49 U.S.C. § 40101: Policy

assigning and maintaining safety as the highest priority in air commerce. before authorizing new air transportation services, evaluating the safety implications of those services. preventing deterioration in established safety procedures, recognizing the clear intent, encouragement, and dedication of Congress to further the highest degree of safety in air transportation and air commerce, and to maintain the safety vigilance that has evolved in air transportation and air commerce and has come to be expected by the traveling and shipping public. the availability of a variety of adequate, economic, efficient, and low-priced services without unreasonable discrimination or unfair or deceptive practices. coordinating transportation by, and improving relations among, air carriers, and encouraging fair wages and working conditions. to provide the needed air transportation system; and to encourage efficient and well-managed air carriers to earn adequate profits and attract capital, considering any material differences between interstate air transportation and foreign air transportation. the commerce of the United States; the United States Postal Service; and the national defense. encouraging the transportation by air carriers that provide, in a specific market, transportation exclusively at those airports; and fostering an environment that allows those carriers to establish themselves and develop secondary or satellite airport services. preventing unfair, deceptive, predatory, or anticompetitive practices in air transportation. avoiding unreasonable industry concentration, excessive market domination, monopoly powers, and other conditions that would tend to allow at least one air carrier or foreign air carrier unreasonably to increase prices, reduce services, or exclude competition in air transportation. maintaining a complete and convenient system of continuous scheduled interstate air transportation for small communities and isolated areas with direct financial assistance from the United States Government when appropriate. to provide efficiency, innovation, and low prices; and to decide on the variety and quality of, and determine prices for, air transportation services. encouraging entry into air transportation markets by new and existing air carriers and the continued strengthening of small air carriers to ensure a more effective and competitive airline industry. promoting, encouraging, and developing civil aeronautics and a viable, privately-owned United States air transport industry. strengthening the competitive position of air carriers to at least ensure equality with foreign air carriers, including the attainment of the opportunity for air carriers to maintain and increase their profitability in foreign air transportation. ensuring that consumers in all regions of the United States, including those in small communities and rural and remote areas, have access to affordable, regularly scheduled air service. the present and future needs of shippers; the commerce of the United States; and the national defense. encouraging and developing an integrated transportation system relying on competitive market forces to decide the extent, variety, quality, and price of services provided. providing services without unreasonable discrimination, unfair or deceptive practices, or predatory pricing. the requirements of national defense and commercial and general aviation. the public right of freedom of transit through the navigable airspace. assigning, maintaining, and enhancing safety and security as the highest priorities in air commerce. regulating air commerce in a way that best promotes safety and fulfills national defense requirements. encouraging and developing civil aeronautics, including new aviation technology. controlling the use of the navigable airspace and regulating civil and military operations in that airspace in the interest of the safety and efficiency of both of those operations. consolidating research and development for air navigation facilities and the installation and operation of those facilities. developing and operating a common system of air traffic control and navigation for military and civil aircraft. providing assistance to law enforcement agencies in the enforcement of laws related to regulation of controlled substances, to the extent consistent with aviation safety. strengthening the competitive position of air carriers to ensure at least equality with foreign air carriers, including the attainment of the opportunity for air carriers to maintain and increase their profitability in foreign air transportation. freedom of air carriers and foreign air carriers to offer prices that correspond to consumer demand. the fewest possible restrictions on charter air transportation. the maximum degree of multiple and permissive international authority for air carriers so that they will be able to respond quickly to a shift in market demand. eliminating operational and marketing restrictions to the greatest extent possible. integrating domestic and international air transportation. increasing the number of nonstop United States gateway cities. opportunities for carriers of foreign countries to increase their access to places in the United States if exchanged for benefits of similar magnitude for air carriers or the traveling public with permanent linkage between rights granted and rights given away. excessive landing and user fees; unreasonable ground handling requirements; unreasonable restrictions on operations; prohibitions against change of gauge; and similar restrictive practices. promoting, encouraging, and developing civil aeronautics and a viable, privately-owned United States air transport industry. In selecting an air carrier to provide foreign air transportation from among competing applicants, the Secretary of Transportation shall consider, in addition to the matters specified in subsections (a) and (b) of this section, the strengthening of competition among air carriers operating in the United States to prevent unreasonable concentration in the air carrier industry. Not later than December 31, 2025 , the Administrator [of the Federal Aviation Administration] shall operationalize all of the key programs under the NextGen [Next Generation Air Transportation System] program as described in the deployment plan of the FAA [Federal Aviation Administration]. The NextGen Office of the FAA shall terminate on December 31, 2025 . If the Administrator does not complete the air traffic modernization project known as the NextGen program by the deadline specified in subsection (a), the Administrator shall transfer the residual functions for completing the NextGen program to the Airspace Modernization Office of the FAA established under section 207 [of Pub. L. 118–63 ; 49 U.S.C. 106 note]. Not later than December 31, 2025 , management of the NextGen Advisory Committee shall transfer to the Chief Operating Officer of the air traffic control system. Not later than 90 days after the date of enactment of this Act [ May 16, 2024 ], any advanced air mobility relevant functions, duties, and responsibilities of the NAS Systems Engineering and Integration Office or other offices within the Office of NextGen of the FAA shall be incorporated into the Office of Aviation Safety of the FAA. In carrying out subsection (a), and after implementing subsections (c) through (e), the Administrator shall transfer any remaining duties, authorities, activities, personnel, and assets managed by the Office of NextGen of the FAA to other offices of the FAA, as appropriate.” identify, at the discretion of the Administrator, not less than 3 processes of the FAA [Federal Aviation Administration] that result in a certification and require paper-based information exchange between external entities and the FAA or offices within the FAA (such as an aircraft certification, aircraft registration, or airmen certification) or authorization, an exemption, or a letter of authorization; and initiate the digitization of such processes. an applicant to track the application of such applicant throughout the period of submission and review of such application; and the status of the application to be available upon demand to the applicant, as well as FAA employees responsible for reviewing and making a decision on the application. Not later than 2 years after the date on which the Administrator initiates the digitization under subsection (a)(2), the Administrator shall brief the appropriate committees of Congress [Committee on Commerce, Science, and Transportation of the Senate and Committee on Transportation and Infrastructure of the House of Representatives] on the progress of such digitization. In this section, the term ‘digitization’ means the transition from a predominantly paper-based system to a system centered on the use of a data management system and the internet.” Not later than 1 year after the date of enactment of this Act [ May 16, 2024 ], the Secretary [of Transportation] shall identify each categorical exclusion under the jurisdiction of the Department of Transportation, including any operating administration within the Department. review the categorical exclusions applied by other operating administrations identified in subsection (a); and take such action as may be necessary to adopt, as relevant and appropriate, new categorical exclusions that meet the requirements of section 1508.4 of title 40, Code of Federal Regulations, from among categorical exclusions reviewed by the Secretary in paragraph (1) for use by the FAA.” Not later than 2 years after the date of enactment of this Act [ May 16, 2024 ], the Administrator [of the Federal Aviation Administration] shall seek to enter into an appropriate arrangement with a qualified third-party organization or consortium to evaluate the collection, collation, analysis, and use of aviation data across the FAA [Federal Aviation Administration]. seek the input of experts in data analytics, including at least 1 expert in the commercial data services or analytics solutions sector; consult with the National Transportation Safety Board and the Transportation Research Board; and consult with appropriate federally funded research and development centers, to the extent that such centers are not already involved in the evaluation. compile a list of internal and external sources, databases, and streams of information the FAA receives or has access to that provide the FAA with operational or safety information and data about the national airspace system, its users, and other regulated entities of the FAA; review data sets to determine completeness and accuracy of relevant information; identify gaps in information that the FAA could fill through sharing agreements, partnerships, or other means that would add value during safety trend analysis; assess the capabilities of the FAA, including analysis systems and workforce skillsets, to analyze relevant data and information to make informed decisions; as required by law; and consistent with best practices for data collection, storage, and use; review the format of such data and identify methods to improve the usefulness of such data; appropriateness based on data type and level of detail; proper data access protocols and precautions; and maximizing availability of safety-related data that could support the improvement of safety management systems of and trend identification by regulated entities and the FAA; examine the collation and dissemination of data within offices and between offices of the FAA; review and recommend improvements to the data analysis techniques of the FAA; and recommend investments the Administrator should consider to better collect, manage, and analyze data sets, including within and between offices of the FAA. The Administrator shall provide the qualified third-party organization or consortium and the experts described in subsection (b) with adequate access to safety and operational data collected by and held by the agency across all offices of the FAA, except if specific access is otherwise prohibited by law. Prior to participating in the review, the Administrator shall ensure that each person participating in the evaluation under this section enters into an agreement with the Administrator in which the person shall be prohibited from disclosing at any time, except as required by law, to any person, foreign or domestic, any non-public information made accessible to the federally funded research and development center under this section. improve data access across offices within the FAA, as necessary, to support efficient execution of safety analysis and programs across such offices; improve data storage best practices; develop or refine methods for collating data from multiple FAA and industry sources; and procure or use available analytics tools to draw conclusions and identify previously unrecognized trends or miscategorized risks in the aviation system, particularly when identification of such information requires the analysis of multiple sets of data from multiple sources. Not later than 6 months after the receipt of the report under subsection (f), the Administrator shall review, develop an implementation plan, and, if appropriate, begin the implementation of the recommendations received in such report. The qualified third-party organization or consortium that conducted the initial evaluation, and any experts who contributed to such evaluation pursuant to subsection (b)(1), shall provide regular feedback and advice to the Administrator on the implementation plan developed under subsection (g) and any implementation activities for at least 2 years beginning on the date of the receipt of the report under subsection (f). The Administrator shall submit to the appropriate committees of Congress [Committee on Commerce, Science, and Transportation of the Senate and Committee on Transportation and Infrastructure of the House of Representatives] the report described in subsection (f) and the implementation plan described in subsection (g). Consistent with section 132 of the Aircraft Certification, Safety, and Accountability Act ([title I of div. V of] Public Law 116–260 ) [set out below], the Executive Director of the Transportation Research Board, in consultation with the Secretary and the Administrator, may further harmonize data and sources following the implementation of recommendations under subsection (g). Nothing in this section shall be construed to permit the public disclosure of information submitted under a voluntary safety reporting program or that is otherwise protected under section 44735 of title 49 , United States Code.” Not later than 180 days after the date of enactment of this Act [ May 16, 2024 ], and periodically thereafter as the Administrator [of the Federal Aviation Administration] determines appropriate, the Administrator shall convene FAA [Federal Aviation Administration] officials to evaluate and expedite the implementation of NextGen [Next Generation Air Transportation System] programs and capabilities. Performance-based navigation. Data communications. Terminal flight data manager. Aeronautical information management. Other activities as recommended by the NextGen Advisory Committee and determined by the Administrator to be appropriate. Not later than 3 years after the date of enactment of this Act, the Administrator shall fully implement performance-based navigation procedures for all terminal and enroute routes, including approach and departure procedures for covered airports. Trajectory-based operations. Optimized profile descents. Multiple airport route separation. Established on required navigation performance. Converging runway display aids. In carrying out paragraph (1), the Administrator shall issue such regulations as may be required, and publish applicable advisory circulars, to establish the equipage baseline appropriate for aircraft to safely use performance-based navigation procedures. Not later than 180 days after enactment of this Act, the Administrator shall, in consultation with certified labor representatives of air traffic controllers and the NextGen Advisory Committee, develop an action plan to utilize performance-based navigation procedures as a primary means of navigation to further reduce the dependency on legacy systems within the national airspace system. Not later than 2 years after the date of enactment of this Act, the Administrator shall fully implement the use of data communications. Ground-to-ground message exchange for surface aircraft operations and runway safety at airports. Automated message generation and receipt. Message routing and transmission. Direct communications with aircraft avionics. Implementation of data communications at all Air Route Traffic Control Centers. The Future Air Navigation System. Not later than 4 years after the date of enactment of this Act, the Administrator shall install the Terminal Flight Data Manager system at not less than 89 airports in the United States based on the highest number of annual aircraft operations or a determination of operational need and the impact of installation and deployment on the national airspace system. At a minimum, the Administrator shall implement electronic flight strips at the air traffic control towers of airports described in paragraph (1). Not later than 4 years after the date of enactment of this Act, if the Administrator finds that Terminal Flight Data Manager systems would be beneficial to safety or efficiency, the Administrator shall install Flow Management Data and Services at airports described under paragraph (1). The activities under paragraphs (1), (2), and (3) of this subsection shall be contingent on the appropriation of funds to carry out this subsection. Not later than 3 years after the date of enactment of this Act, the Administrator shall fully modernize the aeronautical information management systems of the FAA to improve the functionality, useability, durability, and reliability of such systems used in the national airspace system. improve the distribution of critical safety information to pilots, air traffic control, and other relevant aviation stakeholders; fully develop and implement the Enterprise Information Display System; and notwithstanding a centralized aeronautical information management system, restructure the back-up systems of aeronautical information management systems to be independent and self-sufficient from one another. Not later than 14 months after the date of enactment of this Act, the Administrator shall develop a 2-year implementation plan to further incentivize the acceleration of the equipage rates of certain NextGen avionics within the fleets of air carriers (as such term is defined in section 40102(a) of title 49 , United States Code. provide for further implementation and deployment of NextGen operational improvements to incentivize universal equipage of commercial and regional aircraft with certain NextGen avionics; identify any remaining barriers for operators of commercial and regional aircraft to properly equip such aircraft with certain NextGen avionics, including any methods to address such barriers; provide for the use of the best methods to highlight and enhance to operators of commercial and regional aircraft the benefits of equipping such aircraft with certain NextGen avionics; and include in such plan any equipage guidelines and regulations the Administrator determines necessary and appropriate. trade associations representing air carriers; trade associations representing avionics manufacturers; certified labor organizations representing air traffic controllers; and any other representatives the Administrator determines appropriate. Not later than 15 months after the date of enactment of this Act, the Administrator shall submit to the appropriate committees of Congress [Committee on Commerce, Science, and Transportation of the Senate and Committee on Transportation and Infrastructure of the House of Representatives] the plan required under this subsection. Not later than 18 months after the date of enactment of this Act, the Administrator shall initiate such actions necessary to implement the plan developed under paragraph (1), including initiating any required rulemaking. In this subsection, the term ‘certain NextGen avionics’ means those avionics and baseline capabilities as recommended in the report of the NextGen Advisory Committee titled ‘Minimum Capabilities List (MCL) Ad Hoc Team NAC Task 19–1 Report’, issued on November 17, 2020 . For each deadline established under subsections (a) through (g), if the Administrator determines that the Administrator has not met or will not meet each such deadline, the Administrator shall, not later than 30 days after such determination, notify the appropriate committees of Congress about the failure to meet each deadline. An explanation as to why the Administrator will not or did not meet the deadline described in such paragraph. A description of the actions the Administrator plans to take to meet the deadline described in such paragraph. Actions Congress can take to assist the Administrator in meeting the deadline described in such paragraph. If the Administrator is required to provide notice under paragraph (1), the Administrator shall provide the appropriate committees of Congress quarterly briefings as to the progress made by the Administrator regarding implementation under the respective subsection for which the deadline will not be or was not met until such time as the Administrator has completed the required work under such subsection. The Administrator shall consult and task the NextGen Advisory Committee with providing recommendations on ways to expedite, prioritize, and fully implement the NextGen program to realize the operational benefits of such programs. air traffic throughput of the national airspace system; daily operational performance, including delays and cancellations; and the potential need for performance-based operational metrics related to the NextGen program and subsequent air traffic modernization programs and efforts.” The Administrator [of the Federal Aviation Administration] shall continue existing community engagement activities under the designation of a Community Collaboration Program (in this section referred to as the ‘Program’). airport planning and development; noise and environmental policy; NextGen [Next Generation Air Transportation System] implementation; air traffic route changes; integration of new and emerging entrants; and other topics with respect to which community engagement is critical to program success. best practices of other Federal agencies and external organizations with expertise in community engagement; interviews with impacted residents; and recommendations solicited from individuals and local government officials in communities adversely impacted by aircraft noise; coordinating with the Air Traffic Organization on community engagement efforts related to air traffic procedure changes to ensure that impacted communities are consulted in a meaningful way; coordination with Regional Ombudsmen of the FAA; centralizing noise complaint data and improving data collection methodologies; ensuring such Regional Ombudsmen are consulted in local air traffic procedure development decisions; and collecting feedback from such Regional Ombudsmen to inform national policymaking efforts; identify appropriate supplemental metrics for assessing noise impacts and circumstances for their use to aid in the internal assessment of the FAA of noise impacts related to proposed flight path changes; update guidance to incorporate additional tools to more clearly convey expected impacts, such as other noise metrics and visualization tools; and improve guidance to airports and communities on effectively engaging with the FAA; and any other recommendations included in the report that would assist the FAA in improving outreach to communities affected by aircraft noise; ensuring engagement with local community groups as appropriate in conducting the other responsibilities described in this section; and other responsibilities as considered appropriate by the Administrator. the implementation of each such recommendation; how any recommended actions are assisting the Administrator in improving outreach to communities affected by aircraft noise and other community engagement concerns; and any challenges or barriers that limit or prevent the ability of the Administrator to take such actions. Nothing in this section shall be construed to require the Administrator to alter the organizational structure of the FAA nor change the reporting structure of any employee.” enable the real-time digital exchange of key information between nearby aircraft; and are not reliant on ground infrastructure or air-to-ground communication links.” Not later than 180 days after the date of enactment of this Act [ May 16, 2024 ], the Secretary of Transportation shall establish a drone education and training grant program to make grants to educational institutions for workforce training for small unmanned aircraft systems. Amounts from a grant under this section shall be used in furtherance of activities authorized under section[s] 631 and 632 of the FAA Reauthorization Act of 2018 [ Pub. L. 115–254 ] ( 49 U.S.C. 40101 note[s]). To be eligible to receive a grant under this section, an educational institution shall submit an application to the Secretary at such time, in such form, and containing such information as the Secretary may require. Out of amounts authorized to be appropriated under section 106(k) of title 49 , United States Code, the Secretary shall make available to carry out this section $5,000,000 for each of fiscal years 2025 through 2028. In this section, the term ‘educational institution’ means an institution of higher education (as such term is defined in section 101 of the Higher Education Act of 1965 ( 20 U.S.C. 1001 )) that participates in a program authorized under sections 631 and 632 of the FAA Reauthorization Act of 2018 ( 49 U.S.C. 40101 note[s]).” The terms ‘advanced air mobility’ and ‘AAM’ mean a transportation system that is comprised of urban air mobility and regional air mobility using manned or unmanned aircraft. The term ‘powered-lift aircraft’ has the meaning given the term ‘powered-lift’ in section 1.1 of title 14, Code of Federal Regulations. has advanced technologies, such as distributed propulsion, vertical takeoff and landing, powered lift, nontraditional power systems, or autonomous technologies; has a maximum takeoff weight of greater than 1,320 pounds; and is not urban air mobility. has advanced technologies, such as distributed propulsion, vertical takeoff and landing, powered lift, nontraditional power systems, or autonomous technologies; and has a maximum takeoff weight of greater than 1,320 pounds. The term ‘vertiport’ means an area of land, water, or a structure used or intended to be used to support the landing, takeoff, taxiing, parking, and storage of powered-lift aircraft or other aircraft that vertiport design and performance standards established by the Administrator [of the Federal Aviation Administration] can accommodate. the United States should take actions to become a global leader in advanced air mobility; prioritize work on the type certification of powered-lift aircraft; publish, in line with stated deadlines, rulemakings and policy necessary to enable commercial operations, such as the Special Federal Aviation Regulation of the FAA titled ‘Integration of Powered-Lift: Pilot Certification and Operations; Miscellaneous Amendments Related to Rotorcraft and Airplanes’, issued on June 14, 2023 (2120-AL72); work with global partners to promote acceptance of advanced air mobility products; and leverage the existing aviation system to the greatest extent possible to support advanced air mobility operations; and the FAA should work with manufacturers, prospective operators of powered-lift aircraft, and other relevant stakeholders to enable the safe entry of such aircraft into the national airspace system. apply any applicable categorical exclusions in accordance with the National Environmental Policy Act of 1969 ( 42 U.S.C. 4321 et seq.) and subchapter A of chapter V of title 40, Code of Federal Regulations; and after consultation with the Council on Environmental Quality, take steps to establish additional categorical exclusions, as appropriate, for vertiports on an airport, in accordance with the National Environmental Policy Act of 1969 ( 42 U.S.C. 4321 et seq.) and subchapter A of chapter V of title 40, Code of Federal Regulations. Not later than 7 months after the date of enactment of this Act [ May 16, 2024 ], the Administrator shall publish a final rule for the Special Federal Aviation Regulation of the FAA titled ‘Integration of Powered-Lift: Pilot Certification and Operations; Miscellaneous Amendments Related to Rotorcraft and Airplanes’, issued on June 14, 2023 (2120–AL72), establishing procedures for certifying pilots of powered-lift aircraft and providing operational rules for powered-lift aircraft capable of transporting passengers and cargo. provide a practical pathway for pilot qualification and operations; establish performance-based requirements for energy reserves and other range- and endurance-related requirements that reflect the capabilities and intended operations of the aircraft; provide for a combination of pilot training requirements, including simulators, to ensure the safe operation of powered-lift aircraft; and to the maximum extent practicable, align powered-lift pilot qualifications with section 2.1.1.4 of Annex 1 to the Convention on International Civil Aviation published by the International Civil Aviation Organization. consider whether to grant an individual with an existing commercial airplane (single- or multi-engine) or helicopter pilot certificate the authority to serve as pilot-in-command of a powered-lift aircraft in commercial operation following the completion of an FAA-approved pilot type rating for such type of aircraft; the Agility Prime program of the United States Air Force; powered-lift aircraft evaluated and deployed for military purposes, including the F–35B program; and the commonalities and differences between powered-lift aircraft types and the handling qualities of such aircraft; and consider the adoption of the recommendations for powered-lift operations, as appropriate, contained in document 10103 of the International Civil Aviation Organization titled ‘Guidance on the Implementation of ICAO Standards and Recommended Practices for Tilt-rotors’, published in 2019. the operation of a powered-lift aircraft in the national airspace system; and the operator of such a powered-lift aircraft; and applicable, as determined by the operator of an airworthy powered-lift aircraft in consultation with the Administrator, and consistent with sections 91.3 and 91.13 of title 14, Code of Federal Regulations; and upon the completion of a type rating for a specific powered-lift aircraft, airmen that hold a pilot or instructor certification with airplane category ratings in any class or rotorcraft category ratings in the helicopter class shall be deemed to have privileges of a powered-lift rating for such specific powered-lift aircraft. This subsection shall cease to have effect 1 month after the effective date of a final rule issued pursuant to subsection (a). performance-based certification of powered-lift aircraft; certification of airmen capable of serving as pilot-in-command of a powered-lift aircraft; and operation of powered-lift aircraft in commercial service and air transportation. Outcome-driven safety objectives to spur innovation and technology adoption and promote the development of performance-based regulations. Lessons and insights learned from previously published special conditions and other Federal Register notices of airworthiness criteria for powered-lift aircraft. To the maximum extent practicable, aligning powered-lift pilot qualifications with section 2.1.1.4 of Annex 1 to the Convention on International Civil Aviation published by the International Civil Aviation Organization. The adoption of the recommendations contained in document 10103 of the International Civil Aviation Organization titled ‘Guidance on the Implementation of ICAO Standards and Recommended Practices for Tilt-rotors’, published in 2019, as appropriate. Practical pathways for pilot qualification and operations. Performance-based requirements for energy reserves and other range- and endurance-related designs and technologies that reflect the capabilities and intended operations of the aircraft. A combination of pilot training requirements, including simulators, to ensure the safe operation of powered-lift aircraft. The Committee shall submit to the Administrator a report detailing the findings and recommendations of the Committee. Not later than 270 days after the date on which the Committee submits the report under subsection (c)(3), the Administrator shall initiate a rulemaking to implement the findings and recommendations of the Committee, as determined appropriate by the Administrator. consult with the Secretary of Defense with regard to methods for pilots to gain proficiency and earn the necessary ratings required to act as a pilot-in-command of powered-lift aircraft; consider and plan for unmanned and remotely piloted powered-lift aircraft, and the associated elements of such aircraft, through the promulgation of performance-based regulations; consider any information and experience gained from operations and efforts that occur as a result of the Special Federal Aviation Regulation of the FAA titled ‘Integration of Powered-Lift: Pilot Certification and Operations; Miscellaneous Amendments Related to Rotorcraft and Airplanes’, issued on June 14, 2023 (2120–AL72); consider whether to grant an individual with an existing commercial airplane (single- or multi-engine) or helicopter pilot certificate the authority to serve as pilot-in-command of a powered-lift aircraft in commercial operation following the completion of an FAA-approved pilot type rating for such type of aircraft; work to harmonize the certification and operational requirements of the FAA with those of civil aviation authorities with bilateral safety agreements in place with the United States, to the extent such harmonization does not negatively impact domestic manufacturers and operators; and consider and plan for the use of alternative fuel types and propulsion methods, including reviewing the performance-based nature of parts 33 and 35 of title 14, Code of Federal Regulations, and any related recommendations provided to the Administrator by the aviation rulemaking advisory committee described in section 956. electric engines and propellers; hybrid electric engines and propulsion systems; hydrogen fuel cells; hydrogen combustion engines or propulsion systems; and other new or novel propulsion mechanisms and methods as determined appropriate by the Administrator. Outcome-driven safety objectives to spur innovation and technology adoption, and promote the development of performance-based regulations. Lessons and insights learned from previously published special conditions and other published airworthiness criteria for novel engines, propellers, and aircraft. The requirements of part 33 and part 35 of title 14, Code of Federal Regulations, any boundaries of applicability for standalone engine type certificates (including highly integrated systems), and the use of technical standards order authorizations. Not later than 1 year after providing findings and recommendations under subsection (a), the Committee shall submit to the Administrator and the appropriate committees of Congress [Committee on Commerce, Science, and Transportation of the Senate and Committee on Transportation and Infrastructure of the House of Representatives] a report containing such findings and recommendations. Not later than 180 days after the date on which the Committee submits the report under subsection (c), the Administrator shall brief the appropriate committees of Congress regarding plans of the FAA in response to the findings and recommendations contained in the report. The Administrator shall, in consultation with exclusive bargaining representatives of air traffic controllers certified under section 7111 of title 5 , United States Code, and any relevant stakeholder as determined appropriate by the Administrator, take such actions as may be necessary to safely integrate powered-lift aircraft into the national airspace system, including in controlled airspace, and learn from any efforts to adopt and update related policy and guidance. the use of existing air traffic procedures, where determined to be safe by the Administrator, by powered-lift aircraft; and the approval of letters of agreement between air traffic control system facilities and powered-lift operators and infrastructure operators to minimize the amount of active coordination required for safe recurring powered-lift aircraft operations, as appropriate. continue to update air traffic orders and policies to support the operation of powered-lift aircraft; to the extent necessary, develop powered-lift specific procedures for airports, heliports, and vertiports; evaluate the human factors impacts on controllers associated with managing powered-lift aircraft operations, consider the impact of additional operations on air traffic controller staffing, and make necessary changes to staffing, procedures, regulations, and orders; and consider the use of third-party service providers to manage increased operations in controlled airspace to support, supplement, and enhance the work of air traffic controllers. not later than December 31, 2024 , publish an update to the memorandum of the FAA titled ‘Engineering Brief No. 105, Vertiport Design’, issued on September 21, 2022 (EB No. 105); not later than December 31, 2025 , publish a performance-based vertiport design advisory circular; and begin the work necessary to update the advisory circular of the FAA titled ‘Heliport Design’ (Advisory Circular 150/5390) in order to provide performance-based guidance for heliport design, including consideration of alternative fuel and propulsion mechanisms. Upon the publication of an advisory circular pursuant to subsection (a)(2), the Administrator shall cancel the memorandum described in subsection (a)(1). The Administrator shall establish a mechanism by which owners and operators of aviation infrastructure can safely accommodate, or file a notice to accommodate, powered-lift aircraft if such infrastructure meets the safety requirements or guidance of the FAA for such aircraft. not later than 18 months after the date of enactment of this Act [ May 16, 2024 ], ensure airport district offices of the FAA have sufficient guidance and policy direction regarding the use and applicability of heliport and vertiport design standards of the FAA, and update such guidance routinely; determine if updates to FAA Form 7460 and Form 7480 are necessary and update such forms, as appropriate; and ensure that the methodology and underlying data sources of the Terminal Area Forecast of the FAA include commercial operations conducted by aircraft regardless of propulsion type or fuel type. “The Administrator shall increase efforts to update and keep current the Airport Master Record of the FAA, including by establishing a streamlined process by which the owners and operators of public and private aviation facilities with nontemporary, nonintermittent operations are encouraged to keep the information on such facilities current. Not later than 90 days after the date of enactment of this Act [ May 16, 2024 ], the Administrator shall develop a plan to establish a Center for Advanced Aviation Technologies to support the testing and advancement of new and emerging aviation technologies. In developing the plan under subsection (a), the Administrator may consult with the Advanced Air Mobility Working Group established in the Advanced Air Mobility Coordination and Leadership Act ( Public Law 117–203 ) [set out below], as amended by this Act, and the interagency working group established in section 1042 of this Act [set out in a note below]. developing an airspace laboratory and flight demonstration zones to facilitate the safe integration of advanced air mobility aircraft into the national airspace system, with at least 1 such zone to be established within the same geographic region as the Center for Advanced Aviation Technologies and that also has aviation manufacturers with relevant expertise, such as powered-lift; establishing testing corridors for the purposes of validating air traffic requirements for advanced air mobility operations, operational procedures, and performance requirements, with at least 1 such corridor to be established within the same geographic region as the Center for Advanced Aviation Technologies; developing and facilitating technology partnerships with, and between, industry, academia, and other government agencies, and supporting such partnerships; identifying new and emerging aviation technologies, innovative aviation concepts, and relevant aviation services, including advanced air mobility, powered-lift aircraft, and other advanced aviation technologies, as determined appropriate by the Administrator; and any other duties, as determined appropriate by the Administrator. Not later than 1 year after the date of enactment of this Act, the Administrator shall submit to the Committee on Transportation and Infrastructure and the Committee on Science, Space, and Technology of the House of Representatives and the Committee on Commerce, Science, and Transportation of the Senate the plan developed under subsection (a). a large commercial airport or large air logistics center; aviation manufacturing with expertise in advanced aviation technologies, such as powered-lift; existing FAA facilities or offices, such as a Center, Institute, certificate management office, or a regional headquarters; airspace utilized for advanced aviation technology testing activity, and capable of supporting a wide range of use cases; proximity to both rural and urban communities; State, local, or Tribal governments; programs to support public-private partnerships for advanced aviation technologies; and academic institutions that offer programs relating to advanced aviation technologies engineering. Out of amounts made available under section 106(k) of title 49 , United States Code, $35,000,000 for each of fiscal years 2025 through 2028 is authorized to carry out this section. The Administrator, in carrying out this section, shall, to the maximum extent practicable, leverage the research and testing capacity and capabilities of the Center of Excellence for Unmanned Aircraft Systems and, as appropriate, the unmanned aircraft test ranges established in section 44803 of title 49 , United States Code. The ongoing activities of the unmanned aircraft test ranges established in section 44803 of title 49 , United States Code, to the maximum extent practicable. The ongoing activities of the William J. Hughes Technical Center for Advanced Aerospace, to the maximum extent practicable. The ongoing activities of the Center of Excellence for Unmanned Aircraft Systems, to the maximum extent practicable. The ongoing activities of the Mike Monroney Aeronautical Center, to the maximum extent practicable.” The term ‘advanced air mobility’ means a transportation system that is comprised of urban air mobility and regional air mobility using manned or unmanned aircraft. The term ‘interagency working group’ means the advanced air mobility and unmanned aircraft systems interagency working group of the National Science and Technology Council established under section 1042. any organization composed of labor organizations, such as a labor union federation or a State or municipal labor body; and individuals employed by the United States, any wholly owned Government corporation, any Federal Reserve Bank, or any State or political subdivision thereof; individuals employed by persons subject to the Railway Labor Act ( 45 U.S.C. 151 et seq.); or individuals employed as agricultural laborers. The term ‘National Laboratory’ has the meaning given such term in section 2 of the Energy Policy Act of 2005 ( 42 U.S.C. 15801 ). The term ‘technical standard’ has the meaning given such term in section 12(d)(5) of the National Technology Transfer and Advancement Act of 1995 [ Pub. L. 104–113 ] ( 15 U.S.C. 272 note). The term ‘unmanned aircraft system’ has the meaning given such term in section 44801 of title 49 , United States Code. The National Science and Technology Council shall establish or designate an interagency working group on advanced air mobility and unmanned aircraft systems to coordinate Federal research, development, deployment, testing, and education activities to enable advanced air mobility and unmanned aircraft systems. The interagency working group shall be comprised of senior representatives from NASA [National Aeronautics and Space Administration], the Department of Transportation, the National Oceanic and Atmospheric Administration, the National Science Foundation, the National Institute of Standards and Technology, Department of Homeland Security, and such other Federal agencies as appropriate. develop a strategic research plan to guide Federal research to enable advanced air mobility and unmanned aircraft systems and oversee implementation of the plan; an assessment of the current state of United States competitiveness and leadership in advanced air mobility and unmanned aircraft systems, including the scope and scale of United States investments in relevant research and development; and strategies to strengthen and secure the domestic supply chain for advanced air mobility systems and unmanned aircraft systems; facilitate communication and outreach opportunities with academia, industry, professional societies, State, local, Tribal, and Federal governments, and other stakeholders; facilitate partnerships to leverage knowledge and resources from industry, State, local, Tribal, and Federal governments, National Laboratories, unmanned aircraft systems test range (as defined in section 44801 of title 49 , United States Code), academic institutions, and others; coordinate with the advanced air mobility working group established under section 2 of the Advanced Air Mobility Coordination and Leadership Act ( Public Law 117–203 ) [set out below] and heads of other Federal departments and agencies to avoid duplication of research and other activities to ensure that the activities carried out by the interagency working group are complementary to those being undertaken by other interagency efforts; and coordinate with the National Security Council and other authorized agency coordinating bodies on the assessment of risks affecting the existing Federal unmanned aircraft systems fleet and outlining potential steps to mitigate such risks. Not later than 1 year after the date of enactment of this Act [ May 16, 2024 ], and every 2 years thereafter until December 31, 2028 , the interagency working group shall transmit to the covered committees of Congress [Committee on Science, Space, and Technology of the House of Representatives and Committee on Commerce, Science, and Transportation of the Senate] a report that includes a summary of federally funded advanced air mobility and unmanned aircraft systems research, development, deployment, and testing activities, including the budget for each of the activities described in this paragraph. The interagency working group shall not be construed to conflict with or duplicate the work of the interagency working group established under the advanced air mobility working group established by the Advanced Air Mobility Coordination and Leadership Act ( Public Law 117–203 ). Not later than 2 years after the date of enactment of this Act [ May 16, 2024 ], the interagency working group shall develop and periodically update, as appropriate, a strategic plan for Federal research, development, deployment, and testing of advanced air mobility systems and unmanned aircraft systems. information, reports, and studies on advanced air mobility and unmanned aircraft systems that have identified research, development, deployment, and testing needed; information set forth in the national aviation research plan developed under section 44501(c) of title 49 , United States Code; and recommendations made by the National Academies in the review of the plan under subsection (d). determine and prioritize areas of advanced air mobility and unmanned aircraft systems research, development, demonstration, and testing requiring Federal Government leadership and investment; support the development of advanced air mobility technologies and the development of an advanced air mobility research, innovation, and manufacturing ecosystem; take into account sustained, consistent, and coordinated support for advanced air mobility and unmanned aircraft systems research, development, and demonstration, including through grants, cooperative agreements, testbeds, and testing facilities; apply lessons learned from unmanned aircraft systems research, development, demonstration, and testing to advanced air mobility systems; inform the development of voluntary consensus technical standards and best practices for the development and use of advanced air mobility and unmanned aircraft systems; support education and training activities at all levels to prepare the United States workforce to use and interact with advanced air mobility systems and unmanned aircraft systems; support partnerships to leverage knowledge and resources from industry, State, local, Tribal, and Federal governments, the National Laboratories, Center of Excellence for Unmanned Aircraft Systems Research of the FAA [Federal Aviation Administration], unmanned aircraft systems test ranges (as defined in section 44801 of title 49 , United States Code), academic institutions, labor organizations, and others to advance research activities; leverage existing Federal investments; and promote hardware interoperability and open-source systems; support research and other activities on the impacts of advanced air mobility and unmanned aircraft systems on national security, safety, economic, legal, workforce, and other appropriate societal issues; reduce barriers to transferring research findings, capabilities, and new technologies related to advanced air mobility and unmanned aircraft systems into operation for the benefit of society and United States competitiveness; in consultation with the Council of Economic Advisers, measure and track the contributions of unmanned aircraft systems and advanced air mobility to United States economic growth and other societal indicators; and identify relevant research and development programs and make recommendations for the coordination of relevant activities of the Federal agencies and set forth the role of each Federal agency in implementing the plan. The Administrator [of the Federal Aviation Administration] shall seek to enter into an agreement with the National Academies to review the plan every 5 years. In developing the plan under subsection (a), the interagency working group shall consult with representatives of stakeholder groups, which may include academia, research institutions, and State, industry, and labor organizations. Not later than 90 days before the plan, or any revision thereof, is submitted to Congress, the plan shall be published in the Federal Register for a public comment period of not less than 60 days. Not later than 1 year after the date of enactment of this Act, the interagency working group described in section 1042 of this Act shall transmit to the covered committees of Congress a report that describes the progress in developing the plan required under this section. Not later than 2 years after the date of enactment of this Act, the interagency working group shall transmit to the covered committees of Congress the strategic research plan developed under this section. Not later than 1 year after the transmission of the initial report under paragraph (2) and every 2 years thereafter until December 31, 2033 , the interagency working group shall transmit to the covered committees of Congress a report that includes an analysis of the progress made towards achieving the goals and priorities for the strategic research plan. beyond visual-line-of-sight operations; command and control link technologies; development and integration of unmanned aircraft system traffic management into the national airspace system; noise and other societal and environmental impacts; informing the development of an industry consensus vehicle-to-vehicle standard; safety, including collisions between advanced air mobility and unmanned aircraft systems of various sizes, traveling at various speeds, and various other crewed aircraft or various parts of other crewed aircraft of various sizes and traveling at various speeds; and detect-and-avoid capabilities. The Administrator shall ensure that research and development and other activities conducted under this section do not duplicate other Federal activities related to the integration of unmanned aviation systems or advanced air mobility. The Administrator shall apply lessons learned from unmanned aircraft systems research, development, demonstration, and testing to advanced air mobility systems. defining quantitative metrics, including metrics that may support the Administrator in making determinations, and research to inform the development of requirements, as practicable, for the operations of certain unmanned aircraft systems, as described under section 44807 of title 49 , United States Code; developing risk-based processes and criteria to inform the development of regulations and certification of complex operations, to include autonomous beyond-visual-line-of-sight operations, of unmanned aircraft systems of various sizes and weights, and advanced air mobility systems; and considering the utility of performance standards to make determinations under section 44807 of title 49 , United States Code. a summary of the costs and results of research under subsection (a)(6); a description of plans for and progress toward the implementation of research and development under subsection (d); large unmanned aircraft systems, including those weighing more than 55 pounds; and extended autonomous and remotely piloted operations beyond visual line of sight in controlled and uncontrolled airspace; and a current plan for full operational capability of unmanned aircraft systems traffic management, as described in section 376 the FAA Reauthorization Act of 2018 [ Pub. L. 115–254 ] ( 49 U.S.C. 44802 note). Research and development activities under this section may be conducted concurrently with the deployment of technologies outlined in (a) and in carrying out the [sic] this title and title IX [of Pub. L. 118–63 ; see Tables for classification]. Nothing in this section shall be construed to delay appropriate actions to deploy the technologies outlined in subsection (a), including the deployment of beyond visual-line-of-sight operations of unmanned aircraft systems, or delay the Administrator in carrying out this title and title IX, or limit FAA use of existing risk methodologies to make determinations pursuant to section 44807 of title 49 , United States Code, prior to completion of relevant research and development activities. The Administrator shall, to the maximum extent practicable, use the results of research and development activities conducted under this section to inform decisions on whether and how to maintain or update existing regulations and practices, or whether to establish new practices or regulations. The Administrator shall seek to enter into an arrangement with the National Academy of Public Administration to examine research, development, demonstration, and testing partnerships of the FAA to advance unmanned aircraft systems and advanced air mobility and to facilitate the safe integration of unmanned aircraft systems into the national airspace system. identify existing FAA partnerships with external entities, including academia and Centers of Excellence, industry, and nonprofit organizations, and the types of such partnership arrangements; examine the partnerships in paragraph (1), including the scope and areas of research, development, demonstration, and testing carried out, and associated arrangements for performing research and development activities; review the extent to which the FAA uses the results and outcomes of each partnership to advance the research and development in unmanned aircraft systems; identify additional research and development areas, if any, that may benefit from partnership arrangements, and whether such research and development would require new partnerships; identify any duplication of ongoing or planned research, development, demonstration, or testing activities; identify effective and appropriate means for publication and dissemination of the results and sharing with the public, commercial, and research communities related data from such research, development, demonstration, and testing conducted under such partnerships; identify effective mechanisms, either new or already existing, to facilitate coordination, evaluation, and information-sharing among and between such partnerships; identify effective and appropriate means for facilitating technology transfer activities within such partnerships; identify the extent to which such partnerships broaden participation from groups historically underrepresented in science, technology, engineering, and mathematics, including computer science and cybersecurity, and include participation by industry, workforce, and labor organizations; and review options for funding models best suited for such partnerships, which may include cost-sharing and public-private partnership models with industry. Not later than 12 months after the date of enactment of this Act [ May 16, 2024 ], the Administrator shall transmit to the covered committees of Congress the study described in subsection (a).” only capable of operating either in water or in ground effect over water; and operated exclusively over waters subject to the jurisdiction of the United States. cover, at a minimum, the processes of the FAA and the Coast Guard will follow to promote communications, efficiency, and nonduplication of effort in carrying out such memorandum of understanding; and the approval of wing-in-ground-effect craft designs; the operation of wing-in-ground-effect craft, including training and certification of persons responsible for operating such craft; pilotage of wing-in-ground-effect craft; the inspection, including pre-delivery and service, of wing-in-ground-effect craft; and the maintenance of wing-in-ground-effect craft. Not later than 1 year after the date of enactment of this Act, the Administrator and the Commandant shall brief the appropriate committees of Congress [Committee on Commerce, Science, and Transportation of the Senate and Committee on Transportation and Infrastructure of the House of Representatives] on the status of the memorandum of understanding described in subsection (a) as well as provide any recommendations for legislative action to improve efficacy or efficiency of wing-in-ground-effect craft governance. In this section, the term ‘wing-in-ground-effect craft’ means a craft that is capable of operating completely above the surface of the water on a dynamic air cushion created by aerodynamic lift due to the ground effect between the craft and the surface of the water.” Not later than 180 days after the date of enactment of this section [ Dec. 29, 2022 ], the Secretary shall establish a pilot program to provide grants that assist an eligible entity to plan for the development and deployment of infrastructure necessary to facilitate AAM operations, locally and regionally, within the United States. The Secretary shall provide grants to eligible entities to develop comprehensive plans under paragraph (2) related to AAM infrastructure. Not later than 1 year after receiving a grant under this subsection, an eligible entity shall submit to the Secretary a comprehensive plan, including the development of potential public use or private-owned vertiport infrastructure, as well as the use of existing airport and heliport infrastructure that may require modifications to safely accommodate AAM operations,, [sic] in a format capable of being published on the website of the Department of Transportation. The identification of planned or potential public use and private-owned vertiport locations. A description of infrastructure necessary to support AAM operations. A description of types of planned or potential AAM operations and a forecast for proposed locations for operations, including estimates for initial operations and future growth. The identification of physical and digital infrastructure required to meet any standards and guidance for vertiport design and performance characteristics established by the Federal Aviation Administration (as in effect on the date on which the Secretary issues a grant to an eligible entity), including modifications to existing infrastructure and ground sensors, electric charging or other fueling requirements, electric utility requirements, wireless and cybersecurity requirements, fire safety, perimeter security, and other necessary hardware or software. A description of any hazard associated with planned or potential urban air mobility and regional air mobility operations, such as handling of hazardous materials, batteries, or other fuel cells, charging or fueling of aircraft, aircraft rescue and firefighting response, and emergency planning. A description of potential environmental effects of planned or potential construction or siting of vertiports, including efforts to reduce potential aviation noise. connectivity to existing public transportation hubs and intermodal and multimodal facilities for AAM operations; opportunities to create new service to rural areas and areas underserved by air transportation; or any potential conflict with existing aviation infrastructure that may arise from the planned or potential location of the vertiport. A description of how vertiport planning will be incorporated in State or metropolitan planning documents. The identification of the process an eligible entity will undertake to ensure an adequate level of engagement with any potentially impacted community for each planned or potential vertiport location and planned or potential AAM operations, such as engagement with communities in rural areas, underserved communities, Tribal communities, individuals with disabilities, or racial and ethnic minorities to address equity of access. The identification of State, local, or private sources of funding an eligible entity may use to assist with the construction or operation of a vertiport or the modification of aviation infrastructure. The identification of existing Federal aeronautical and airspace requirements that must be met for the eligible entity’s planned or potential vertiport location. The identification of the actions necessary for an eligible entity to undertake the construction of a vertiport, such as planning studies to assess existing infrastructure, environmental studies, studies of projected economic benefit to the community, lease or acquisition of an easement or land for new infrastructure, and activities related to other capital costs. To apply for a grant under this subsection, an eligible entity shall provide to the Secretary an application in such form, at such time, and containing such information as the Secretary may require. Geographic diversity. Diversity of the proposed models of infrastructure financing and management. Diversity of proposed or planned AAM operations. ensure the safe and efficient integration of AAM operations into the National Airspace System; improve transportation safety, connectivity, access, and equity in both rural and urban regions in the United States; leverage existing public transportation systems and intermodal and multimodal facilities; reduce surface congestion and the environmental impacts of transportation; grow the economy and create jobs in the United States; and encourage community engagement when planning for AAM-related infrastructure. The Secretary shall prioritize awarding grants under this subsection to eligible entities that collaborate with commercial AAM entities, institutions of higher education, research institutions, the Department of Defense, the National Guard, or other relevant stakeholders to develop and prepare a comprehensive plan. The Secretary shall ensure that not less than 20 percent of the amounts made available under subsection (c) are used to award grants to eligible entities that submit a comprehensive plan under paragraph (2) that is related to infrastructure located in a rural area. Each grant made under this subsection shall be made in an amount that is not more than $1,000,000. Not later than 180 days after the first comprehensive plan is submitted under paragraph (2), and every 180 days thereafter through September 30, 2027 , the Secretary shall provide a briefing to the appropriate committees of Congress on the comprehensive plans submitted to the Secretary under such paragraph. an evaluation of all planned or potential vertiport locations included in the comprehensive plans submitted under paragraph (2) and how such planned or potential vertiport locations may fit into the overall United States transportation system and network; a description of lessons or best practices learned through the review of comprehensive plans and how the Secretary will incorporate any such lessons or best practices into Federal standards or guidance for the design and operation of AAM infrastructure and facilities; and initial community engagement efforts and responses from the public on the planning and development efforts of eligible entities related to urban air mobility and regional air mobility operations; how eligible entities are planning for and encouraging early adoption of urban air mobility and regional air mobility operations; what role each level of government plays in the process; and whether such entities recommend specific regulatory or guidance actions be taken by the Secretary or any other head of a Federal agency in order to support such early adoption. Out of amounts made available under section 106(k) of title 49 , United States Code, there are authorized to carry out this section $12,500,000 for each of fiscal years 2023 through 2026, to remain available until expended. Of the amounts made available under paragraph (1), the Secretary may retain up to 1 percent for personnel, contracting, and other costs to establish and administer the pilot program under this section. No grant may be awarded under this section after September 30, 2026 . for grants awarded prior to September 30, 2026 ; and for administrative expenses. The terms ‘advanced air mobility’, ‘AAM’, ‘regional air mobility’, ‘urban air mobility’, and ‘vertiport’ have the meaning given such terms in section 2(i) of the Advanced Air Mobility Coordination and Leadership Act [ Pub. L. 117–203 ] ( 49 U.S.C. 40101 note). The term ‘appropriate committees of Congress’ means the Committee on Transportation and Infrastructure of the House of Representatives and the Committee on Commerce, Science, and Transportation of the Senate. manufacturers of aircraft, avionics, propulsion systems, and air traffic management systems related to AAM; intended commercial operators of AAM aircraft and systems; and intended commercial operators and developers of vertiports. a State, local, or Tribal government, including a political subdivision thereof; an airport sponsor; a transit agency; a port authority; a metropolitan planning organization; or any combination or consortium of the entities described in subparagraphs (A) through (E). The term ‘metropolitan planning organization’ has the meaning given such term in section 5303(b) of title 49 , United States Code. The term ‘rural area’ means an area located outside a metropolitan statistical area (as designated by the Office of Management and Budget). The term ‘Secretary’ means the Secretary of Transportation. The term ‘State’ means a State of the United States, the District of Columbia, Puerto Rico, the Virgin Islands, American Samoa, the Northern Mariana Islands, and Guam. Nothing in this section may be construed as conferring upon any person, State, local, or Tribal government the authority to determine the safety of any AAM operation or the feasibility of simultaneous operations by AAM and conventional aircraft within any given area of the national airspace system.” Not later than 2 years after the date of enactment of this section [ Dec. 29, 2022 ], the Secretary of Transportation, in coordination with the Secretary of Health and Human Services, the Secretary of Homeland Security, and the heads of such other Federal departments or agencies as the Secretary of Transportation considers appropriate, shall develop a national aviation preparedness plan for communicable disease outbreaks. provide airports and air carriers with an adaptable and scalable framework with which to align the individual plans, including the emergency response plans, of such airports and air carriers and provide guidance as to each individual plan; improve coordination among airports, air carriers, the Transportation Security Administration, U.S. Customs and Border Protection, the Centers for Disease Control and Prevention, other appropriate Federal entities, and State and local governments and health agencies with respect to preparing for and responding to communicable disease outbreaks; to the extent practicable, improve coordination among relevant international entities; create a process to identify appropriate personal protective equipment, if any, for covered employees to reduce the likelihood of exposure to a covered communicable disease, and thereafter issue recommendations for the equipage of such employees; create a process to identify appropriate techniques, strategies, and protective infrastructure, if any, for the cleaning, disinfecting, and sanitization of aircraft and enclosed facilities owned, operated, or used by an air carrier or airport, and thereafter issue recommendations pertaining to such techniques, strategies, and protective infrastructure; create a process to evaluate technologies and develop procedures to effectively screen passengers for communicable diseases, including through the use of temperature checks if appropriate, for domestic and international passengers, crew members, and other individuals passing through airport security checkpoints; identify and assign Federal agency roles in the deployment of emerging and existing technologies and solutions to reduce covered communicable diseases in the aviation ecosystem; clearly delineate the responsibilities of the sponsors and operators of airports, air carriers, and Federal agencies in responding to a covered communicable disease; incorporate, as appropriate, the recommendations made by the Comptroller General of the United States to the Secretary of Transportation contained in the report titled ‘Air Travel and Communicable Diseases: Comprehensive Federal Plan Needed for U.S. Aviation System’s Preparedness’, issued in December 2015 (GAO-16-127); consider the latest peer-reviewed scientific studies that address communicable disease with respect to air transportation; and consider funding constraints. air carriers, which shall include domestic air carriers consisting of major air carriers, low-cost carriers, regional air carriers and cargo carriers; airport operators, including with respect to large hub, medium hub, small hub, and nonhub commercial service airports; labor organizations that represent airline pilots, flight attendants, air carrier airport customer service representatives, and air carrier maintenance, repair, and overhaul workers; the labor organization certified under section 7111 of title 5 , United States Code, as the exclusive bargaining representative of air traffic controllers of the Federal Aviation Administration; the labor organization certified under such section as the exclusive bargaining representative of airway transportation systems specialists and aviation safety inspectors of the Federal Aviation Administration; trade associations representing air carriers and airports; aircraft manufacturing companies; general aviation; and such other stakeholders as the Secretary considers appropriate. Not later than 30 days after the plan is developed under subsection (a), the Secretary shall submit to the Committee on Transportation and Infrastructure of the House of Representatives and the Committee on Commerce, Science, and Transportation of the Senate a report that includes such plan. Not later than 1 year after the date on which a report is submitted under subsection (d), and again not later than 5 years thereafter, the Secretary shall review the plan included in such report and, after consultation with aviation industry and labor stakeholders, make changes by rule as the Secretary considers appropriate. is responsive to any previous recommendations relating to aviation preparedness with respect to an outbreak of a covered communicable disease or global health emergency made by the Comptroller General; and meets the obligations of the United States under international conventions and treaties; and the extent to which the United States aviation system is prepared to respond to an outbreak of a covered communicable disease. an air carrier; an air carrier contractor; an airport; or the Federal Government; or an air traffic controller or systems safety specialist of the Federal Aviation Administration. The term ‘covered communicable disease’ means a communicable disease that has the potential to cause a future epidemic or pandemic of infectious disease that would constitute a public health emergency of international concern as declared, after the date of enactment of this section, by the Secretary of Health and Human Services under section 319 of the Public Health Service Act ( 42 U.S.C. 247d ). The term ‘temperature check’ means the screening of an individual for a fever.” Not later than 120 days after the date of enactment of this Act [ Oct. 17, 2022 ], the Secretary of Transportation shall establish an advanced air mobility interagency working group (in this section referred to as the ‘working group’). grow new transportation options; amplify economic activity and jobs; advance environmental sustainability and new technologies; and support emergency preparedness and competitiveness. appoint the Under Secretary of Transportation for Policy to chair the working group; the Department of Transportation; and the Federal Aviation Administration; and the National Aeronautics and Space Administration; the Department of Commerce; the Department of Defense; the Department of Energy; the Department of Homeland Security; the Department of Agriculture; the Department of Labor; the Federal Communications Commission; and such other departments or agencies as the Secretary of Transportation determines appropriate. manufacturers of aircraft, avionics, propulsion systems, structures, and air traffic management systems; commercial air carriers, commercial operators, unmanned aircraft system operators, and general aviation operators, including helicopter operators; intended operators of AAM aircraft; operators of airports, heliports, and vertiports, and fixed-base operators; certified labor representatives for pilots associations, air traffic control specialists employed by the Federal Aviation Administration, aircraft mechanics, and aviation safety inspectors; State, local, and Tribal officials or public agencies, with representation from both urban and rural areas; first responders; groups representing environmental interests; electric utilities, energy providers and energy market operators; academia with experience working with industry on new technology and commercialization; groups representing the telecommunications industry; and aviation training and maintenance providers. The Secretary of Transportation and Administrator of the Federal Aviation Administration may use such Federal advisory committees as may be appropriate to coordinate with the entities listed in paragraph (1). the steps that will mature AAM aircraft operations, concepts, and regulatory frameworks beyond initial operations; the air traffic management and safety concepts that might be considered as part of evolving AAM to higher levels of traffic density; current Federal programs and policies that could be leveraged to advance the maturation of the AAM industry or that may impede such maturation; infrastructure, including aviation, cybersecurity, telecommunication, multimodal, and utility infrastructure, necessary to accommodate and support expanded operations of AAM after initial implementation; steps needed to ensure a robust and secure domestic supply chain; anticipated benefits associated with AAM aircraft operations, including economic, environmental, emergency and natural disaster response, and transportation benefits; the interests, roles, and responsibilities of Federal, State, local, and Tribal governments affected by AAM aircraft operations; other factors that may limit the full potential of the AAM industry, including community acceptance or restrictions of such operations; and processes and programs that can be leveraged to improve the efficiency of Federal reviews required for infrastructure development, including for electrical capacity projects. recommendations regarding the safety, operations, security, infrastructure, air traffic concepts, and other Federal investment or actions necessary to support the evolution of early AAM to higher levels of activity and societal benefit; recommendations for sharing expertise and data on critical items, including long-term electrification requirements and the needs of cities (from a macro-electrification standpoint) to enable the deployment of AAM; and a comprehensive plan detailing the roles and responsibilities of each Federal department and agency, and of State, local, and Tribal governments, necessary to facilitate or implement the recommendations developed under paragraphs (1) and (2). detailing findings from the review and examination performed under subsection (e); summarizing any dissenting views and opinions of a participant of the working group described in subsection (c)(3); and providing the AAM National Strategy, including the plan and associated recommendations developed under subsection (f). Not later than 30 days after the date on which the working group submits the report required under subsection (g), the Secretary of Transportation shall evaluate and decide whether to terminate the working group and shall notify the appropriate committees of Congress of such decision. In deciding whether to terminate the working group under this subsection, the Secretary, in consultation with the Administrator of the Federal Aviation Administration, shall consider other interagency coordination activities associated with AAM, or other new or novel users of the national airspace system, that could benefit from continued wider interagency coordination. The terms ‘advanced air mobility’ and ‘AAM’ mean a transportation system that is comprised of urban air mobility and regional air mobility using manned or unmanned aircraft in both controlled and uncontrolled airspace. the Committee on Commerce, Science, and Transportation of the Senate; and the Committee on Transportation and Infrastructure of the House of Representatives. The term ‘electric aircraft’ means an aircraft with a fully electric or hybrid (fuel and electric) driven propulsion system used for flight. The term ‘fixed-base operator’ means a business granted the right by an airport sponsor or heliport sponsor to operate on an airport or heliport and provide aeronautical services, including fueling and charging, aircraft hangaring, tiedown and parking, aircraft rental, aircraft maintenance, and flight instruction. The term ‘powered-lift aircraft’ has the meaning given the term ‘powered-lift’ in section 1.1 of title 14, Code of Federal Regulations. has advanced technologies, such as distributed propulsion, vertical take-off and landing, powered-lift, non-traditional power systems, or autonomous technologies; has a maximum takeoff weight of greater than 1,320 pounds; and is not urban air mobility. The term ‘State’ has the meaning given such term in section 47102 of title 49 , United States Code. has advanced technologies, such as distributed propulsion, vertical takeoff and landing, powered lift, nontraditional power systems, or autonomous technologies; and has a maximum takeoff weight of greater than 1,320 pounds. The term ‘vertical take-off and landing’ means an aircraft with lift/thrust units used to generate powered lift and control and with two or more lift/thrust units used to provide lift during vertical take-off or landing. The term ‘vertiport’ means an area of land, water, or a structure, used or intended to be used to support the landing, take-off, taxiing, parking, and storage of powered lift or other aircraft that vertiport design and performance standards established by the Administrator can accommodate.” The Administrator [of the Federal Aviation Administration] shall maintain within the FAA [Federal Aviation Administration] a program to be known as the ‘Samya Rose Stumo National Air Grant Fellowship Program’. The Samya Rose Stumo National Air Grant Fellowship Program shall provide support for the fellowship program under subsection (b). The Administrator shall establish guidelines related to the activities and responsibilities of air grant fellowships under subsection (b). The Administrator shall by regulation prescribe the qualifications required for designation of air grant fellowships under subsection (b). appoint, assign the duties, transfer, and fix the compensation of such personnel as may be necessary, in accordance with civil service laws; make appointments with respect to temporary and intermittent services to the extent authorized by section 3109 of title 5 , United States Code; enter into contracts, cooperative agreements, and other transactions without regard to section 6101 of title 41 , United States Code; notwithstanding section 1342 of title 31 , United States Code, accept donations and voluntary and uncompensated services; accept funds from other Federal departments and agencies, including agencies within the FAA, to pay for and add to activities authorized by this section; and promulgate such rules and regulations as may be necessary and appropriate. The Administrator shall appoint, as the Director of the Samya Rose Stumo National Air Grant Fellowship Program, a qualified individual who has appropriate administrative experience and knowledge or expertise in fields related to aerospace. The Director shall be appointed and compensated, without regard to the provisions of title 5 governing appointments in the competitive service, at a rate payable under section 5376 of title 5 , United States Code. cooperate with institutions of higher education that offer degrees in fields related to aerospace; encourage the participation of graduate and post-graduate students in the Samya Rose Stumo National Air Grant Fellowship Program; and cooperate and coordinate with other Federal activities in fields related to aerospace. The Administrator shall support a program of fellowships for qualified individuals at the graduate and post-graduate level. The fellowships shall be in fields related to aerospace and awarded pursuant to guidelines established by the Administrator. The Administrator shall strive to ensure equal access for minority and economically disadvantaged students to the program carried out under this paragraph. the executive branch of the United States Government; and the legislative branch of the United States Government. Positions in offices of, or with Members on, committees of Congress that have jurisdiction over the FAA. Positions in offices of Members of Congress that have a demonstrated interest in aerospace policy. In placing fellows in positions described under clause (i), the Administrator shall ensure that placements are equally distributed among the political parties. A fellowship awarded under this paragraph shall be for a period of not more than 1 year. Amounts available for fellowships under this subsection, including amounts accepted under subsection (a)(3)(C)(v) or appropriated under subsection (d) to carry out this subsection, shall be used only for award of such fellowships and administrative costs of implementing this subsection. may, upon a written request from the Administrator, make available, on a reimbursable basis or otherwise, any personnel (with their consent and without prejudice to their position and rating), service, or facility that the Administrator deems necessary to carry out any provision of this section; shall, upon a written request from the Administrator, furnish any available data or other information that the Administrator deems necessary to carry out any provision of this section; and shall cooperate with the FAA and duly authorized officials thereof. There is authorized to be appropriated to the Administrator $15,000,000 for each of fiscal years 2021 through 2028 to carry out this section. Amounts appropriated under the preceding sentence shall remain available until expended. The term ‘Director’ means the Director of the Samya Rose Stumo National Air Grant Fellowship Program, appointed pursuant to subsection (a)(4). Aerospace engineering. Aerospace physiology. Aeronautical engineering. Airworthiness engineering. Electrical engineering. Human factors. Software engineering. Systems engineering.” Not later than 180 days after the date of enactment of this title [ Dec. 27, 2020 ], the Administrator shall enter into an agreement with the Transportation Research Board for the purposes of developing an annual report identifying, categorizing, and analyzing emerging safety trends in air transportation. The National Transportation Safety Board’s investigation of accidents under section 1132 of title 49 , United States Code. The Administrator’s investigations of accidents and incidents under section 40113 of title 49 , United States Code. Information provided by air operators pursuant to safety management systems. International investigations of accidents and incidents, including reports, data, and information from foreign authorities and ICAO. Other sources deemed appropriate for establishing emerging safety trends in the aviation sector, including the FAA’s annual safety culture assessment required under subsection (c). The Administrator shall conduct an annual safety culture assessment through fiscal year 2031, which shall include surveying all employees in the FAA’s Aviation Safety organization (AVS) to determine the employees’ collective opinion regarding, and to assess the health of, AVS’ safety culture and implementation of any voluntary safety reporting program. The Executive Director of the Transportation Research Board, in consultation with the Secretary of Transportation and Administrator, may take into account and, as necessary, harmonize data and sources from existing reporting systems within the Department of Transportation and FAA. One year after the Administrator enters into the agreement with the Transportation Research Board as set forth in subsection (a), and biennially thereafter through fiscal year 2031, the Executive Director, in consultation with the Secretary and Administrator, shall submit to the congressional committees of jurisdiction a report identifying the emerging safety trends in air transportation.” The Administrator of the Federal Aviation Administration shall exercise leadership in the creation of Federal and international policies, regulations, standards, and recommended practices relating to the certification and safe and efficient operation of civil supersonic aircraft. consider the needs of the aerospace industry and other stakeholders when creating policies, regulations, and standards that enable the safe commercial deployment of civil supersonic aircraft technology and the safe and efficient operation of civil supersonic aircraft; and the appropriate regulatory framework and timeline for permitting the safe and efficient operation of civil supersonic aircraft within United States airspace, including updating or modifying existing regulations on such operation; the operational differences between subsonic aircraft and supersonic aircraft; costs and benefits associated with landing and takeoff noise requirements for civil supersonic aircraft, including impacts on aircraft emissions; public and economic benefits of the operation of civil supersonic aircraft and associated aerospace industry activity; and challenges relating to ensuring that standards and regulations aimed at relieving and protecting the public health and welfare from aircraft noise and sonic booms are economically reasonable, technologically practicable, and appropriate for civil supersonic aircraft; and other issues identified by the Administrator or the aerospace industry that must be addressed to enable the safe commercial deployment and safe and efficient operation of civil supersonic aircraft. demonstrate global leadership under subsection (a); address the needs of the aerospace industry identified under subsection (b); and protect the public health and welfare. the Administrator’s actions to exercise leadership in the creation of Federal and international policies, regulations, and standards relating to the certification and safe and efficient operation of civil supersonic aircraft; planned, proposed, and anticipated actions to update or modify existing policies and regulations related to civil supersonic aircraft, including those identified as a result of industry consultation and feedback; and a timeline for any actions to be taken to update or modify existing policies and regulations related to civil supersonic aircraft. Not later than March 31, 2020 , the Administrator shall issue a notice of proposed rulemaking to revise part 36 of title 14, Code of Federal Regulations, to include supersonic aircraft in the applicability of such part. The proposed rule shall include necessary definitions, noise standards for landing and takeoff, and noise test requirements that would apply to a civil supersonic aircraft. Not later than December 31, 2019 , the Administrator shall issue a notice of proposed rulemaking to revise appendix B of part 91 of title 14, Code of Federal Regulations, to modernize the application process for a person applying to operate a civil aircraft at supersonic speeds for the purposes stated in that rule. If a person submits an application requesting type certification of a civil supersonic aircraft pursuant to part 21 of title 14, Code of Federal Regulations, before the Administrator promulgates a final rule amending part 36 of title 14, Code of Federal Regulations, in accordance with subsection (e)(1), the Administrator shall, not later than 18 months after having received such application, issue a notice of proposed rulemaking applicable solely for the type certification, inclusive of the aircraft engines, of the supersonic aircraft design for which such application was made. address safe operation of the aircraft type, including development and flight testing prior to type certification; address manufacturing of the aircraft; address continuing airworthiness of the aircraft; specify landing and takeoff noise standards for that aircraft type that the Administrator considers appropriate, practicable, and consistent with section 44715 of title 49 , United States Code; and consider differences between subsonic and supersonic aircraft including differences in thrust requirements at equivalent gross weight, engine requirements, aerodynamic characteristics, operational characteristics, and other physical properties. The requirement of the Administrator to issue a notice of proposed rulemaking under paragraph (1) shall apply only if an application contains sufficient aircraft noise and performance data as the Administrator finds necessary to determine appropriate noise standards and operating limitations for the aircraft type consistent with section 44715 of title 49 , United States Code. Not later than 18 months after the end of the public comment period provided in the notice of proposed rulemaking required under paragraph (1), the Administrator shall publish in the Federal Register a final rule applying solely to the aircraft model submitted for type certification. Beginning December 31, 2020 , and every 2 years thereafter, the Administrator shall review available aircraft noise and performance data, and consult with heads of appropriate Federal agencies, to determine whether section 91.817 of title 14, Code of Federal Regulations, and Appendix B of part 91 of title 14, Code of Federal Regulations, may be amended, consistent with section 44715 of title 49 , United States Code, to permit supersonic flight of civil aircraft over land in the United States. The portion of the regulation issued by the Administrator of the Federal Aviation Administration titled ‘Revision of General Operating and Flight Rules’ and published in the Federal Register on August 18, 1989 (54 Fed. Reg. 34284) that restricts operation of civil aircraft at a true flight Mach number greater than 1 shall have no force or effect beginning on the date on which the Administrator publishes in the Federal Register a final rule specifying sonic boom noise standards for civil supersonic aircraft. the progress of the actions described in subsection (d)(1); any planned, proposed, or anticipated action to update or modify existing policies and regulations related to civil supersonic aircraft, including such actions identified as a result of stakeholder consultation and feedback (such as landing and takeoff noise); and any other information determined appropriate by the Administrator. Not later than 2 years after the date on which the Administrator submits the initial progress report under paragraph (1), the Administrator shall update the report described in paragraph (1) and submit to the appropriate committees of Congress such report.” The completed study required under subsection (c) of such section. The report on the feasibility, efficacy, and cost-effectiveness of certification and installation of systems to evaluate bleed air quality required under subsection (d) of such section. Not later than 180 days after the date of the enactment of this Act, the Administrator shall develop a standardized submission system for air carrier employees to voluntarily report fume or smoke events onboard passenger-carrying aircraft operating under part 121 of title 14, Code of Federal Regulations. Identification of the flight number, type, and registration of the aircraft. The date of the reported fume or smoke event onboard the aircraft. Description of fumes or smoke in the aircraft, including the nature, intensity, and visual consistency or smell (if any). The location of the fumes or smoke in the aircraft. The source (if discernible) of the fumes or smoke in the aircraft. The phase of flight during which fumes or smoke first became present. The duration of the fume or smoke event. Any required onboard medical attention for passengers or crew members. Any additional factors as determined appropriate by the Administrator or crew member submitting a report. The Administrator shall issue guidelines on how to submit the information described in paragraph (2). Upon submitting the information described in paragraph (2), the submitting party shall receive a duplicate record of the submission and confirmation of receipt. information specific to a fume or smoke event that is submitted pursuant to this section; and any [sic] information that may be used to identify the party submitting such information; such information has been validated; and the availability of such information would improve aviation safety; shall maintain a database of such information; at the request of an air carrier, shall provide to such air carrier any information submitted pursuant to this section that is relevant to such air carrier, except any information that may be used to identify the party submitting such information; may not, without validation, assume that information submitted pursuant to this section is accurate for the purposes of initiating rulemaking or taking an enforcement action; may use information submitted pursuant to this section to inform the oversight of the safety management system of an air carrier; and may use information submitted pursuant to this section for the purpose of performing a study or supporting a study sponsored by the Administrator. Not later than 3 years after the date of enactment of this Act [ May 16, 2024 ], the Administrator shall seek to enter into the appropriate arrangements with the National Academies to conduct a study and issue recommendations to be made publicly available pertaining to cabin air quality and any risk of, and potential for, persistent and accidental fume or smoke events onboard a passenger-carrying aircraft operating under part 121 of title 14, Code of Federal Regulations. the report issued pursuant to section 326 of the FAA Reauthorization Act of 2018 [ Pub. L. 115–254 ] ( 49 U.S.C. 40101 note) and any identified assumptions or gaps described in such report; the information collected through the system established pursuant to subsection (b); any health risks or impacts of fume or smoke events on flight crews, including flight attendants and pilots, and passengers onboard aircraft operating under part 121 of title 14, Code of Federal Regulations; instances of persistent or regularly occurring (as determined by the National Academies) fume or smoke events in such aircraft; instances of accidental, unexpected, or irregularly occurring (as determined by the National Academies) fume or smoke events on such aircraft, including whether such accidental events are more frequent during various phases of operations, including ground operations, taxiing, take off, cruise, and landing; the air contaminants present during the instances described in subparagraphs (D) and (E) and the probable originating materials of such air contaminants; the frequencies, durations, and likely causes of the instances described in subparagraphs (D) and (E); and any additional data on fume or smoke events, as determined appropriate by the National Academies. improve overall cabin air quality of passenger-carrying aircraft; improve the detection, accuracy, and reporting of fume or smoke events; and reduce the frequency and impact of fume or smoke events; and to establish or update standards, guidelines, or regulations that could help achieve the recommendations described in subparagraph (A). Not later than 1 month after the completion of the study conducted under paragraph (1), the Administrator shall submit to the appropriate committees of Congress [Committee on Commerce, Science, and Transportation of the Senate and Committee on Transportation and Infrastructure of the House of Representatives] a copy of such study and recommendations submitted with such study. Training for flight attendants, pilots, aircraft maintenance technicians, airport first responders, and emergency responders on how to respond to incidents on aircraft involving fume or smoke events. Required actions and procedures for air carriers to take after receiving a report of an incident involving a fume or smoke event in which at least 1 passenger or crew member required medical attention as a result of such incident. Installation onboard aircraft of detectors and other air quality monitoring equipment. In this section, the term ‘fume or smoke event’ means an event in which there is an atypical noticeable or persistent presence of fumes or air contaminants in the cabin, including, at a minimum, a smoke event.” Not later than 1 year after the date of enactment of this Act [ Oct. 5, 2018 ], the Administrator [of the Federal Aviation Administration] shall, in consultation with relevant stakeholders, establish and make available on a publicly available Internet website of the Administration, educational materials for flight attendants, pilots, and aircraft maintenance technicians on how to respond to incidents on board aircraft involving smoke or fumes. Not later than 180 days after the date of enactment of this Act, the Administrator shall, in consultation with relevant stakeholders, issue guidance for flight attendants, pilots, and aircraft maintenance technicians to report incidents of smoke or fumes on board an aircraft operated by a commercial air carrier and with respect to the basis on which commercial air carriers shall report such incidents through the Service Difficulty Reporting System. to identify and measure the constituents and levels of constituents resulting from bleed air in the cabins of a representative set of commercial aircraft in operation of the United States; to assess the potential health effects of such constituents on passengers and cabin and flight deck crew; to identify technologies suitable to provide reliable and accurate warning of bleed air contamination, including technologies to effectively monitor the aircraft air supply system when the aircraft is in flight; and to identify potential techniques to prevent fume events. Not later than 18 months after the date of enactment of this Act, the Administrator shall submit to the appropriate committees of Congress [Committee on Commerce, Science, and Transportation of the Senate and Committee on Transportation and Infrastructure of the House of Representatives] a report on the feasibility, efficacy, and cost-effectiveness of certification and installation of systems to evaluate bleed air quality. The FAA may conduct a pilot program to evaluate the effectiveness of technologies identified in subsection (c).” Not later than 1 year after the date of enactment of this Act [ Oct. 5, 2018 ], and annually thereafter until the date that each NextGen [Next Generation Air Transportation System] program has a positive return on investment, the Administrator [of the Federal Aviation Administration] shall submit to the appropriate committees of Congress [Committee on Commerce, Science, and Transportation of the Senate and Committee on Transportation and Infrastructure of the House of Representatives] a report on the status of each NextGen program, including the most recent NextGen priority list under subsection (c). an estimate of the date the program will have a positive return on investment; an explanation for any delay in the delivery of expected benefits from previously published estimates on delivery of such benefits, in implementing or utilizing the program; an estimate of the completion date; the Federal Government; and the users of the national airspace system; and a description of how the program directly contributes to a safer and more efficient air traffic control system. develop, in coordination with the NextGen Advisory Committee and considering the need for a balance between long-term and near-term user benefits, a prioritization of the NextGen programs; annually update the priority list under paragraph (1); and prepare budget submissions to reflect the current status of NextGen programs and projected returns on investment for each NextGen program. In this section, the term ‘return on investment’ means the cost associated with technologies that are required by law or policy as compared to the financial benefits derived from such technologies by a government or a user of airspace.” recognize and incorporate, in early design phases of all relevant NextGen programs, the human factors and procedural and airspace implications of stated goals and associated technical changes; and ensure that a human factors specialist, separate from the research and certification groups, is directly involved with the NextGen approval process. Not later than 1 year after the date of enactment of this Act [ Oct. 5, 2018 ], the Administrator shall submit to the appropriate committees of Congress [Committee on Commerce, Science, and Transportation of the Senate and Committee on Transportation and Infrastructure of the House of Representatives] a report on the progress made toward implementing the requirements under subsection (a).” solicit input from specialists in probability and statistics to identify and prioritize the programmatic and implementation risks to NextGen; and develop a method to manage and mitigate the risks identified in paragraph (1).” conduct an assessment of the FAA oversight and authorization processes and requirements for aircraft under part 91; and make recommendations to streamline the applicable authorization and approval processes, improve safety, and reduce regulatory cost burdens and delays for the FAA and aircraft owners and operators who operate pursuant to part 91. process reforms and improvements to allow the FAA to review and approve applications in a fair and timely fashion; the appropriateness of requiring an authorization for each experimental aircraft rather than using a broader all-makes-and-models approach; ways to improve the timely response to letters of authorization applications for aircraft owners and operators who operate pursuant to part 91, including setting deadlines and granting temporary or automatic authorizations if deadlines are missed by the FAA; methods for enhancing the effective use of delegation systems; methods for training the FAA’s field office employees in risk-based and safety management system oversight; and such other matters related to streamlining part 91 authorization and approval processes as the task force considers appropriate. Not later than 1 year after the date of enactment of this Act, the Administrator shall submit to the appropriate committees of Congress [Committee on Commerce, Science, and Transportation of the Senate and Committee on Transportation and Infrastructure of the House of Representatives] a report on the results of the task force’s assessment. implement the recommendations of the task force; measure progress in implementing the recommendations; and measure the effectiveness of the implemented recommendations. Not later than 18 months after the date of enactment of this Act, the Administrator shall implement the recommendations made under this section. In this section, the term ‘part 91’ means part 91 of title 14, Code of Federal Regulations. Public Law 92–463 [Federal Advisory Committee Act, see 5 U.S.C. 1001 et seq.] shall not apply to the task force. The task force shall terminate on the day the Administrator submits the report required under subsection (c).” Not later than 90 days after the date of enactment of this Act [ Oct. 5, 2018 ], the Administrator [of the Federal Aviation Administration] shall make publicly available, in a clear and concise format, advisory guidance that describes how a pilot may share flight expenses with passengers in a manner consistent with Federal law, including regulations. flights for which pilots and passengers may share expenses; flights for which pilots and passengers may not share expenses; the methods of communication that pilots and passengers may use to arrange flights for which expenses are shared; and the methods of communication that pilots and passengers may not use to arrange flights for which expenses are shared. Not later than 180 days after the date on which guidance is made publicly available under subsection (a), the Comptroller General of the United States shall submit to the appropriate committees of Congress [Committee on Commerce, Science, and Transportation of the Senate and Committee on Transportation and Infrastructure of the House of Representatives] a report analyzing Federal policy with respect to pilots sharing flight expenses with passengers. the rationale for such Federal policy; safety and other concerns related to pilots sharing flight expenses with passengers; and benefits related to pilots sharing flight expenses with passengers.” advance near-term and long-term uses of enhanced surveillance systems, such as space-based ADS–B [automatic dependent surveillance-broadcast], within United States airspace or international airspace delegated to the United States; foreign counterparts of the Administrator in the International Civil Aviation Organization and its subsidiary organizations; other international organizations and fora; and the private sector; and ensure the participation of the [Federal Aviation] Administration in the analysis of trials of enhanced surveillance systems, such as space-based ADS–B, performed by foreign air navigation service providers in North Atlantic airspace.” Not later than 180 days after the date of enactment of this Act [ Oct. 5, 2018 ], the Secretary of Transportation, in consultation with the Secretary of Education and the Secretary of Labor, shall establish a process to designate consortia of public, 2-year institutions of higher education as Community and Technical College Centers of Excellence in Small Unmanned Aircraft System Technology Training (in this section referred to as the ‘Centers of Excellence’). A Center of Excellence designated under subsection (a) shall have the capacity to train students for career opportunities in industry and government service related to the use of small unmanned aircraft systems. multirotor and fixed-wing small unmanned aircraft; flight systems, radio controllers, components, and characteristics of such aircraft; routine maintenance, uses and applications, privacy concerns, safety, and insurance for such aircraft; hands-on flight practice using small unmanned aircraft systems and computer simulator training; use of small unmanned aircraft systems in various industry applications and local, State, and Federal government programs and services, including in agriculture, law enforcement, monitoring oil and gas pipelines, natural disaster response and recovery, fire and emergency services, and other emerging areas; Federal policies concerning small unmanned aircraft; dual credit programs to deliver small unmanned aircraft training opportunities to secondary school students; or training with respect to sensors and the processing, analyzing, and visualizing of data collected by small unmanned aircraft. Each Center of Excellence shall seek to collaborate with institutions participating in the Alliance for System Safety of UAS through Research Excellence of the Federal Aviation Administration and with the test ranges defined under section 44801 of title 49 , United States Code, as added by this Act. In this section, the term ‘institution of higher education’ has the meaning given the term in section 101 of the Higher Education Act of 1965 ( 20 U.S.C. 1001 ).” Not later than 180 days after the date of enactment of this Act [ Oct. 5, 2018 ], the Administrator of the Federal Aviation Administration shall establish a collegiate training initiative program relating to unmanned aircraft systems by making new agreements or continuing existing agreements with institutions of higher education (as defined in section 101 of the Higher Education Act of 1965 ( 20 U.S.C. 1001 )) under which the institutions prepare students for careers involving unmanned aircraft systems. The Administrator may establish standards for the entry of such institutions into the program and for their continued participation in the program. In this section, the term ‘unmanned aircraft system’ has the meaning given that term by section 44801 of title 49 , United States Code, as added by this Act.” directly or indirectly require the installation of automatic dependent surveillance-broadcast (hereinafter in this section referred to as ‘ADS-B’) equipment on fighter aircraft, bomber aircraft, or other special mission aircraft owned or operated by the Department of Defense; deny or reduce air traffic control services in United States airspace or international airspace delegated to the United States to any aircraft described in paragraph (1) on the basis that such aircraft is not equipped with ADS-B equipment; or restrict or limit airspace access for aircraft described in paragraph (1) on the basis such aircraft are not equipped with ADS-B equipment. Subsection (a) shall cease to be effective on the date that the Secretary of Transportation and the Secretary of Defense jointly submit to the appropriate congressional committees notice that the Secretaries have entered into a memorandum of agreement or other similar agreement providing that fighter aircraft, bomber aircraft, and other special mission aircraft owned or operated by the Department of Defense that are not equipped or not yet equipped with ADS-B equipment will be reasonably accommodated for safe operations in the National Airspace System and provided with necessary air traffic control services. vest in the Secretary of Defense any authority of the Secretary of Transportation or the Administrator of the Federal Aviation Administration under title 49, United States Code, or any other provision of law; vest in the Secretary of Transportation or the Administrator of the Federal Aviation Administration any authority of the Secretary of Defense under title 10, United States Code, or any other provision of law; or limit the authority or discretion of the Secretary of Transportation or the Administrator of the Federal Aviation Administration to operate air traffic control services to ensure the safe minimum separation of aircraft in flight and the efficient use of airspace. The Secretary of Defense shall provide to the Secretary of Transportation notification of any aircraft the Secretary of Defense designates as a special mission aircraft pursuant to subsection (e)(3). The term ‘appropriate congressional committees’ means the congressional defense committees, the Committee on Transportation and Infrastructure of the House of Representatives, and the Committee on Commerce, Science, and Transportation of the Senate. The term ‘air traffic control services’ means services used for the monitoring, directing, control, and guidance of aircraft or flows of aircraft and for the safe conduct of flight, including communications, navigation, and surveillance services and provision of aeronautical information. The term ‘special mission aircraft’ means an aircraft the Secretary of Defense designates for a unique mission to which ADS-B equipment creates a unique risk.” “This Act may be cited as the ‘European Union Emissions Trading Scheme Prohibition Act of 2011’. the impacts on U.S. consumers, U.S. carriers, and U.S. operators; the impacts on the economic, energy, and environmental security of the United States; and the impacts on U.S. foreign relations, including existing international commitments. After determining that a prohibition under this section may be in the public interest, the Secretary must hold a public hearing at least 30 days before imposing any prohibition. may reassess a determination under subsection (a) that a prohibition under that subsection is in the public interest at any time after making such a determination; and any amendment by the European Union to the EU Directive referred to in subsection (a); or the adoption of any international agreement pursuant to section 3(1). [sic] enactment of a public law or issuance of a final rule after formal agency rulemaking, in the United State[s] to address aircraft emissions. should, as appropriate, use their authority to conduct international negotiations, including using their authority to conduct international negotiations to pursue a worldwide approach to address aircraft emissions, including the environmental impact of aircraft emissions; and shall, as appropriate and except as provided in subsection (b), take other actions under existing authorities that are in the public interest necessary to hold operators of civil aircraft of the United States harmless from the emissions trading scheme referred to under section 2. Actions taken under subsection (a)(2) may not include the obligation or expenditure of any amounts in the Airport and Airway Trust Fund established under section 9905 [9502] of the Internal Revenue Code of 1986 [ 26 U.S.C. 9502 ], or amounts otherwise made available to the Department of Transportation or any other Federal agency pursuant to appropriations Acts, for the payment of any tax or penalty imposed on an operator of civil aircraft of the United States pursuant to the emissions trading scheme referred to under section 2. “In this Act, the term ‘civil aircraft of the United States’ has the meaning given the term under section 40102(a) of title 49 , United States Code.” The term ‘NextGen’ means the Next Generation Air Transportation System. The term ‘ADS–B’ means automatic dependent surveillance-broadcast. The term ‘ADS–B Out’ means automatic dependent surveillance-broadcast with the ability to transmit information from the aircraft to ground stations and to other equipped aircraft. The term ‘ADS–B In’ means automatic dependent surveillance-broadcast with the ability to transmit information from the aircraft to ground stations and to other equipped aircraft as well as the ability of the aircraft to receive information from other transmitting aircraft and the ground infrastructure. The term ‘RNAV’ means area navigation. The term ‘RNP’ means required navigation performance. Repealed. Pub. L. 115–254, div. B, title V, § 503(e) , Oct. 5, 2018 , 132 Stat. 3353 .] The Inspector General of the Department of Transportation shall conduct a review concerning the Federal Aviation Administration’s award and oversight of any contracts entered into by the Administration to provide ADS–B services for the national airspace system. an examination of how the Administration manages program risks; an assessment of expected benefits attributable to the deployment of ADS–B services, including the Administration’s plans for implementation of advanced operational procedures and air-to-air applications, as well as the extent to which ground radar will be retained; an assessment of the Administration’s analysis of specific operational benefits, and benefit/costs analyses of planned operational benefits conducted by the Administration, for ADS–B In and ADS–B Out avionics equipage for airspace users; a determination of whether the Administration has established sufficient mechanisms to ensure that all design, acquisition, operation, and maintenance requirements have been met by the contractor; an assessment of whether the Administration and any contractors are meeting cost, schedule, and performance milestones, as measured against the original baseline of the Administration’s program for providing ADS–B services; an assessment of how security issues are being addressed in the overall design and implementation of the ADS–B system; identification of any potential operational or workforce changes resulting from deployment of ADS–B; and any other matters or aspects relating to contract implementation and oversight that the Inspector General determines merit attention. The Inspector General shall submit, periodically (and on at least an annual basis), to the Committee on Transportation and Infrastructure of the House of Representatives and the Committee on Commerce, Science, and Transportation of the Senate a report on the results of the review conducted under this subsection. Repealed. Pub. L. 115–254, div. B, title V, § 522(a) , Oct. 5, 2018 , 132 Stat. 3363 .] Not later than 18 months after the date of enactment of this Act [ Feb. 14, 2012 ], the Administrator shall develop, in consultation with appropriate employee and industry groups, a plan for the use of ADS–B technology for surveillance and active air traffic control. include provisions to test the use of ADS–B technology for surveillance and active air traffic control in specific regions of the United States with the most congested airspace; identify the equipment required at air traffic control facilities and the training required for air traffic controllers; identify procedures, to be developed in consultation with appropriate employee and industry groups, to conduct air traffic management in mixed equipage environments; and establish a policy in test regions referred to in subparagraph (A), in consultation with appropriate employee and industry groups, to provide incentives for equipage with ADS–B technology, including giving priority to aircraft equipped with such technology before the 2020 equipage deadline. The Administrator of the Federal Aviation Administration shall enter into an arrangement with the National Research Council to review the enterprise architecture for the NextGen. highlight the technical activities, including human-system design, organizational design, and other safety and human factor aspects of the system, that will be necessary to successfully transition current and planned modernization programs to the future system envisioned by the Joint Planning and Development Office of the Administration; assess technical, cost, and schedule risk for the software development that will be necessary to achieve the expected benefits from a highly automated air traffic management system and the implications for ongoing modernization projects; and determine how risks with automation efforts for the NextGen can be mitigated based on the experiences of other public or private entities in developing complex, software-intensive systems. Not later than 1 year after the date of enactment of this Act [ Feb. 14, 2012 ], the Administrator shall submit to the Committee on Transportation and Infrastructure of the House of Representatives and the Committee on Commerce, Science, and Transportation of the Senate a report containing the results of the review conducted pursuant to subsection (a). The required navigation performance and area navigation operations, including the procedures to be developed, certified, and published and the air traffic control operational changes, to maximize the fuel efficiency and airspace capacity of NextGen commercial operations at each of the 35 operational evolution partnership airports identified by the Administration and any medium or small hub airport located within the same metroplex area considered appropriate by the Administrator. The Administrator shall, to the maximum extent practicable, avoid overlays of existing flight procedures, but if unavoidable, the Administrator shall clearly identify each required navigation performance and area navigation procedure that is an overlay of an existing instrument flight procedure and the reason why such an overlay was used. A description of the activities and operational changes and approvals required to coordinate and utilize the procedures at OEP airports. clearly defined budget, schedule, project organization, and leadership requirements; specific implementation and transition steps; measuring the Administration’s progress in implementing the plan, including the percentage utilization of required navigation performance in the national airspace system; and achieving measurable fuel burn and carbon dioxide emissions reductions compared to current performance; expedited environmental review procedures and processes for timely environmental approval of area navigation and required navigation performance that offer significant efficiency improvements as determined by baseline and performance metrics under clause (iii); coordination and communication mechanisms with qualified third parties, if applicable; plans to address human factors, training, and other issues for air traffic controllers surrounding the adoption of RNP procedures in the en route and terminal environments, including in a mixed operational environment; and a lifecycle management strategy for RNP procedures to be developed by qualified third parties, if applicable. A process for the identification, certification, and publication of additional required navigation performance and area navigation procedures that may provide operational benefits at OEP airports, and any medium or small hub airport located within the same metroplex area as the OEP airport, in the future. not later than 18 months after the date of enactment of this Act [ Feb. 14, 2012 ], 30 percent of the required procedures at OEP airports; not later than 36 months after the date of enactment of this Act, 60 percent of the required procedures at OEP airports; and before June 30, 2015 , 100 percent of the required procedures at OEP airports. A list of required navigation performance procedures (as defined in FAA order 8260.52(d)) to be developed, certified, and published, and the air traffic control operational changes, to maximize the fuel efficiency and airspace capacity of NextGen commercial operations at 35 non-OEP small, medium, and large hub airports other than those referred to in subsection (a)(1). The Administrator shall choose such non-OEP airports considered appropriate by the Administrator to produce maximum operational benefits, including improved fuel efficiency and emissions reductions that do not have public RNP procedures that produce such benefits on the date of enactment of this Act. The Administrator shall, to the maximum extent practicable, avoid overlays of existing flight procedures, but if unavoidable, the Administrator shall clearly identify each required navigation performance procedure that is an overlay of an existing instrument flight procedure and the reason why such an overlay was used. A description of the activities and operational changes and approvals required to coordinate and to utilize the procedures required by subparagraph (A) at each of the airports described in such subparagraph. clearly defined budget, schedule, project organization, and leadership requirements; specific implementation and transition steps; coordination and communications mechanisms with qualified third parties; plans to address human factors, training, and other issues for air traffic controllers surrounding the adoption of RNP procedures in the en route and terminal environments, including in a mixed operational environment; measuring the Administration’s progress in implementing the plan, including the percentage utilization of required navigation performance in the national airspace system; and achieving measurable fuel burn and carbon dioxide emissions reduction compared to current performance; expedited environmental review procedures and processes for timely environmental approval of area navigation and required navigation performance that offer significant efficiency improvements as determined by baseline and performance metrics established under clause (v); a description of the software and database information, such as a current version of the Noise Integrated Routing System or the Integrated Noise Model that the Administration will need to make available to qualified third parties to enable those third parties to design procedures that will meet the broad range of requirements of the Administration; and lifecycle management strategy for RNP procedures to be developed by qualified third parties, if applicable. A process for the identification, certification, and publication of additional required navigation performance procedures that may provide operational benefits at non-OEP airports in the future. not later than 18 months after the date of enactment of this Act [ Feb. 14, 2012 ], 25 percent of the required procedures for non-OEP airports; not later than 36 months after the date of enactment of this Act, 50 percent of the required procedures for non-OEP airports; and before June 30, 2016 , 100 percent of the required procedures for non-OEP airports. Navigation performance and area navigation procedures developed, certified, published, or implemented under this section shall be presumed to be covered by a categorical exclusion (as defined in section 1508.4 of title 40, Code of Federal Regulations) under chapter 3 of FAA Order 1050.1E unless the Administrator determines that extraordinary circumstances exist with respect to the procedure. Any navigation performance or other performance based navigation procedure developed, certified, published, or implemented that, in the determination of the Administrator, would result in measurable reductions in fuel consumption, carbon dioxide emissions, and noise, on a per flight basis, as compared to aircraft operations that follow existing instrument flight rules procedures in the same airspace, shall be presumed to have no significant affect on the quality of the human environment and the Administrator shall issue and file a categorical exclusion for the new procedure. notify and consult with the operator of the airport at which the procedure would be implemented; and consider consultations or other engagement with the community in the [sic] which the airport is located to inform the public of the procedure. The Administrator shall review any decision of the Administrator made on or after February 14, 2012 , and before the date of the enactment of this paragraph [ Dec. 23, 2016 ] to grant a categorical exclusion under this subsection with respect to a procedure to be implemented at an OEP airport that was a material change from procedures previously in effect at the airport to determine if the implementation of the procedure had a significant effect on the human environment in the community in which the airport is located. consult with the operator of the airport to identify measures to mitigate the effect of the procedure on the human environment; and in conducting such consultations, consider the use of alternative flight paths that do not substantially degrade the efficiencies achieved by the implementation of the procedure being reviewed. In this paragraph, the term ‘human environment’ has the meaning given such term in section 1508.14 of title 40, Code of Federal Regulations (as in effect on the day before the date of the enactment of this paragraph). clearly defined budget, schedule, project organization, and leadership requirements; specific implementation and transition steps; and baseline and performance metrics for measuring the Administration’s progress in implementing the plan. whether utilization of ADS–B, RNP, and other technologies as part of NextGen implementation will display the position of aircraft more accurately and frequently to enable a more efficient use of existing airspace and result in reduced consumption of aviation fuel and aircraft engine emissions; and the feasibility of reducing aircraft separation standards in a safe manner as a result of the implementation of such technologies. If the Administrator determines that the standards referred to in paragraph (1)(B) can be reduced safely, the Administrator shall include in the NextGen Implementation Plan a timetable for implementation of such reduced standards. The Administration shall establish a program under which the Administrator is authorized to use qualified third parties in the development, testing, and maintenance of flight procedures. actual arrival and departure rates per hour measured against the currently published aircraft arrival rate and aircraft departure rate for the 35 operational evolution partnership airports; average gate-to-gate times; fuel burned between key city pairs; operations using the advanced navigation procedures, including performance based navigation procedures; the average distance flown between key city pairs; the time between pushing back from the gate and taking off; continuous climb or descent; average gate arrival delay for all arrivals; flown versus filed flight times for key city pairs; implementation of NextGen Implementation Plan, or any successor document, capabilities designed to reduce emissions and fuel consumption; the Administration’s unit cost of providing air traffic control services; and runway safety, including runway incursions, operational errors, and loss of standard separation events. The Administrator, in consultation with aviation industry stakeholders, shall identify baselines for each of the metrics established under subsection (a) and appropriate methods to measure deviations from the baselines. The Administrator shall make data obtained under subsection (a) available to the public in a searchable, sortable, and downloadable format through the Web site of the Administration and other appropriate media. a description of the metrics that will be used to measure the Administration’s progress in implementing NextGen capabilities and operational results; information on any additional metrics developed; and a process for holding the Administration accountable for meeting or exceeding the metrics baselines identified in subsection (b). establishment of updated project plans and timelines; identification of the specific activities needed to certify NextGen technologies, including the establishment of NextGen technical requirements for the manufacture of equipage, installation of equipage, airline operational procedures, pilot training standards, air traffic control procedures, and air traffic controller training; identification of staffing requirements for the Air Certification Service and the Flight Standards Service, taking into consideration the leveraging of assistance from third parties and designees; establishment of a program under which the Administration will use third parties in the certification process; and establishment of performance metrics to measure the Administration’s progress. The Administrator shall ensure that equipment, systems, or services used in the national airspace system meet appropriate certification requirements regardless of whether the equipment, system, or service is publically or privately owned. evaluate the Airport Surface Detection Equipment-Model X program for its potential contribution to implementation of the NextGen initiative; evaluate airport surveillance technologies and associated collaborative surface management software for potential contributions to implementation of NextGen surface management; accelerate implementation of the program referred to in paragraph (1); and carry out such additional duties as the Administrator of the Federal Aviation Administration may require. consider options for expediting the certification of Ground-Based Augmentation System technology; and develop a plan to utilize such a system at the 35 operational evolution partnership airports by December 31, 2012 . Notwithstanding any other law or agreement, the Administrator of the Federal Aviation Administration shall establish a process or processes for including qualified employees selected by each exclusive collective bargaining representative of employees of the Administration impacted by the air traffic control modernization process to serve in a collaborative and expert capacity in the planning and development of air traffic control modernization projects, including NextGen. Participants in these processes shall adhere, to the greatest extent possible, to all deadlines and milestones established pursuant to this title. serve as a waiver of any bargaining obligations or rights; entitle the employee to any additional compensation or benefits with the exception of a per diem, if appropriate; or entitle the employee to prevent or unduly delay the exercise of management prerogatives. Except in extraordinary circumstances, the Administrator shall not pay overtime related to work group participation. Not later than 1 year after the date of enactment of this Act [ Feb. 14, 2012 ], the Administrator shall report to the Committee on Transportation and Infrastructure of the House of Representatives and the Committee on Commerce, Science, and Transportation of the Senate on the implementation of this section. The airspace redesign efforts of the Federal Aviation Administration will play a critical near-term role in enhancing capacity, reducing delays, transitioning to more flexible routing, and ultimately saving money in fuel costs for airlines and airspace users. The critical importance of airspace redesign efforts is underscored by the fact that they are highlighted in strategic plans of the Administration, including Flight Plan 2009–2013 and the NextGen Implementation Plan. Funding cuts have led to delays and deferrals of critical capacity enhancing airspace redesign efforts. New runways planned for the period of fiscal years 2011 and 2012 will not provide estimated capacity benefits without additional funds. The Administrator of the Federal Aviation Administration, in conjunction with the Port Authority of New York and New Jersey and the Philadelphia International Airport, shall monitor the noise impacts of the New York/New Jersey/Philadelphia Metropolitan Area Airspace Redesign. Not later than 1 year following the first day of completion of the New York/New Jersey/Philadelphia Metropolitan Area Airspace Redesign, the Administrator shall submit to Congress a report on the findings of the Administrator with respect to monitoring conducted under paragraph (1). The Administrator of the Federal Aviation Administration shall carry out a study on the feasibility of developing a publicly searchable, Internet Web-based resource that provides information regarding the height and latitudinal and longitudinal locations of guy-wire and free-standing tower obstructions. In conducting the study, the Administrator shall consult with affected industries and appropriate Federal agencies. Not later than 1 year after the date of enactment of this Act [ Feb. 14, 2012 ], the Administrator shall submit a report to the appropriate committees of Congress on the results of the study. The Administrator of the Federal Aviation Administration may enter into an agreement, on a competitive basis, to assist in the establishment of a center of excellence for the research and development of NextGen technologies. leverages resources and partnerships, including appropriate programs of the Administration, to enhance the research and development of NextGen technologies by academia and industry; and provides educational, technical, and analytical assistance to the Administration and other Federal departments and agencies with responsibilities to research and develop NextGen technologies. The Secretary may establish an avionics equipage incentive program for the purpose of equipping general aviation and commercial aircraft with communications, surveillance, navigation, and other avionics equipment as determined by the Secretary to be in the interest of achieving NextGen capabilities for such aircraft. be based on public-private partnership principles; and leverage and maximize the use of private sector capital. Subject to the availability of appropriated funds, the Secretary may use financial instruments to facilitate public-private financing for the equipage of general aviation and commercial aircraft registered under section 44103 of title 49 , United States Code. To the extent appropriations are not made available, the Secretary may establish the program, provided the costs are covered by the fees and premiums authorized by subsection (d)(2). For purposes of this section, the term ‘financial instruments’ means loan guarantees and other credit assistance designed to leverage and maximize private sector capital. The amount of any guarantee under this program shall be limited to 90 percent of the principal amount of the underlying loan. The Secretary shall require applicants for the incentive program to post collateral and pay such fees and premiums if feasible, as determined by the Secretary, to offset costs to the Government of potential defaults, and agree to performance measures that the Secretary considers necessary and in the best interest of implementing the NextGen program. Applications for this program shall be limited to equipment that is installed on general aviation or commercial aircraft and is necessary for communications, surveillance, navigation, or other purposes determined by the Secretary to be in the interests of achieving NextGen capabilities for commercial and general aviation. The authority of the Secretary to issue such financial instruments under this section shall terminate 5 years after the date of the establishment of the incentive program. identifies incentive options to encourage the equipage of aircraft with NextGen technologies, including a policy that gives priority to aircraft equipped with ADS–B technology; identifies the costs and benefits of each option; and includes input from industry stakeholders, including passenger and cargo air carriers, aerospace manufacturers, and general aviation aircraft operators. the date that is 6 months after the date of enactment of this Act [ Feb. 14, 2012 ]; or the date on which aircraft are required to be equipped with ADS–B technology pursuant to the rulemaking under [former] section 211(b).” Not later than 180 days after the date of the enactment of this Act [ Feb. 14, 2012 ], the Administrator of the Federal Aviation Administration shall submit to Congress a report on the strategy of the Administrator for implementing, on an accelerated basis, the NextGen operational capabilities produced by the Greener Skies project, as recommended in the final report of the RTCA NextGen Mid-Term Implementation Task Force that was issued on September 9, 2009 . Not later than 180 days after the Administrator submits to Congress the report required by subsection (a) and annually thereafter until the pilot program terminates, the Administrator shall submit to the Committee on Commerce, Science, and Transportation of the Senate and to the Committee on Transportation and Infrastructure of the House of Representatives a report on the progress of the Administrator in carrying out the strategy described in the report submitted under subsection (a). A timeline for full implementation of the strategy described in the report submitted under subsection (a). A description of the progress made in carrying out such strategy. A description of the challenges, if any, encountered by the Administrator in carrying out such strategy.” Except as otherwise provided in this subsection, an exemption from section 61.113(c) of title 14, Code of Federal Regulations, that is granted by the Administrator [of the Federal Aviation Administration] for the purpose of allowing a volunteer pilot to accept reimbursement from a volunteer pilot organization for the fuel costs and airport fees attributed to a flight operation to provide charitable transportation pursuant to section 821 of the FAA Modernization and Reform Act of 2012 [ Pub. L. 112–95 ] ( 49 U.S.C. 40101 note) shall be valid for 5 years. If the Administrator finds an exemption holder under paragraph (1) or a volunteer pilot fails to adhere to the conditions and limitations of the exemption described under such paragraph, the Administrator may rescind or suspend the exemption. If the Administrator finds that such exemption holder no longer qualifies as a volunteer pilot organization, the Administrator shall rescind such exemption. If such exemption holder informs the Administrator that such holder no longer plans to exercise the authority granted by such exemption, the Administrator may rescind such exemption. an air carrier (as such term is defined in section 40102 of title 49 , United States Code); or a commercial operator (as such term is defined in section 1.1 of title 14, Code of Federal Regulations); or constituting common carriage. Nothing in this subsection may be construed to limit or otherwise affect the authority of the Administrator to regulate, as appropriate, a flight operation associated with a volunteer pilot organization that constitutes a commercial operation or common carriage. accounts for the provisions of this section and section 821 of the FAA Modernization and Reform Act of 2012 ( 49 U.S.C. 40101 note); and is otherwise substantially similar to the previously issued exemption. affect the authority of the Administrator to exempt a pilot (exercising the private pilot privileges) from any restriction on receiving reimbursement for the fuel costs and airport fees attributed to a flight operation to provide charitable transportation; or is not reimbursed the fuel costs and airport fees attributed to a flight operation to provide charitable flights; or pays a pro rata share of expenses as described in section 61.113(c) of title 14, Code of Federal Regulations. acts as a pilot in command of a flight operation to provide charitable transportation pursuant to section 821 of the FAA Modernization and Reform Act of 2012 ( 49 U.S.C. 40101 note); and holds a private pilot certificate, commercial pilot certificate, or an airline transportation pilot certificate issued under part 61 of title 14, Code of Federal Regulations. The term ‘volunteer pilot organization’ has the meaning given such term in section 821(c) of the FAA Modernization and Reform Act of 2012 ( 49 U.S.C. 40101 note).” volunteered to provide such transportation; and notified any individual that will be on the flight, at the time of inquiry about the flight, that the flight operation is for charitable purposes and is not subject to the same requirements as a commercial flight. The Administrator may impose minimum standards with respect to training and flight hours for single-engine, multi-engine, and turbine-engine operations conducted by an aircraft owner or operator that is being reimbursed for fuel costs by a volunteer pilot organization, including mandating that the pilot in command of such aircraft hold an instrument rating and be current and qualified for the aircraft being flown to ensure the safety of flight operations described in subsection (a). is described in section 501(c)(3) of the Internal Revenue Code of 1986 [ 26 U.S.C. 501(c)(3) ] and is exempt from taxation under section 501(a) of such Code; and is organized for the primary purpose of providing, arranging, or otherwise fostering charitable medical transportation.” Using amounts made available under section 48102(a) of title 49 , United States Code, the Administrator, in coordination with NASA and after consultation with other relevant agencies, may maintain a research program to assess the potential effect of aviation activities on the environment and, if warranted, to evaluate approaches to address any such effect. The Administrator, in coordination with NASA and after consultation with other relevant agencies, shall jointly develop a plan to carry out the research under subsection (a). The plan shall contain an inventory of current interagency research being undertaken in this area, future research objectives, proposed tasks, milestones, and a 5-year budgetary profile. shall be completed not later than 1 year after the date of enactment of this Act [ Feb. 14, 2012 ]; shall be submitted to Congress for review; and shall be updated, as appropriate, every 3 years after the initial submission.” The September 11th Victims Compensation Fund of 2001 [title IV of Pub. L. 107–42 ] ( 49 U.S.C. 40101 note) establishes a Federal cause of action in the United States District Court for the Southern District of New York as the exclusive remedy for damages arising out of the hijacking and subsequent crash of American Airlines flights 11 and 77, and United Airlines flights 93 and 175, on September 11, 2001 . Rules 45(b)(2) and 45(c)(3)(A)(ii) of the Federal Rules of Civil Procedure [28 U.S.C. App.] effectively limit service of a subpoena to any place within, or within 100 miles of, the district of the court by which it is issued, unless a statute of the United States expressly provides that the court, upon proper application and cause shown, may authorize the service of a subpoena at any other place. Litigating a Federal cause of action under the September 11 Victims Compensation Fund of 2001 is likely to involve the testimony and the production of other documents and tangible things by a substantial number of witnesses, many of whom may not reside, be employed, or regularly transact business in, or within 100 miles of, the Southern District of New York.” The United States has revolutionized the way people travel, developing new technologies and aircraft to move people more efficiently and more safely. Past Federal investment in aeronautics research and development has benefited the economy and national security of the United States and the quality of life of its citizens. The total impact of civil aviation on the United States economy exceeds $900,000,000,000 annually and accounts for 9 percent of the gross national product and 11,000,000 jobs in the national workforce. Civil aviation products and services generate a significant surplus for United States trade accounts, and amount to significant numbers of the Nation’s highly skilled, technologically qualified work force. Aerospace technologies, products, and services underpin the advanced capabilities of our men and women in uniform and those charged with homeland security. Future growth in civil aviation increasingly will be constrained by concerns related to aviation system safety and security, aviation system capabilities, aircraft noise, emissions, and fuel consumption. Revitalization and coordination of the United States efforts to maintain its leadership in aviation and aeronautics are critical and must begin now. aerospace will be at the core of the Nation’s leadership and strength throughout the 21st century; aerospace will play an integral role in the Nation’s economy, security, and mobility; and global leadership in aerospace is a national imperative. Despite the downturn in the global economy, projections of the Federal Aviation Administration indicate that upwards of 1,000,000,000 people will fly annually by 2013. Efforts must begin now to prepare for future growth in the number of airline passengers. The United States must increase its investment in research and development to revitalize the aviation and aerospace industries, to create jobs, and to provide educational assistance and training to prepare workers in those industries for the future.” explore new operational procedures for aircraft to achieve those goals; identify both near-term and long-term options to achieve those goals; identify infrastructure changes that would contribute to attainment of those goals; identify emerging technologies that might contribute to attainment of those goals; develop a research plan for application of such emerging technologies, including new combustor and engine design concepts and methodologies for designing high bypass ratio turbofan engines so as to minimize the effects on climate change per unit of production of thrust and flight speed; and develop an implementation plan for exploiting such emerging technologies to attain those goals. The Secretary shall transmit a report on the study to the Senate Committee on Commerce, Science, and Transportation and the House of Representatives Committee on Transportation and Infrastructure within 1 year after the date of enactment of this Act [ Dec. 12, 2003 ]. There is authorized to be appropriated to the Secretary $500,000 for fiscal year 2004 to carry out this section.” From amounts made available under section 48102(a) of title 49 , United States Code, the Secretary of Transportation shall establish a research program related to reducing community exposure to civilian aircraft noise or emissions through grants or other measures authorized under section 106( l )(6) of such title, including reimbursable agreements with other Federal agencies. The program shall include participation by educational and research institutions that have existing facilities for developing and testing noise reduction engine technology. The Administrator of the Federal Aviation Administration shall designate an institution described in subsection (a) as a Center of Excellence for Noise and Emission Research.” The Secretary of Transportation shall establish in the Federal Aviation Administration a joint planning and development office to manage work related to the Next Generation Air Transportation System. The office shall be known as the Next Generation Air Transportation System Joint Planning and Development Office (in this section referred to as the ‘Office’). The head of the Office shall be the Associate Administrator for Next Generation Air Transportation System Planning, Development, and Interagency Coordination, who shall be appointed by the Administrator of the Federal Aviation Administration, with the approval of the Secretary. The Administrator shall appoint the Associate Administrator after consulting with the Chairman of the Next Generation Senior Policy Committee and providing advanced notice to the other members of that Committee. creating and carrying out an integrated plan for a Next Generation Air Transportation System pursuant to subsection (b); overseeing research and development on that system; creating a transition plan for the implementation of that system; coordinating aviation and aeronautics research programs to achieve the goal of more effective and directed programs that will result in applicable research; coordinating goals and priorities and coordinating research activities within the Federal Government with United States aviation and aeronautical firms; coordinating the development and utilization of new technologies to ensure that when available, they may be used to their fullest potential in aircraft and in the air traffic control system; facilitating the transfer of technology from research programs such as the National Aeronautics and Space Administration program and the Department of Defense Advanced Research Projects Agency program to Federal agencies with operational responsibilities and to the private sector; reviewing activities relating to noise, emissions, fuel consumption, and safety conducted by Federal agencies, including the Federal Aviation Administration, the National Aeronautics and Space Administration, the Department of Commerce, and the Department of Defense; establishing specific quantitative goals for the safety, capacity, efficiency, performance, and environmental impacts of each phase of Next Generation Air Transportation System planning and development activities and measuring actual operational experience against those goals, taking into account noise pollution reduction concerns of affected communities to the extent practicable in establishing the environmental goals; working to ensure global interoperability of the Next Generation Air Transportation System; working to ensure the use of weather information and space weather information in the Next Generation Air Transportation System as soon as possible; overseeing, with the Administrator and in consultation with the Chief Technology Officer, the selection of products or outcomes of research and development activities that should be moved to a demonstration phase; and maintaining a baseline modeling and simulation environment for testing and evaluating alternative concepts to satisfy Next Generation Air Transportation System enterprise architecture requirements. The Office shall operate in conjunction with relevant programs in the Department of Defense, the National Aeronautics and Space Administration, the Department of Commerce and the Department of Homeland Security. The Secretary of Transportation may request assistance from staff from those Departments and other Federal agencies. carrying out the activities of the agency relating to the Next Generation Air Transportation System in coordination with the Office, including the execution of all aspects of the work of the agency in developing and implementing the integrated work plan described in subsection (b)(5); serving as a liaison for the agency in activities of the agency relating to the Next Generation Air Transportation System and coordinating with other Federal agencies involved in activities relating to the System; and ensuring that the agency meets its obligations as set forth in any memorandum of understanding executed by or on behalf of the agency relating to the Next Generation Air Transportation System. ensure that the responsibilities of the agency relating to the Next Generation Air Transportation System are clearly communicated to the senior official of the agency designated under subparagraph (B); ensure that the performance of the senior official in carrying out the responsibilities of the agency relating to the Next Generation Air Transportation System is reflected in the official’s annual performance evaluations and compensation; establish or designate an office within the agency to carry out its responsibilities under the memorandum of understanding under the supervision of the designated official; and ensure that the designated official has sufficient budgetary authority and staff resources to carry out the agency’s Next Generation Air Transportation System responsibilities as set forth in the integrated plan under subsection (b). Not later than 6 months after the date of enactment of this subparagraph [ Feb. 14, 2012 ], the head of each Federal agency that has responsibility for carrying out any activity under the integrated plan under subsection (b) shall execute a memorandum of understanding with the Office obligating that agency to carry out the activity. In developing and carrying out its plans, the Office shall consult with the public and ensure the participation of experts from the private sector including representatives of commercial aviation, general aviation, aviation labor groups, aviation research and development entities, aircraft and air traffic control suppliers, and the space industry. The Office shall work with the Director of the Office of Management and Budget to develop a process whereby the Director will identify projects related to the Next Generation Air Transportation System across the agencies referred to in paragraph (4)(A) and consider the Next Generation Air Transportation System as a unified, cross-agency program. each Federal agency covered by the plan has sufficient funds requested in the President’s budget, as submitted under section 1105(a) of title 31 , United States Code, for each fiscal year covered by the plan to carry out its responsibilities under the plan; and the development and implementation of the Next Generation Air Transportation System remains on schedule; include, in the President’s budget, a statement of the portion of the estimated budget of each Federal agency covered by the plan that relates to the activities of the agency under the Next Generation Air Transportation System; and identify and justify as part of the President’s budget submission any inconsistencies between the plan and amounts requested in the budget. The Associate Administrator for Next Generation Air Transportation System Planning, Development, and Interagency Coordination shall be a voting member of the Joint Resources Council of the Federal Aviation Administration. a national vision statement for an air transportation system capable of meeting potential air traffic demand by 2025; a description of the demand and the performance characteristics that will be required of the Nation’s future air transportation system, and an explanation of how those characteristics were derived, including the national goals, objectives, and policies the system is designed to further, and the underlying socioeconomic determinants, and associated models and analyses; the most significant technical obstacles and the research and development activities necessary to overcome them, including for each project, the role of each Federal agency, corporations, and universities; the annual anticipated cost of carrying out the research and development activities; and the technical milestones that will be used to evaluate the activities; a description of the operational concepts to meet the system performance requirements for all system users and a timeline and anticipated expenditures needed to develop and deploy the system to meet the vision for 2025; and an outline of the activities required to achieve the end-state architecture, as expressed in the concept of operations and enterprise architecture documents, that identifies each Federal agency or other entity responsible for each activity in the outline; details on a year-by-year basis of specific accomplishments, activities, research requirements, rulemakings, policy decisions, and other milestones of progress for each Federal agency or entity conducting activities relating to the Next Generation Air Transportation System; for each element of the Next Generation Air Transportation System, an outline, on a year-by-year basis, of what is to be accomplished in that year toward meeting the Next Generation Air Transportation System’s end-state architecture, as expressed in the concept of operations and enterprise architecture documents, as well as identifying each Federal agency or other entity that will be responsible for each component of any research, development, or implementation program; an estimate of all necessary expenditures on a year-by-year basis, including a statement of each Federal agency or entity’s responsibility for costs and available resources, for each stage of development from the basic research stage through the demonstration and implementation phase; a clear explanation of how each step in the development of the Next Generation Air Transportation System will lead to the following step and of the implications of not successfully completing a step in the time period described in the integrated work plan; a transition plan for the implementation of the Next Generation Air Transportation System that includes date-specific milestones for the implementation of new capabilities into the national airspace system; date-specific timetables for meeting the environmental goals identified in subsection (a)(3)(I); and a description of potentially significant operational or workforce changes resulting from deployment of the Next Generation Air Transportation System. improve the level of safety, security, efficiency, quality, and affordability of the National Airspace System and aviation services; take advantage of data from emerging ground-based and space-based communications, navigation, and surveillance technologies; integrate data streams from multiple agencies and sources to enable situational awareness and seamless global operations for all appropriate users of the system, including users responsible for civil aviation, homeland security, and national security; leverage investments in civil aviation, homeland security, and national security and build upon current air traffic management and infrastructure initiatives to meet system performance requirements for all system users; be scalable to accommodate and encourage substantial growth in domestic and international transportation and anticipate and accommodate continuing technology upgrades and advances; accommodate a wide range of aircraft operations, including airlines, air taxis, helicopters, general aviation, and unmanned aerial vehicles; and take into consideration, to the greatest extent practicable, design of airport approach and departure flight paths to reduce exposure of noise and emissions pollution on affected residents. The Administrator shall develop and publish annually the document known as the NextGen Implementation Plan, or any successor document, that provides a detailed description of how the agency is implementing the Next Generation Air Transportation System. There are authorized to be appropriated to the Office $50,000,000 for each of the fiscal years 2004 through 2010.” General aviation entities that operate at Ronald Reagan Washington National Airport. Airports that are located within 15 miles of Ronald Reagan Washington National Airport and were operating under security restrictions on the date of enactment of this Act [ Dec. 12, 2003 ] and general aviation entities operating at those airports. General aviation entities affected by implementation of section 44939 of title 49 , United States Code. General aviation entities that were affected by Federal Aviation Administration Notices to Airmen FDC 2/1099 and 3/1862 or section 352 of the Department of Transportation and Related Agencies Appropriations Act, 2003 ( Public Law 108–7 , division I) [ 117 Stat. 420 ], or both. Sightseeing operations that were not authorized to resume in enhanced class B air space under Federal Aviation Administration notice to airmen 1/1225. Reimbursement under this section shall be made in accordance with sworn financial statements or other appropriate data submitted by each general aviation entity demonstrating the costs incurred and revenue foregone to the satisfaction of the Secretary. operates nonmilitary aircraft under part 91 of title 14, Code of Federal Regulations, for the purpose of conducting its primary business; manufactures nonmilitary aircraft with a maximum seating capacity of fewer than 20 passengers or aircraft parts to be used in such aircraft; provides services necessary for nonmilitary operations under such part 91; or is listed in the national plan of integrated airport systems developed by the Federal Aviation Administration under section 47103 of such title; or is normally open to the public, is located within the confines of enhanced class B airspace (as defined by the Federal Aviation Administration in Notice to Airmen FDC 1/0618), and was closed as a result of an order issued by the Federal Aviation Administration in the period beginning September 11, 2001 , and ending January 1, 2002 , and remained closed as a result of that order on January 1, 2002 . There is authorized to be appropriated to carry out this section $100,000,000. Such sums shall remain available until expended.” Congress finds that the United States Government has by law provided substantial financial assistance to United States commercial airlines in the form of war risk insurance and reinsurance and other economic benefits and has imposed substantial economic and regulatory burdens on those airlines. In order to determine the economic viability of the domestic commercial airline industry and to evaluate the need for additional measures or the modification of existing laws, Congress needs more frequent information and independently verified information about the financial condition of these airlines. Not later than one year after the date of enactment of this Act [ Dec. 12, 2003 ], the Comptroller General shall prepare a report for Congress analyzing the financial condition of the United States airline industry in its efforts to reduce the costs, improve the earnings and profits and balances of each individual air carrier. The report shall recommend steps that the industry should take to become financially self-sufficient. In order to compile the report required by subsection (b), the Comptroller General, or any of the Comptroller General’s duly authorized representatives, shall have access for the purpose of audit and examination to any books, accounts, documents, papers, and records of such air carriers that relate to the information required to compile the report. The Comptroller General shall submit with the report a certification as to whether the Comptroller General has had access to sufficient information to make informed judgments on the matters covered by the report. The Comptroller General shall transmit the report required by subsection (b) to the Senate Committee on Commerce, Science, and Transportation and the House of Representatives Committee on Transportation and Infrastructure.” extraordinary air transportation needs or concerns exist; and the waiver is in the public interest, taking into consideration the isolation of and dependence on air transportation of the State. The Secretary may impose reasonable limitations on any such waiver.” “This Act may be cited as the ‘Air Transportation Safety and System Stabilization Act’. Repealed. Pub. L. 110–161, div. D, title I , Dec. 26, 2007 , 121 Stat. 1974 .] direct losses incurred beginning on September 11, 2001 , by air carriers as a result of any Federal ground stop order issued by the Secretary of Transportation or any subsequent order which continues or renews such a stoppage; and the incremental losses incurred beginning September 11, 2001 , and ending December 31, 2001 , by air carriers as a direct result of such attacks. Congress designates the amount of new budget authority and outlays in all fiscal years resulting from this title as an emergency requirement pursuant to section 252(e) of the Balanced Budget and Emergency Deficit Control Act of 1985 ( 2 U.S.C. 901(e) ). Such amount shall be available only to the extent that a request, that includes designation of such amount as an emergency requirement as defined in such Act [see Short Title note set out under section 900 of Title 2 , The Congress], is transmitted by the President to Congress. Repealed. Pub. L. 110–161, div. D, title I , Dec. 26, 2007 , 121 Stat. 1974 .] Subject to subsection (b), the amount of compensation payable to an air carrier under section 101(a)(2) may not exceed the amount of losses described in section 101(a)(2) that the air carrier demonstrates to the satisfaction of the President, using sworn financial statements or other appropriate data, that the air carrier incurred. The Secretary of Transportation and the Comptroller General of the United States may audit such statements and may request any information that the Secretary and the Comptroller General deems necessary to conduct such audit. the amount of such air carrier’s direct and incremental losses described in section 101(a)(2); or $4,500,000,000; and the available seat miles of the air carrier for the month of August 2001 as reported to the Secretary; to the total available seat miles of all such air carriers for such month as reported to the Secretary; and $500,000,000; and the revenue ton miles or other auditable measure of the air carrier for cargo for the latest quarter for which data is available as reported to the Secretary; to the total revenue ton miles or other auditable measure of all such air carriers for cargo for such quarter as reported to the Secretary. The President may provide compensation to air carriers under section 101(a)(2) in 1 or more payments up to the amount authorized by this title. The President may set aside a portion of the amount of compensation payable to air carriers under section 101(a)(2) to provide compensation to classes of air carriers, such as air tour operators and air ambulances (including hospitals operating air ambulances) for whom the application of a distribution formula containing available seat miles as a factor would inadequately reflect their share of direct and incremental losses. The President shall reduce the $4,500,000,000 specified in subsection (b)(2)(A)(i) by the amount set aside under this subsection. The President shall distribute the amount set aside under this subsection proportionally among such air carriers based on an appropriate auditable measure, as determined by the President. Repealed. Pub. L. 110–161, div. D, title I , Dec. 26, 2007 , 121 Stat. 1974 .] The Secretary of Transportation should take appropriate action to ensure that all communities that had scheduled air service before September 11, 2001 , continue to receive adequate air transportation service and that essential air service to small communities continues without interruption. There is authorized to be appropriated to the Secretary to carry out the essential air service program under subchapter II of chapter 417 of title 49, United States Code, $120,000,000 for fiscal year 2002. Notwithstanding any other provision of law, the Secretary is authorized to require an air carrier receiving direct financial assistance under this Act to maintain scheduled air service to any point served by that carrier before September 11, 2001 . In applying paragraph (1), the Secretary may require air carriers receiving direct financial assistance under this Act to enter into agreements which will ensure, to the maximum extent practicable, that all communities that had scheduled air service before September 11, 2001 , continue to receive adequate air transportation service. Not later than February 1, 2002 , the President shall transmit to the Committee on Transportation and Infrastructure, the Committee on Appropriations, and the Committee on the Budget of the House of Representatives and the Committee on Commerce, Science, and Transportation, the Committee on Appropriations, and the Committee on the Budget of the Senate a report on the financial status of the air carrier industry and the amounts of assistance provided under this title to each air carrier. Not later than the last day of the 7-month period following the date of enactment of this Act [ Sept. 22, 2001 ], the President shall update and transmit the report to the Committees. The term ‘air carrier’ has the meaning such term has under section 40102 of title 49 , United States Code. Repealed. Pub. L. 110–161, div. D, title I , Dec. 26, 2007 , 121 Stat. 1974 .] The term ‘incremental loss’ does not include any loss that the President determines would have been incurred if the terrorist attacks on the United States that occurred on September 11, 2001 , had not occurred. “Notwithstanding any other provision of this title, the Secretary may extend any provision of chapter 443 of title 49, United States Code, as amended by this title, and the provisions of this title, to vendors, agents, and subcontractors of air carriers. For the 180-day period beginning on the date of enactment of this Act [ Sept. 22, 2001 ], the Secretary may extend or amend any such provisions so as to ensure that the entities referred to in the preceding sentence are not responsible in cases of acts of terrorism for losses suffered by third parties that exceed the amount of such entities’ liability coverage, as determined by the Secretary. ‘ January 15, 2002 ’; or such earlier date after November 15, 2001 , as such Secretary may prescribe. For purposes of this subsection, the term ‘eligible air carrier’ means any domestic corporation engaged in the trade or business of transporting (for hire) persons by air if such transportation is available to the general public. For purposes of this subsection, the term ‘airline-related deposit’ means any deposit of taxes imposed by subchapter C of chapter 33 of such Code [ 26 U.S.C. 4261 et seq.] (relating to transportation by air). Nothing in any provision of law shall be construed to exclude from gross income under the Internal Revenue Code of 1986 any compensation received under section 101(a)(2) of this Act. “This title may be cited as the ‘September 11th Victim Compensation Fund of 2001’. The term ‘air carrier’ means a citizen of the United States undertaking by any means, directly or indirectly, to provide air transportation and includes employees and agents (including persons engaged in the business of providing air transportation security and their affiliates) of such citizen. For purposes of the preceding sentence, the term ‘agent’, as applied to persons engaged in the business of providing air transportation security, shall only include persons that have contracted directly with the Federal Aviation Administration on or after and commenced services no later than February 17, 2002 , to provide such security, and had not been or are not debarred for any period within 6 months from that date. The term ‘air transportation’ means foreign air transportation, interstate air transportation, or the transportation of mail by aircraft. The term ‘aircraft manufacturer’ means any entity that manufactured the aircraft or any parts or components of the aircraft involved in the terrorist related aircraft crashes of September 11, 2001 , including employees and agents of that entity. The term ‘airport sponsor’ means the owner or operator of an airport (as defined in section 40102 of title 49 , United States Code). The term ‘claimant’ means an individual filing a claim for compensation under section 405(a)(1). The term ‘collateral source’ means all collateral sources, including life insurance, pension funds, death benefit programs, and payments by Federal, State, or local governments related to the terrorist-related aircraft crashes of September 11, 2001 , or debris removal, including under the World Trade Center Health Program established under section 3001 of the Public Health Service Act [probably means section 3301 of the Public Health Service Act, 42 U.S.C. 300mm ], and payments made pursuant to the settlement of a civil action described in section 405(c)(3)(C)(iii). The term ‘contractor and subcontractor’ means any contractor or subcontractor (at any tier of a subcontracting relationship), including any general contractor, construction manager, prime contractor, consultant, or any parent, subsidiary, associated or allied company, affiliated company, corporation, firm, organization, or joint venture thereof that participated in debris removal at any 9/11 crash site. Such term shall not include any entity, including the Port Authority of New York and New Jersey, with a property interest in the World Trade Center, on September 11, 2001 , whether fee simple, leasehold or easement, direct or indirect. The term ‘debris removal’ means rescue and recovery efforts, removal of debris, cleanup, remediation, and response during the immediate aftermath of the terrorist-related aircraft crashes of September 11, 2001 , with respect to a 9/11 crash site. The term ‘economic loss’ means any pecuniary loss resulting from harm (including the loss of earnings or other benefits related to employment, replacement services loss, loss due to death, burial costs, loss of business or employment opportunities, and past out-of-pocket medical expense loss but not future medical expense loss) to the extent recovery for such loss is allowed under applicable State law. The term ‘eligible individual’ means an individual determined to be eligible for compensation under section 405(c). The term ‘immediate aftermath’ means any period beginning with the terrorist-related aircraft crashes of September 11, 2001 , and ending on May 30, 2002 . The term ‘noneconomic losses’ means losses for physical and emotional pain, suffering, inconvenience, physical impairment, mental anguish, disfigurement, loss of enjoyment of life, loss of society and companionship, loss of consortium (other than loss of domestic service), hedonic damages, injury to reputation, and all other nonpecuniary losses of any kind or nature. The term ‘Special Master’ means the Special Master appointed under section 404(a). The term ‘WTC Program Administrator’ has the meaning given such term in section 3306 of the Public Health Service Act ( 42 U.S.C. 300mm–5 ). means, subject to subparagraph (B), a WTC-related health condition as defined by section 3312(a) of the Public Health Service Act ( 42 U.S.C. 300mm–22(a) ), including the conditions listed in section 3322(b) of such Act ( 42 U.S.C. 300mm–32(b) ); and a mental health condition described in paragraph (1)(A)(ii) or (3)(B) of section 3312(a) of such Act ( 42 U.S.C. 300mm–22(a) ); any mental health condition certified under section 3312(b)(2)(B)(iii) of such Act ( 42 U.S.C. 300mm–22(b)(2)(B)(iii) ) (including such certification as applied under section 3322(a) of such Act ( 42 U.S.C. 300mm–32(a) ); a mental health condition described in section 3322(b)(2) of such Act ( 42 U.S.C. 300mm–32(b)(2) ); or any other mental health condition. the World Trade Center site, Pentagon site, and Shanksville, Pennsylvania site; the buildings or portions of buildings that were destroyed as a result of the terrorist-related aircraft crashes of September 11, 2001 ; the area in Manhattan that is south of the line that runs along Canal Street from the Hudson River to the intersection of Canal Street and East Broadway, north on East Broadway to Clinton Street, and east on Clinton Street to the East River; any area related to, or along, routes of debris removal, such as barges and Fresh Kills. “It is the purpose of this title to provide full compensation to any individual (or relatives of a deceased individual) who was physically injured or killed as a result of the terrorist-related aircraft crashes of September 11, 2001 , or the rescue and recovery efforts during the immediate aftermath of such crashes. administer the compensation program established under this title; promulgate all procedural and substantive rules for the administration of this title; and employ and supervise hearing officers and other administrative personnel to perform the duties of the Special Master under this title. The Attorney General may appoint a Special Master and no more than two Deputy Special Masters without regard to the provisions of title 5, United States Code, governing appointments in the competitive service. Any such employee shall serve at the pleasure of the Attorney General. The Attorney General shall fix the annual salary of the Special Master and the Deputy Special Masters. There are authorized to be appropriated such sums as may be necessary to pay the administrative and support costs for the Special Master in carrying out this title. A claimant may file a claim for compensation under this title with the Special Master. The claim shall be on the form developed under paragraph (2) and shall state the factual basis for eligibility for compensation and the amount of compensation sought. The Special Master shall develop a claim form that claimants shall use when submitting claims under paragraph (1). The Special Master shall ensure that such form can be filed electronically, if determined to be practicable. information from the claimant concerning the physical harm that the claimant suffered, or in the case of a claim filed on behalf of a decedent information confirming the decedent’s death, as a result of the terrorist-related aircraft crashes of September 11, 2001 , or debris removal during the immediate aftermath; information from the claimant concerning any possible economic and noneconomic losses that the claimant suffered as a result of such crashes or debris removal during the immediate aftermath; and information regarding collateral sources of compensation the claimant has received or is entitled to receive as a result of such crashes or debris removal during the immediate aftermath. Except as provided by subparagraph (B), no claim may be filed under paragraph (1) after the date that is 2 years after the date on which regulations are promulgated under section 407(a). A claim may be filed under paragraph (1), in accordance with subsection (c)(3)(A)(i), by an individual (or by a personal representative on behalf of a deceased individual) during the period beginning on the date on which the regulations are updated under section 407(b)(1) and ending on October 1, 2090 . a claim in Group A, as described in clause (ii); or a claim in Group B, as described in clause (iii). the claim is filed under this title during the period described in subparagraph (B); and on or before the day before the date of enactment of the James Zadroga 9/11 Victim Compensation Fund Reauthorization Act, the Special Master postmarks and transmits a final award determination to the claimant filing such claim. is filed under this title during the period described in subparagraph (B); and is not a claim described in clause (ii). For purposes of this subparagraph, the term ‘final award determination’ means a letter from the Special Master indicating the total amount of compensation to which a claimant is entitled for a claim under this title without regard to the limitation under the second sentence of section 406(d)(1), as such section was in effect on the day before the date of enactment of the James Zadroga 9/11 Victim Compensation Fund Reauthorization Act. whether the claimant is an eligible individual under subsection (c); the extent of the harm to the claimant, including any economic and noneconomic losses; and subject to paragraph (7), the amount of compensation to which the claimant is entitled based on the harm to the claimant, the facts of the claim, and the individual circumstances of the claimant. With respect to a claimant, the Special Master shall not consider negligence or any other theory of liability. Not later than 120 days after that date on which a claim is filed under subsection (a), the Special Master shall complete a review, make a determination, and provide written notice to the claimant, with respect to the matters that were the subject of the claim under review. Such a determination shall be final and not subject to judicial review. the right to be represented by an attorney; the right to present evidence, including the presentation of witnesses and documents; and any other due process rights determined appropriate by the Special Master. The Special Master may not include amounts for punitive damages in any compensation paid under a claim under this title. The Special Master shall reduce the amount of compensation determined under paragraph (1)(B)(ii) by the amount of the collateral source compensation the claimant has received or is entitled to receive as a result of the terrorist-related aircraft crashes of September 11, 2001 . Notwithstanding any other provision of this title, in the case of a claim in Group B as described in subsection (a)(3)(C)(iii), a claimant filing such claim shall receive an amount of compensation under this title for such claim that is not greater than the amount determined under paragraph (1)(B)(ii) less the amount of any collateral source compensation that such claimant has received or is entitled to receive for such claim as a result of the terrorist-related aircraft crashes of September 11, 2001 . that results from any type of cancer shall not exceed $250,000; and that does not result from any type of cancer shall not exceed $90,000. The Special Master may exceed the applicable limitation in clause (i) for a claim in Group B as described in subsection (a)(3)(C)(iii) if the Special Master determines that the claim presents special circumstances. Subject to the limitation described in clause (ii) and with respect to a claim in Group B as described in subsection (a)(3)(C)(iii), the Special Master shall, for purposes of calculating the amount of compensation to which a claimant is entitled under this title for such claim on account of any economic loss, determine the loss of earnings or other benefits related to employment by using the applicable methodology described in section 104.43 or 104.45 of title 28, Code of Federal Regulations, as such Code was in effect on the day before the date of enactment of the James Zadroga 9/11 Victim Compensation Fund Reauthorization Act [ Dec. 18, 2015 ]. In considering annual gross income under clause (i) for the purposes described in such clause, the Special Master shall, for each year of any loss of earnings or other benefits related to employment, limit the annual gross income of the claimant (or decedent in the case of a personal representative) for each such year to an amount that is not greater than the annual gross income limitation. The annual gross income limitation in effect on the date of enactment of the Never Forget the Heroes: James Zadroga, Ray Pfeifer, and Luis Alvarez Permanent Authorization of the September 11th Victim Compensation Fund Act [ July 29, 2018 ] is $200,000. The Special Master shall periodically adjust that annual gross income limitation to account for inflation. For purposes of this paragraph, the term ‘gross income’ has the meaning given such term in section 61 of the Internal Revenue Code of 1986 [ 26 U.S.C. 61 ]. is an individual described in paragraph (2); and meets the requirements of paragraph (3). was present at the World Trade Center, (New York, New York), the Pentagon (Arlington, Virginia), the site of the aircraft crash at Shanksville, Pennsylvania, or any other 9/11 crash site at the time, or in the immediate aftermath, of the terrorist-related aircraft crashes of September 11, 2001 ; and suffered physical harm or death as a result of such an air crash or debris removal; an individual who was a member of the flight crew or a passenger on American Airlines flight 11 or 77 or United Airlines flight 93 or 175, except that an individual identified by the Attorney General to have been a participant or conspirator in the terrorist-related aircraft crashes of September 11, 2001 , or a representative of such individual shall not be eligible to receive compensation under this title; or in the case of a decedent who is an individual described in subparagraph (A) or (B), the personal representative of the decedent who files a claim on behalf of the decedent. In the case that the Special Master determines the individual knew (or reasonably should have known) before the date specified in clause (iii) that the individual suffered a physical harm at a 9/11 crash site as a result of the terrorist-related aircraft crashes of September 11, 2001 , or as a result of debris removal, and that the individual knew (or should have known) before such specified date that the individual was eligible to file a claim under this title, the individual may file a claim not later than the date that is 2 years after such specified date. In the case that the Special Master determines the individual first knew (or reasonably should have known) on or after the date specified in clause (iii) that the individual suffered such a physical harm or that the individual first knew (or should have known) on or after such specified date that the individual was eligible to file a claim under this title, the individual may file a claim not later than the last day of the 2-year period beginning on the date the Special Master determines the individual first knew (or should have known) that the individual both suffered from such harm and was eligible to file a claim under this title. the individual was treated by a medical professional for suffering from a physical harm described in clause (i)(I) within a reasonable time from the date of discovering such harm; and the individual’s physical harm is verified by contemporaneous medical records created by or at the direction of the medical professional who provided the medical care. The date specified in this clause is the date on which the regulations are updated under section 407(b)(1). Subject to subclause (II), an individual filing a claim in Group B as described in subsection (a)(3)(C)(iii) may be eligible for compensation under this title only if the Special Master, with assistance from the WTC Program Administrator as necessary, determines based on the evidence presented that the individual has a WTC-related physical health condition, as defined by section 402 of this Act. An individual filing a claim in Group B, as described in subsection (a)(3)(C)(iii), who is a personal representative described in paragraph (2)(C) may be eligible for compensation under this title only if the Special Master, with assistance from the WTC Program Administrator as necessary, determines based on the evidence presented that the applicable decedent suffered from a condition that was, or would have been determined to be, a WTC-related physical health condition, as defined by section 402 of this Act. Not more than one claim may be submitted under this title by an individual or on behalf of a deceased individual. Upon the submission of a claim under this title, the claimant waives the right to file a civil action (or to be a party to an action) in any Federal or State court for damages sustained as a result of the terrorist-related aircraft crashes of September 11, 2001 , or for damages arising from or related to debris removal. The preceding sentence does not apply to a civil action to recover collateral source obligations, or to a civil action against any person who is a knowing participant in any conspiracy to hijack any aircraft or commit any terrorist act. during the period described in subsection (a)(3)(A) unless such individual withdraws from such action by the date that is 90 days after the date on which regulations are promulgated under section 407(a); and during the period described in subsection (a)(3)(B) unless such individual withdraws from such action by the date that is 90 days after the date on which the regulations are updated under section 407(b)(1). In the case of an individual who settled a civil action described in clause (i), such individual may not submit a claim under this title unless such action was commenced after December 22, 2003 , and a release of all claims in such action was tendered prior to the date on which the James Zadroga 9/11 Health and Compensation Act of 2010 [ Pub. L. 111–347 ] was enacted [ Jan. 2, 2011 ]. Subject to the limitations under subsection (d), not later than 20 days after the date on which a determination is made by the Special Master regarding the amount of compensation due a claimant under this title, the Special Master shall authorize payment to such claimant of the amount determined with respect to the claimant. For the purpose of providing compensation for claims in Group A as described in section 405(a)(3)(C)(ii), this title constitutes budget authority in advance of appropriations Acts in the amounts provided under subsection (d)(1) and represents the obligation of the Federal Government to provide for the payment of amounts for compensation under this title subject to the limitations under subsection (d). The Attorney General is authorized to accept such amounts as may be contributed by individuals, business concerns, or other entities to carry out this title, under such terms and conditions as the Attorney General may impose. In making payments under this section, amounts contained in any account containing funds provided under paragraph (1) shall be used prior to using appropriated amounts. The total amount of Federal funds paid for compensation under this title, with respect to claims in Group A as described in section 405(a)(3)(C)(ii), shall not exceed $2,775,000,000. the amount of compensation that the claimant would have been paid under this title for such claim without regard to the limitation under the second sentence of paragraph (1) of this subsection, as this subsection was in effect on the day before the date of enactment of the James Zadroga 9/11 Victim Compensation Fund Reauthorization Act; and the amount of compensation the claimant was paid under this title for such claim prior to the date of enactment of such Act. The total amount of Federal funds paid for compensation under this title, with respect to claims in Group B as described in section 405(a)(3)(C)(iii), shall not exceed the amount of funds deposited into the Victims Compensation Fund under section 410. The Special Master shall establish a system for providing compensation for claims in Group B as described in section 405(a)(3)(C)(iii) in accordance with this subsection and section 405(b)(7). Not later than 30 days after the date of enactment of the James Zadroga 9/11 Victim Compensation Fund Reauthorization Act, the Special Master shall develop agency policies and procedures that meet the requirements under subclauses (II) and (III) for providing compensation for claims in Group B as described in section 405(a)(3)(C)(iii), including policies and procedures for presumptive award schedules, administrative expenses, and related internal memoranda. The policies and procedures developed under subclause (I) shall ensure that total expenditures, including administrative expenses, in providing compensation for claims in Group B, as described in section 405(a)(3)(C)(iii), do not exceed the amount of funds deposited into the Victims Compensation Fund under section 410. The policies and procedures developed under subclause (I) shall prioritize claims for claimants who are determined by the Special Master as suffering from the most debilitating physical conditions to ensure, for purposes of equity, that such claimants are not unduly burdened by such policies or procedures. Beginning 1 year after the date of enactment of the James Zadroga 9/11 Victim Compensation Fund Reauthorization Act, and each year thereafter until the Victims Compensation Fund is permanently closed under section 410(e), the Special Master shall conduct a reassessment of the agency policies and procedures developed under clause (i) to ensure that such policies and procedures continue to satisfy the requirements under subclauses (II) and (III) of such clause. If the Special Master determines, upon reassessment, that such agency policies or procedures do not achieve the requirements of such subclauses, the Special Master shall take additional actions or make such modifications as necessary to achieve such requirements. the amount the claimant would have been paid under this title if sufficient funding was available to the Special Master at the time the Special Master determined the amount due the claimant under this title; and the amount the claimant was paid under this title. that is available to the Special Master under section 410(c) on the day before the date of enactment of the Never Forget the Heroes: James Zadroga, Ray Pfeifer, and Luis Alvarez Permanent Authorization of the September 11th Victim Compensation Fund Act for purposes of compensating claims in Group B as described in section 405(a)(3)(C)(iii); and that the Special Master determines is insufficient for purposes of compensating all such claims and complying with subparagraph (A). made available to the Special Master for purposes of compensating claims in Group B as described in section 405(a)(3)(C)(iii) through an Act of Congress that is enacted after the date on which the amount of the claim described in clause (i) has been reduced; and that the Special Master determines is sufficient for purposes of compensating all claims in such Group B. Notwithstanding any contract, the representative of an individual may not charge, for services rendered in connection with the claim of an individual under this title, more than 10 percent of an award made under this title on such claim. Except as provided in subparagraph (B), in the case of an individual who was charged a legal fee in connection with the settlement of a civil action described in section 405(c)(3)(C)(iii), the representative of the individual may not charge any amount for compensation for services rendered in connection with a claim filed under this title. 10 percent of such aggregate amount through the settlement, minus the total amount of all legal fees charged for services rendered in connection with such settlement. In the event that the special master [probably should be capitalized] finds that the fee limit set by paragraph (1) or (2) provides excessive compensation for services rendered in connection with such claim, the Special Master may, in the discretion of the Special Master, award as reasonable compensation for services rendered an amount lesser than that permitted for in paragraph (1). forms to be used in submitting claims under this title; the information to be included in such forms; procedures for hearing and the presentation of evidence; procedures to assist an individual in filing and pursuing claims under this title; and other matters determined appropriate by the Attorney General. Not later than 180 days after the date of the enactment of the James Zadroga 9/11 Health and Compensation Act of 2010 [ Jan. 2, 2011 ], the Special Master shall update the regulations promulgated under subsection (a) to the extent necessary to comply with the provisions of title II of such Act [title II of Pub. L. 111–347 , amending this note]. Not later than 180 days after the date of enactment of the James Zadroga 9/11 Victim Compensation Fund Reauthorization Act [ Dec. 18, 2015 ], the Special Master shall update the regulations promulgated under subsection (a), and updated under paragraph (1), to the extent necessary to comply with the amendments made by such Act [amending section 905 of Title 2 , The Congress, and amending this note and section 1347 of div. B of Pub. L. 112–10 , set out as a note above]. Notwithstanding any other provision of law, liability for all claims, whether for compensatory or punitive damages or for contribution or indemnity, arising from the terrorist-related aircraft crashes of September 11, 2001 , against an air carrier, aircraft manufacturer, airport sponsor, or person with a property interest in the World Trade Center, on September 11, 2001 , whether fee simple, leasehold or easement, direct or indirect, or their directors, officers, employees, or agents, shall not be in an amount greater than the limits of liability insurance coverage maintained by that air carrier, aircraft manufacturer, airport sponsor, or person. Paragraph (1) does not apply to any such person with a property interest in the World Trade Center if the Attorney General determines, after notice and an opportunity for a hearing on the record, that the person has defaulted willfully on a contractual obligation to rebuild, or assist in the rebuilding of, the World Trade Center. Liability for all claims, whether for compensatory or punitive damages or for contribution or indemnity arising from the terrorist-related aircraft crashes of September 11, 2001 , against the City of New York shall not exceed the greater of the city’s insurance coverage or $350,000,000. If a claimant who is eligible to seek compensation under section 405 of this Act, submits a claim under section 405, the claimant waives the right to file a civil action (or to be a party to an action) in any Federal or State court for damages sustained as a result of the terrorist-related aircraft crashes of September 11, 2001 , including any such action against the City of New York. The preceding sentence does not apply to a civil action to recover collateral source obligations. The amount of funds of the WTC Captive Insurance Company, including the cumulative interest. The amount of all available insurance identified in schedule 2 of the WTC Captive Insurance Company insurance policy. As it relates to the limitation of liability of the City of New York, the amount that is the greater of the City of New York’s insurance coverage or $350,000,000. In determining the amount of the City’s insurance coverage for purposes of the previous sentence, any amount described in subparagraphs (A) and (B) shall not be included. As it relates to the limitation of liability of any entity, including the Port Authority of New York and New Jersey, with a property interest in the World Trade Center on September 11, 2001 (whether fee simple, leasehold or easement, or direct or indirect), the amount of all available liability insurance coverage maintained by any such entity. As it relates to the limitation of liability of any individual contractor or subcontractor, the amount of all available liability insurance coverage maintained by such contractor or subcontractor on September 11, 2001 . The funds described in subparagraph (A) or (B) of paragraph (4). If there are no funds available as described in subparagraph (A) or (B) of paragraph (4), the funds described in subparagraph (C) of such paragraph. If there are no funds available as described in subparagraph (A), (B), or (C) of paragraph (4), the funds described in subparagraph (D) of such paragraph. If there are no funds available as described in subparagraph (A), (B), (C), or (D) of paragraph (4), the funds described in subparagraph (E) of such paragraph. Any claimant to a claim or action to which paragraph (4) applies may, with respect to such claim or action, either file an action for a declaratory judgment for insurance coverage or bring a direct action against the insurance company involved, except that no such action for declaratory judgment or direct action may be commenced until after the funds available in subparagraph[s] (A), (B), (C), and (D) of paragraph (5) have been exhausted consistent with the order described in such paragraph for payment. There shall exist a Federal cause of action for damages arising out of the hijacking and subsequent crashes of American Airlines flights 11 and 77, and United Airlines flights 93 and 175, on September 11, 2001 . Notwithstanding section 40120(c) of title 49 , United States Code, this cause of action shall be the exclusive remedy for damages arising out of the hijacking and subsequent crashes of such flights. The substantive law for decision in any such suit shall be derived from the law, including choice of law principles, of the State in which the crash occurred unless such law is inconsistent with or preempted by Federal law. The United States District Court for the Southern District of New York shall have original and exclusive jurisdiction over all actions brought for any claim (including any claim for loss of property, personal injury, or death) resulting from or relating to the terrorist-related aircraft crashes of September 11, 2001 . A subpoena requiring the attendance of a witness at trial or a hearing conducted under this section may be served at any place in the United States. Nothing in this subsection is intended to diminish the authority of a court to quash or modify a subpoena for the reasons provided in clause (i), (iii), or (iv) of subparagraph (A) or subparagraph (B) of rule 45(c)(3) of the Federal Rules of Civil Procedure [28 U.S.C. App.]. Nothing in this section shall in any way limit any liability of any person who is a knowing participant in any conspiracy to hijack any aircraft or commit any terrorist act. Subsections (a) and (b) do not apply to civil actions to recover collateral source obligations. “The United States shall have the right of subrogation with respect to any claim paid by the United States under this title, subject to the limitations described in section 408. There is established in the Treasury of the United States a fund to be known as the ‘Victims Compensation Fund’, consisting of amounts deposited into such fund under subsection (b). Effective on the day after the date on which all claimants who file a claim in Group A, as described in section 405(a)(3)(C)(ii), have received the full compensation due such claimants under this title for such claim, any amounts remaining from the total amount made available under section 406 to compensate claims in Group A as described in section 405(a)(3)(C)(ii). The amount appropriated under subsection (c). There is appropriated, out of any money in the Treasury not otherwise appropriated, such sums as may be necessary for fiscal year 2019 and each fiscal year thereafter through fiscal year 2092, to remain available until expended, to provide compensation for claims in Group B as described in section 405(a)(3)(C)(iii). Amounts deposited into the Victims Compensation Fund shall be available, without further appropriation, to the Special Master to provide compensation for claims in Group B as described in section 405(a)(3)(C)(iii). On October 1, 2092 , or at such time thereafter as all funds are expended, the Victims Compensation Fund shall be permanently closed. Notwithstanding section 281 of the Immigration and Nationality Act ( 8 U.S.C. 1351 ) or any other provision of law, during the period beginning on the date of the enactment of this section [ Dec. 18, 2015 ] and ending on September 30, 2027 , the combined filing fee and fraud prevention and detection fee required to be submitted with an application for admission as a nonimmigrant under section 101(a)(15)(L) of the Immigration and Nationality Act ( 8 U.S.C. 1101(a)(15)(L) ), including an application for an extension of such status, shall be increased by $4,500 for applicants that employ 50 or more employees in the United States if more than 50 percent of the applicant’s employees are nonimmigrants admitted pursuant to subparagraph (H)(i)(b) or (L) of section 101(a)(15) of such Act. Notwithstanding section 281 of the Immigration and Nationality Act ( 8 U.S.C. 1351 ) or any other provision of law, during the period beginning on the date of the enactment of this section and ending on September 30, 2027 , the combined filing fee and fraud prevention and detection fee required to be submitted with an application for admission as a nonimmigrant under section 101(a)(15)(H)(i)(b) of the Immigration and Nationality Act ( 8 U.S.C. 1101(a)(15)(H)(i)(b) ), including an application for an extension of such status, shall be increased by $4,000 for applicants that employ 50 or more employees in the United States if more than 50 percent of the applicant’s employees are such nonimmigrants or nonimmigrants described in section 101(a)(15)(L) of such Act. There is established in the general fund of the Treasury a separate account, which shall be known as the ‘9–11 Response and Biometric Exit Account’. 50 percent shall be deposited in the general fund of the Treasury; and 50 percent shall be deposited as offsetting receipts into the 9–11 Response and Biometric Exit Account, and shall remain available until expended. After a total of $1,000,000,000 is deposited into the 9–11 Response and Biometric Exit Account under subparagraph (A)(ii), all amounts collected pursuant to the fee increases authorized under subsections (a) and (b) shall be deposited in the general fund of the Treasury. For fiscal year 2017, and each fiscal year thereafter, amounts in the 9–11 Response and Biometric Exit Account shall be available to the Secretary of Homeland Security without further appropriation for implementing the biometric entry and exit data system described in section 7208 of the Intelligence Reform and Terrorism Prevention Act of 2004 ( 8 U.S.C. 1365b ). “Congress affirms the President’s decision to spend $3,000,000,000 on airline safety and security in conjunction with this Act in order to restore public confidence in the airline industry. “Congress is committed to act expeditiously, in consultation with the Secretary of Transportation, to strengthen airport security and take further measures to enhance the security of air travel. “If any provision of this Act (including any amendment made by this Act [amending sections 44302 to 44306 of this title]) or the application thereof to any person or circumstance is held invalid, the remainder of this Act (including any amendment made by this Act) and the application thereof to other persons or circumstances shall not be affected thereby.” The Inspector General of the Department of Transportation shall conduct the assessments described in this section. To conduct the assessments, the Inspector General may use the staff and resources of the Inspector General or contract with one or more independent entities. The Inspector General shall conduct an assessment to ensure that the method for calculating the overall costs of the Federal Aviation Administration and attributing such costs to specific users is appropriate, reasonable, and understandable to the users. The Administration’s cost input data, including the reliability of the Administration’s source documents and the integrity and reliability of the Administration’s data collection process. The Administration’s system for tracking assets. The Administration’s bases for establishing asset values and depreciation rates. The Administration’s system of internal controls for ensuring the consistency and reliability of reported data. The Administration’s definition of the services to which the Administration ultimately attributes its costs. The cost pools used by the Administration and the rationale for and reliability of the bases which the Administration proposes to use in allocating costs of services to users. review costs that cannot reliably be attributed to specific Administration services or activities (called ‘common and fixed costs’ in the Administration Cost Allocation Study) and consider alternative methods for allocating such costs; and perform appropriate tests to assess relationships between costs in the various cost pools and activities and services to which the costs are attributed by the Administration. The Inspector General shall assess the progress of the Administration in cost and performance management, including use of internal and external benchmarking in improving the performance and productivity of the Administration. Not later than December 31, 2000 , and annually thereafter until December 31, 2004 , the Inspector General shall transmit to Congress an updated report containing the results of the assessment conducted under this paragraph. The Administrator [of the Federal Aviation Administration] shall include in the annual financial report of the Administration information on the performance of the Administration sufficient to permit users and others to make an informed evaluation of the progress of the Administration in increasing productivity. There are authorized to be appropriated such sums as may be necessary to carry out this section.” The Administrator [of the Federal Aviation Administration], in consultation with the National Transportation Safety Board and other interested persons, shall conduct a study of air taxi operators regulated under part 135 of title 14, Code of Federal Regulations. The study shall include an analysis of the size and type of the aircraft fleet, relevant aircraft equipment, hours flown, utilization rates, safety record by various categories of use and aircraft type, sales revenues, and airports served by the air taxi fleet. Not later than 1 year after the date of the enactment of this Act [ Apr. 5, 2000 ], the Administrator shall transmit to Congress a report on the results of the study.” The Administration [Federal Aviation Administration] is recognized throughout the world as a leader in aviation safety. The Administration certifies aircraft, engines, propellers, and other manufactured parts. The Administration certifies more than 650 training schools for pilots and nonpilots, more than 4,858 repair stations, and more than 193 maintenance schools. The Administration certifies pilot examiners, who are then qualified to determine if a person has the skills necessary to become a pilot. The Administration certifies more than 6,000 medical examiners, each of whom is then qualified to medically certify the qualifications of pilots and nonpilots. The Administration certifies more than 470 airports, and provides a limited certification for another 205 airports. Other airports in the United States are also reviewed by the Administration. The Administration each year performs more than 355,000 inspections. The Administration issues more than 655,000 pilot’s licenses and more than 560,000 nonpilot’s licenses (including mechanics). The Administration’s certification means that the product meets world-wide recognized standards of safety and reliability. The Administration’s certification means aviation-related equipment and services meet world-wide recognized standards. The Administration’s certification is recognized by governments and businesses throughout the world and as such may be a valuable element for any company desiring to sell aviation-related products throughout the world. The Administration’s certification may constitute a valuable license, franchise, privilege or benefits for the holders. The Administration also is a major purchaser of computers, radars, and other systems needed to run the air traffic control system. The Administration’s design, acceptance, commissioning, or certification of such equipment enables the private sector to market those products around the world, and as such confers a benefit on the manufacturer. The Administration provides extensive services to public use aircraft.” to provide a financial structure for the Administration [Federal Aviation Administration] so that it will be able to support the future growth in the national aviation and airport system; to review existing and alternative funding options, including incentive-based fees for services, and establish a program to improve air traffic management system performance and to establish appropriate levels of cost accountability for air traffic management services provided by the Administration; to ensure that any funding will be dedicated solely for the use of the Administration; to authorize the Administration to recover the costs of its services from those who benefit from, but do not contribute to, the national aviation system and the services provided by the Administration; to consider a fee system based on the cost or value of the services provided and other funding alternatives; to develop funding options for Congress in order to provide for the long-term efficient and cost-effective support of the Administration and the aviation system; and to achieve a more efficient and effective Administration for the benefit of the aviation transportation industry.” Not later than 30 days after the date of the enactment of this Act [ Oct. 9, 1996 ], the Administrator [of the Federal Aviation Administration] shall contract with an entity independent of the Administration [Federal Aviation Administration] and the Department of Transportation to conduct a complete independent assessment of the financial requirements of the Administration through the year 2002. The Administrator shall provide to the independent entity estimates of the financial requirements of the Administration for the period described in paragraph (1), using as a base the fiscal year 1997 appropriation levels established by Congress. The independent assessment shall be based on an objective analysis of agency funding needs. anticipated air traffic forecasts; other workload measures; estimated productivity gains, if any, which contribute to budgetary requirements; the need for programs; and the need to provide for continued improvements in all facets of aviation safety, along with operational improvements in air traffic control. The independent assessment shall also assess the costs to the Administration occasioned by the provision of services to each segment of the aviation system. The independent assessment shall be completed no later than 90 days after the contract is awarded, and shall be submitted to the Commission established under subsection (b), the Secretary [of Transportation], the Secretary of the Treasury, the Committee on Commerce, Science, and Transportation and the Committee on Finance of the Senate, and the Committee on Transportation and Infrastructure and the Committee on Ways and Means of the House of Representatives. There is established a commission to be known as the National Civil Aviation Review Commission (hereinafter in this section referred to as the ‘Commission’). 13 members to be appointed by the Secretary, in consultation with the Secretary of the Treasury, from among individuals who have expertise in the aviation industry and who are able, collectively, to represent a balanced view of the issues important to general aviation, major air carriers, air cargo carriers, regional air carriers, business aviation, airports, aircraft manufacturers, the financial community, aviation industry workers, and airline passengers. At least one member appointed under this subparagraph shall have detailed knowledge of the congressional budgetary process. Two members appointed by the Speaker of the House of Representatives. Two members appointed by the minority leader of the House of Representatives. Two members appointed by the majority leader of the Senate. Two members appointed by the minority leader of the Senate. The Commission shall establish an aviation funding task force and an aviation safety task force to carry out the responsibilities of the Commission under this subsection. The Commission may conduct its first meeting as soon as a majority of the members of the Commission are appointed. The Commission shall take such testimony and solicit and receive such comments from the public and other interested parties as it considers appropriate, shall conduct 2 public hearings after affording adequate notice to the public thereof, and may conduct such additional hearings as may be necessary. The Commission shall consult on a regular and frequent basis with the Secretary, the Secretary of the Treasury, the Committee on Commerce, Science, and Transportation and the Committee on Finance of the Senate, and the Committee on Transportation and Infrastructure and the Committee on Ways and Means of the House of Representatives. The Commission shall not be considered an advisory committee for purposes of chapter 10 of title 5, United States Code. The aviation funding task force established pursuant to paragraph (3) shall submit a report setting forth a comprehensive analysis of the Administration’s budgetary requirements through fiscal year 2002, based upon the independent assessment under subsection (a), that analyzes alternative financing and funding means for meeting the needs of the aviation system through the year 2002. The task force shall submit a preliminary report of that analysis to the Secretary not later than 6 months after the independent assessment is completed under subsection (a). The Secretary shall provide comments on the preliminary report to the task force within 30 days after receiving the report. The task force shall issue a final report of such comprehensive analysis within 30 days after receiving the Secretary’s comments on its preliminary report. shall consider the independent assessment under subsection (a); shall consider estimated cost savings, if any, resulting from the procurement and personnel reforms included in this Act [see Tables for classification] or in sections 40110(d) and 40122(g) of title 49, United States Code, and additional financial initiatives; shall include specific recommendations to Congress on how the Administration can reduce costs, raise additional revenue for the support of agency operations, and accelerate modernization efforts; and shall include a draft bill containing the changes in law necessary to implement its recommendations. proposals for off-budget treatment of the Airport and Airway Trust Fund; alternative financing and funding proposals, including linked financing proposals; modifications to existing levels of Airport and Airways Trust Fund receipts and taxes for each type of tax; establishment of a cost-based user fee system based on, but not limited to, criteria under subparagraph (F) and methods to ensure that costs are borne by users on a fair and equitable basis; methods to ensure that funds collected from the aviation community are able to meet the needs of the agency; methods to ensure that funds collected from the aviation community and passengers are used to support the aviation system; means of meeting the airport infrastructure needs for large, medium, and small airports; and any other matter the task force deems appropriate to address the funding and needs of the Administration and the aviation system. means of improving productivity by expanding and accelerating the use of automation and other technology; means of contracting out services consistent with this Act, other applicable law, and safety and national defense needs; methods to accelerate air traffic control modernization and improvements in aviation safety and safety services; the elimination of unneeded programs; and a limited innovative program based on funding mechanisms such as loan guarantees, financial partnerships with for-profit private sector entities, government-sponsored enterprises, and revolving loan funds, as a means of funding specific facilities and equipment projects, and to provide limited additional funding alternatives for airport capacity development. safety; administrative costs; the congressional budget process; the economics of the industry (including the proportionate share of all users); the ability of the Administration to utilize the sums collected; and the funding needs of the Administration. state the specific rates for each group affected by the proposed modifications; consider the impact such modifications shall have on specific users and the public (including passengers); and state the basis for the recommendations. the impact such a recommendation would have on passengers, air fares (including low-fare, high frequency service), service, and competition; existing contributions provided by individual air carriers toward funding the Administration and the air traffic control system through contributions to the Airport and Airways Trust Fund; continuing the promotion of fair and competitive practices; the unique circumstances associated with interisland air carrier service in Hawaii and rural air service in Alaska; the impact such a recommendation would have on service to small communities; the impact such a recommendation would have on services provided by regional air carriers; alternative methodologies for calculating fees so as to achieve a fair and reasonable distribution of costs of service among users; the usefulness of phased-in approaches to implementing such a financing system; means of assuring the provision of general fund contributions, as appropriate, toward the support of the Administration; and the provision of incentives to encourage greater efficiency in the provision of air traffic services by the Administration and greater efficiency in the use of air traffic services by aircraft operators. Not later than 1 year after the date of the enactment of this Act [ Oct. 9, 1996 ], the aviation safety task force established pursuant to paragraph (3) shall submit to the Administrator a report setting forth a comprehensive analysis of aviation safety in the United States and emerging trends in the safety of particular sectors of the aviation industry. the adequacy of staffing and training resources for safety personnel of the Administration, including safety inspectors; the Administration’s processes for ensuring the public safety from fraudulent parts in civil aviation and the extent to which use of suspected unapproved parts requires additional oversight or enforcement action; and the ability of the Administration to anticipate changes in the aviation industry and to develop policies and actions to ensure the highest level of aviation safety in the 21st century. The Administration may give the Commission appropriate access to relevant documents and personnel of the Administration, and the Administrator shall make available, consistent with the authority to withhold commercial and other proprietary information under section 552 of title 5 , United States Code (commonly known as the ‘Freedom of Information Act’), cost data associated with the acquisition and operation of air traffic service systems. Any member of the Commission who receives commercial or other proprietary data from the Administrator shall be subject to the provisions of section 1905 of title 18 , United States Code, pertaining to unauthorized disclosure of such information. Each member of the Commission shall be paid actual travel expenses, and per diem in lieu of subsistence expenses when away from his or her usual place of residence, in accordance with section 5703 of title 5 , United States Code. The Administrator shall make available to the Commission such staff, information, and administrative services and assistance as may reasonably be required to enable the Commission to carry out its responsibilities under this subsection. There is authorized to be appropriated such sums as may be necessary to carry out the provisions of this subsection. Not later than 30 days after receiving the preliminary report of the aviation funding task force, the Secretary, in consultation with the Secretary of the Treasury, shall furnish comments on the report to the task force. Not later than 30 days after receiving the final report of the aviation funding task force, and in no event more than 1 year after the date of the enactment of this Act, the Secretary, after consulting the Secretary of the Treasury, shall transmit a report to the Committee on Commerce, Science, and Transportation and the Committee on Finance of the Senate, and the Committee on Transportation and Infrastructure and the Committee on Ways and Means of the House of Representatives. Such report shall be based upon the final report of the task force and shall contain the Secretary’s recommendations for funding the needs of the aviation system through the year 2002. a copy of the final report of the task force; and a draft bill containing the changes in law necessary to implement the Secretary’s recommendations. The Secretary shall cause a copy of the report to be printed in the Federal Register upon its transmittal to Congress under subparagraph (B). Not later than 30 days after receiving the report of the aviation safety task force, the Administrator shall transmit the report to Congress, together with the Administrator’s recommendations for improving aviation safety in the United States. The Comptroller General shall conduct an assessment of the manner in which costs for air traffic control services are allocated between the Administration and the Department of Defense. The Comptroller General shall report the results of the assessment, together with any recommendations the Comptroller General may have for reallocation of costs and for opportunities to increase the efficiency of air traffic control services provided by the Administration and by the Department of Defense, to the Commission, the Administrator, the Secretary of Defense, the Committee on Transportation and Infrastructure of the House of Representatives, and the Committee on Commerce, Science, and Transportation of the Senate not later than 180 days after the date of the enactment of this Act. Not later than 180 days after the date of the enactment of this Act, the Comptroller General shall transmit to the Commission and Congress an independent assessment of airport development needs.” next-generation satellite communications, including global positioning satellites; advanced airport and airplane security; environmentally compatible technologies, including technologies that limit or reduce noise and air pollution; advanced aviation safety programs; and technologies and procedures to enhance and improve airport and airway capacity. The Administrator and the heads of the other appropriate Federal agencies shall administer contracts and grants entered into under the program established under subsection (a) in accordance with procedures developed jointly by the Administrator and the heads of the other appropriate Federal agencies. The procedures should include an integrated acquisition policy for contract and grant requirements and for technical data rights that are not an impediment to joint programs among the Federal Aviation Administration, the other Federal agencies involved, and industry. selected programs that jointly enhance public and private aviation technology development; an opportunity for private contractors to be involved in such technology research and development; and the transfer of Government-developed technologies to the private sector to promote economic strength and competitiveness. Of amounts authorized to be appropriated for fiscal years 1995 and 1996 under section 48102(a) of title 49 , United States Code, as amended by section 302 of this title , there are authorized to be appropriated for fiscal years 1995 and 1996, respectively, such sums as may be necessary to carry out this section.” The Administrator of the Federal Aviation Administration shall undertake the studies and analysis called for in the report of the National Research Council entitled ‘The Airliner Cabin Environment and the Health of Passengers and Crew’. conduct surveillance to monitor ozone in the cabin on a representative number of flights and aircraft to determine compliance with existing Federal Aviation Regulations for ozone; collect pesticide exposure data to determine exposures of passengers and crew; analyze samples of residue from aircraft ventilation ducts and filters after air quality incidents to identify the contaminants to which passengers and crew were exposed; analyze and study cabin air pressure and altitude; and establish an air quality incident reporting system. Not later than 30 months after the date of enactment of this Act [ Dec. 12, 2003 ], the Administrator shall transmit to Congress a report on the findings of the Administrator under this section.” Not later than 60 days after the date of the enactment of this Act [ Apr. 5, 2000 ], the Administrator [of the Federal Aviation Administration] shall arrange for and provide necessary data to the National Academy of Sciences to conduct a 12-month, independent study of air quality in passenger cabins of aircraft used in air transportation and foreign air transportation, including the collection of new data, in coordination with the Federal Aviation Administration, to identify contaminants in the aircraft air and develop recommendations for means of reducing such contaminants. The study should examine whether contaminants would be reduced by the replacement of engine and auxiliary power unit bleed air with an alternative supply of air for the aircraft passengers and crew. Contaminants of concern, as determined by the National Academy of Sciences. The systems of air supply on aircraft, including the identification of means by which contaminants may enter such systems. The toxicological and health effects of the contaminants of concern, their byproducts, and the products of their degradation. Any contaminant used in the maintenance, operation, or treatment of aircraft, if a passenger or a member of the air crew may be directly exposed to the contaminant. Actual measurements of the contaminants of concern in the air of passenger cabins during actual flights in air transportation or foreign air transportation, along with comparisons of such measurements to actual measurements taken in public buildings. The Administrator shall collect all data of the Federal Aviation Administration that is relevant to the study and make the data available to the National Academy of Sciences in order to complete the study. The Administrator may consider the feasibility of using the flight data recording system on aircraft to monitor and record appropriate data related to air inflow quality, including measurements of the exposure of persons aboard the aircraft to contaminants during normal aircraft operation and during incidents involving air quality problems. The Administrator may also consider the feasibility of using the flight data recording system to monitor and record data related to the air quality in passengers cabins of aircraft.” what, if any, aircraft cabin air conditions, including pressure altitude systems, on flights within the United States are harmful to the health of airline passengers and crew, as indicated by physical symptoms such as headaches, nausea, fatigue, and lightheadedness; and the risk of airline passengers and crew contracting infectious diseases during flight. In carrying out the research program established under subsection (a), the Administrator and the heads of the other appropriate Federal agencies shall contract with the Center for Disease Control [now Centers for Disease Control and Prevention] and other appropriate agencies to carry out any studies necessary to meet the goals of the program set forth in subsection (c). to determine what, if any, cabin air conditions currently exist on domestic aircraft used for flights within the United States that could be harmful to the health of airline passengers and crew, as indicated by physical symptoms such as headaches, nausea, fatigue, and lightheadedness, and including the risk of infection by bacteria and viruses; to determine to what extent, changes in, cabin air pressure, temperature, rate of cabin air circulation, the quantity of fresh air per occupant, and humidity on current domestic aircraft would reduce or eliminate the risk of illness or discomfort to airline passengers and crew; and to establish a long-term research program to examine potential health problems to airline passengers and crew that may arise in an airplane cabin on a flight within the United States because of cabin air quality as a result of the conditions and changes described in paragraphs (1) and (2). In carrying out the research program established under subsection (a), the Administrator shall encourage participation in the program by representatives of aircraft manufacturers, air carriers, aviation employee organizations, airline passengers, and academia. Within six months after the date of enactment of this Act [ Aug. 23, 1994 ], the Administrator shall submit to the Congress a plan for implementation of the research program established under subsection (a). The Administrator shall annually submit to the Congress a report on the progress made during the year for which the report is submitted toward meeting the goals set forth in subsection (c). Of amounts authorized to be appropriated for fiscal years 1995 and 1996 under section 48102(a) of title 49 , United States Code, as amended by section 302 of this title , there are authorized to be appropriated for fiscal years 1995 and 1996, respectively, such sums as may be necessary to carry out this section.” In the interest of protecting the health of air travelers, the Secretary shall publish a list of the countries (as determined by the Secretary) that require disinsection of aircraft landing in such countries while passengers and crew are on board such aircraft. The Secretary shall revise the list required under subsection (a) on a periodic basis. The Secretary shall publish the list required under subsection (a) not later than 30 days after the date of the enactment of this Act [ Aug. 23, 1994 ]. The Secretary shall publish a revision to the list not later than 30 days after completing the revision under subsection (b).” “This Act may be cited as the ‘General Aviation Revitalization Act of 1994’. the date of delivery of the aircraft to its first purchaser or lessee, if delivered directly from the manufacturer; or the date of first delivery of the aircraft to a person engaged in the business of selling or leasing such aircraft; or with respect to any new component, system, subassembly, or other part which replaced another component, system, subassembly, or other part originally in, or which was added to, the aircraft, and which is alleged to have caused such death, injury, or damage, after the applicable limitation period beginning on the date of completion of the replacement or addition. if the claimant pleads with specificity the facts necessary to prove, and proves, that the manufacturer with respect to a type certificate or airworthiness certificate for, or obligations with respect to continuing airworthiness of, an aircraft or a component, system, subassembly, or other part of an aircraft knowingly misrepresented to the Federal Aviation Administration, or concealed or withheld from the Federal Aviation Administration, required information that is material and relevant to the performance or the maintenance or operation of such aircraft, or the component, system, subassembly, or other part, that is causally related to the harm which the claimant allegedly suffered; if the person for whose injury or death the claim is being made is a passenger for purposes of receiving treatment for a medical or other emergency; if the person for whose injury or death the claim is being made was not aboard the aircraft at the time of the accident; or to an action brought under a written warranty enforceable under law but for the operation of this Act. For the purposes of this Act, the term ‘general aviation aircraft’ means any aircraft for which a type certificate or an airworthiness certificate has been issued by the Administrator of the Federal Aviation Administration, which, at the time such certificate was originally issued, had a maximum seating capacity of fewer than 20 passengers, and which was not, at the time of the accident, engaged in scheduled passenger-carrying operations as defined under regulations in effect under part A of subtitle VII of title 49, United States Code, at the time of the accident. This section supersedes any State law to the extent that such law permits a civil action described in subsection (a) to be brought after the applicable limitation period for such civil action established by subsection (a). the term ‘aircraft’ has the meaning given such term in section 40102(a)(6) of title 49 , United States Code; the term ‘airworthiness certificate’ means an airworthiness certificate issued under section 44704(c)(1) of title 49 , United States Code, or under any predecessor Federal statute; the term ‘limitation period’ means 18 years with respect to general aviation aircraft and the components, systems, subassemblies, and other parts of such aircraft; and the term ‘type certificate’ means a type certificate issued under section 44704(a) of title 49 , United States Code, or under any predecessor Federal statute. Except as provided in subsection (b), this Act shall take effect on the date of the enactment of this Act [ Aug. 17, 1994 ]. This Act shall not apply with respect to civil actions commenced before the date of the enactment of this Act.” Unless otherwise specified, the term ‘Administrator’ means the Administrator of the Federal Aviation Administration. The term ‘appropriate committees of Congress’ means the Committee on Commerce, Science, and Transportation of the Senate and the Committee on Transportation and Infrastructure of the House of Representatives. The term ‘Comptroller General’ means the Comptroller General of the United States. The term ‘FAA’ means the Federal Aviation Administration. The term ‘NextGen’ means the Next Generation Air Transportation System. Unless otherwise specified, the term ‘Secretary’ means the Secretary of Transportation.” The term ‘covered committees of Congress’ means the Committee on Science, Space, and Technology of the House of Representatives and the Committee on Commerce, Science, and Transportation of the Senate. The term ‘NASA’ means the National Aeronautics and Space Administration.” The terms ‘Administration’ and ‘FAA’ mean the Federal Aviation Administration. The term ‘Administrator’ means the Administrator of the FAA. The term ‘congressional committees of jurisdiction’ means the Committee on Transportation and Infrastructure of the House of Representatives and the Committee on Commerce, Science, and Transportation of the Senate. The term ‘ICAO’ means the International Civil Aviation Organization. The term ‘organization designation authorization’ has the same meaning given such term in section 44736(c) of title 49 , United States Code. The term ‘transport airplane’ means a transport category airplane designed for operation by an air carrier or foreign air carrier type-certificated with a passenger seating capacity of 30 or more or an all-cargo or combi derivative of such an airplane. means a type certificate issued pursuant to section 44704(a) of title 49 , United States Code, or an amendment to such certificate; and does not include a supplemental type certificate issued under section 44704(b) of such section.” The term ‘covered air carrier’ means an air carrier or a foreign air carrier as those terms are defined in section 40102 of title 49 , United States Code. The term ‘online service’ means any service available over the internet, or that connects to the internet or a wide-area network. The term ‘ticket agent’ has the meaning given the term in section 40102 of title 49 , United States Code.” The term ‘Administration’ means the Federal Aviation Administration. The term ‘Administrator’ means the Administrator of the FAA. The term ‘ADS–B’ means automatic dependent surveillance-broadcast. The term ‘ADS–B Out’ means automatic dependent surveillance-broadcast with the ability to transmit information from the aircraft to ground stations and to other equipped aircraft. The term ‘FAA’ means the Federal Aviation Administration. The term ‘NextGen’ means the Next Generation Air Transportation System.” The term ‘Administrator’ means the Administrator of the Federal Aviation Administration. The term ‘FAA’ means the Federal Aviation Administration. The term ‘NASA’ means the National Aeronautics and Space Administration. The term ‘Secretary’ means the Secretary of Transportation.” The term ‘Administrator’ means the Administrator of the FAA. The term ‘FAA’ means the Federal Aviation Administration. The term ‘institution of higher education’ has the same meaning given the term in section 101(a) of the Higher Education Act of 1965 ( 20 U.S.C. 1001(a) ). The term ‘NASA’ means the National Aeronautics and Space Administration. The term ‘NOAA’ means the National Oceanic and Atmospheric Administration.”