee met, pursuant to call, at 10:50 a.m., in Room 

2318 of the Rayburn House Office Building, Hon. Bart Gordon 

[Chairman of the Committee] presiding. 

Chairman GORDON. The Committee will come to order. Pursuant 

to notice, the Committee on Science and Technology meets to consider the following measures: H.R. 906, the Federal Aviation Research and Development Reauthorization Act of 2007; and H.Res. 

487, Recognizing the contribution of modeling and simulation technology to the security and prosperity of the United States and recognizing modeling and simulation as a national critical technology, 

and let me thank the Members for coming here this morning. We 

have lots going on. There will be a vote in about an hour but I 

think we can take care of our business with that period. So again, 

thank you. 

We will now proceed with the markup. Today the Committee is 

meeting to mark up two good bipartisan pieces of legislation. 

The first bill we will consider today is H.R. 2698, the Federal 

Aviation Research and Development Reauthorization Act of 2007, 

and H.R. 2698 was introduced by Chairman Udall. The Space and 

Aeronautics Subcommittee met last Thursday to consider H.R. 

2698 and favorably reported the bill by voice vote without amendment. I want to thank and congratulate the Members of the Subcommittee for their hard work and bipartisan cooperation on this 

bill. There are two central features of this legislation before us. The 

first is a set of provisions intended to strengthen both the national 

authority and the accountability of the Next Generation Air Transportation System Joint Planning and Development Office, JPDO, 

because its success or failure is going to determine in large measure whether or not the Nation will have a safe and efficient air 

traffic management system in the future, and let me just say, this 

is a big deal, bigger than we are making it today. It is imperative 

that for both the aviation industry as well as our nation at large 

that we have this Next Generation air traffic control system and 

by and large it is going to be developed by virtue of the R&D we 

are going to provide here in the FAA bill as well as in the NASA 

bill, so we are going to play a major role, and this is important to 

the country. 


cprice-sewell on PROD1PC72 with HEARING
85 

The second feature is a four-year authorization of FAA’s research 

and development activities including the establishment of important new research initiatives on the impact of space weather on 

aviation, the impact of aviation on the climate research, runway 

materials and engineering materials, restraining systems, among 

others. This FAA authorization expires this year. That is why it is 

important for us to move forward, and the reason it is important 

is that we have the option of going to the conference with Transportation either without a bill or with a bill, and I think by us putting a mark in the sand today, it is going to make us more relevant 

in being able to do that. Our friend and colleague, Mr. Costello, 

isn’t here but I was hoping he would come so we could give him 

a lesson on legislating so that he could get it out of his committee 

also. I am sure he will finally get here at which time we will give 

him some pointers. But again, this is important. This bill will expire and we have the option of either participating or not participating, and I think we are doing the right thing, and I thank you 

for that. So I urge my colleagues to support this very good bipartisan bill. 

Today we will also take up H.Res. 487, Recognizing the contribution of modeling and simulation technology to the security and prosperity of the United States and recognizing modeling and simulation as a national critical technology, as well as the thousands of 

Americans who work to develop this project. This is an under-appreciated but fundamentally important area of research to our 

country and I urge my colleagues to support this measure. 

[The prepared statement of Chairman Gordon follows:] 

PREPARED STATEMENT OF CHAIRMAN BART GORDON

Good morning. Today the Committee is meeting to mark up two good pieces of 

legislation that have bipartisan support. 

The first bill that we will consider today is H.R. 2698, the Federal Aviation Research and Development Reauthorization Act of 2007. 

H.R. 2698 was introduced by Chairman Udall, and I was pleased to be an original 

co-sponsor of the legislation. 

The Space and Aeronautics Subcommittee met last Thursday to consider H.R. 

2698 and favorably reported the bill by voice vote without amendment. 

I want to thank and congratulate Members of the Subcommittee for their hard 

work and bipartisan cooperation on this bill. 

There are two central features to the legislation before us today. 

The first is a set of provisions intended to strengthen both the authority and the 

accountability of the Next Generation Air Transportation System’s Joint Planning 

and Development Office–JPDO—because its success or failure is going to determine 

in large measure whether or not the Nation will have a safe and efficient air traffic 

management system in the future. 

The second feature is a four-year authorization of FAA’s research and development activities, including the establishment of important new research initiatives 

on the impact of space weather on aviation, the impact of aviation on the climate, 

research on runway materials and engineered materials restraining systems, among 

others. 

I believe each of those new initiatives will better position the FAA to respond to 

emerging research challenges. 

As I have noted, the focus of today’s markup is FAA’s R&D program and the Next 

Generation Air Transportation System initiative. 

However, it is clear that FAA cannot ensure the successful development of the 

Nation’s future air transportation system on its own. 

As the establishment of the interagency JPDO by Congress four years ago indicates, it is going to take the combined efforts of multiple federal agencies, working 

in partnership with industry and the academic community, to make the NextGen 

initiative a success. 


cprice-sewell on PROD1PC72 with HEARING
86 

NASA, in particular, has an important R&D role to play, and we will need to ensure that NASA is given the necessary resources to play that role, and—in turn—

that NASA steps up to its responsibilities for conducting needed R&D. 

That is something that the Committee will devote more attention to as we start 

work on reauthorizing NASA later in this Congress. 

For now, however, our focus is on the FAA, and I think that H.R. 2698 is a good 

bill that will help ensure that America’s aviation system remains safe and preeminent in the world. 

I urge my colleagues to support it. 

Today, we will also take up H.Res. 487, Recognizing the contribution of modeling 

and simulation technology to the security and prosperity of the United States, and 

recognizing modeling and simulation as a National Critical Technology. 

Chairman GORDON. I now recognize Mr. Hall to present his opening statement. 

Mr. HALL. I thank you, Chairman Gordon, for the chance to 

make some opening remarks about today’s markup on H.R. 2698, 

the Federal Aviation Research and Development Reauthorization 

Act of 2007, and H.Res. 487, recognizing the contribution of modeling and simulation technology to the security and the prosperity 

of our country. These are two very important pieces of legislation, 

as you pointed out, that have been worked out in a bipartisan fashion. I believe the FAA legislation will do a great deal to improve 

research and development in aviation and I am proud that this 

committee is advancing this legislation. 

I am also very supportive of the resolution co-sponsored by my 

good friend, Mr. Feeney, which praises the good work of modeling 

and simulation technology. 

Mr. Chairman, as always, I look forward to discussing these bills 

further as we move through the markup today, and I yield back the 

balance of my time. 

Chairman GORDON. Without objection, Members may now place 

statements in the record at this point. 

We will now consider H.R. 2698, the Federal Aviation Research 

and Development Reauthorization Act of 2007. I yield to the gentleman from Colorado five minutes to describe his bill. 

Mr. UDALL. Thank you, Mr. Chairman. As you have indicated, 

H.R. 2698, the Federal Aviation Research and Development Reauthorization Act of 2007, was passed out of the Subcommittee on 

Space and Aeronautics on a voice vote last week. I especially want 

to thank Mr. Feeney, the Ranking Member of the Subcommittee, 

and my colleagues on both sides of the aisle for the bipartisan approach that we have all taken towards this legislation, and I hope 

we can continue that approach today. 

This bill will help ensure that the FAA has the tools it needs to 

keep the Nation’s air transportation system safe, efficient and environmentally friendly. It reauthorizes important R&D activities at 

the FAA, starts up new initiatives in key areas and contains provisions to strengthen the interagency Joint Planning and Development Office, which has responsibility for planning and developing 

the Next Generation Air Transportation System. NextGen, as it is 

known by, will replace the Nation’s current air traffic management 

system which is being pushed to its limits and will be unable to 

satisfy the projected demand for future air travel. 

The JPDO, the Joint Planning and Development Office, must integrate the work of numerous agencies on complex projects. The 

bill will help strengthen the JPDO and increase its effectiveness. 


cprice-sewell on PROD1PC72 with HEARING
87 

The bill also recognizes that the FAA in coordination with other 

agencies plays a critical role in supporting other important aviation 

R&D activities that the General Accounting Office and FAA’s own 

R&D advisory committee say have been underfunded in recent 

years. 

One such area is aviation emissions, which has been receiving a 

lot of attention lately. For example, the European Union may impose penalties on aircraft emissions in the next decade, and we 

should address this issue proactively. The bill takes the first step 

of directing the FAA, in coordination with other agencies, to develop a research plan, and by having the National Research Council carry out an independent assessment of that plan. 

Our colleagues and universities plan an important role as well in 

research to support the Nation’s future air transportation system, 

research that as it is underway helps to train the next generation 

of scientists, engineers and aviation specialists. That is why the bill 

authorizes a university research grants program and strengths the 

FAA’s Centers of Excellence program, and again I want to thank 

Mr. Feeney for his work on that latter issue. 

The bill also contains R&D provisions to continue engine research to help enable existing general aviation piston engine aircraft to operate with unleaded aviation fuel. I would like to thank 

Mr. Lipinski for his important efforts on this provision. 

The Chairman mentioned that space weather is becoming even 

more critical to aviation as more planes fly over the polar regions. 

The bill establishes a multi-agency research program to study the 

impacts of it on the aviation system and on air passengers and 

crews. 

It is clear that the Nation’s air transportation system is critical 

to our economic well-being, our international competitiveness and 

our quality of life. I believe that this bill will keep the FAA’s R&D 

enterprise healthy and productive. We have received letters of endorsement from several organizations including the Aerospace Industries Association, the Aircraft Owners and Pilots Association, 

the Airports Council International, the American Meteorological 

Society, the Colorado Department of Transportation—I had noting 

to do with that—and the American Institute of Aeronautics and Astronautics. 

In conclusion, I think that this is a good bipartisan bill and I 

would urge my colleagues to support it. Thank you, Mr. Chairman. 

[The prepared statement of Mr. Udall follows:] 

PREPARED STATEMENT OF CHAIRMAN MARK UDALL

Good morning. 

As Chairman Gordon has indicated, H.R. 2698, the Federal Aviation Research and 

Development Act of 2007, was passed by the Subcommittee on Space and Aeronautics on a voice vote at its markup last week. 

I want to thank my colleagues on both sides of the aisle, especially my friend and 

Ranking Member, Mr. Feeney, for the bipartisan approach they have taken towards 

this legislation during its development. 

I hope that we will continue that approach today. 

H.R. 2698 will help ensure that the FAA has the tools it needs to keep the Nation’s air transportation system safe, efficient, and environmentally friendly. 

It reauthorizes important R&D activities at the FAA, starts up new initiatives in 

key areas, and contains provisions to strengthen the interagency Joint Planning and 

Development Office (JPDO), which has responsibility for planning and developing 

the Next Generation Air Transportation System (NextGen). 


cprice-sewell on PROD1PC72 with HEARING
88 

The NextGen initiative will replace the Nation’s current air traffic management 

system, which is being pushed to its limits and will be unable to satisfy the projected demand for future air travel. 

The JPDO must integrate the work of numerous agencies on complex projects. 

The bill will help strengthen the JPDO and increase its effectiveness. 

The bill also recognizes that the FAA, in coordination with other agencies, plays 

a critical role in supporting other important aviation R&D activities that the GAO 

and FAA’s own R&D advisory committee say have been underfunded in recent 

years. 

One such issue is aviation emissions, which has been receiving a lot of attention 

lately. For example, the European Union may impose penalties on aircraft emissions 

in the next decade. 

We should address this issue proactively. This bill takes the first step of directing 

the FAA, in coordination with other agencies, to develop a research plan, and by 

having the National Research Council carry out an independent assessment of that 

plan. 

Our colleges and universities play an important role in research to support the 

Nation’s future air transportation system—research that also helps to train the next 

generation of scientists, engineers, and aviation specialists. 

That’s why the bill authorizes a university research grants program and strengthens FAA’s Centers of Excellence program, and I again want to thank Mr. Feeney 

for work on that latter issue. 

The bill also contains R&D provisions to continue engine research to help enable 

existing general aviation piston engine aircraft to operate with unleaded aviation 

fuel. I would like to thank Mr. Lipinski for his efforts on this provision. 

Space weather is becoming even more critical to aviation as more planes fly over 

the polar regions. The bill establishes a multi-agency research program to study the 

impacts of it on the aviation system and on air passengers and crews. 

Mr. Chairman, as I have said before, the Nation’s air transportation system is 

critical to our economic well-being, our international competitiveness, and our quality of life. 

I believe that this bill will keep the FAA’s R&D enterprise healthy and productive. 

We have received letters of endorsement from several organizations, including the 

Aerospace Industries Association, the Aircraft Owners and Pilots Association, the 

Airports Council International, the American Meteorological Society, the Colorado 

Department of Transportation, and the American Institute of Aeronautics and Astronautics. 

In conclusion, I think that this is a good bipartisan bill, and I urge my colleagues 

to support it. 

Chairman GORDON. Thank you, Mr. Udall, for your good work on 

this bill. 

Mr. Hall is recognized. 

Mr. HALL. Mr. Chairman, I thank you for scheduling the markup 

today, legislation reorganizing the Federal Aviation Administration’s research and development program for the years 2008 

through 2011, and let me just say at the outset that I support this 

legislation and I urge all the Members to support it as well. It is 

a very good bill. It authorizes a total of $1.88 billion in R&D spending over four years, and while this number may seem—may appear 

to some to be fairly substantial, of course, it is substantial, but 

when compared to overall spending requested by the FAA, R&D 

funding is about three and one-half percent of the agency’s annual 

spending. This is an extraordinarily small amount for an organization that is heavily dependent on maintaining a national network 

of communications, navigation and surveillance technologies as is 

the FAA, and it is possible only because of its R&D work as performed by NASA. 

H.R. 2698 fully funds the Administration’s budget request for 

FAA R&D and includes several increases for R&D projects that 

total $117 million over the life of the bill, or about six and one-half 

percent above the Administration’s request. It also assumes full 


cprice-sewell on PROD1PC72 with HEARING
89 

funding responsibility for two important R&D activities, and those 

are the Joint Planning and Development Office and the Center for 

Advanced Aviation Systems design. 

This bill before us this morning is comprehensive and makes a 

number of needed improvements but in the time remaining I will 

confine my remarks to provisions dealing with the Joint Planning 

and Development Office. The Federal Aviation Administration 

manages the safest and busiest airport system in the world, and 

all indications point to a doubling of the number of users within 

the next 10 to 12 years. The biggest R&D challenge confronting 

FAA is keeping pace with this growth before routine gridlock pervades our entire airspace system. Four years ago during the last 

reauthorization cycle of FAA programs, this committee authored 

the provision creating the Joint Planning and Development Office. 

It was directed to coordinate the design and development of a Next 

Generation Air Transportation System that will by the year 2025 

be capable of handling three times the current level of traffic without any degradation in safety. The Department of Defense, Homeland Security, Commerce, Transportation as well as NASA and the 

White House Office of Science and Technology Policy all play key 

roles in this endeavor. 

The bill before us this morning strengthens JPDO’s ability to coordinate and direct these agencies as they work together to develop 

the Next Generation system. It directs the JPDO to establish a 

clear set of milestones. It strengthens the roles and responsibilities 

of the office’s top management and it directs participating agencies 

to designate and hold accountable the senior career officials tasked 

with managing JPDO-related activities. These are good and necessary improvements. 

As noted in your opening statement, this bill also makes a number of other improvements that will give FAA the tools it needs to 

keep our airspace system the safest and the most efficient in the 

world. 

Before closing, I do want to note for the record several concerns 

raised by NASA regarding a small number of provisions in this bill. 

Before it goes to the House Floor, I want to express my hope to the 

Chairman that he would work with us to address them as best we 

can. 

Mr. Chairman, I want to take a moment to highlight the close 

and cooperative work of the Majority staff in putting this bill together, particularly Dick Obermann. Throughout this entire markup process, Dick consulted with our staff frequently and openly 

seeking the Minority’s input on the bill’s provisions and report language. All Committee staff on both sides should survive any negotiations one with the other and should as these have done strive 

to follow Dick’s very good example. Thank you, Dick, and thank 

you, Mr. Chairman. I yield back my time. 

[The prepared statement of Mr. Hall follows:] 

PREPARED STATEMENT OF REPRESENTATIVE RALPH M. HALL

Mr. Chairman, thank you for scheduling this morning’s markup of H.R. 2698, legislation reauthorizing the Federal Aviation Administration’s research and development programs for fiscal years 2008 through 2011. Let me say at the outset that 

I support this legislation and I urge all Members to support it as well. It is a good 

bill. 


cprice-sewell on PROD1PC72 with HEARING
90 

The bill authorizes a total of $1.88 billion in R&D spending over four years. While 

this number may appear to some to be fairly substantial, when compared to overall 

spending requested by the FAA, R&D funding is about 3.5 percent of the agency’s 

annual spending. This is an extraordinarily small amount for an organization as 

heavily dependent on maintaining a national network of communications, navigation and surveillance technologies as is FAA, and it’s possible only because some of 

its R&D work is performed by NASA. 

H.R. 2698 fully funds the Administration’s budget request for FAA R&D, and includes several increases for R&D projects that total $117 million over the life of the 

bill, or about 6.5 percent above the Administration’s request. It also assumes full 

funding responsibility for two important R&D activities: the Joint Planning and Development Office, and the Center for Advanced Aviation Systems Design. 

The bill before us this morning is comprehensive and makes a number of needed 

improvements, but in the time remaining, I will confine my remarks to provisions 

dealing with the Joint Planning and Development Office (JPDO). 

The Federal Aviation Administration manages the safest and busiest airspace system in the world, and all indications point to a doubling of the number of users 

within the next ten to twelve years. The biggest R&D challenge confronting FAA 

is keeping pace with this growth before routine gridlock pervades our entire airspace system. 

Four years ago, during the last reauthorization cycle of FAA programs, this committee authored the provision creating the Joint Planning and Development Office 

that was directed to coordinate the design and development of a Next Generation 

Air Transportation System that will, by the year 2025, be capable of handling three 

times the current level of traffic without any degradation in safety. The Departments of Defense, Homeland Security, Commerce, Transportation, as well as NASA 

and the White House Office of Science and Technology Policy all play key roles in 

this endeavor. 

The bill before us this morning strengthens the JPDO’s ability to coordinate and 

direct these agencies as they work together to develop the Next Generation system. 

It directs the JPDO to establish a clear set of milestones, it strengthens the roles 

and responsibilities of the office’s top management, and it directs participating agencies to designate—and hold accountable—a senior career official tasked with managing JPDO-related activities. These are good and necessary improvements. 

As noted in your opening statement, this bill also makes a number of other improvements that will give FAA the tools it needs to keep our airspace system the 

safest and most efficient in the world. 

Before closing, I do want to note, for the record, several concerns raised by NASA 

regarding a small number of provisions in this bill. Before it goes to the House 

Floor, I want to express my hope to the Chairman that he would work with us to 

address them as best we can. 

Mr. Chairman, I want to take a moment to highlight the close and cooperative 

work of the Majority staff in putting this bill together, particularly Dick Obermann. 

Throughout this entire markup process, Dick consulted with our staff frequently 

and openly, seeking the Minority’s input on the bill’s provisions and report language. All Committee staff, on both sides, should strive to follow Dick’s good example. 

Thank you, Mr. Chairman. 

Chairman GORDON. Thank you, Mr. Hall. Let me concur with 

those statements, and I am particularly pleased to hear that about 

Dick Obermann. He is a good professional and he is a model for 

all of us to follow. Thank you, Dick, and that is the way we want 

to do legislation. 

Mr. Hall, your concerns about JPDO are also—were well said. 

This is very important to us. 

Mr. Lipinski I believe had a statement to make. 

Mr. LIPINSKI. Move to strike the last word. 

Chairman GORDON. The gentleman is recognized for five minutes. 

Mr. LIPINSKI. Thank you, Mr. Chairman. As a Member of the 

Aviation Subcommittee of Transportation Infrastructure Committee, I want to echo the Chairman’s words about the importance 

of this bill to the future of our air transportation system. We are 


cprice-sewell on PROD1PC72 with HEARING
91 

also fortunate to have the Chair of the Aviation Subcommittee on 

the Science Committee. I am sure now he is working on hammering out finishing the T&I portion of the FAA reauthorization 

bill right now. 

In order to improve the safety and efficiency of aviation and limit 

harm to the environment, it is critical that we invest in research 

and development, something Mr. Udall had mentioned and emphasized. Now, currently, general aviation piston aircraft operate on 

100-octane leaded aviation gas, or av gas. Av gas contains four 

times the amount of lead found in already banned leaded automotive fuel. It is extremely toxic, four times that found in automobile gas which we banned a number of years ago. Unfortunately, 

there is no economical alternative that currently exists. We definitely need to work on changing that. I would like to thank Chairman Gordon and Chairman Udall for working with me to include 

a provision in this bill to continue to enhance R&D for alternative 

aviation fuels. 

Increasing R&D for alternative aircraft fuels is crucial if we hope 

to hasten their introduction into the market and in doing so help 

protect our environment. I would like to thank Chairman Udall 

and Ranking Member Hall for all their work on this bill and for 

including this important environmental provision. 

Thank you, Mr. Chairman, and I yield back the balance of my 

time. 

Chairman GORDON. Thank you, Mr. Lipinski, and also for doing 

double duty on this FAA bill on both your committees. We are 

going to provide a copy of the Subcommittee and Full Committee 

markup for you to present to Mr. Costello as a model for him to 

move his work, and we are sure that he will catch up with us at 

a later date. 

Mr. LIPINSKI. I am sure he will appreciate that. 

Chairman GORDON. Mr. Feeney, you did a good job on this. Do 

you want to brag a little bit about it? 

Mr. FEENEY. No, but I do want to bring on both the Majority and 

the Minority staff and Chairman Udall. I am very grateful for his 

leadership because this really was a bipartisan consensus and so 

it was a very easy markup once we got to that, and this is a vital 

bill. I think that Chairman Gordon said it right. We are making 

too little of this because this is vital to have a system based on 

Next Generation leadership that will triple the capacity of our air 

traffic. It is so important that we do that in an environmentally responsible manner, in a safe manner, and it is critical to the prosperity of our country. 

I thank my Ranking Member, Mr. Hall, and again I just want 

to tell you how appreciative I am of the leadership of Mr. Udall and 

his staff as we pass a very good bill today. I yield back. 

Chairman GORDON. Thank you, Mr. Feeney. I think you make a 

good point. You know, just because we don’t yell and holler around 

here, it doesn’t mean we are not doing important work. We have 

gotten some bills out. 

Mr. FEENEY. Mr. Chairman, I can yell and holler if it will help. 

Chairman GORDON. Hopefully that won’t be necessary. Save that 

for another committee. 


cprice-sewell on PROD1PC72 with HEARING
92 

Does anyone else wish to be recognized? We will get to your 

amendment in just a moment, Mr. Chandler. Is that what you 

wanted to do? Okay. 

I ask unanimous consent that the bill is considered as read and 

open to amendment at any point and that Members proceed with 

amendments in order of the roster. Without objection, so ordered. 

The first amendment on the roster is a manager’s amendment offered by the Chair. The Clerk will report the amendment. 

The CLERK. Amendment to H.R. 2698 offered by Mr. Gordon of 

Tennessee. 

Chairman GORDON. I ask unanimous consent to dispense with 

the reading. Without objection, so ordered. I recognize myself for 

five minutes to explain the amendment. 

I have what I believe is a straightforward amendment that 

makes a number of technical corrections to the bill as well as clarify several provisions of the bill. The amendment clarifies that the 

bill provides new funding authorizations for the research initiatives 

included in section 4J, 5, 6, 10 and 13. 

It also clarifies that we are directing JPDO to establish noise, 

emission and energy consumption objectives in section 4H. In section 5, it makes clear that we are not prejudging the results of the 

interagency research initiative into the impact of aviation on the 

climate. 

Finally, the amendment makes explicit that the bill’s presumption that unmanned aircraft systems are to be integrated into the 

national airspace system in a manner that does not degrade the 

system. I have worked closely with the Minority in crafting this 

amendment, and I appreciate their assistance and their good ideas. 

I believe that this is a noncontroversial amendment and I would 

urge your support. 

Is there further discussion on the amendment? If not, the vote 

occurs on the amendment. All in favor say aye. Those opposed, no. 

The ayes have it and the amendment is agreed to. 

The second amendment on the roster is offered by the gentleman 

from Kentucky, Mr. Chandler. Are you ready to proceed with your 

amendment? 

Mr. CHANDLER. Yes, Mr. Chairman. There is an amendment at 

the desk and I would like to ask for unanimous consent to dispense 

with the reading. 

Chairman GORDON. The gentleman is recognized for five minutes. 

Mr. CHANDLER. Thank you, sir. As we all know, everybody I 

think has a great deal of concern for air safety in this country. I 

have a particular concern now because the last very large air disaster occurred in my district in August of last year when 49 people 

were killed. I hope it will be the last such event for a very long 

time in this country, and I hope that we can do what we can to 

see that that is the case. 

This amendment that I am offering would mandate an independent assessment be made of the FAA’s aviation safety-related 

research programs. This assessment would be made by the National Academy’s National Research Council. The assessment will 

investigate whether the FAA’s research programs are working effectively and will ensure that there are mechanisms in place for 


cprice-sewell on PROD1PC72 with HEARING
93 

implementing this research into the FAA’s safety operations and 

their procedures. Specifically, the safety-related research programs 

that the council will review focus on issues such as air traffic control and technical operations, runway incursion reduction and 

human-to-machine interactions. Neither I nor my staff have been 

able to find any record of any prior independent assessment of the 

FAA’s safety-related programs. I am determined to find every way 

possible to work toward better safety in our nation’s skies and airports and I believe that this amendment gets to the heart of FAA 

aviation safety and provides a much-needed independent review. I 

also want to thank you, Mr. Chairman, for your assistance in working with me on this, the Ranking Member and the Chairman and 

Ranking Member of the Subcommittee. Thank you. 

[The prepared statement of Mr. Chandler follows:] 

PREPARED STATEMENT OF REPRESENTATIVE BEN CHANDLER

Mr. Chair, as you know, I have become passionate about improving aviation safety, particularly after the tragic Comair crash that occurred in my own district on 

August 27, 2006, which killed 49 people. 

The amendment I am offering today is the bill that I introduced last week—the 

FAA Aviation Safety Research Assessment Act. 

This amendment would mandate that an independent assessment be made of the 

FAA’s aviation safety-related research programs. This assessment would be made by 

the National Academies’ National Research Council. 

The assessment will investigate whether the FAA’s research programs are working effectively, and will ensure that there are mechanisms in place for implementing 

their research into the FAA’s safety operations and procedures. 

Specifically, the safety-related research programs that the Council will review 

focus on issues such as air traffic control and technical operations, runway incursion 

reduction, and human-machine interactions. Neither I nor my staff has been able 

to find any record of a prior independent assessment of the FAA’s safety-related programs. 

I am determined to find every way possible to work toward better safety in our 

nation’s skies and airports. 

I believe that this amendment gets to the heart of FAA aviation safety and provides a much needed independent review. 

I ask the Committee for their support of this amendment. 

Thank you. 

Chairman GORDON. Thank you for that explanation. The Clerk 

will report the amendment. 

The CLERK. Amendment to H.R. 2698 offered by Mr. Chandler of 

Kentucky. 

Chairman GORDON. I ask unanimous consent that we dispense 

with the reading. I think Mr. Chandler has done a good job of explaining his bill. Does anyone else wish to make comments? If 

there is no further discussion, then the vote will occur on the 

amendment. All in favor say aye. Those opposed, no. The ayes have 

it and the amendment is agreed to. 

The third amendment on the roster is offered by the gentleman 

from Utah, Mr. Matheson. Are you ready to proceed with your 

amendment? 

Mr. MATHESON. I am ready, Mr. Chairman, and I do have an 

amendment at the desk. 

Chairman GORDON. The Clerk will report the amendment. 

The CLERK. Amendment to H.R. 2698 offered by Mr. Matheson. 

Chairman GORDON. I ask unanimous consent to dispense with 

the reading. Without objection, so ordered. The gentleman is recognized for five minutes to explain his amendment. 


cprice-sewell on PROD1PC72 with HEARING
94 

Mr. MATHESON. Thank you, Mr. Chairman. The amendment is 

actually quite simple. It asks the FAA to prioritize noise pollution 

when redesigning commercial airspace. Though safety should be 

the most important consideration in airspace design, I think the 

consideration of noise pollution is also essential in order to provide 

the public with the best possible airspace design. Currently the 

FAA’s only priority in assessing airspace design is safety, which 

should certainly be the number one concern. However, there should 

be an effort to ensure that the public is happy with decisions that 

affect their communities. Airspace redesigns that do not consider 

noise pollution in their environmental impact studies can be delayed by litigation, and in fact I bet we all have a story where they 

have been delayed by litigation. In my own district, we located a 

new airport in the town of St. George and it was an 11-year process 

in noise pollution issues, which ultimately were resolved, and that 

is the good news is that everyone is happy, but if they had received 

a greater priority and emphasis at the front end, that 11-year process could have been completed in a more reasonable time frame. So 

reducing noise pollution should be an important consideration at 

the front end of airspace design. It is a good first step toward finding solutions where everybody feels satisfied with the outcome. 

So this amendment requires the FAA to take a more serious approach to noise pollution, which is an issue that I think we all can 

relate to and I hope my colleagues will join me in supporting the 

amendment. Mr. Chairman, thank you for your cooperation on this 

and your staff. I yield back. 

[The prepared statement of Mr. Matheson follows:] 

PREPARED STATEMENT OF REPRESENTATIVE JIM MATHESON

Thank you, Mr. Chairman. 

My amendment is quite simple, it asks the FAA to prioritize noise pollution when 

redesigning commercial airspace. Though safety should be the most important consideration in airspace design, I believe that consideration of noise pollution is also 

essential in order to provide the public with the best possible flight paths. 

Currently, the FAA’s only priority in assessing airspace redesign is safety, which 

should certainly be the #1 concern. However, there should also be an effort to ensure 

that the public is happy with decisions that affect residential communities. Airspace 

redesigns that do not consider noise pollution in their Environmental Impact Studies (EIS) can be delayed by litigation. 

Reducing noise pollution should be an important consideration at the front end 

of an airspace redesign—it’s a good first step towards finding solutions that satisfy 

the public. 

This amendment requires the FAA to take a more serious approach to noise pollution, which is an issue that almost every community surrounded. I hope my colleagues will join me in supporting this amendment. 

Chairman GORDON. Thank you, Mr. Matheson. You did a good 

job with the amendment and also describing it. 

Does anyone else—oh——

Mr. ROTHMAN. Could I just speak on Mr. Matheson’s amendment? 

Chairman GORDON. Oh, certainly, yes, Mr. Rothman. 

Mr. ROTHMAN. Thank you. Mr. Chairman. I would like to speak 

in favor of the gentleman’s amendment. You know, for many years 

those at the FAA assumed that people who cared about noise pollution were living in densely crowded spaces immediately adjacent to 

airports and it was just a niche, a little group of people unique to 

a couple of places around the country. They were wrong then and 


cprice-sewell on PROD1PC72 with HEARING
95 

they are wrong now. Mr. Matheson has rightly pointed—he represents the State of Utah, not exactly the most densely crowded 

state in the country. The State of Utah, the people there are concerned about their quality of life and they are fed up with the 

stress, the unnecessary stress of airplane noise in their busy, already stressful lives. So it is well past time for the FAA to get the 

message that everyone in America is fed up with airplane noise 

and it is time for FAA to join with Americans across this country 

and help us solve this problem while addressing the other responsibilities of the FAA but as I have said before, Mr. Chairman, commerce, interstate or otherwise, serves the quality of life. That is the 

purpose of commerce, to enhance the quality of life of the people. 

When commerce is so poorly managed that it is destructive of the 

quality of life of the people, then it needs to be fixed and addressed, 

and when the management of our aviation system is so poorly 

managed that it destroys the quality of life of the people across the 

country from Utah to New Jersey, there should be a clear and loud 

message that even the FAA can understand. 

It is time for them to change the way they do business with regard to aircraft noise, and I ask my colleagues to support the 

Matheson. 

Thank you, Mr. Chairman. 

Chairman GORDON. Thank you, Mr. Rothman. 

Mr. Hall is recognized. 

Mr. HALL. Mr. Chairman, I think the gentleman from New Jersey is entirely correct in what he is saying and I like Mr. 

Matheson’s approach to this amendment, and of course the Minority has reviewed it and we urge its adoption. I think it is good to 

point out about noise pollution and all other types of pollution 

today. I think he has well worded this one. Noise pollution reduction concerns have affected communities to the greatest extent 

practical, and that word practical really brings in there because, 

you know, we have offshore rigs all around this country here, offshore rigs that are keeping our kids from having to go overseas to 

fight a war to keep energy for us, and they object to some of those 

because they say they are of all things sight pollution. You know, 

give me a break. You know, if that is sight pollution, they ought 

to envision that offshore rig as it turns out that black gold for people that build our roads and turns their lights on and off and the 

people that work in the energy thrust today, they are appreciated 

because if they can just envision that that is their grandsons in a 

troop ship 14 miles out there headed east, west, south or north that 

gets them energy for us when they are out there producing it, as 

soon as practicable sure makes sense. 

I yield back. 

Chairman GORDON. Anyone else? Mr. Costello is recognized. 

Mr. COSTELLO. Mr. Chairman, thank you, and Mr. Chairman, I 

just want to speak on the gentleman’s amendment and associate 

myself with the comments made by our friend from New Jersey. 

The FAA, sometimes it is helpful for them to get the message and 

we hope that they get the message here today, and as we move forward with the FAA reauthorization bill, we hope that they will get 

the message. 


cprice-sewell on PROD1PC72 with HEARING
96 

Let me just comment quickly, as a Member of the Science Committee as well as Chairman of the Aviation Subcommittee of Transportation, I strongly support this legislation and, well, not only 

support the legislation but hope to complement it as we move forward. There is no question that this legislation helps modernize 

our system by reforming the Joint Planning and Development Office by providing much needed work in av gas. It provides generous 

R&D into a variety of other safety issues. These initiatives will continue to improve our aviation system and continue to make it the 

safest and most efficient in the world. 

With that, Mr. Chairman, I support the gentleman’s amendment 

and I yield back. 

Chairman GORDON. Thank you, Mr. Chairman. We are glad you 

could join us. Before you got here, there was unanimous consent 

agreement that Mr. Lipinski would present you with a DVD of our 

Subcommittee and Full Committee markup so that you can review 

it in the hopes that you would also be able to join us at this conference at a later date. 

Is there anyone else that has any discussion? If there is no further discussion, the vote occurs on the amendment. All in favor say 

aye. Those opposed, no. The ayes have it and the amendment is 

agreed to. 

Are there other amendments? Mr. Neugebauer. 

Mr. NEUGEBAUER. Mr. Chairman, I don’t have another amendment but I did ask for unanimous consent to strike the last word. 

You know, one of the things is that this research is very important 

and recently in my district we had meetings with people from FAA 

and DOD and Air Force and NOAA and a number of other agencies 

about the issue of making sure we have a storing place or a clearinghouse for information as it relates to renewable energy resources, particularly wind energy. As you know, I have one of the 

largest wind farms in the world in my district and one of the things 

that came up is that while the FAA and the wind industry have 

all been working very closely together and I am very proud of the 

cooperation that is going on right now. I think the thing that came 

out from that meeting is that there may be need to have kind of 

a clearinghouse of all of the issues as it relates to wind energy and, 

you know, Air Force—I mean operations, FAA operations and those 

kinds of issues down the road so that the private sector and the 

public sector are working together as they have done very successfully, but as we anticipate emphasis in this country on renewable 

energy, it may make sense, you know, down the road for us to have 

some discussions on how we can facilitate that. I don’t want to create any kind of new bureaucracy at all but just finding out what 

is the appropriate agency possibly to be the clearinghouse for that 

information, and as these important new technologies that bill will 

hopefully bring forward making sure that the information that is 

developed and the technology that is developed, making sure it is 

compatible with the environments that those are going to operate 

in and so that also that the people that are going to be building 

structures in that same environment understand, you know, some 

of the issues as it relates to those infrastructure, you know, operating appropriately. And so down the road, you know, this is a very 

important bill for the purpose that, you know, we need to be on the 


cprice-sewell on PROD1PC72 with HEARING
97 

cutting edge of air safety with our technology but also making sure 

that we are sharing that information and also working with the 

private sector to make sure that everybody is talking and speaking 

with the same voice and understands the issues. 

Chairman GORDON. You raise a very good point, and your staff 

put us on notice, and I am trying to think about this, and we really 

don’t have any specific jurisdiction here but what I think we can 

do is this: It is more of an interagency problem within the Administration. If you can convince your colleague from Texas to join with 

me and if you would like to help us, we will try to write a letter 

to the Administration talking about our concerns here and asking 

them to get, if it is necessary, some type of a joint group between 

the various agencies to address it, and if you think that it is necessary, we will have a hearing on it later. I think that is where we 

can—how we can best serve. 

Mr. NEUGEBAUER. I thank the Chairman. 

Chairman GORDON. Are there any other amendments? Mr. Rothman. 

Mr. ROTHMAN. Mr. Chairman, I have an amendment at the desk 

and I would ask unanimous consent that the reading be waived. 

The CLERK. Amendment to H.R. 2698 offered by Mr. Rothman. 

Mr. ROTHMAN. I ask unanimous consent that reading of the 

amendment be waived and I just—— Chairman GORDON. The gentleman is recognized for five minutes 

to explain his amendment. 

Mr. ROTHMAN. Thank you, Mr. Chairman, and I will be withdrawing this amendment. I would first like to express my thanks 

to Chairman Gordon and Ranking Member Hall and both the outstanding Majority and Minority staffs for their hard work in 

crafting this overall bipartisan legislation and all the cooperation 

that they continue to provide to me and my staff as express our 

views about various matters under the jurisdiction of this committee. 

Mr. Chairman, as many of my colleagues know, I represent one 

of the most densely populated regions in the most densely populated state in the Nation, New Jersey, and quality-of-life issues, 

just as they are important for my friends in Utah and every other 

state, are very important to me. Today the Committee is presented 

with an opportunity to help improve the quality of life for people 

not just in New Jersey but all over the country, people who live or 

work near general aviation airports. My amendment, Mr. Chairman, seeks to raise the authorization level for the environment portion of the Airport Cooperative Research program for fiscal year 

2008 from $3 million to $5 million. The amendment expresses the 

intent of this committee that the additional funding shall be dedicated to noise reduction research in relation to general aviation airports in urban and densely populated areas. While the funding for 

this program is scheduled to increase to $5 million next—in the fiscal year 2009 through fiscal year 2011, the problem of airport noise 

and the impact it has on millions of Americans is important enough 

I think to start at that funding level for this coming fiscal year. 

We were late, Mr. Chairman, in getting this amendment to the 

Committee and therefore the Committee staff did not have enough 

time to review this proposal. Therefore, Mr. Chairman, I will be 


cprice-sewell on PROD1PC72 with HEARING
98 

withdrawing my amendment and asking the Chairman to work 

with me before the bill moves to the Floor to ensure that the funding level for this critical research program is raised sufficient to 

improve the quality of life of our constituents who live or work near 

urban area general aviation airports. 

[The prepared statement of Mr. Rothman follows:] 

PREPARED STATEMENT OF REPRESENTATIVE STEVEN R. ROTHMAN

Mr. Chairman, I rise today to offer an amendment, which I plan to withdraw. 

I would first like to express my thanks to Chairman Gordon, Ranking Member 

Hall, and both the Majority and Minority staff for their hard work in crafting this 

bipartisan legislation. 

Mr. Chairman, as many of my colleagues know, I represent the most densely populated region of the most densely populated state in the Nation, New Jersey. 

Quality of life issues for my constituents are always a top concern for me. Today, 

this committee is presented with an opportunity to help improve the quality of life 

not just for the people of New Jersey, but for all people who live, work, or attend 

school near airports. 

My amendment seeks to raise the authorization level for the environment portion 

of the Airport Cooperative Research Program, for fiscal year 2008 to $5,000,000. 

The amendment expresses the intent of this committee that the additional funding shall be dedicated to noise reduction research in relation to general aviation airports in urban and densely populated areas. 

The time for this committee and this Congress to act is now. While the funding 

for this program is scheduled to increase to $5,000,000 each year for the years of 

FY09 through FY11, the problem of airport noise and the impact it has on millions 

of Americans is wreaking havoc upon the quality of life within our urban communities. 

I move to withdraw my amendment and ask the Chairman to work with me before this bill moves to the Floor to ensure that the funding level for this critical research program is raised sufficiently to improve the quality of life of our constituents who live, work, or attend school near urban area general aviation airports. 

Chairman GORDON. Thank you, Mr. Rothman. As you pointed 

out, through no fault of anyone, we did not receive this amendment 

until 8:30 this morning. On first view, it certainly looks like to be 

a positive amendment. In all fairness though, I think that the Minority needs to have a chance to fully vet it. Once that is done, I 

feel confident that we can work together to make this part of a 

manager’s amendment at a later date, and thank you for bringing 

this up. 

Mr. ROTHMAN. I thank the Chair, and I ask unanimous consent 

to withdraw my amendment. 

Chairman GORDON. Without objection. 

Are there any other amendments? If there are no other amendments, then the vote is on the bill, H.R. 2698, as amended. All 

those in favor, say aye. Those opposed, no. In the opinion of the 

Chair, the ayes have it. 

I recognize Mr. Hall to offer a motion. 

Mr. HALL. Mr. Chairman, I move that the Committee favorably 

report H.R. 2698, as amended, to the House with the recommendation that the bill as amended do pass. Furthermore, I move that 

the staff be instructed to prepare the legislative report and make 

necessary technical and conforming changes and that the Chairman take all necessary steps to bring the bill before the House for 

consideration, and I yield back. 

Chairman GORDON. The question is on the motion to report the 

bill favorably. Those in favor of the motion will signify by saying 


cprice-sewell on PROD1PC72 with HEARING
99 

aye. Opposed, no. The ayes appear to have it, and the bill is favorably reported. 

Without objection the motion to reconsider is laid upon the table. 

The Members have two subsequent calendar days in which to submit supplemental Minority or additional views on the measure ending Wednesday, June 27, at 9:00 a.m. I move pursuant to clause 

1 of Rule 22 of the Rules of the House of Representatives that the 

Committee authorize the Chairman to offer such motions as may 

be necessary in the House to adopt and pass H.R. 2698, the Federal 

Aviation Research and Development Reauthorization Act of 2007, as 

amended. Without objection, so ordered. 

And now let me thank the Members for one more constructive 

markup, and the Committee is adjourned. 

[Whereupon, at 11:35 a.m., the Committee was adjourned.] 


cprice-sewell on PROD1PC72 with HEARING

cprice-sewell on PROD1PC72 with HEARING
(101) 

Appendix: 

SUBCOMMITTEE ON SPACE AND AERONAUTICS MARKUP REPORT, H.R. 

2698, AMENDMENT ROSTER


cprice-sewell on PROD1PC72 with HEARING
102 

COMMITTEE ON SCIENCE AND TECHNOLOGY 

SUBCOMMITTEE ON SPACE AND AERONAUTICS 

REPORT FROM SUBCOMMITTEE MARKUP 

JUNE 14, 2007 

H.R. 2698, the Federal Aviation Research and 

DEVELOPMENT REAUTHORIZATION ACT OF 2007 

I. Purpose 

The purpose of the bill is to reauthorize appropriations for the Federal Aviation 

Administration’s research and development programs for fiscal years 2008, 2009, 

2010, and 2011 and to clarify responsibilities and activities of the Next Generation 

Air Transportation System’s Joint Planning and Development Office; amend provisions related to FAA’s Centers of Excellence; establish an interagency initiative on 

the impact of aviation on the climate; authorize a runway research program; extend 

the Airport Cooperative Research Program; and authorize a number of other R&D 

initiatives. The funds authorized by this Act are aimed at improving the safety, capacity, and efficiency of the Nation’s air transportation system to meet expected air 

traffic demands of the future. 

II. Background and Need for Legislation 

The Federal Aviation Administration (FAA) was created to develop the Nation’s air commerce system and promote aviation safety. As part of the Airport Development and Airway Trust Fund established by Congress in 1982, a comprehensive research and development program was put in place to maintain a safe and efficient 

air transportation system. In 2003, Congress passed Vision 100—Century of Aviation Reauthorization Act [P.L. 108–176] that authorized funding for FAA’s activities, 

including research and development, for fiscal years 2003 through 2007. P.L. 108– 176 also established the Next Generation Air Transportation System’s Joint Planning and Development Office (JPDO) in Title VII–Aviation Research, to manage 

work related to planning, research, development, and creation of a transition plan 

for the implementation of the Next Generation Air Transportation System. 

III. Subcommittee Actions 

The Subcommittee on Space and Aeronautics heard testimony in the 110th Congress relevant to the programs authorized in H.R. 2698 at hearings held March 22 

and March 29, 2007. During those hearings, the Subcommittee heard testimony 

from the Vice President of Operations Planning in the FAA’s Air Traffic Organization, the Co-Chair for the FAA’s Research Engineering and Development Advisory 

Committee, the Chair for the Workshop on the Impacts of Aviation on Climate 

Change, the Chairman of the Environment Subcommittee of the FAA’s Research, 

Engineering and Development Advisory Committee, as well as the Director of the 

Joint Planning and Development Office, a Director of Physical Infrastructure Issues 

in the Government Accountability Office, the President and CEO of the Aerospace 

Industries Association, and the Director of the Aviation Applications Program at the 

National Center for Atmospheric Research, all of whom provided an array of viewpoints on the FAA’s R&D programs. 

On June 13, 2007, Representative Mark Udall, Chairman of the Subcommittee on 

Space and Aeronautics of the Committee on Science and Technology, for himself and 

Representative Gordon, introduced H.R. 2698, the Federal Aviation Research and 

Development Reauthorization Act of 2007, a bill to authorize appropriations for fiscal 

years 2008, 2009, 2010 and 2011 for the Federal Aviation Administration’s Research 

and Development programs, and for other purposes. 

The Subcommittee on Space and Aeronautics met to consider H.R. 2698 on Thursday, June 14, 2007. Ranking Member Feeney moved that the Subcommittee favorably report the bill, without amendment, to the Full Committee. The motion was 

agreed to by a voice vote. 

IV. Summary of Major Provisions of the Bill 

H.R. 2698 authorizes $1.88 billion for the Federal Aviation Administration’s Research and Development (R&D) programs for fiscal years 2008–2011, fully funding 

the President’s budget request for each of FAA’s R&D programs, and including total 

increases over the four years of $53.9 million for current R&D activities and $63.25 

million for new R&D initiatives. The bill would strengthen the Joint Planning and 

Development Office and its planning and development of the Next Generation Air 

Transportation System by creating positions of responsibility within the particiVerDate Aug 31 2005 13:28 Sep 18, 2007 Jkt 059006 PO 00000 Frm 00102 Fmt 6601 Sfmt 6621 E:\HR\OC\HR329.XXX HR329

cprice-sewell on PROD1PC72 with HEARING
103 

pating agencies, strengthening the role of the JPDO Director, requiring the development of an integrated plan, as well as other provisions related to the JPDO. It 

would require the FAA in coordination with NASA and the U.S. Climate Change 

Science Program to establish an interagency research initiative on the impact of 

aviation on the climate. It would establish research programs on: runway materials; 

design for certification; and technologies for use of unleaded aviation gas in existing 

piston aircraft engines. It would require the FAA along with the NSF, NASA, 

NOAA, and other relevant agencies to establish a research program on the impacts 

of space weather on aviation. It would extend the Airport Cooperative Research Program and establish a research grants program involving undergraduate students. 

Finally, the bill would require a number of external assessments and reviews. 

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

SEC. 1. SHORT TITLE 

The Federal Aviation Research and Development Reauthorization Act of 2007. 

SEC. 2. DEFINITIONS 

Provides definitions for terms used in this Act. 

SEC. 3. AUTHORIZATION OF APPROPRIATIONS 

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

SEC. 4. NEXT GENERATION AIR TRANSPORTATION SYSTEM JOINT 

PLANNING AND DEVELOPMENT OFFICE 

Makes Director head of both the JPDO and Associate Administrator for the Next 

Generation Air Transportation System and voting member/Co-Chair of the Joint Resources Council. 

Requires the Director to create a transition plan, establish quantitative goals, and 

ensure the inter-operability of the Next Generation Air Transportation System with 

our international partners. 

Requires the Administrator, the Secretary of Defense, the Administrator of NASA, 

the Secretary of Commerce, the Secretary of Homeland Security, and the head of 

any other department or federal agency from which the Secretary of Transportation 

requests assistance to designate a senior official to implement each department’s or agency’s Next Generation Air Transportation System activities within the Office. 

Requires within six months for the department or agency that has responsibility for 

carrying out any activity under the plan to execute a memorandum of understanding with the Office. 

Requires an integrated plan to ensure that the Next Generation Air Transportation System meets anticipated future air transportation safety, security, mobility, 

efficiency, and capacity needs. Requires date-specific timetables for implementation 

of the Next Generation Air Transportation System capabilities. 

Requires an annual report from the Director of the Office describing the process 

of carrying out the implementation plan. 

Requires the Senior Policy Committee to meet at least four times per year. 

Requires each federal agency and department participating in the Office to submit 

a report to the Office of Management and Budget identifying its portion of responsibility which contributes to the Next Generation Air Transportation System and to 

state the portion of its requests for appropriations. 

Requires the Director to develop contingency plans for dealing with the degradation of the Next Generation Air Transportation System in the event of a natural 

disaster, major equipment failure, or act of terrorism. 

Requires the Director to establish environmental requirements for noise, emissions, and energy consumption for the Next Generation Air Transportation System. 

NASA will be primarily responsible for research, development, and demonstration 

of applicable technologies, while the FAA will be primarily responsible for demonstration of optimized operational procedures. 

Requires the Comptroller General to assess the effectiveness of the Next Generation Air Transportation System Joint Planning and Development Office in meeting 

the deadlines and milestones of the integrated plan, as well as the adequacy of the 

memoranda of understanding executed by the federal departments and agencies. Requires within 270 days of enactment and annually thereafter until the Next Generation Air Transportation System is operational, a report containing the Comptroller 

General’s findings, conclusions and recommendations. 

Requires within 90 days of enactment, an unmanned aircraft systems research, 

development, demonstration and implementation roadmap to be delivered to the 

Congress. Requires the FAA, within three months of enactment, to arrange for the 


cprice-sewell on PROD1PC72 with HEARING
104 

National Research Council to conduct an independent assessment of unmanned aircraft systems. Within 12 months, this report shall be submitted to the FAA and 

Congress. Requires the FAA to establish pilot projects for the tests of unmanned aircraft systems’ integration into the national airspace system. Requires a report, within 90 days after the completion of these tests, on the findings which shall be submitted to the Congress. Authorizes such sums of as may be necessary to carry out 

the pilot projects. 

SEC. 5. INTERAGENCY RESEARCH INITIATIVE ON THE IMPACT OF 

AVIATION ON THE CLIMATE 

Requires the FAA in coordination with NASA and the U.S. Climate Change 

Science Program to establish a research initiative assessing the impact of aviation 

on the climate and to evaluate approaches to mitigate that impact. Requires within 

one year of enactment a jointly developed plan for this research program. The National Research Council will be directed by the FAA to provide an independent review of the research program plan. $2,000,000 is authorized to be appropriated in 

fiscal year 2008 for the research program, and $5,000,000 in each of the fiscal years 

2009 through 2011. 

SEC. 6. RESEARCH PROGRAM ON RUNWAYS 

Requires the FAA to establish a program of research grants to universities and 

non-profit research foundations for research and technology demonstrations related 

to improved runway surfaces and engineered material restraining systems for runways at general aviation and commercial air carrier airports. $5,000,000 is authorized to be appropriated for each of the fiscal years 2008 through 2011. 

SEC. 7. RESEARCH ON DESIGN FOR CERTIFICATION 

Requires the FAA and NASA, within six months of enactment, to establish a joint 

research program on improving the timelines of certification for new national airspace system technologies. Requires, within one year of enactment, the FAA and 

NASA to provide a jointly developed plan for the research program’s objectives, proposed tasks, milestones, and five-year budgetary profile. The National Research 

Council will be directed by the FAA to provide an independent review of the research program plan within eighteen months of enactment. 

SEC. 8. CENTERS OF EXCELLENCE 

Amends existing law, stating that the U.S. Government’s share of establishing 

and operating a center and all related research grants shall not exceed 75 percent 

of the costs, and that the U.S. Government’s share for an individual grant shall not 

exceed 90 percent of the costs. Requires an annual report to be sent to the Congress. 

SEC. 9. AIRPORT COOPERATIVE RESEARCH PROGRAM 

Amends existing law to extend the program. 

SEC. 10. RESEARCH GRANTS PROGRAM INVOLVING UNDERGRADUATE 

STUDENTS 

Requires the Administrator to establish a program to utilize colleges and universities in conducting research by undergraduate students on subjects of relevance to 

the FAA. Authorizes $5,000,000 for research grants for each of the fiscal years 2008 

through 2011. 

SEC. 11. BUDGET FORMULATION 

Amends existing law to require the FAA’s annual budget request identify all of 

the activities that fall within categories of basic research, applied research, and development. 

SEC. 12. RESEARCH PROGRAM ON SPACE WEATHER AND AVIATION 

Requires the FAA, in coordination with the NSF, NASA, NOAA and other relevant agencies, to initiate a research program to conduct research projects on the 

impacts of space weather on aviation, communication, navigation and avionic systems, and on airline crew and passengers, and to facilitate the transfer of technology from this program to federal agencies and the private sector. $1,000,000 is 

to be authorized for each of the fiscal years 2008 through 2011. 

SEC. 13. AVIATION GAS RESEARCH AND DEVELOPMENT PROGRAM 

Requires the FAA, in coordination with NASA, to continue research and development activities into technologies for modifying existing aviation piston engines to be 

operated with unleaded aviation fuel. Requires within 120 days of enactment for the 

FAA to develop a roadmap for specific objectives of the program. Requires within 

130 days of enactment, for the FAA to deliver the roadmap of the program to the 


cprice-sewell on PROD1PC72 with HEARING
105 

appropriate congressional committees. $750,000 is to be authorized for each of the 

fiscal years 2008 through 2010. 

SEC. 14. RESEARCH REVIEWS AND ASSESSMENTS 

Requires the Administrator to arrange for the National Research Council to conduct a review of the FAA’s energy- and environment-related research programs, and 

to provide Congress with a report of the review within eighteen months of enactment. 

Requires the Administrator to arrange for the National Research Council to conduct a study evaluating the impacts of space weather on the U.S. aviation industry, 

in particular for the Over-The-Pole (OTP) and Ultra-Long-Range (ULR) operations, 

and to provide Congress with a report of the study within one year of enactment. 


cprice-sewell on PROD1PC72 with HEARING
106 


cprice-sewell on PROD1PC72 with HEARINGhr2698mm.eps
107 


cprice-sewell on PROD1PC72 with HEARINGhr2698nn.eps
108 


cprice-sewell on PROD1PC72 with HEARINGhr2698oo.eps
109 


cprice-sewell on PROD1PC72 with HEARINGhr2698pp.eps
110 


cprice-sewell on PROD1PC72 with HEARINGhr2698qq.eps
111 


cprice-sewell on PROD1PC72 with HEARINGhr2698rr.eps
112 


cprice-sewell on PROD1PC72 with HEARINGhr2698ss.eps
113 


cprice-sewell on PROD1PC72 with HEARINGhr2698tt.eps
114 


cprice-sewell on PROD1PC72 with HEARINGhr2698uu.eps
115 


cprice-sewell on PROD1PC72 with HEARINGhr2698vv.eps
116 


cprice-sewell on PROD1PC72 with HEARINGhr2698ww.eps
117 


cprice-sewell on PROD1PC72 with HEARINGhr2698xx.eps
118 


cprice-sewell on PROD1PC72 with HEARINGhr2698yy.eps
119 


cprice-sewell on PROD1PC72 with HEARINGhr2698zz.eps
120 


cprice-sewell on PROD1PC72 with HEARINGhr2698a3.eps
121 


cprice-sewell on PROD1PC72 with HEARINGhr2698b3.eps
122 


cprice-sewell on PROD1PC72 with HEARINGhr2698c3.eps
123 


cprice-sewell on PROD1PC72 with HEARINGhr2698d3.eps
124 


cprice-sewell on PROD1PC72 with HEARINGhr2698e3.eps
125 


cprice-sewell on PROD1PC72 with HEARINGhr2698f3.eps
126 


cprice-sewell on PROD1PC72 with HEARINGhr2698g3.eps
127 


cprice-sewell on PROD1PC72 with HEARINGhr2698h3.eps
128 


cprice-sewell on PROD1PC72 with HEARINGhr2698i3.eps
129 


cprice-sewell on PROD1PC72 with HEARINGhr2698j3.eps
130 


cprice-sewell on PROD1PC72 with HEARINGhr2698k3.eps
131 


cprice-sewell on PROD1PC72 with HEARINGhr2698l3.eps
132 


cprice-sewell on PROD1PC72 with HEARINGhr2698m3.eps
133 


cprice-sewell on PROD1PC72 with HEARINGhr2698n3.eps
134 


cprice-sewell on PROD1PC72 with HEARINGhr2698o3.eps
135 


cprice-sewell on PROD1PC72 with HEARINGhr2698p3.eps
136 


cprice-sewell on PROD1PC72 with HEARINGhr2698q3.eps
137 


cprice-sewell on PROD1PC72 with HEARINGhr2698r3.eps
138 


cprice-sewell on PROD1PC72 with HEARINGhr2698s3.eps
139 


cprice-sewell on PROD1PC72 with HEARINGhr2698t3.eps
140 


cprice-sewell on PROD1PC72 with HEARINGhr2698u3.eps
141 


cprice-sewell on PROD1PC72 with HEARINGhr2698v3.eps
142 


cprice-sewell on PROD1PC72 with HEARINGhr2698w3.eps
143 


cprice-sewell on PROD1PC72 with HEARINGhr2698x3.eps
144 


cprice-sewell on PROD1PC72 with HEARINGhr2698y3.eps
145 


cprice-sewell on PROD1PC72 with HEARINGhr2698z3.eps
146 


cprice-sewell on PROD1PC72 with HEARINGhr2698a4.eps
147 


cprice-sewell on PROD1PC72 with HEARINGhr2698b4.eps
148 


cprice-sewell on PROD1PC72 with HEARINGhr2698c4.eps
149 


cprice-sewell on PROD1PC72 with HEARINGhr2698d4.eps
150 


cprice-sewell on PROD1PC72 with HEARINGhr2698e4.eps
151 

XXIII. LETTERS OF EXCHANGE FROM TRANSPORTATION AND

INFRASTRUCTURE


cprice-sewell on PROD1PC72 with HEARINGInsert graphic folio 160 HR329.001
152 


cprice-sewell on PROD1PC72 with HEARINGInsert graphic folio 161 HR329.002
153 


cprice-sewell on PROD1PC72 with HEARINGInsert graphic folio 162 HR329.003