control [ATC] systems will, in the near future, be able to provide

dispatch reliability, or instrument flight rules [IFR] capability for

both helicopters and the newest rotocraft technology--tiltroter

aircraft. Under the present ATC system, the only current IFR, or

all-weather-capable, airspace control service is designed for runway

approaches and departures. Rotorcraft operating from off-airport sites

lack efficient and consistent all-weather dispatch availability and

reliability. The Committee encourages the FAA to review its existing

terminal instrument procedures [TERPS] and IFR regulations/procedures

and determine if changes are needed to facilitate the takeoff, flight

and landing of helicopters, and tiltrotor aircraft. Special attention

should be given to the feasibility of TERPS revisions which include

procedures to provide noninterfering simultaneous operations and

tiltrotor conversion/transition zones or procedures. The National

Airspace System [NAS] would be improved by separating vertical flight

aircraft from congested fixed-wing flight paths, and the Committee

encourages the FAA to review the current procedures in this area.

National airspace redesign. --The Committee has included $11,000,000

to support the administration's initiative to comprehensively review and

design the domestic and oceanic airspace within the United States. Of

this amount, $3,000,000 is provided to concentrate the administration's

initial efforts on the eastern region, particularly on the redesign of

the New York/New Jersey metropolitan airspace, consistent with the

administration's plans. These initial efforts will support the planning

and design challenges in the New York/New Jersey region's airspace, the

most complex and densely traveled airspace in the world. The national

and regional redesign will take advantage of new technologies, such as

satellite navigation and aircraft capabilities, and new flight paths.

The Committee encourages the administration to ensure that the final

result of the redesign will deliver the greatest safety, efficiency and

environmental benefits to system operators, users and citizens near

airports, particularly those who are affected by air noise.

Leased telecommunication services/RCL. --In the report accompanying

last year's appropriation bill as well as in this report, the Committee

has expressed concern about underutilization of the radio communications

link [RCL], which is owned by FAA and is one of the largest microwave

networks in the country. The alternative to increased use of the RCL is

increased reliance on leased telecommunications. The Committee directed

FAA to transfer to the radio communications link as much of the existing

workload as possible to better utilize that resource. The Committee

understands that FAA plans to use an additional 2,300 to 2,900 RCL

circuits rather than leasing circuits from a private vendor. Even if FAA

adopts this plan, it would still only be utilizing 56 to 61 percent of

its analog circuits and still have a significant amount of digital

capacity sitting idle.

The Committee has concluded that FAA is likely to continue to

underutilize its radio communications link [RCL] network in favor of

leased telecommunications. The Committee suggests that FAA accommodate

constrained air traffic services appropriations by disposing of a part

of its underutilized RCL network and taking staffing savings. The

Committee requests a report by March 1, 1999, from the FAA outlining a

plan to more fully utilize RCL or a plan to decommission it.

Given that FAA will apparently continue to underutilize the RCL and

prefers leased telecommunications links, the Committee is recommending a

reduction of $10,000,000 from the request for the systems maintenance

subactivity.

Digital mapping .--The Committee is aware that at St. Louis-Lambert

international air traffic control tower the video mapper used for the

final approach course was considered unusable by FAA standards thus

cutting capacity during certain weather conditions. It was replaced with

a digital mapper in order to keep capacity up and to meet standards to

run simultaneous approaches. Controllers at the facility seek expanded

use of the digital mapper. The Committee directs the FAA to work with

the controllers at the St. Louis tower to expand the use of the digital

mapping equipment consistent with all applicable safety standards.

FAA data bases .--Over time, FAA has invested substantial resources

in the development and maintenance of a large number of data bases. The

growth and proliferation of data bases is a consequence of a number of

factors including the wide scope of FAA's responsibilities, its

organizational structure, and the widely differing dynamics of various

components of the aviation industry. However, responsibility and/or

control over the data bases is not centralized; instead it is spread

among the various lines of business and other organizational elements

who are the prime users of the data collected. There is little

agencywide data integration. As such, FAA is becoming increasingly data

rich and information poor.

Accordingly, the Committee believes that the FAA should develop a

data management plan that leads to optimized data sharing among FAA

organizational elements; better control over the costs of data base

management; the capability to review and analyze data on a subject as

well as a functional basis; and enhanced capability of senior management

to resolve time critical questions and issues that may cut across agency

organizational elements. A report on the progress toward development of

the plan should be made to the Senate Appropriations Committee and the

House Appropriations Committee not later than 6 months from the date

this legislation is enacted into law.

Aviation regulation and certification

The Committee recommends an appropriation of $624,879,000.

Guidelines .--The Committee is concerned that FAA's proposed policy

guidelines regarding the authority of law enforcement officers to carry

weapons aboard aircraft may not adequately reflect the requirement that

U.S. Secret Service personnel be able to carry firearms aboard aircraft

in the most expeditious manner in the execution of their official

duties. The protective mission of the Secret Service is unique, time

sensitive, and critical to national security. The Committee believes it

is imperative that special agents and officers of the Secret Service be

included within any guidelines which provide the highest and most

efficient level of access afforded to armed law enforcement officers on

board aircraft. The FAA is directed to provide the Secret Service with

the most unrestricted access provided to any law enforcement personnel

in any issued regulations. The FAA shall keep this Committee informed as

language is being formulated in regard to this issue.

Aviation Security

The Committee recommends $111,429,000, an increase of $13,950,000

over fiscal year 1998.

Research and Acquisition

The Committee recommends $92,340,000, the same level appropriated in

fiscal year 1998.

Administration of Airports

The Committee recommends $47,891,000, the same level appropriated in

fiscal year 1998.

Commercial Space Transportation

The Committee recommends $6,168,000, the same level appropriated in

fiscal year 1998.

Administration

The Committee recommends $256,493,000, the same level appropriated in

fiscal year 1998.

Mentor-Protege Program. --The Committee supports the goals and

objectives of the mentor-protege program, which was established by the

FAA in 1997 in order to enhance the capabilities of socially and

economically disadvantaged businesses, women-owned small businesses and

other eligible entities, to compete for and successfully perform FAA

contracts. The Committee encourages FAA procurement officials to use the

program as a means of broadening the base of contractors who ultimately

could compete for FAA contracts. The Committee is concerned, however,

that despite the fact that three large companies have been approved to

serve as mentors, no subcontracts have been awarded, to date, to protege

firms because FAA procurement officials have opted not to use the

program. In that regard, the Committee directs FAA to provide a report

to the Senate and House Appropriations Committees within 6 months from

the date of passage of this legislation on the progress of the

Mentor-Protege Program and the impediments to its successful

implementation.

Reprogrammings .--The Committee is extremely concerned with the

inspector general's recent findings of major variances in amounts

proposed for reduction by budget line item to actual amounts

reprogrammed. The FAA should not make changes to congressionally

approved reprogramming notices, without congressional concurrence. To

increase oversight in this area, the Administrator is directed to

provide the House and Senate Committees on Appropriations, with line by

line accounts of all future reprogramming actions taken subsequent to

approval by Congress.

Staff Offices

The Committee recommends $73,193,000, the same level appropriated in

fiscal year 1998.

BILL LANGUAGE

Second career training program .--The Committee has included bill

language which was included in the President's budget request which

prohibits the use of appropriated funds for the second career training

program. This prohibition has been carried in annual appropriations acts

for many years.

Sunday premium pay .--The bill retains a provision, first included

in the fiscal year 1995 appropriations bill, which prohibits FAA from

paying Sunday premium pay, except in those cases where the individual

actually worked on a Sunday. This provision is identical to that which

was in effect for fiscal years 1995 98. It was requested by the

administration for fiscal year 1999.

Manned auxiliary flight service stations .--The Committee has

retained bill language which was requested by the administration to

prohibit the use of funds for operating a manned auxiliary flight

service station in the contiguous United States. There is no funding

provided in the ``Operations'' account for such stations in fiscal year

1999.

Contract tower program .--The Committee has included language for a

contract tower cost-sharing program.

Secretary's discretionary transfer funds .--The Committee has

included language that provides authority for the Secretary to transfer

up to $60,000,000 from Coast Guard operating expenses, for the purpose

of air traffic control operations and maintenance to enhance aviation

safety and security.

FACILITIES AND EQUIPMENT

(Airport and Airway Trust Fund)

Appropriations, 1998\1\ $1,900,477,000

Budget estimate, 1999 2,130,000,000

Committee recommendation 2,044,683,269

\1\Includes funds provided in the Fiscal Year 1998 Supplemental

Appropriations Act.

Under the ``Facilities and equipment'' appropriation, safety,

capacity and efficiency of the Federal airway system are improved by the

procurement and installation of new equipment and the construction and

modernization of facilities to keep pace with aeronautical activity and

in accordance with the Federal Aviation Administration's comprehensive

capital investment plan [CIP], formerly called the national airspace

system [NAS] plan.

CIP MILESTONES FOR MAJOR SYSTEM ACQUISITIONS

System name Year of first-site implementation Year of last-site implementation

1983 NAS plan 1991 CIP 1993 CIP 1997 CIP 1998 CIP 1983 NAS plan 1991 CIP 1993 CIP 1997 CIP 1998 CIP

Advanced automation system [AAS] 1990 1991 1991 (\1\) (\1\) 1994 2001 2004 (\1\) (\1\)

Air route surveillance radar [ARSR 4] 1998 1993 1994 1996 1996 1991 1996 1996 (\7\) 1999

Airport surface detection equipment [ASDE 3] 1987 1992 1993 1993 1993 1990 1994 1996 1999 1999

Automated weather observing system [AWOS] 1986 1989 1989 1989 1989 1990 1997 1997 2001 2002

Central weather processor [CWP] 1990 1991 1991 1991 1991 1991 1998 \8\1992 \8\1993 \8\1993

Flight service automation system [FSAS] 1984 1991 1991 1991 1991 1989 1995 1994 1995 1995

Mode S 1988 1993 1994 1994 1994 1993 1996 1996 1999 1999

Radio microwave link [RML] replacement and expansion 1985 1986 1986 1986 1986 1989 1994 1993 1993 1993

Terminal doppler weather radar [TDWR] (\9\) 1994 1994 1994 1994 (\9\) 1996 1996 (\10\) 2001

Voice switching and control system [VSCS] 1989 1995 1995 1995 1995 1992 1997 1997 1997 1997

\1\The AAS Program has been restructured into three areas: En route [DSR], terminal [STARS], and tower [TAP].

\2\STARS schedule was being rebaselined in keeping with new acquisition strategy.

\3\TCCC schedule was being rebaselined to reflect the incorporation of surface management advisor [SMA].

\4\TCCC has been replaced by the Tower Automation Program [TAP].

\5\The Tower Automation Program [TAP] schedule is currently under review.

\6\The Tower Automation Program [TAP] has been terminated.

\7\ARSR 4 last-site implementation date had not been determined due to environmental issues at Ajo, AZ.

\8\Dates denoted are for MWP I only. The CWP RWP segment has been eliminated as a continuation of the CWP Program, and has been merged with MWP II into the Weather and Radar Processor [WARP] Program.

\9\The TDWR was not included in the 1983 NAS plan.

\10\TDWR last-site implementation indefinite due to site availability and land acquisition problems.

Source: FAA 1983 NAS plan; 1991 and 1993, 1995 CIP; 1997 and 1998 GAO ``Status of the FAA's Modernization Program.''

REASONS FOR DELAY AND COST INCREASES IN CIP PROJECTS

System name Reasons for delay

Advanced automation system [AAS] In general, AAS delays were due to an overly ambitious plan, inadequate FAA oversight of the contractor, and ineffective resolution of requirements issues. The AAS Program has been restructured into three areas: En route, terminal, and tower.

Air route surveillance radar [ARSR 4] Problems with the radar's development and site preparation delayed first-site implementation. Testing took longer than originally expected. Delays have also occurred due to changes in system design, interface problems with other ATC systems, and slips in site construction. Recent delays are due to environmental issues at Ajo, AZ, which is the last site.

Airport surface detection equipment [ASDE 3] Original delays occurred because FAA and the contractor underestimated software complexity. FAA changed some requirements, and testing uncovered some performance problems. Software development, establishing remote towers, site selection/preparation, and the addition of seven systems have delayed the program.

Automated weather observing system [AWOS] Site prep, installation, and maintenance problems, as well as delays in receiving Government-furnished equipment contributed to original delays. Last-site implementation delay occurred because of communications funding shortfalls and installation delays of the communications infrastructure to deliver weather information. Recent delays are associated with the addition of ASOS systems per fiscal years 1997 98 congressional direction.

Central weather processor [CWP] Early software development problems and software discrepancies during testing delayed the system in early stages. The program was descoped to just the CWP-MWP I segment, which is now fully implemented.

Flight service automation system [FSAS] Original delays occurred because of software development and testing problems with the Model I system. Program implementation is complete.

Mode S Problems in developing hardware and software during initial phases delayed the system, and software problems caused a delay in first-site implementation. Implementation of the last site has been moved due to en route interface requirements and site preparation delays.

Radar microwave link [RML] replacement and expansion In the early stages, site acquisition and prep problems delayed the system. Other delays occurred because of a change in the prime contractor and due to problems encountered during operational test and evaluation. Program implementation is complete.

Terminal doppler weather radar [TDWR] Site availability and land acquisition problems have delayed last-site implementation. Recent delays are associated with land procurement and environmental issues at the last five sites (Fort Lauderdale, San Juan, Las Vegas, Midway, and New York).

Voice switching and control system [VSCS] Early delays were due to the two prototype contractors having technical difficulties in meeting FAA's requirements for system reliability. Additional delays occurred because of software development and integration problems during the upgrade of the prototype to a production model. The implementation schedule has not changed since the 1991 CIP. The last-site implementation was achieved on schedule in February 1997.

The bill includes an appropriation of $2,044,683,269 for the

facilities and equipment of the Federal Aviation Administration. The

Committee's recommended distributions of the funds for each of the major

accounts are as follows:

FACILITIES AND EQUIPMENT

Projects Fiscal year 1999 budget estimate Committee recommendation

Engineering, development, test, and evaluation:

En route programs:

Aviation weather services improvements $26,300,000 $26,300,000

Oceanic automation system 16,937,000 3,237,000

Next generation VHF air/ground communications system 500,000 4,706,000

Air traffic management [ATM] 47,800,000 64,300,000

Traffic flow management 3,287,000 3,287,000

En route automation program 118,000,000 113,000,000

Aeronautical data link [ADL] 16,500,000 23,000,000

---------------------------------- --------------------------

Subtotal, en route programs 229,324,000 237,830,000

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

Terminal programs:

Terminal Automation Program 74,700,000 74,700,000

Runway incursion reduction 3,168,000 9,168,000

Airport technology 7,383,000 5,000,000

---------------------------------- --------------------------

Subtotal, terminal programs 85,251,000 88,868,000

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

Landing and navigational aids programs:

Local area augmentation system [LAAS] 6,500,000 6,500,000

Wide area augmentation system [WAAS] for GPS 101,500,000 117,500,000

Navigation and surveillance 13,285,000 13,285,000

Loran-C upgrades 10,000,000

---------------------------------- --------------------------

Subtotal, landing and navigational aids programs 121,285,000 147,285,000

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

Research, test, and evaluation equipment and facilities:

Independent operational test and evaluation [IOT&E] sup 3,500,000 3,500,000

FAA Technical Center facility--technical building lease 5,290,000 5,290,000

NAS improvement of system support laboratory 2,000,000 2,000,000

Technical Center facilities 7,000,000 7,000,000

---------------------------------- --------------------------

Subtotal, research, test, and evaluation equipment and facilities 17,790,000 17,790,000

---------------------------------- --------------------------

Total, engineering, development, test, and evaluation 453,650,000 491,773,000

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

Air traffic control facilities and equipment:

En route programs:

Long Range Radar [LRR] Program--replace/establish 5,700,000 5,700,000

En Route Automation Program 196,400,000 196,400,000

Next generation weather radar [Nexrad]--provide 4,900,000 4,900,000

Air traffic operations management system [ATOMS] 1,000,000 1,000,000

Weather and radar processor [WARP] 20,000,000 22,200,000

Aeronautical data link [ADL] applications 600,000 600,000

ARTCC building improvements/plant improvements 63,931,563 63,931,563

Voice switching and control system [VSCS] 14,500,000 12,500,000

Air traffic management 47,600,000 47,600,000

Critical communications support 2,400,000 1,850,000

DOD base closure--facility transfer 1,000,000 1,000,000

Backup emergency communications [BUEC]--interim 8,500,000 8,500,000

Air/ground communication radio frequency interference [RFI] 1,600,000 1,600,000

ATC beacon interrogator [ATCBI] replace 14,800,000 14,800,000

Air traffic control en route radar facilities 5,300,000 5,300,000

En route communications and control facilities improvement 3,126,731 2,000,000

Volcano monitor 2,000,000

---------------------------------- --------------------------

Subtotal, en route programs 391,358,294 391,881,563

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

Terminal programs:

Terminal doppler weather radar [TDWR]--provide 4,300,000 1,800,000

Terminal Automation Program 135,300,000 135,300,000

Airport surface detection equipment [ASDE] 5,600,000 5,600,000

Airport movement area safety system [AMASS] 7,000,000 9,800,000

Terminal air traffic control facilities--replace 82,300,000 82,300,000

Air traffic control tower [ATCT]/TRACON facilites--improve 22,722,280 22,722,280

Terminal voice switch replacement [TVSR] 11,500,000 10,300,000

Employee safety/OSHA and environmental compliance standards 22,000,000 22,000,000

Chicago TRACON 500,000 500,000

New Austin Airport at Bergstrom 2,500,000 2,500,000

Potomac TRACON 11,900,000

Northern California TRACON 27,600,000 17,900,000

Atlanta TRACON 18,200,000 12,200,000

Emergency transceivers--replacement 1,000,000

Airport surveillance radar [ASR 9] 6,300,000 6,300,000

Voice Recorder Replacement Program [VRRP] 3,000,000 3,000,000

NAS infrastructure management systems [NIMS] 22,000,000 22,000,000

Terminal facilities integration 5,600,000

Terminal digital radar [ASR 11] 76,100,000 76,100,000

ASR--weather system processor [WSP] 16,100,000 11,900,000

DOD/FAA facilities transfer 3,600,000 1,000,000

Precision runway monitors 3,300,000 3,300,000

Terminal radar [ASR]--improve 2,773,431 2,773,431

Terminal communications improvements 1,119,807 1,119,807

---------------------------------- --------------------------

Subtotal, terminal programs 492,315,518 450,415,518

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

Flight service programs:

Flight service station [FSS] automation 2,000,000 1,000,000

Automated surface observing system [ASOS] 9,900,000 20,977,000

FSAS operational and supportability implementation system [OASIS] 25,500,000 16,000,000

Flight service facilities improvement 1,364,400 1,364,400

---------------------------------- --------------------------

Subtotal, flight services 38,764,400 39,341,400

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

Landing and Navigational Aids Program:

VOR/DME/TACAN network plan 1,000,000 1,000,000

Instrument landing system [ILS]--establish/upgrade 8,000,000 18,000,000

ILS replace Mark 1A, 1B, and 1C 2,100,000 2,100,000

Tactical landing system 3,000,000

Low level windshear alert system [LLWAS]--upgrade to phase I 3,000,000 3,000,000

Approach Lighting System Improvement Program [ALSIP] 1,000,000 2,500,000

Runway visual range [RVR] 2,000,000 2,000,000

Gulf of Mexico Offshore Program 2,400,000 2,400,000

Distance measuring equipment [DME]--sustain 1,200,000 1,200,000

Wide area augmentation system for GPS 16,000,000

Nondirectional beacon [NDB]--sustain 1,000,000 1,000,000

Visual NAVAIDS--establish/expand 400,000 400,000

Navigational and landing aids--improve 2,761,788 8,761,788

---------------------------------- --------------------------

Subtotal, landing and navigational aids 40,861,788 45,361,788

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

Other ATC facilities programs:

Alaskan NAS interfacility communications system [ANICS] 3,500,000 6,000,000

Fuel storage tank replacement and monitoring 10,600,000 10,600,000

FAA buildings and equipment--improve/modernize 8,000,000 4,000,000

Electrical power systems--sustain/support 20,400,000 15,000,000

Air navigational aids and air traffic control facilities (local projects) 2,000,000 2,000,000

Computer-aided engineering graphics [CAEG] replacement 1,000,000 1,000,000

Aircraft and Related Equipment Program 5,000,000 2,000,000

---------------------------------- --------------------------

Subtotal, other ATC facility programs 50,500,000 40,600,000

---------------------------------- --------------------------

Total, air traffic control facilities and equipment 1,013,800,000 967,600,269

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

Nonair traffic control facilities and equipment:

Support equipment:

NAS Management Automation Program [NASMAP] 800,000 800,000

Hazardous materials management 17,000,000 17,000,000

Aviation safety analysis system [ASAS] 11,600,000 11,600,000

Operational data management system [ODMS] 1,200,000 1,000,000

Logistics support systems and facilities 2,300,000 2,300,000

Test equipment--maintenance support for replacement 500,000 500,000

Integrated flight quality assurance 3,000,000 3,000,000

Safety performance analysis system [SPAS] 3,500,000 3,500,000

Performance enhancement system [PENS] 9,700,000 9,700,000

National Aviation Safety Data Analysis Center [NASDAC] 1,800,000 1,800,000

FAA employee housing--provide 8,000,000 8,000,000

Facility security risk management 1,000,000 1,000,000

Information security--NAS information coordination 2,000,000 2,000,000

Explosive detection systems 100,000,000

---------------------------------- --------------------------

Subtotal, support equipment 162,400,000 62,200,000

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

Training, equipment, and facilities:

Distance learning 2,100,000

National airspace system [NAS] training facilities 400,000 400,000

Aeronautical Center training and support facilities 12,000,000 12,000,000

---------------------------------- --------------------------

Subtotal, training, equipment, and facilities 14,500,000 12,400,000

---------------------------------- --------------------------

Total, nonair traffic control facilities and equipment 176,900,000 74,600,000

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

Mission support:

System support and services:

System engineering and development support 29,800,000 28,960,000

Program support leases 31,100,000 27,500,000

NAS modernization integration 8,000,000 8,000,000

Logistics support services 5,600,000 5,600,000

Mike Monroney Aeronautical Center--lease 14,800,000 14,800,000

In-plant national airspace system [NAS] contract support services 2,000,000 2,000,000

Transition engineering support 41,800,000 41,800,000

Frequency and spectrum engineering--provide 2,700,000 1,500,000

Permanent change of station [PCS] 3,500,000 2,500,000

FAA system architecture 4,500,000 2,000,000

Technical services support contract [TSSC] 51,000,000 47,550,000

Resource Tracking Program [RTP] 1,000,000 500,000

Center for Advanced Aviation System Development 57,000,000 57,000,000

Year 2000 date change program 36,000,000 36,000,000

---------------------------------- --------------------------

Total, mission support 280,800,000 275,710,000

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

Personnel and related expenses 235,210,000 235,000,000

---------------------------------- --------------------------

Total, all activities 2,130,000,000 2,044,683,269

engineering, development, test, and evaluation

The Committee recommends $369,973,000 for various engineering,

development, test, and evaluation activities.

En route programs

En route automation includes the display system replacement [DSR] as

a cost-effective modification to the initial sector suite system [ISSS];

display channel complex rehost [DCCR], a low-risk contingency system;

advanced en route automation [AERA], enhancements providing direct

benefits to airway users; en route software development support [ERSDS],

maintains software in existing system; en route automation equipment,

maintains existing hardware; flight data input/output [FDIO]; and en

route stand alone radar training system [ESARTS].

Aviation weather service improvements .--The Committee has included

$26,300,000 as requested by the administration.

Oceanic automation system .--The FAA has already canceled phase two

of the project and FAA actions to reprogram fiscal year 1998 funds and

to reduce the fiscal year 1999 budget raise questions as to the priority

of this initiative. Moreover, many FAA officials involved with this

project have argued for a revision of the project's scope. The Committee

recommends a reduction for this project and notes that project officials

report that fiscal year 1998 funds remain to complete the data link

segment of phase one and to fund initial system maintenance.

Air traffic management [ATM] .--The Committee recommends an increase

in this activity in order to support higher priority items in ATM

activities identified by the administration.

The Committee recommendation includes funding to support the revised

approach to accelerate the testing and deployment of the traffic

management advisor single center and the passive final approach spacing

tool. These tools will provide controllers with increased capability to

make efficient decisions regarding the sequencing and runway assignments

of terminal arrival aircraft and en route arrival aircraft.

The Committee is aware of the administration's plan to expedite early

deployment of free flight phase I technologies by December 2002 at the

sites identified by the Free Flight Select Committee. The Committee

believes that one of the most important free flight phase I core

capability programs is the center/TRACON automation system, which

consists of traffic management advisor single center and passive final

approach spacing tool [passive FAST]. The Committee supports the

completion of the FAA's existing feasibility study that will determine

if passive FAST can be implemented at the New York TRACON without

multicenter TMA.

The Committee directs that if the feasibility study shows that

passive FAST can be implemented in the New York TRACON, the FAA should

do so as soon as possible. If the FAA implements passive FAST at the New

York TRACON, the Committee believes that the FAA should focus its

priority for site adaptation of passive FAST on the airport with the

highest levels of congestion as measured by air traffic control delays

per 1,000 operations. The Committee directs the Administrator to

provide, within 60 days, a report detailing the timeline and funding

profile for implementation of passive FAST, if feasible, at the major

commercial airports served by the New York TRACON.

En route automation program .--In addition to the recommended

funding level, the Committee provided reprogramming approval for the

host hardware and software suite replacement and the FAA has scaled back

the conflict probe effort from implementation at 20 centers to 5

centers.

In addition, the conflict probe has unobligated balances in excess of

$5,000,000 in this account. The Committee has reduced the requested

levels accordingly.

Aeronautical data link [ADL] .--The Committee recommendation has

been increased by $6,500,000 in this activity to support higher items

identified by the FAA.

Terminal programs

Terminal automation program. --The Committee has provided the

requested $74,700,000 for the terminal automation program, also known as

standard terminal automation replacement system [STARS]. The contract

was awarded in September 1996. Fiscal year 1999 funds will be used to

continue to test and enhance commercial-off-the-shelf/nondevelopmental

item [COTS/NDI]-based automated radar terminal systems for initial use

in terminal radar approach control facilities and to develop the final

system capability. The STARS contract is an exceptionally aggressive

contract.

For a variety of reasons, the FAA is behind schedule in developing

the full service software for the initial STARS configuration and the

development of STARS software entails several risks that are likely to

cause further delays. In addition, the computer-human interface issues

that have emerged in the last 9 months are likely to necessitate further

software requirements growth. Current estimates anticipate a 6- to

9-month delay in the program and cost growth in excess of $200,000,000.

The FAA and the contractor have acknowledged the risk that the

software development schedule may slip by several months and they

currently have risk mitigation efforts underway. The Committee

recommendation includes the entire request for the STARS Program, but

the Committee is increasingly concerned about program slippages, cost

growth, and the severity of the computer-human interface problems. The

Committee is increasingly concerned that procurements like STARS, WAAS,

and the deepwater capability replacement program are beyond the

capability of the Department to manage given the complexity of the

systems and the critical nature of the external factors that influence

program development. The Committee would urge the Department to approach

modernization efforts in a more incremental manner, rather than

attempting--with an exceptionally high probability of failure--to

revolutionize entire functions or capabilities with a single

procurement.

Runway incursion reduction .--The Committee recommends an increase

of $6,000,000 in this program for the inclusion of a surface movement

adviser demonstration initiative. The demonstration would test a

collection of tools that provide terminal data to participating airlines

and permit the exchange of data that support the efficient movement of

aircraft on the airport surface.

Airport technology .--The Committee recommends $5,000,000 for this

account, the same amount as appropriated in fiscal year 1998.

Landing and navigational aids programs

Local area augmentation system [LAAS] for GPS .--The Committee has

included $6,500,000 as requested by the administration.

Wide area augmentation system [WAAS] .--The Committee reiterates the

concern expressed in the fiscal year 1998 appropriations legislation

concerning the wide area augmentation system. Accuracy, integrity,

availability, continuity, and service volume are the major performance

goals for the system. Accuracy is defined as the degree to which an

aircraft's position as calculated using the system conforms to its true

position. Integrity is the system's ability to provide timely warnings

when its signals are providing erroneous information and, accordingly,

should not be relied upon for navigation. Availability is the

probability that, at any given time, the system will meet FAA's accuracy

and integrity requirements for a specified phase of flight. Continuity

is the probability that the system's signal will meet accuracy and

integrity requirements continuously for a specified period. Service

volume is the area of coverage for which the system's signal will meet

availability requirements.

On May 13, 1998, the Department of Transportation Inspector General

reported:

``* * * The WAAS program has technical and program

uncertainties. Uncertainties relating to interference of the

WAAS signal from unintentional and intentional jamming,

communications satellites, and ionospheric variations must be

resolved. Because of these uncertainties, FAA is now

reconsidering the need for a backup system to WAAS. In our

opinion, some type of backup system for WAAS will be needed

for the foreseeable future. In addition, the national airspace

system modernization task force is discussing alternatives

regarding the future phases of WAAS. In our opinion,

determination of the intended ultimate use of WAAS (whether it

will be a primary or a sole means of navigation) is the most

critical issue impacting the WAAS program.

``The ultimate decision on whether WAAS will be

used as a sole or primary means of navigation will impact FAA

and the aviation industry. For example, FAA currently plans to

begin decommissioning its existing navigation aids in 2005 and

transition to WAAS as a sole means of navigation. If WAAS is

not a sole means of navigation, FAA will incur additional

expenditures, not currently planned, to acquire, upgrade,

modernize, and maintain existing navigation aids. FAA's

decision will also impact the aviation industry plans

regarding avionics equipage. Furthermore, in our opinion, this

schedule is very optimistic given all the uncertainties in the

WAAS Program.''

Because of the uncertainties of the WAAS Program, the rethinking on

the need for a backup system, the escalating cost estimates of the

program, the number (and difficulty) of critical unresolved issues and

lack of clarity in program scope and definition, the seemingly

questionable and uncoordinated exercise of contract line items earlier

this year for phases 2 and 3 software development and systems

engineering tasks, and a range of other issues that of and by themselves

would cause the Committee serious concern, combined with the FAA's prior

and current history of difficulty in managing large, complex

procurements, the Committee has conditioned the release of all WAAS

funding. The entire WAAS facilities and equipment request has been

provided for WAAS for engineering, development, test, and evaluation,

and the Secretary is directed, with the Administrator of the FAA, not to

commit any funding to this program until certifying to the House and

Senate Committees on Appropriations that the following issues have been

addressed in the affirmative:

--(1) WAAS is a sole means of navigation;

--(2) The signal continuity issues have been solved without

additional facilities or funding; and

--(3) The cost benefit ratio of this program exceeds that of other

landing and navigational aids programs utilizing the current

$3,049,000,000 January 9, 1998, FAA estimate or any other FAA estimate

in excess of that amount for the WAAS program.

Loran-C .--The Committee continues to support steps to ensure that

loran will be available to meet ongoing user navigation safety and

efficiency requirements. Loran provides important multimodal navigation

capabilities, well-proved, cost-effective, and significant safety and

efficiency benefits. The Committee continues to be convinced that

support of the loran infrastructure is prudent to meet continuing

requirements for the technology, particularly in light of the

difficultly the FAA is experiencing with WAAS. Clearly, a GPS/loran

alternative to WAAS may have significant cost and operational advantages

in both the short and longer term and failure to maintain the investment

in loran infrastructure at this time would be irresponsible.

Research, test, and evaluation equipment and facilities

Research, test, and evaluation equipment and facilities .--The

Committee recommends $17,790,000, the same amount requested by the

administration.

AIR TRAFFIC CONTROL FACILITIES AND EQUIPMENT

En route programs

Weather and radar processor [WARP] .--The Committee recommendation

includes $2,200,000 for the program to support URET CCLD. The increase

will allow the establishment of the connection between the National

Weather Service rapid weather update cycles and the WARP system,

providing critical winds aloft information for URET CCLD.

Air route traffic control center [ARTCC] building improvement/plant

improvements .--FAA is requesting $63,931,563 to perform needed

modernization and expansion at its ARTCC's to accommodate new equipment

that will modernize controller displays and communications systems. The

Committee has provided the full request.

Critical communications support .--The Committee recommends a

reduction of $550,000 to fund higher priority items in the air traffic

management activity.

Backup emergency communications [BUEC]. --The Committee recommends

$8,500,000 for this activity. The Committee notes that large unobligated

balances have tended to grow in this program and the recommended level

is sufficient to maintain the current pace of backup emergency

communications equipment replacement.

En route communications and control facilities improvement. --The

Committee recommends $2,000,000 for this activity, an increase of

$1,081,700 over fiscal year 1998 appropriated levels.

Volcano monitor .--The Committee has included an additional

$2,000,000 for the Alaska Volcano Observatory for equipment and data

transmission facilities to monitor suspect volcanoes across the Alaska

peninsula and the Aleutian Islands. The Committee urges the FAA to

incorporate this item in its future budget requests.

Terminal programs

Terminal doppler weather radar [TDWR] .--Due to uncertainty over the

plans for TDWR systems at two locations due to land acquisition

problems, $2,500,000 of the request is unnecessary at the current time.

Terminal automation program .--The administration is requesting

$135,300,000 to procure 25 STARS systems and 12 support systems and

necessary actions to allow STARS installation at the TRACON's. The

Committee has provided the full requested amounts.

Airport movement area safety system [AMASS] .--The Committee

recommends an increase in this activity of $2,800,000.

Terminal air traffic control facilities .--The Committee has

provided $82,300,000 of new appropriated funds for this activity and

notes that $7,800,000 of fiscal year 1998 appropriated funds have been

proposed for reprogramming by the Federal Aviation Administration. The

recommended level includes funding to keep the construction of the new

tower at Seattle-Tacoma International Airport on schedule. Further, of

the funds available for this activity, the Committee directs $1,900,000

for the completion of the Lambert-St. Louis air traffic control tower;

$1,000,000 for the Pangborn Memorial Airport air traffic control tower;

$2,000,000 for the construction of an air traffic control tower at Paine

Field; $1,000,000 for a replacement tower at Logan International

Airport; $100,000 to complete the engineering work for the new air

traffic control tower at Port Columbus International Airport; $1,300,000

for the Lawton air traffic control tower; and $2,000,000 for the North

Las Vegas air traffic control tower.

Martin State Airport .--The Committee is concerned that, despite the

clear direction contained in the Senate report that accompanied the

fiscal year 1998 Transportation appropriations bill, the FAA has failed

to program funding to replace the air traffic control tower at Martin

State Airport in Maryland. The Committee expects the FAA to initiate

replacement of the tower immediately and to report back by February 1,

1999, on the status and construction schedule for the project.

Airport traffic control tower [ATCT]/TRACON facilities .--The

administration is requesting $22,722,280 to upgrade and improve various

terminal facilities and equipment on a continuing basis to provide an

acceptable level of safe service and to meet current and future

operational requirements. The Committee recommends the requested level

for fiscal year 1999.

Terminal voice switch replacement [TVSR] .--The Committee recommends

a reduction of $1,200,000 in the request due to the delay in completion

of the acceptance testing of the redesigned switch. Accordingly, FAA is

requesting funds for more switches that it can field during the fiscal

year.

Potomac TRACON .--The administration is requesting $11,900,000 for

the Potomac TRACON. The Committee appropriation for fiscal year 1998 is

sufficient for proposed program initiatives for the Potomac TRACON.

Northern California TRACON/Atlanta TRACON .--The Committee

recommends a reduction in these two projects consistent with funding the

completion of both projects over 2 fiscal years. Accordingly, the fiscal

year 1999 fiscal year funding requirement is reduced and the resulting

fiscal year 2000 funding requirement will be increased to the fiscal

year 1999 appropriated levels.

Emergency transceivers--replacement .--The Committee recommends no

funding for this activity for fiscal year 1999.

Airport surveillance radar [ASR 9] .--The Committee is concerned

about reports that the FAA did not include Washington County Regional

Airport in Hagerstown, MD, among airports to initially receive service

from the ASR 9 system currently being installed near Martinsburg, WV.

The Committee directs the FAA to ensure that the system has the capacity

and/or interface abilities to provide expanded radar coverage for

aircraft operations to and from the Washington County Regional Airport.

Terminal facilities integration .--The Committee recommends this

activity be funded out of the terminal facilities modernization program

or the specific major system acquisition program.

Terminal digital radar (ASR 11) .--The Committee is aware that the

slippage in the STARS Program schedule has a waterfall effect on several

other major system acquisition programs. Accordingly, the resulting

6-month delay in the ASR 11 survey and design schedule at 16 sites

provides a funding cushion in the fiscal year 1999 request. The

Committee directs the FAA to use the additional funding flexibility in

this program to initiate survey and design work for new radars to serve

Anchorage International Airport in Anchorage, AK; central Oregon

(Deschutes and Jefferson Counties); the mountainous region between

Butte, Helena, and Bozeman, MT; and Provo and Salt Lake City

International Airport in Salt Lake City, UT.

ASR weather system processor [WSP] .--The Committee has reduced the

request by $4,200,000 because the FAA will not be able to deploy the

fifth limited production system prior to December 2000.

DOD/FAA facilities transfer .--The Committee recommends a reduction

in the funding for this activity. The functions of the DOD facilities

will not necessarily transfer within fiscal year 1999. Currently, the

transition of the functions is anticipated within 18 months of the April

1, 1999, scheduled date. FAA anticipates assuming the functions at an

existing FAA facility. The funds provided are sufficient for the

transfer.

Flight service programs

Flight service station [FSS] automation .--The Committee recommends

a reduction in this activity of $1,000,000. The reduced level is

sufficient to remedy the power fluctuation problems contained in the

request.

Automated surface observing system [ASOS] .--The administration

requested $9,900,000 for ASOS. The Committee has provided $20,977,000.

The Committee intends that the requested $9,900,000 will be used to

continue commissioning systems procured through fiscal year 1998 and for

related program management costs. The Committee continues to be

concerned that the FAA has not adequately funded the program for several

years. Adequate funding was not provided for connectivity lines,

controller equipment, or operation and maintenance funds. That oversight

has left the FAA short of assets to fund ASOS systems for nontowered

airports. The FAA, the National Transportation Safety Board [NTSB], and

user aviation associations have identified over 200 sites which should

be equipped with ASOS; $9,577,000 of the additional funding shall be

used to procure additional ASOS systems toward the identified

requirement.

The Committee is aware of an advanced technology program, the

precision airport location system [PALS], that promises to provide

accurate, timely, and representative automated airport surface weather

observations of visibility and sky condition to pilots, air traffic

control, and other aviation weather users. The Committee recommendation

includes $1,500,000 for the acceleration of the independent operational

test and evaluation and first article testing of this technology and

urges the FAA to evaluate this technology as a complement to the ASOS

infrastructure.

FSAS operational and supportability implementation system [OASIS]

.--The Committee has reduced the request by $9,500,000 because system

deployment will fall 18 systems less than planned in fiscal year 1999.

This program should be reviewed and the FAA should address the human

factor concerns raised by the air traffic controllers prior to

deployment.

Landing and navigational aids programs

Atlanta Hartsfield International Airport .--The Committee urges the

FAA to proceed quickly to provide and install the necessary equipment to

upgrade and equip the new commuter runway and the new airport air

traffic control tower. The appropriated levels in this account provide

sufficient resources for necessary equipment and installation at Atlanta

Hartsfield International Airport.

Wide area augmentation system [WAAS] .--The Committee recommends a

reduction in this account consistent with the treatment of this program

elsewhere in this account.

Instrument landing system [ILS] .--The Committee, consistent with

the continued concern about the viability and cost effectiveness of the

WAAS system, recommends an increase in the ILS procurement and

installation program of $10,000,000. Priority consideration should be

given to Burlington-Alamance Regional Airport and Stanly County Airport

in North Carolina, North Las Vegas Airport and McCarran Airport in

Nevada, Fresno Yosemite International Airport in California, Stennis

International Airport in Mississippi, complete the installation of an

ILS at Bessemer Airport in Alabama, install a glideslope indicator at

Clovis Airport in New Mexico, Olive Branch Airport in Mississippi, and

Hays Municipal Airport in Kansas.

Tactical landing system .--The Committee recommended $3,000,000 for

the establishment of tactical landing system test programs at Boeing

Field in Seattle, WA, Pullman/Moscow, ID, Friedman Memorial Airport, ID,

and at Logan/Cache County and Heber Airports in Utah.

Approach Lighting System Improvement Program [ALSIP] .--The

Committee recommends an increase of $1,500,000 for the initiation of a

MALSR system at Juneau International Airport. This project will

complement the substantial strides and efforts that have been made to

reduce the flight restrictions due to weather and visibility at this

airport.

Visual navigation aids. --The Committee is aware of a plan to

install two localizer directional aids and a precision runway monitor

for Newark International Airport that will enable the FAA to conduct

simultaneous parallel approaches in visual meteoric conditions and

marginal visual meteoric conditions. This equipment will help to reduce

the numerous severe delays and enhance safety at the airport. The

Committee directs the Administrator to begin preliminary work for the

installation of this equipment. To this end, the Committee has provided

$2,000,000 for modeling simulation, risk assessment, site survey and

other environmental work associated with this installation.

Navigational and landing aids .--The recommended level has been

increased by $2,000,000 to reflect changing programmatic priorities of

the Federal Aviation Administration. The additional increase in the

funding level over the request is for development work on a low cost

next generation precision gyroscope utilizing silicon manufacturing

technologies. In this development effort, the Committee directs the FAA

to work with the University of Alabama to build on the substantial work

that has already been done in this area to facilitate the expedited

development of a lower cost gyroscope for application in navigation

systems.

Other ATC facilities programs

Alaskan NAS interfacility communications system [ANICS] .--The

Committee recommendation is sufficient to substantially complete this

activity.

FAA buildings and equipment--improve/modernize .--The Committee

recommends a reduction in this activity to increase the appropriation

for higher-priority activities.

Electrical power systems--sustain/support .--The Committee

recommends $15,000,000 for this activity, and the Committee notes that

there is currently unobligated balances for this activity of which a

portion was proposed for reprogramming in fiscal year 1998.

Aircraft and related equipment program .--The Committee recommends

$2,000,000 for this activity, the same level appropriated in fiscal year

1998.

Nonair traffic control facilities and equipment

Operational data management system [ODMS] .--The Committee

recommends $1,000,000 for this activity, the same level appropriated in

fiscal year 1998.

Explosive detection system .--The Committee recommends no funding

for this activity in the ``Facilities and equipment'' account.

Sufficient levels have been provided in the ``Airport Improvement

Program'' account to accommodate the airports' demand for explosive

detection equipment. The Committee continues to be concerned by the slow

pace of installation of the equipment that has already been procured and

the low utilization rates of the equipment that has been installed. The

Committee encourages the FAA to work with interested airports to promote

the integration of equipment provided by prior appropriations for

explosive detection equipment into current airport and carrier

operations and to facilitate airports' use of Airport Improvement

Program funding for acquisition of explosive detection systems.

Training, equipment, and facilities

Distance learning .--The Committee recommends no appropriation for

this activity.

Mission support

System engineering and development support .--The Committee

recommends $28,960,000 for this activity, the level appropriated in

fiscal year 1998.

Program support leases .--The Committee recommends $27,500,000 for

this activity, the level appropriated in fiscal year 1998.

NAS modernization integration .--The Committee includes $8,000,000

for training, procedures, testing, airspace analysis, and other

activities to facilitate the modernization of the NAS consistent with

the recommendations of the NAS modernization task force recommendations.

Frequency and spectrum engineering--provide .--The Committee

recommends $1,500,000 for this activity, the level appropriated in

fiscal year 1998.

Permanent change of station [PCS] .--The Committee recommends

$2,500,000 for this activity. The Committee is confident that the agency

can manage the demands of this activity within that appropriation.

FAA system architecture .--The Committee recommends $2,000,000 for

this activity. There are unobligated balances that the agency can draw

upon for this activity, and the Committee notes that this activity has

been offered as a source for reprogramming activities.

Technical services support contract .--The Committee recommends

$47,550,000 for this activity consistent with the agency's desire to

support higher priority activities.

Year 2000 date change program .--The Committee recommends no

appropriation for this activity pursuant to previous reprogramming

action and supplemental action to accelerate the agency's activities to

correct year 2000 deficiencies. The Committee expects that the FAA

Administrator will promptly notify the Committee of additional

identified requirements to resolve the year 2000 problems.

MAJOR EQUIPMENT ACTIVITY

TERMINAL DOPPLER WEATHER RADAR

City Acceptance Commissioning dates

Memphis July 1993 December 1994.

Houston Intercontinental March 1993 July 1994.

Atlanta April 1993 December 1995.

Washington National February 1994 January 1996.

Denver December 1993 August 1995.

Chicago O'Hare March 1994 July 1996.

St. Louis May 1994 February 1995.

Orlando June 1994 April 1996.

New Orleans July 1994 March 1996.

Tampa December 1994 April 1996.

Miami November 1995 June 1996.

Pittsburgh December 1994 July 1997.

Andrews AFB December 1994 August 1996

Newark December 1994 October 1997.

Boston April 1995 January 1996.

Kansas City December 1994 July 1995.

Detroit March 1996 September 1996.

Houston Hobby August 1995 July 1996.

Dallas/Love May 1995 January 1996.

Dallas/Fort Worth June 1995 June 1996.

Dayton May 1995 April 1998.

Wichita June 1995 September 1995.

Indianapolis July 1995 October 1996.

Cincinnati July 1996 June 1997.

Philadelphia July 1996 October 1997.

Phoenix March 1997 March 1997.

Milwaukee March 1997 November 1997.

Chicago Midway To be determined To be determined.

Cleveland July 1996 October 1996.

Columbus December 1996 May 1997.

San Juan To be determined To be determined.

West Palm Beach February 1996 May 1997.

Nashville April 1997 February 1998.

Louisville June 1997 April 1998.

Washington Dulles November 1996 March 1998.

Charlotte September 1995 December 1995.

Salt Lake City March 1997 April 1998.

Fort Lauderdale To be determined To be determined.

Baltimore November 1996 May 1997.

Raleigh/Durham April 1997 January 1998.

Minneapolis March 1997 May 1997.

Oklahoma City March 1997 April 1997.

Tulsa May 1997 April 1998.

New York City (JFK and LGA) To be determined To be determined.

Las Vegas To be determined To be determined.

AIRPORT SURFACE DETECTION EQUIPMENT [ASDE 3]

Site location Delivery date Commissioning date

FAA Academy\1\

FAA Technical Center\2\

Pittsburgh, PA December 1989 June 1996.

San Francisco November 1991 October 1995.

Dallas/Fort Worth\3\ February 1992 March 1995.

Philadelphia February 1992 March 1996.

Los Angeles\3\ August 1992 April 1995.

Detroit August 1992 December 1994.

Cleveland August 1992 December 1994.

Boston August 1992 March 1995.

Portland August 1992 December 1994.

Atlanta September 1992 January 1995.

Seattle September 1992 December 1993.

Los Angeles\3\ February 1993 February 1995.

Denver (DIA)\3\ March 1993 May 1995.

St. Louis December 1993 February 1995.

Denver (DIA)\3\ December 1993 October 1995.

New York-Kennedy January 1994 February 1995.

Minneapolis July 1994 March 1995.

Anchorage August 1994 October 1995.

New Orleans October 1994 September 1995.

Baltimore November 1994 June 1995.

Kansas City December 1994 May 1995.

Miami February 1995 November 1996.

Houston\3\ February 1995 August 1995.

Memphis June 1995 December 1997.

Chicago June 1995 April 1996.

Houston\3\ August 1996 July 1997.

Charlotte June 1999 November 1999.

Louisville\4\ March 1999 November 1999.

Reagan Washington National February 1996 April 1997.

Cincinnati October 1995 September 1996.

Dulles May 1997 February 1998.

San Diego November 1995 November 1996.

Dallas-Fort Worth\3\\4\ November 1996 November 1997.

Andrews AFB January 1999 November 1999.

Salt Lake City\4\ February 1998 February 1999.

Las Vegas\4\ June 1998 June 1999.

New York-LaGuardia October 1998 October 1999.

Newark April 1997 April 1998.

\1\FAA training/field support/depot support facility.

\2\To be relocated to Aeronautical Center, Oklahoma City.

\3\Dual sensor facilities.

\4\Assets redirected from Tampa, Raleigh-Durham, Orlando, Orange County.

TERMINAL AIR TRAFFIC CONTROL FACILITIES

Funding for terminal air traffic control facilities started in previous

years:

Merrill, AK Fort Smith, AR St. Louis (TRACON), MO St. Paul, MN

Syracuse, NY Portland, OR Houston (HOU), TX Salt Lake City (ATCT), UT

Salt Lake City (TRACON), UT Chicago (O'Hare), IL Chicago (Midway), IL

Palwaukee, IL Pontiac, MI Albany, NY Windsor Locks, CT Klamath Falls, OR

Birmingham, AL Little Rock, AR North Las Vegas, NV Topeka, KS Dallas

(Addison), TX Bedford, MA

Phase III for terminal air traffic control facilities started in fiscal

year 1997 and before:

Newark, NJ Seattle, WA LaGuardia, NY Grand Canyon, AZ

Phase II funding for terminal air traffic control facilities started in

fiscal year 1998 and before:

Boston, MA Oakland, CA Roanoke, VA Newport News, VA Port Columbus, OH

Islip, NY Seattle, WA Everett, WA Fort Lauderdale, FL Manchester, NH

Phase I funding for terminal air traffic control facilities to be

started in fiscal year 1999:

Reno, NV Asheville, NC Tulsa (Riverside), OK

Personnel and related expenses

Personnel and related expenses .--The Committee recommends

$220,000,000 for this expense, the same level appropriated in fiscal

year 1998. The reduction from the request can be accommodated by

reduction in travel expenses.

ADVANCE APPROPRIATIONS

The Committee has not included the advance appropriations for fiscal

years 2000 through 2006 requested by the administration. There has been

substantial uncertainty and change with respect to projects financed

through the ``Facilities and equipment'' account, and the Committee

believes that continuing, annual congressional review of the status and

funding needs of these projects is critical.

RESEARCH, ENGINEERING, AND DEVELOPMENT

(Airport and Airway Trust Fund)

Appropriations, 1998 $199,183,000

Budget estimate, 1999 290,000,000

Committee recommendation 173,627,000

This appropriation finances research, engineering, and development

programs to improve the national air traffic control system by

increasing its safety, security, productivity, and capacity. The

programs are designed to meet the expected air traffic demands of the

future and to promote flight safety. The major objectives are to keep

the current system operating safely and efficiently; to protect the

environment; and to modernize the system through improvements in

facilities, equipment, techniques, and procedures in order to insure

that the system will safely and efficiently handle the volume of

aircraft traffic expected to materialize in the future.

The bill includes $173,627,000 for research, engineering, and

development. The Committee suggests the following allocation:

Fiscal year 1999 budget estimate Committee recommendation

System development and infrastructure: $2,148,000 $1,164,000

---------------------------------- --------------------------

Subtotal 16,768,000 15,784,000

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

Capacity and air traffic management technology: 4,044,000 7,000,000

---------------------------------- --------------------------

Subtotal 107,011,000 11,902,000

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

Weather 12,284,000 19,284,000

Aircraft safety technology: 4,750,000 4,750,000

---------------------------------- --------------------------

Subtotal 34,886,000 46,114,000

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

System security technology: 39,545,000 42,200,000

---------------------------------- --------------------------

Subtotal 54,872,000 53,423,000

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

Human factors and aviation medicine: 9,903,000 9,903,000

---------------------------------- --------------------------

Subtotal 22,229,000 22,229,000

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

Environment and energy 3,391,000 2,891,000

Innovative/cooperative research 2,330,000 2,000,000

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

Total 290,000,000 173,627,000

The objectives of and Committee recommendations for the 10 major

activities in FAA's Research, Engineering, and Development Program are

discussed below.

SYSTEM DEVELOPMENT AND INFRASTRUCTURE

Objectives: To provide (1) a systems engineering approach and

benefit/cost analyses to the development of a comprehensive research,

engineering, and development program and (2) visibility, accountability,

coordination, and control of the research, engineering, and development

activities.

System planning and resource management .--The Committee recommends

$1,164,000, the same level appropriated in fiscal year 1998.

FAA technical laboratory facility .--The administration's request

was $9,730,000 for work at the FAA Technical Center. The Committee fully

funds the administration's request.

Center for Advanced Aviation Systems Development [CAASD] .--The

Committee fully funds CAASD, which is for the Mitre support contract.

CAPACITY AND AIR TRAFFIC MANAGEMENT TECHNOLOGY

Objectives: To ensure that air traffic management operations safety

is maintained and then improved, to increase system capacity and

utilization of existing airspace and airport resources, and to

accommodate greater user flexibility and efficiency.

System capacity, planning, and improvement .--The Committee

recommends a reduction from the original request to $3,000,000 and

includes an additional $4,000,000 for flight 2000 planning and scoping

activities. A primary stated goal of the research is to develop an

overall strategy to enhance capacity. The Committee encourages the FAA

to focus on that goal and to narrow the budget justification's scope of

initiatives advertised under this activity. The recommended funding is

adequate for these tasks.

Cockpit technology .--The Committee recommends $1,000,000 for this

initiative. This funding is adequate for the principal focus to design

and implement change 7 to TCAS II.

Flight 2000 .--The Committee has included $4,000,000 in system

capacity, planning, and improvement, to allow the FAA to complete the

initial program planning activities into flight 2000 concepts. The

Committee notes that the request for fiscal year 1999 differs from the

fiscal year 1998 request primarily in the ambitiousness of the program

and in the discussion of WAAS. While the Committee continues to believe

that GPS based navigational and landing systems have substantial promise

for the aviation community, the Committee is concerned about the FAA's

desire to initiate research into this area with a request that would

increase the RE&D program by 45 percent. Given the budgetary constraints

faced by the Committee, the uncertainties of whether WAAS can ever be

cost effective, the prior difficulty that FAA has had with overly

ambitious initiatives into modernization or new technologies (MLS, AAS,

and WAAS), the Committee directs the FAA to focus on accomplishing the

tasks that must be completed prior to the start of a more robust flight

2000 effort--namely, definition and validation of a flight 2000

operational concept and evaluation, development of a flight 2000

integrated program plan, and further development of a plan to implement

flight 2000 capabilities in Alaska, Hawaii, and Oakland Air Route

Traffic Control Center [ARTCC] oceanic and domestic airspace. The

recommended level in system capacity, planning, and improvement is

sufficient for those initiatives.

Operations concept validation .--The Committee does not recommend

any funding for this effort at this time. The operations concept

validation is contingent upon the transition to a free flight

environment. Although the Committee endorsed, in concept, such a

transition, it is premature to establish a transition plan to an

environment that has yet to be adequately defined by the FAA or endorsed

by the Congress. The Committee would welcome the reconsideration of this

initiative once greater clarity and definition is available on the free

flight concept.

Software engineering R&D .--The Committee recommends $1,000,000 for

this initiative to assess the prior work of the Office of Information

Technology and to identify processes and guidelines to help the FAA

address the shortcomings noted in software dependent procurements. The

Committee encourages the FAA to conduct an indepth analysis of the

processes within the FAA which are affected by COTS/NDI technologies,

identify new methods to test and validate safety-critical systems that

are not dependent on source code analysis, investigate ways to reduce

cost and time to establish high confidence in a system. Establishment of

a center is an activity better considered in the context of the fiscal

year 2000 appropriations bill.

WEATHER

Objectives: To improve the timeliness and accuracy of weather

forecasting in order to enhance flight safety, increase system capacity,

improve flight efficiency, reduce air traffic control [ATC] and pilot

workload, improve flight planning, and increase productivity.

The Committee recommends $19,284,000 for the weather program, a

$7,000,000 increase over the administration's request. This increase

reflects the Committee's concern about the impact of weather on aviation

safety and the need to continue an aggressive program of research and

development.

Project Socrates. --The Committee has added $3,000,000 to this

program to continue FAA's sensor for optically characterized ring-eddy

atmospheric turbulence emanating sound (Project SOCRATES). Project

SOCRATES is the only ongoing project in the FAA to develop a new sensor

technology aimed at improving air passenger safety by early detection of

atmospheric hazards, including wind shear, wake vortex, and clear air

turbulence.

Juneau, AK .--The Committee has included $4,000,000 for the Juneau

turbulence and windshear project. The funding is sufficient to continue

the research and to permit the FAA to purchase the wind profilers and

anemometers at the airport. The preliminary results of the research

indicate that this may be a technology and approach that is transferable

to other similarly situated airports with critical approach patterns and

severe wind conditions. The Committee urges the FAA to integrate this

project into current operational procedures as soon as the research data

warrants and the operational benefits can be realized.

AIRCRAFT SAFETY TECHNOLOGY

Objectives: To develop technologies, standards, and maintenance

regulations that maintain or improve aircraft safety in an evolving,

changing, and demanding aviation environment.

Aging aircraft .--The Committee has provided $21,540,000 for FAA's

research in the aging aircraft area, $6,846,000 more than the

administration's request. This research supports airborne data

monitoring systems, corrosion fatigue research, the Center for Aviation

Systems Reliability [CASR], and the Aging Aircraft Nondestructive

Inspection Validation Center [AANC], which conducts research in these

areas. The Committee is concerned that the administration's request for

this line item would hold aging aircraft research at a no-growth

posture, which would severely strain the aging aircraft program. The

administration request does not follow through on the recent Gore

Commission report recommending that the aging aircraft program be

increased to cover nonstructural systems. The Committee recommendation

includes $3,000,000 for direct support of the AANC's work. Further, the

Committee directs the FAA to explore the options of building a new

hanger for AANC or modifying the existing hanger at Albuquerque airport.

The FAA should report back to the Committee on the results of this

exploration by January 15, 1999. Of the request level, the Committee

expects $1,000,000 to be available for aging aircraft-related activities

at CASR. The additional funding above the request includes $6,000,000 to

support the Airworthiness Assurance Center of Excellence, which the FAA

is forming to integrate inspection, crashworthiness, and advanced

materials research efforts of university programs with the validation

efforts of the AANC. This center will work with industry in a

comprehensive effort to improve the safety of aging aircraft. Of the

total funds provided, the Committee directs that $4,440,000 be used to

further the engine titanium inspection component of this line item.

SYSTEM SECURITY TECHNOLOGY

Objectives: To enhance the security of passengers and crews in all

aspects of aircraft, airports, and related ATC facilities by developing

systems that prevent or deter terrorist activities.

Explosives and weapons detection .--The Committee has provided

$42,200,000 for the explosives and weapons detection line item. This

activity is used to conduct research in trace and bulk detection of

explosives and cargo screening. This is consistent with the

administration's request adjusted for the resources reprogrammed prior

to the beginning of this fiscal year.

Of the funds provided, the Committee directs $4,000,000 to the pulsed

fast neutron analysis cargo inspection system [CIS] for an operational

field demonstration by the Federal Aviation Administration at an

airport; $6,000,000 for the continuation of the research into the pulsed

fast neutron transmission spectroscopy [PFNTS]; $1,000,000 to accelerate

research and development of explosives and chemical or biological agents

currently being conducted by the Insititute of Biological Detection

Systems; and $1,000,000 for exploration of x-ray scanning technology

which incorporates combined automatic organic detection and software

based threat image projection testing capabilities.

The Committee believes that FAA's R,E&D efforts to identify and

develop alternative technologies continue to be very important. The

funds provided are sufficient to continue research and development

efforts in this area and to explore the most promising new technologies.

Airport security technology integration .--The Committee recommends

$3,941,000 for this activity, an increase of $1,456,000 over the fiscal

year 1998 appropriation.

Aircraft hardening .--The Committee recommends $2,000,000 for this

activity, the level appropriated in fiscal year 1998.

HUMAN FACTORS AND AVIATION MEDICINE

Objectives: To establish ways to improve the effectiveness of human

performance in the operation of the aviation system and to seek better

methods for preventing human error, accidents, and incidents. The

Committee recommends full funding of the request.

Aeromedical research. --The Committee directs the FAA to report on

the utility of a multiperson hyperbaric chamber and attendant supporting

research and evaluation equipment to the goals of the aeromedical

research program.

ENVIRONMENT AND ENERGY

Objectives: To protect the environment, conserve energy, and keep the

U.S. air transportation industry strong and competitive. The Committee

recommends $2,891,000, the level appropriated in fiscal year 1998.

INNOVATIVE/COOPERATIVE RESEARCH

Objectives: To maximize the total effectiveness of research,

engineering, and development by incorporating the efforts of other

Government agencies, the industry, and universities. The Committee

recommends $2,000,000, the level appropriated in fiscal year 1998.

GRANTS-IN-AID FOR AIRPORTS

(Liquidation of Contract Authorization)

(Airport and Airway Trust Fund)

Appropriations, 1998 $1,600,000,000

Budget estimate, 1999 1,600,000,000

Committee recommendation 1,600,000,000

The Airport and Airway Improvement Act of 1982, as amended,

authorizes a program of grants to fund airport planning and development

and noise compatibility planning and projects for public use airports in

all States and territories.

The Committee recommends $1,600,000,000 in liquidating cash for

grants-in-aid for airports. This is consistent with the Committee's

obligation limitation on airport grants for fiscal year 1999 and for the

payment of previous years' obligations.

(Limitation on Obligations)

Limitation, 1998 $1,700,000,000

Budget estimate, 1999 1,700,000,000

Committee recommendation 2,100,000,000

The bill also includes a limitation on obligations for airport

development and planning grants which are financed under contract

authority. The limitation recommended for fiscal year 1999 is

$2,100,000,000 and is intended to be sufficient to continue the

important tasks of enhancing airport safety, ensuring that airport

standards can be met, maintaining existing airport capacity, and

developing additional capacity.

The level that the Committee has proposed will mean more money for

airports in all the States as compared to the administration's budget

request. The table below shows estimates of the entitlement and State

allocation grant funds that each State would receive under the Committee

recommendation. This does not include discretionary funds, which would

also be greater under the Committee recommendation.

Airport Improvement Program formula distributions

[Estimated fiscal year 1998 entitlement and State allocations]

Total formula funds

State

at $2,100,000,000

Alabama $5,823,950

Alaska 31,277,460

Arizona 8,759,576

Arkansas 4,577,601

California 31,086,667

Colorado 7,958,160

Connecticut 2,809,935

Delaware 635,295

District of Columbia 468,506

Florida 13,064,255

Georgia 8,040,687

Hawaii 1,186,786

Idaho 5,134,047

Illinois 11,777,613

Indiana 6,148,104

Iowa 5,065,177

Kansas 6,193,550

Kentucky 4,932,788

Louisiana 5,778,788

Maine 2,734,919

Maryland 4,298,977

Massachusetts 5,091,338

Michigan 12,190,141

Minnesota 7,873,545

Mississippi 4,490,016

Missouri 7,558,689

Montana 8,289,328

Nebraska 5,247,768

Nevada 6,692,991

New Hampshire 1,334,174

New Jersey 6,348,164

New Mexico 7,508,916

New York 16,573,616

North Carolina 7,827,567

North Dakota 4,180,667

Ohio 10,647,533

Oklahoma 6,061,992

Oregon 7,247,957

Pennsylvania 11,505,588

Puerto Rico 2,632,148

Rhode Island 832,693

South Carolina 4,302,524

South Dakota 4,559,359

Tennessee 5,936,395

Texas 26,942,447

Utah 5,752,302

Vermont 933,033

Virginia 6,947,024

Washington 7,410,694

West Virginia 2,638,950

Wisconsin 7,204,305

Wyoming 5,421,196

Insular areas 2,564,100

388,500,000

Note .--States allocation includes: General aviation,

reliever, and nonprimary commercial service airports and is based on

1997 distribution.

Entitlement funds are those distributed to commercial service

airports based on enplanements. Estimates are based on 1996

enplanements.

The Committee notes that a sizable alternative source of funding is

now available to airports in the form of passenger facility charges

[PFC's]. The first PFC charge began for airlines tickets issued on June

1, 1992. DOT data shows that as of March 1, 1998, 289 airports have been

approved for collection of PFC's in the amount of $18,100,000,000.

During calendar year 1997 it is estimated that airports collected

$1,222,745,000 in PFC charges and $1,258,000,000 is estimated to be

collected in calendar year 1998. Of the airports collecting PFC's,

approximately one-fifth collected about 85 percent of the total, and all

of these are either large or medium hub airports. DOT estimates that

these airports will collect more than $1,157,000,000 in calendar year

1999, depending on the number of applications received and approved.

While large hubs collected most of the PFC funds during the last 2

years, small airports also partially benefited from these collections

because of the redistribution mechanism in the PFC legislation.

According to the provision, an airport collecting PFC's must have its

apportionment under the AIP grant program reduced by 50 percent of the

forecast PFC revenue, but the reduction cannot be more than one-half of

the airport's earned apportionment for that fiscal year. FAA then

redistributes these returned trust funds primarily to small airports.

For example, in fiscal 1998 $111,300,000 that would have been

distributed as grants based on passenger enplanements to PFC-charging

airports is being redistributed to small airports. In redistributing

these funds, FAA provides three-quarters of the total to the small

airport fund, another 12.5 percent is available to small hubs, and the

remaining 12.5 percent goes to FAA's discretionary account that can be

provided to small, medium, or large airports.

AIP FUNDING FOR FISCAL YEAR 1999

Budget estimate\1\ Committee recommendation\1\

Appropriation limitation $1,700,000,000 $2,100,000,000

Entitlements: 527,949,003 527,949,003

-------------------- -----------------------------

Subtotal entitlements 995,621,560 1,079,621,560

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

Returned entitlements: Small airport fund 113,767,800 113,767,800

Discretionary set-asides: 211,054,936 225,000,000

Other discretionary: 210,779,025 405,162,776

-------------------- -----------------------------

Subtotal other discretionary 300,000,000 559,178,335

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

Total entitlement 1,109,389,360 1,193,389,360

Total discretionary 590,610,640 906,610,640

-------------------- -----------------------------

Grand total 1,700,000,000 2,100,000,000

\1\Assumes current law pending AIP program reauthorization with continuation of MAP and noise levels at fiscal year 1998 levels.

DISCRETIONARY GRANTS

As the table above illustrates, at a level of $2,100,000,000 for the

total AIP program, as recommended by the Committee, there are

$906,610,000 in discretionary funds. At this level, the authorization

legislation causes a transfer from the other discretionary

programs--specifically, the discretionary account for capacity, safety,

security, and noise and the remaining discretionary funds, which are

critical in meeting commitments under letters of intent and advancing

projects that have systemwide benefits--to the set-asides for noise, the

military airport program, and a set-aside for general aviation,

reliever, and nonprimary commercial airports. The latter category

provides additional funds for airports that are most dependent on

Federal assistance to make safety and capacity improvements.

At the recommended levels for the total AIP program under the prior

AIP authorization, a transfer normally would have occurred from the

other discretionary programs--specifically, the discretionary account

for capacity, safety, security, and noise and the remaining

discretionary funds, which are critical in meeting commitments under

letters of intent and advancing projects that have systemwide

benefits--to the set-asides for noise, the military airport program, and

a set-aside for general aviation, reliever, and nonprimary commercial

airports. The latter category provides additional funds for airports

that are most dependent on Federal assistance to make safety and

capacity improvements. But, without caps, the set-asides for noise and

the military airport program would increase to more than $377,000,000

and $132,000,000, respectively. In the Committee's judgment, a cap on

the transfer to these two set-asides would result in a better allocation

of resources to meet the airport capital investment needs that most

impact air travelers today. Therefore, the Committee has recommended

bill language that caps the noise set-aside at $225,000,000, and the

military airport set-aside at $26,000,000.

The Committee has carefully considered a broad array of discretionary

grant requests that can be expected in fiscal year 1999. The Committee

expects the Administrator to give great deference to the Committee's

recommendations for discretionary grants in fiscal year 1999.

Specifically, the Committee expects the FAA to give priority

consideration to grant applications for the projects listed below in the

categories of discretionary grants for which they are eligible. If funds

in the remaining discretionary category are used for any projects in

fiscal year 1999 that are not listed below, the Committee expects that

they will be for projects for which FAA has issued letters of intent

(including letters of intent the Committee recommends below that the FAA

subsequently issues), or for projects that will produce significant

aviation safety improvements or significant improvements in systemwide

capacity or otherwise have a very high benefit/cost ratio.

Within the obligation level recommended, the Committee directs that

priority be given to grant applications involving the further

development of the following airports:

PAGE 2 PAGE 4 105th Congress Legislation Index