The National Transportation Safety Board Reauthorization Act of 2006 ( P.L. 109-443 did include a provision requiring the FAA to submit a report explaining why it has not implemented aviation-related safety improvements identified in the NTSB's Most Wanted Transportation Safety Improvements list issued in 2006. The enacted legislation ( P.L. In FY2008, the administration proposed a funding authorization of $100 million, 22% above the FY2007 requested amount. In contrast, the Senate ( S. 3679 ) initially passed a two-year authorization that would have matched the requested funding level in FY2007, but did not include the increased funding sought in FY2008. Other issues considered during the NTSB reauthorization process included the mission, operations, and funding of the NTSB Academy; relief from certain contracting requirements for investigation-related services; the designation of various reimbursements to the NTSB as offsetting collections; and payment for Department of Transportation Inspector General investigations and audits of the NTSB. While the House bill ( H.R. 109-443 ) authorizes a funding increase of roughly 13.5% in FY2008 compared to FY2007 authorized levels. In addition to providing a separate funding authorization for the NTSB Academy on top of NTSB base authorization levels, P.L. 109-443 ) also requires that the GAO evaluate and audit the programs and expenditures of the NTSB on at least an annual basis, or more frequently if determined necessary by the Comptroller General. Other Possible Issues for NTSB Reauthorization and Congressional Oversight

Besides the issues specifically identified during the NTSB reauthorization debate, two other prominent, and related, issues involving the NTSB may come under congressional scrutiny. First, some have expressed concerns over possible industry stakeholder lobbying of NTSB officials in attempts to influence the scope or language of NTSB investigative findings. Second, concerns have also been raised about the NTSB's heavy reliance on experts from transportation entities with a vested interest in the outcome of an investigation, such as airlines and aircraft manufacturers, for fact gathering and data analysis. Some experts argue that the NTSB should instead create stronger ties with government laboratories and academic institutions for expertise to lessen the chances that bias, or the perception of bias, could creep into the accident investigation process. This issue has not been formally addressed by Congress in the current reauthorization process. These include a mandate for the FAA to complete a safety review examining runway safety area alternatives at Juneau International Airport, Juneau, Alaska; a provision directing the DOT Inspector General, in cooperation with the Department of Justice and the Attorney General of Massachusetts, to conduct investigations of criminal and fraudulent activities related to the construction of the Boston Central Artery Tunnel project; a provision directing the DOT Inspector General to provide oversight to the project-wide safety review of the Boston Central Artery Tunnel that was initiated in response to the July 10, 2006 collapse of a section of the tunnel's roof resulting in a fatality to a motor vehicle occupant; and a provision requiring the DOT Inspector General to provide periodic reports to Congress regarding the findings of its oversight, audits, and investigations of the Boston Central Artery Tunnel project.
The National Transportation Safety Board (NTSB) is a small, independent agency with responsibility for investigating transportation accidents; conducting transportation safety studies; issuing safety recommendations; aiding victim's families in aviation disasters; and promoting transportation safety. Near the conclusion of the 109th Congress, a two-year NTSB reauthorization measure, covering fiscal years 2007 and 2008, was enacted (P.L. 109-443).
During the 109th Congress, legislation to reauthorize the NTSB for fiscal years 2007-2009 was ordered reported in the House (H.R. 5076) seeking a three-year funding reauthorization for FY2007 through FY2009, that included a 22% increase to authorized funding levels in FY2008 compared to FY2007 requested levels, largely to support a proposed staffing increase of about 19%. In contrast, the Senate initially passed a two-year reauthorization bill (S. 3679) in September, 2006, covering FY2007 and FY2008, that paralleled the administration's FY2007 funding request, but did not provide the increase sought in FY2008, instead proposing to maintain staffing at current levels through FY2008. The NTSB indicated in reauthorization hearing testimony that a staffing increase was needed to effectively carry out its mission. P.L. 109-443 authorizes funding in FY2007 slightly above the President's requested appropriation level, and authorizes a 13.5% increase in the authorized level in FY2008, compared to FY2007. Actual funding levels, however, are dependent on amounts specified in appropriations legislation.
In addition to setting funding authorization levels, P.L. 109-443 extends and expands provisions that relax certain contracting requirements for investigation-related services; establishes various reimbursements to the NTSB as offsetting collections that are available until expended; and authorizes reimbursable payment from the NTSB for Department of Transportation Office of Inspector General (DOT OIG) investigations and audits of the NTSB. The act also requires the Federal Aviation Administration (FAA) to submit a report explaining why it has not implemented NTSB's most wanted aviation-related transportation safety improvements, and charges the GAO with the responsibility of evaluating and auditing NTSB programs, operations, and activities on an annual basis, or more frequently if determined necessary. The act also directs the DOT OIG to conduct oversight and investigations related to the Boston Central Artery Tunnel project.
While not formally addressed during reauthorization debate, two other prominent issues involving the NTSB may come under congressional scrutiny: concerns over industry stakeholders lobbying NTSB officials in attempts to influence the scope or language of NTSB investigative findings, and the NTSB's heavy reliance on experts from transportation entities with a vested interest in the outcome of an investigation for fact gathering and data analysis. Some experts argue that the NTSB should instead create stronger ties with government laboratories and academic institutions for expertise to lessen the chances that bias, or the perception of bias, could creep into the accident-investigation process. This report will not be updated.