While Federal Aviation Administration (FAA) reauthorization legislation was considered at length during the 110 th Congress, and a FAA reauthorization bill ( H.R. 2881 ) was passed by the House, the only related legislation enacted consisted of several short term extensions for aviation trust fund revenue collections and aviation program authority. The Federal Aviation Administration Extension Act, Part II ( P.L. 110-330 ) extends these authorizations until March 31, 2009, thus carrying the issue of FAA reauthorization over to the 111 th Congress. Funding authorization for aviation programs set forth in Vision 100—Century of Aviation Reauthorization Act ( P.L. Also, authorization of the existing tax and fee structure that provides revenue for the aviation trust fund expired at the end of FY2007. 1356 / S. 1076 , hereafter referred to by bill number or as the FAA proposal), entitled the Next Generation Air Transportation System Financing Reform Act of 2007, proposes a new system for financing aviation system operations and capital improvements that includes various fee-for-service charges (user fees), directed primarily at commercial system users, and excise taxes (primarily fuel taxes) for general aviation system users. The FAA proposal also includes several modifications to airport revenues, including increases in the maximum passenger facility charges (PFCs) that airports can impose on passengers, and initiatives intended to modify and simplify the apportionment of grants to airports. Overview of S. 1300 and S. 2345

On May 3, 2007, Senator Rockefeller introduced the Aviation Investment and Modernization Act of 2007 ( S. 1300 ). S. 1300 proposes a four-year reauthorization, including modest increases to the FAA's authorized spending levels through FY2011. S. 1300 , as amended, offers an alternative to the FAA-proposed user fee structure, proposing to create a separate treasury fund, called the Air Traffic Modernization Fund, that would be financed through the collection of $25 surcharges imposed on certain flights for air traffic control costs. This report discusses H.R. Perhaps the most notable increase in S. 1300 would be for the Facilities and Equipment (F&E) account. 2881 proposes an increase of almost 25% in FY2008 authorizations for F&E spending compared to FY2007 appropriated amounts. FAA Proposal

The Next Generation Air Transportation System Financing Reform Act of 2007 ( H.R. 2881

The bill does not include the FAA proposal. Major provisions of the FAA proposal and S. 1300 addressing management and organizational issues include:
Measures designed to achieve better integration of NGATS planning and implementation into the FAA's ongoing planning and acquisition activities; Measures to establish a mechanism for considering possible realignment and consolidation of various FAA facilities and services; and Provisions to increase the flexibility in the design and implementation of NGATS by allowing airports and private entities to play a more direct role in acquiring, deploying, and maintaining facilities and services to augment the FAA's air traffic communications, navigation, and surveillance capabilities. 2881 seek increased funding and other program enhancements.
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. The Federal Aviation Administration Extension Act, Part II (P.L. 110-330) extends these authorizations until March 31, 2009, thus carrying the issue of FAA reauthorization over to the 111th Congress.
Consideration of FAA reauthorization during the 110th Congress began with the introduction of the FAA's reauthorization proposal, entitled the Next Generation Air Transportation System Financing Reform Act of 2007 (H.R. 1356/S. 1076, introduced by request), which recommends a new system for financing aviation system costs through direct user fees and increased fuel taxes. The FAA proposal would also allow airports to increase passenger facility charges (PFC), and includes initiatives to simplify the apportionment of airport grants. The proposal also seeks to better integrate development of the Next Generation Air Transportation System (NGATS) into ongoing planning and acquisition activities, and would allow airport and private investment in certain aviation facilities and services. The FAA proposal would authorize funding for research on aviation noise, air emissions, and water quality impacts, and seeks to modify the Essential Air Service Program (EAS).
The Aviation Investment and Modernization Act of 2007 (S. 1300; S.Rept. 110-144) proposes a four-year authorization with modest overall budget increases and larger increases specifically for facilities and equipment (F&E) modernization. S. 1300 proposes a $25 surcharge for certain flights and retention of existing taxes and fees. S. 1300 would establish a modernization oversight board and would set up offices at each federal agency supporting NGATS for defining agency resources and budgetary commitments to air traffic modernization. S. 2345, introduced by the Senate Finance Committee, may be considered as the revenue title of the overall bill, and modifies certain aviation taxes and fees as a possible alternative to the $25 surcharge proposal.
The FAA Reauthorization Act of 2007 (H.R. 2881) seeks higher spending authorizations for F&E compared to S. 1300. While the bill does not propose any direct user-fee mechanisms, it proposes modest increases to existing aviation fuel taxes. The overall legislation also seeks to increase accountability and coordination of NGATS planning and implementation. An amendment agreed to would create a binding arbitration process to resolve labor negotiations impasses, and would apply this process to settle the current impasse between the FAA and air traffic controllers. This report will not be updated.