[Congressional Record Volume 145, Number 9 (Wednesday, January 20, 1999)]
[Senate]
[Pages S803-S804]
From the Congressional Record Online through the Government Publishing Office [www.gpo.gov]




                   AIR TRANSPORTATION IMPROVEMENT ACT

 Mr. GORTON. Mr. President, I rise in support of the Air 
Transportation Improvement Act. This bill would provide a two-year 
authorization for the programs of the Federal Aviation Administration 
(FAA), including the Airport Improvement Program (AIP). As Senator 
McCain has noted, this bill is almost exactly the same as S. 2279, 
which the Senate passed last September by a vote of 92 to one. The only 
differences are technical in nature.
  I would like to commend Senator McCain for moving quickly to deal 
with FAA reauthorization in a timely manner. If no action is taken, the 
AIP will expire on March 31, 1999, and airports will not receive much 
needed federal grants that would allow them to continue to operate both 
safely and efficiently. The Air Transportation Improvement Act would 
establish contract authority for the program. Without this authority in 
place, the FAA cannot distribute airport grants, regardless of whether 
an AIP appropriation is in place. A lapse in the AIP is unacceptable, 
and I will work tirelessly to ensure that this does not occur.
  Mr. President, this bill reaffirms our commitment that the United 
States should continue to have the safest and most efficient air 
transportation system in the world. Although the role of Congress is 
vital, the FAA has the immediate responsibility for managing the 
national air transportation system. In very broad terms, the FAA is 
directly responsible for ensuring the safety, security, and efficiency 
of civil aviation, and for overseeing the development of a national 
airports system.
  One critical activity being performed by the FAA is modernization of 
the air traffic control (ATC) system. This process has been ongoing for 
15 years, and will continue for many years into the future. During my 
tenure as Chairman of the Aviation Subcommittee, I have learned that 
the modernization program is at a critical juncture. We can no longer 
allow the program to continue the ``stops and starts'' of the past. 
Improvements must get on track, or the growing demand for air services 
combined with outdated equipment will soon bring gridlock and serious 
concerns about safety.
  I am encouraged that the FAA is working with industry to put the ATC 
modernization program on track and develop a plan to deliver equipment, 
on time and on budget, that will ensure increased safety and efficiency 
for all Americans. This bill will help ensure that these very important 
efforts continue. The FAA must spare no effort over the next few years 
to modernize the ATC system, as airlines will also be spending a great 
deal of money to purchase and install the components needed in their 
aircraft to use these new systems. All of this needs to be done right, 
and done now, to ensure continued safety and efficiency in the aviation 
industry.
  Another matter requiring immediate attention is the FAA's progress in 
dealing with the Year 2000 problem. This issue has far reaching safety 
and economic implications, and has already been the subject of many 
hearings in Congress. It is imperative that the FAA makes the most out 
of limited time and resources, and Congress must ensure that this is a 
top priority. The public is aware of the Year 2000 problem and must be 
reassured beyond any doubt that it will be possible to fly and, most 
importantly, to fly in complete safety, on January 1, 2000.

  As I already mentioned, this bill contains numerous provisions 
designed to improve competition and service in the airline industry. 
The inclusion of these measures in the bill does not in any way mean 
that airline deregulation has been unsuccessful. The overall benefits 
of airline deregulation are clear: fares are down significantly and 
service options have increased.
  Many of the benefits of deregulation can be attributed to the entry 
of new airlines into the marketplace. The low

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fare carriers have increased competition, and have enabled more people 
to fly than ever before. Air traffic has grown as a result, and all 
predictions are that it will continue to grow steadily over the next 
several years.
  In spite of the success of deregulation, many believe that 
competition can be improved. The competition provisions in the Air 
Transportation Improvement Act would ease some of the federally-imposed 
barriers that remain in the deregulated environment. These barriers 
include the slot controls at four major airports and the perimeter rule 
at Reagan National Airport.
  Although this legislation is a positive step forward for our national 
aviation system, one of my main priorities, which is not included in 
the Air Transportation Improvement Act, will be to push for an increase 
in the Passenger Facility Charge (PFC) cap. We must address the 
widening infrastructure gap that threatens to hamstring our national 
aviation system. The independent National Civil Aviation Review 
Commission and the GAO also estimate that there is a backlog in airport 
improvements of approximately $3 billion per year. To ensure that our 
infrastructure deficit can be met, we must look for innovative 
solutions such as a PFC increase which allow local control and 
responsibly for improving our national aviation system.
  I look forward to working with Senators McCain, Hollings, and 
Rockefeller to ensure that our common goals of providing a safe and 
secure aviation system for both commercial airlines and the general 
aviation community as well as providing adequate resources for the FAA 
to carry out this task are met.

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