	Status of Legislation

On April 27, 2018, the House of Representatives passed the FAA Reauthorization Act of 2018 ( H.R. 4 ), a measure to reauthorize federal civil aviation programs, including the Federal Aviation Administration (FAA), for a six-year period. H.R. 4 does not include a controversial proposal to privatize air traffic control (ATC) laid out in an earlier bill, H.R. 2997 . On May 9, 2018, the Senate Committee on Commerce, Science, and Transportation reported a four-year FAA reauthorization bill ( S. 1405 , S.Rept. 115-243 ) that does not address ATC privatization. Despite many similarities, there are a number of differences in the two bills, including the length of authorization, funding amounts, and other provisions. If either bill is enacted, it would be the first long-term FAA reauthorization act since the FAA Modernization and Reform Act of 2012 ( P.L. 112-95 ) expired at the end of FY2015. Changes to grant allocations for airport improvements remain in both H.R. 4 or S. 1405 . H.R. It would create a new supplemental funding authorization for AIP discretionary funds from the general fund appropriations, starting in FY2019 with $1.02 billion and rising to $1.11 billion in FY2023. Large hub airports would not be eligible for these funds. 4 seeks to establish a pilot program to provide air traffic services on a preferential basis to aircraft equipped with upgraded NextGen avionics. S. 1405 , on the other hand, would require FAA to identify any barriers to complying with the 2020 ADS-B mandate and develop a plan to address them. H.R. S. 1405 does not address community noise in the context of NextGen procedures, but does include language clarifying the use of AIP funds for certain noise mitigation programs and requirements for updating airport noise exposure maps. Regulation of Unmanned Aircraft Systems (UAS)

P.L. H.R. Both bills would direct FAA to issue regulations within one year of enactment establishing a certification process for drone package delivery operations, including commercial fleet operations with highly automated UAS. S. 1405 includes a provision that would allow nonacademic structured and disciplined ground training courses to count toward the 1,500-hour requirement. 4 or S. 1405 . While H.R. H.R. 4 would require FAA to issue regulations establishing minimum dimensions for passenger seats. 4 would make involuntary bumping of passengers after boarding an unfair and deceptive practice. It would also allow an air carrier to advertise base airfare rather than the final cost to the passenger, as long as it discloses additional taxes and fees via a link on its website. This practice is currently deemed "unfair and deceptive" by a DOT consumer protection rule, which requires that airline and travel websites give most prominent display to the total cost of a flight, including taxes and fees.
On April 27, 2018, the House of Representatives passed the FAA Reauthorization Act of 2018 (H.R. 4), a six-year Federal Aviation Administration (FAA) reauthorization measure that does not include a controversial proposal to privatize air traffic control laid (ATC) out in an earlier bill, H.R. 2997. On May 9, 2018, the Senate Committee on Commerce, Science and Transportation reported a four-year FAA reauthorization bill (S. 1405, S.Rept. 115-243) that does not address ATC privatization. The enactment of either bill would be the first long-term FAA reauthorization act since the FAA Modernization and Reform Act of 2012 (P.L. 112-95) expired at the end of FY2015.
Despite many similarities, there are a number of differences in the two bills, including the length of authorization, funding amounts, and other provisions. Key differences include the following:
S. 1405 would authorize funding to aviation programs from FY2018 through FY2021, while funding authorization in H.R. 4 would cover two additional years, through FY2023. H.R. 4 would provide higher annual funding. H.R. 4 would establish a pilot program to provide air traffic services on a preferential basis to aircraft equipped with upgraded avionics compatible with FAA's NextGen ATC system, while S. 1405 would require FAA to identify barriers to complying with the current 2020 equipage deadline. H.R. 4 proposes a number of actions to address noise complaints attributed to NextGen procedures, while S. 1405 addresses noise concerns by clarifying the availability of certain airport grant funds for noise mitigation programs. While both bills would establish a process for certifying drone package delivery operations, S. 1405 addresses the privacy policies of unmanned aircraft operators and would require FAA to establish a public database of unmanned aircraft to aid with compliance and enforcement of airspace restrictions and applicable regulations. Whereas S. 1405 would allow FAA to revise airline pilot qualification standards to allow certain ground instruction to count toward the 1,500 flight-hour minimum, H.R. 4 does not propose any changes to the current requirements. H.R. 4 would create a new supplemental funding authorization for Airport Improvement Program (AIP) discretionary funds from the general fund appropriations, exceeding $1 billion each year. Large hub airports would not be eligible for these funds. H.R. 4 would make involuntary bumping of passengers after boarding an unfair and deceptive practice. It would also allow an air carrier to advertise base airfare rather than the final cost to the passenger, as long as it discloses additional taxes and fees via a link on its website. Such practice is currently deemed "unfair and deceptive" by a Department of Transportation (DOT) consumer protection rule.