Texarkana, AR 1 Funded in fiscal year 1990. FLIGHT SERVICE FACILITIES The Committee's recommendation provides the budget requested level for flight service station [FSS] improvements, which the House reduced by $1,300,000. The Committee concurs with the House reduction of $4,000,000 associated with the national weather graphics display system and will review the proposed new system in context of the GAO report requested by the House Committee. The Committee has not concurred with the reduction for FSS consolidation. It realizes that there might be delays in installing model 1 full capacity and directs that the fiscal year 1991 budget document clearly delineate how the FSS modernization program is being affected by equipment delivery slippage. AIR NAVIGATION FACILITIES The Committee concurs in the views and reservations expressed by the House as a basis for reducing the amounts provided for VOR/DME (TACAN antenna portion), the MLS Demonstration Program, the Approach Lighting System Improvement Program, and the Visual Navaids Program. The Committee, however, does not concur in the House decision to add $51,000,000 for ILS/RVR capacity enhancements. The Committee agrees that, because of the delays encountered in the MLS programs, additional instrument landing systems [ILS] and associated runway visual range equipment is required to enhance capacity. In that regard, the Committee's recommendation of $22,932,000 for instrument landing systems and runway visual range equipment plus those ILS's provided for under the Airport Improvement Program represents a sufficient increase over and above the budget estimate, given the overall increases in funding requirements for all other facilities and equipment related programs that have to be met. In addition to the $23,275,000 for instrument landing systems and $4,452,900 for runway visual range equipment that was requested by the administration and recommended by both the House and Senate, the Committee is recommending an additional $22,932,000 for increased capacity enhancements. The Committee directs that additional ILS's be installed at the following locations: Bessemer, AL; Chicago (ORD] IL (2); Detroit, MI; Elkhart, IN; Natchez-Adams County, MS; Newark International, NJ; Olathe Executive Airport, KS; Ogden-Hinckley, UT; Portland, ME; Syracuse, NY; and West Memphis, AR. The Committee further directs that the following airports receive runway visual range equipment: Baltimore International, MD (2); Chicago [MDW], IL (2); Philadelphia International, PA; San Antonio, TX; and, Syracuse, NY. Additional funding is also provided for a precision approach pathway indicator for Morristown Airport, NJ; the necessary distance measuring equipment for Bessemer Airport, AL; a directional finder for Salisbury-Wicomico Airport, MD; an automated weather observation system for Mountain Home Airport, AR; an airport surveillance radar for Wood County Airport, WV; an additional instrument landing system for Pulliam Airport, Flagstaff, AZ, and an airport surveillance radar at Roswell, NM; a nondirectional beacon/distance measuring equipment for St. George, AK; and a possible terminal radar approach control system at the Eastern West Virginia Regional Airport in Martinsburg, WV, to support the needs at that airport as well as Hagerstown, MD, and Winshester, VA. The Committee agrees with the House Committee's observations regarding the microwave landing system. With the new funding provided for fiscal year 1990 plus prior years' appropriations, there exists sufficient funding for the demonstration program. At this level of funding the Committee believes that there should be sufficient funds to allow for a limited buy of category II/III MLS test prototype systems, and to allow for the demonstration of back course or precision departure/missed approach guidance. It is expected, however, that at this level of funding the original scope of the planned August 1990 contract letting will have to be modified. Through fiscal year 1988, the FAA has procured 349 medium intensity approach lighting system runway indicators [MALSR] under four different programs. Before additional funding is provided for this program, the FAA needs to identify MALSR runway overlaps and revise the specifications of the different programs for a consolidated, multiyear competitive procurement. HOUSING, UTILITIES, AND MISCELLANEOUS The Committee shares the concerns expressed by the House in regard to the computer resources network [CORN] project and has reduced the funding accordingly. The Committee also agrees with the House's reduction of funding for the fuel tank storage replacement program for the reasons delineated in the House report. The Committee has not provided the $3,000,000 earmarked by the House for the Mid-America resource consortium. PERSONNEL COMPENSATION, BENEFITS, AND TRAVEL The Committee's recommended funding level will provide for 1,368 positions and 1,326 staff-years, as requested. This is an increase of 206 positions and 63 staff-years above the fiscal year 1989 Various (2) Various (6) 35 Various (4) 17 34R 18L 04 AIRCRAFT PURCHASE The Committee understands that the FAA currently operates a Gulfstream IV [G-IV] aircraft under a contract that allows for a 5year lease with an option to purchase the aircraft. A lease-purchase arrangement is consistent with the conference agreement on the fiscal year 1988 facilities and equipment appropriation. The primary uses of the aircraft are currency and training, evaluation of the national airspace system, and transportation of departmental and National Transportation Safety Board officials. Compared to other similar aircraft, the G-IV offers greater operational flexibility and lower operating costs, and better meets FAA program requirements for currency and training. For example, the Committee understands that the G-IV has a greater range capability and greater cruise speed; has better takeoff and landing performance and ability to operate on shorter runways; and costs less to operate per flight hour due largely to better fuel efficiency. The G-IV also meets stage 3 noise standards allowing it to operate at a greater number of airports. The Committee believes that the G-IV better serves FAA currency, training, and evaluation needs because it provides current technology that more closely represents commercial and corporate aircraft. The Committee believes the G-IV will enhance inspector training because the aircraft is representative of a large number of airplanes in which FAA inspectors must be qualified. In addition, the in-house availability of currency training is expected to reduce the costs and time restrictions now associated with buying currency time from commercial airlines. The Committee further understands that the use of this aircraft allows FAA to fulfill multiple objectives each time it takes off. For example, it provides cost-effective transportation of FAA and departmental officials while also meeting the currency and evaluation functions which are also vital to the day-to-day management of the air traffic control system. Given the benefits of the G-IV, and a positive cost-benefit ratio, the Committee directs the FAA to exercise the option to purchase the G-IV aircraft as soon as possible. The FAA is directed to report to the Committee by January 1, 1990, on the status of the purchase and source of funding. RESEARCH, ENGINEERING, AND DEVELOPMENT This appropriation finances research, engineering, and development programs to improve the national air traffic control system and to increase its safety, productivity, and capacity. The programs are designed to meet the expected air traffic demands of the future and to promote flight safety. The major objectives are to keep the current system operating safely and efficiently; to protect the environment; and to modernize the system through improvements in |