Bart Elias, Coordinator Specialist in Aviation Policy
Funding authorization for aviation programs set forth in Vision 100—Century of Aviation Reauthorization Act (P.L. 108-176) and authorization for taxes and fees that provide revenue for the aviation trust fund expired at the end of FY2007. While Federal Aviation Administration (FAA) reauthorization legislation was considered during the 110th Congress, the only related legislation enacted consisted of several short-term extensions for aviation trust fund revenue collections and aviation program authority, thus carrying the issue of FAA reauthorization over to the 111th Congress. While FAA reauthorization debate has continued during the 111th Congress, additional short-term extensions have been passed to extend the authorization of aviation programs, funding, and aviation trust fund revenue collections.
On February 11, 2009, Representative Oberstar introduced the FAA Reauthorization Act of 2009 (H.R. 915). The bill is similar to FAA reauthorization legislation passed by the House during the 110th Congress (see H.R. 2881, 110th Congress). H.R. 915, as amended, was passed by the House on May 21, 2009. H.R. 915 would authorize almost $54 billion for FAA programs over three years spanning from FY2010 through FY2012. The financing title of the bill would raise fuel taxes for corporate jets and other general aviation aircraft, but would keep fuel taxes paid by the airlines and passengers' taxes at their current rates. The bill would also allow airports to increase passenger facility charges (PFCs), raising the maximum from $4.50 to $7 per passenger. The bill would increase authorized spending for facilities and equipment to support development of Next Generation (NextGen) air traffic modernization initiatives, and would authorize increased funding for airport infrastructure improvement grants. The bill seeks modifications in FAA management and oversight of NextGen air traffic modernization projects, and includes provisions addressing system capacity, aviation safety, environmental issues, and airline industry issues, including airline passenger rights issues. The House also passed the Airline Safety and Pilot Training Improvement Act of 2009 (H.R. 3371) on October 14, 2009, a bill containing numerous provisions related to airline safety.
On July 14, 2009, Senator Rockefeller introduced the FAA Air Transportation Modernization and Safety Improvement Act (S. 1451), containing a two-year FAA reauthorization proposal. The bill would authorize $34.56 billion over a two-year span covering FY2010 and FY2011. Unlike the Aviation Investment and Modernization Act of 2007 (S. 1300, 110th Congress), S. 1451 does not contain any proposal for aviation system user fees. Rather, it focuses on accelerating the deployment of NextGen air traffic technologies and a number of safety issues, including the safety of air ambulance operations, unmanned aircraft, commuter airlines, and FAA oversight of airlines and aircraft repair stations. The bill seeks to streamline the PFC approval process, but does not seek any increase to maximum PFC levels. The bill also seeks to improve airline consumer service through enhanced disclosure requirements and contingencies for flights that are substantially delayed, and it seeks an increase in funding for Essential Air Service (EAS) subsidies and small community air service grants. On March 22, 2010, the Senate passed H.R. 1586 as amended, which is similar to S. 1451 and includes an aviation trust fund revenue title. Subsequently, on March 25, 2010, the House passed its amended version of H.R. 1586, titling it the Aviation Safety and Investment Act of 2010, which incorporates the text of H.R. 915 and H.R. 3371. A conference to resolve the differences on H.R. 1586 is pending. This report will be updated as needed. .
Date of Report: May 7, 2010
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