[Congressional Record Volume 145, Number 120 (Wednesday, September 15, 1999)]
[House]
[Pages H8319-H8324]
From the Congressional Record Online through the Government Publishing Office [www.gpo.gov]
CIVIL AVIATION RESEARCH AND DEVELOPMENT AUTHORIZATION ACT OF 1999
Mr. HASTINGS of Washington. Mr. Speaker, by direction of the
Committee on Rules, I call up House Resolution 290 and ask for its
immediate consideration.
The Clerk read the resolution, as follows:
H. Res. 290
Resolved, That at any time after the adoption of this
resolution the Speaker may, pursuant to clause 2(b) of rule
XVIII, declare the House resolved into the Committee of the
Whole House on the state of the Union for consideration of
the bill (H.R. 1551) to authorize the Federal Aviation
Administration's civil aviation research and development
programs for fiscal years 2000 and 2001, and for other
purposes. The first reading of the bill shall be dispensed
with. General debate shall be confined to the bill and shall
not exceed one hour equally divided and controlled by the
chairman and ranking minority member of the Committee on
Science. After general debate the bill shall be considered
for amendment under the five-minute rule. It shall be in
order to consider as an original bill for purpose of
amendment under the five-minute rule the amendment in the
nature of a substitute recommended by the Committee on
Science now printed in the bill. Each section of the
committee amendment in the nature of a substitute shall be
considered as read. During consideration of the bill for
amendment, the Chairman of the Committee of the Whole may
accord priority in recognition on the basis of whether the
Member offering an amendment has caused it to be printed in
the portion of the Congressional Record designated for that
purpose in clause 8 of rule XVIII. Amendments so printed
shall be considered as read. The Chairman of the Committee of
the Whole may: (1) postpone until a time during further
consideration in the Committee of the Whole a request for a
recorded vote on any amendment; and (2) reduce to five
minutes the minimum time for electronic voting on any
postponed question that follows another electronic vote
without intervening business, provided that the minimum time
for electronic voting on the first in any series of questions
shall be 15 minutes. At the conclusion of consideration of
the bill for amendment the Committee shall rise and report
the bill to the House with such amendments as may have been
adopted. Any Members may demand a separate vote in the House
on any amendment adopted in the Committee of the Whole to the
bill or to the committee amendment in the nature of a
substitute. The previous question shall be considered as
ordered on the bill and amendments thereto to final passage
without intervening motion except one motion to recommit with
or without instructions.
The SPEAKER pro tempore (Mr. Quinn). The gentleman from Washington
(Mr. Hastings) is recognized for 1 hour.
Mr. HASTINGS of Washington. For purposes of debate only, I yield the
customary 30 minutes to the distinguished gentleman from Ohio (Mr.
Hall), pending which I yield myself such time as I may consume. During
consideration of this resolution, all time yielded is for purposes of
debate only.
(Mr. HASTINGS of Washington asked and was given permission to revise
and extend his remarks.)
Mr. HASTINGS of Washington. Mr. Speaker, House Resolution 290 would
grant H.R. 1551, the Civil Aviation Research and Development
Authorization Act of 1999, an open rule.
The rule provides for 1 hour of general debate, equally divided and
controlled by the chairman and ranking minority member of the Committee
on Science. The rule provides that the bill shall be open to amendment
by section, and allows the chairman of the Committee of the Whole to
accord priority in recognition to Members who have preprinted their
amendments in the Congressional Record.
The rule also allows the chairman of the Committee of the Whole to
postpone votes during consideration of the bill, and to reduce voting
time to 5 minutes on a postponed question, if the vote follows a 15-
minute vote.
Finally, the rule provides 1 motion to recommit, with or without
instructions.
Mr. Speaker, the Civil Aviation Research and Development
Authorization Act of 1991 would authorize the Federal Aviation
Administration to conduct research and development activities during
fiscal years 2000 and 2001. The current authorization is scheduled to
expire at the end of fiscal year 1999.
Our Nation's air traffic system has seen a dramatic increase in use
in recent years. This legislation, introduced by the gentlewoman from
Maryland (Mrs. Morella), makes it possible to keep pace with rising
aviation volumes and maintain an effective air traffic system.
The FAA's research and development activities help produce the
cutting edge technology necessary to ensure the safety, efficiency, and
security of our national air transportation system. In addition, this
bill makes it easier for Congress to track overall FAA research
activities and to better assess priorities for modernization.
The Congressional Budget Office estimates that enactment of H.R. 1551
would cost approximately $1.32 billion in budget authority and $1.3
billion in outlays. Because the bill does not affect direct spending,
pay-as-you-go procedures do not apply.
Mr. Speaker, the Committee on Rules was pleased to grant the request
of the gentleman from Wisconsin (Chairman Sensenbrenner) for an open
rule on H.R. 1551, providing Members seeking to improve this bill the
fullest opportunity to offer their amendments on the floor.
Accordingly, I urge my colleagues to support both House Resolution
290 and the underlying bill.
Mr. Speaker, I reserve the balance of my time.
[[Page H8320]]
Mr. HALL of Ohio. Mr. Speaker, I yield myself such time as I may
consume.
Mr. Speaker, this is an open rule. It will allow for full and fair
debate on H.R. 1551, which is the Civilian Aviation Research and
Development Authorization Act of 1999.
As my colleague, the gentleman from Washington (Mr. Hastings) has
described, this rule will provide for 1 hour of general debate. It
would be equally divided and controlled by the chairman and ranking
minority member of the Committee on Science.
The rule permits amendments under the 5-minute rule. This is the
normal amending process in the House. All Members on both sides of the
aisle will have the opportunity to offer germane amendments.
The bill authorizes $1.32 billion in fiscal years 2000 and 2001 for
the Federal Aviation Administration's civil aviation research and
development programs. The bill funds a wide range of aviation-related
research, including aircraft safety, communications, equipment, and
facilities.
The bill also funds research aimed at reducing aircraft noise.
Unfortunately, the FAA has not placed a sufficient priority on research
to identify technologies that could be used to develop quieter
aircraft, or to reduce the effects of aircraft noise on neighborhoods
near airports.
In my district, residents of the city of Centerville, Ohio, have been
plagued with aircraft noise ever since flight patterns were shifted
over the city. This is a particular problem since many of the aircraft
carry cargo at night or early in the morning. Daily between 4 a.m. and
7 a.m., when most people are trying to sleep, a plane flies overhead
every few minutes. It is like sleeping under an aircraft superhighway.
The problems facing my constituents in Ohio are similar to problems
all over America, and these will only get worse as the skies get more
and more crowded nationwide. I urge the FAA to increase research aimed
at reducing aircraft noise. I also urge the FAA to examine the ways
that aircraft noise affects the health and safety of people who
experience it on a regular basis.
In particular, I request that the FAA study the health effects of
nighttime aircraft noise, such as the noise experienced by the citizens
of Centerville. By working with citizens and government and industry as
partners, we can address this problem.
Mr. Speaker, the funding in this bill is an investment in the future
of our aviation transportation. As the representative from Dayton,
Ohio, the home of the Wright Brothers, I am proud of America's
leadership in aviation technology. This bill will help maintain our
leadership role.
This is an open rule. It was adopted by a voice vote of the Committee
on Rules, and I urge adoption of the rule.
Mr. Speaker, I yield 2 minutes to the gentleman from Youngstown, Ohio
(Mr. Traficant).
Mr. TRAFICANT. Mr. Speaker, I have a buy American amendment for this
bill. I would like the Congress to know that the Chrysler Corporation
that we bailed out, Chrysler Corporation of the United States of
America, is the Chrysler-Daimler Corporation of Germany.
Some of our big banks are merging. They are not known as American
banks anymore, they are moving to foreign countries. We are becoming a
good colony, providing basic materials and buying other countries'
products. No one is really paying attention.
What these amendments say is we have a buy American law. Let us
comply with it, and do not put a fraudulent label on an import or you
will not be able to do business with our government.
Mr. HALL of Ohio. Mr. Speaker, I have no further requests for time,
and I yield back the balance of my time.
Mr. HASTINGS of Washington. Mr. Speaker, I have no further requests
for time, I yield back the balance of my time, and I move the previous
question on the resolution.
The previous question was ordered.
The resolution was agreed to.
A motion to reconsider was laid on the table.
The SPEAKER pro tempore. Pursuant to House Resolution 290 and rule
XVIII, the Chair declares the House in the Committee of the Whole House
on the State of the Union for the consideration of the bill, H.R. 1551.
The Chair designates the gentleman from New Hampshire (Mr. Sununu) as
Chairman of the Committee of the Whole, and requests the gentleman from
New York (Mr. Quinn) to assume the chair temporarily.
{time} 1330
In the Committee of the Whole
Accordingly, the House resolved itself into the Committee of the
Whole House on the State of the Union for the consideration of the bill
(H.R. 1551) to authorize the Federal Aviation Administration's civil
aviation research and development programs for fiscal years 2000 and
2001, and for other purposes, with Mr. Quinn (Chairman pro tempore) in
the chair.
The Clerk read the title of the bill.
The CHAIRMAN pro tempore (Mr. Quinn). Pursuant to the rule, the bill
is considered as having been read the first time.
Under the rule, the gentleman from Wisconsin (Mr. Sensenbrenner) and
the gentleman from Texas (Mr. Hall) each will control 30 minutes.
The Chair recognizes the gentleman from Wisconsin (Mr.
Sensenbrenner).
Mr. SENSENBRENNER. Mr. Chairman, I yield myself such time as I may
consume.
Mr. Chairman, as chairman of the Committee on Science, I have worked
with my friend and colleague, Mr. George E. Brown, Jr., of California
for the past 2\1/2\ years to advance legislation that meets our
Nation's research and development funding needs. Regrettably,
Congressman Brown is no longer with us. I am pleased to say that this
legislation continues that tradition, only this time we have a new
ranking member, the gentleman from Texas (Mr. Hall).
H.R. 1551 authorizes the FAA to conduct research and development
activities for fiscal years 2000 and 2001.
Shortly, I will offer a manager's amendment that was crafted in
consultation with the Committee on Transportation and Infrastructure.
The amendment strikes certain provisions of H.R. 1551 which were
already authorized earlier this summer through House passage of H.R.
1000, the Aviation Investment and Reform Act for the 21st Century.
As amended by my manager's amendment, H.R. 1551 authorizes $208
million in fiscal year 2000 and $223 million in fiscal year 2001 for
the FAA to conduct research and development in the areas of air
traffic, management, communications, navigation, weather, aircraft
safety, system security, airport technology, and human factors.
The legislation fully funds the administration's fiscal 2000 request
and allows a modest, but necessary, increase of 3 percent over fiscal
year 1999 enacted funding level for the various research and
development activities.
Mr. Chairman, the Committee on Science takes its oversight
responsibilities very seriously. I am pleased that H.R. 1551 includes
important provisions to ensure that our Nation's investments in
aviation R&D are effectively utilized.
For instance, section 5 of the legislation implements recommendations
by the Inspector General by requiring the FAA to work cooperatively
with NASA to jointly prepare and transmit to Congress an integrated
civil aviation safety R&D plan that clearly defines the rules and
responsibilities of the two agencies.
Section 4 requires the FAA to implement strategic planning consistent
with the Government Performance and Results Act in the development of
aviation plans.
Finally, H.R. 1551 ensures accountability and public access to award
information by requiring the FAA to post the abstracts related to all
unclassified R&D grants and awards on the agency's Internet home page.
I would like to commend gentlewoman from Maryland (Mrs. Morella), the
Chairman of the Subcommittee on Technology, and the gentleman from
Michigan (Mr. Barcia), the ranking member of the subcommittee, for
their hard work they have done in crafting this legislation.
Mr. Chairman, H.R. 1551 is a good bill, and I urge my colleagues to
support it.
Mr. Chairman, I reserve the balance of my time.
Mr. HALL of Texas. Mr. Chairman, I yield myself such time as I may
consume.
[[Page H8321]]
Mr. Chairman, I rise in support of H.R. 1551. It is a bill that
provides a 2-year authorization for research and development activities
of the FAA. The gentleman from Wisconsin (Chairman Sensenbrenner) has
laid it out very succinctly.
The bill reported by the Committee on Science was developed in a
rather unusual spirit of cooperation and bipartisanship. They really
worked together on this. It took a little time to hammer it out.
But I certainly want to congratulate the gentlewoman from Maryland
(Mrs. Morella), the chair of the Subcommittee on Technology for her
good work, and the gentleman from Michigan (Mr. Barcia), the ranking
Democratic member, for the fine work in crafting this bill.
I also want to thank the gentleman from Wisconsin (Mr.
Sensenbrenner), chairman of the Committee on Science, for his efforts
of bringing the bill forward and bringing it to the House for its
consideration here today.
Mr. Chairman, the FAA, as my colleagues know, is responsible for the
safe operation of a very complex transportation system. It now handles
about 1\1/2\ million passengers per day. That continues to grow.
I think H.R. 1551 has been well described by the gentleman from
Wisconsin (Chairman Sensenbrenner). It does provide for research
programs that is going to enable the FAA to modernize the Nation's air
traffic system successfully. Because of the importance of air commerce
to our economy, I certainly recommend this legislation to my colleagues
and ask for their support and the passage of this bill.
Mr. Chairman, I rise in support of H.R. 1551, a bill which provides a
two-year authorization for the research and development activities of
the Federal Aviation Administration.
The bill reported by the Science Committee was developed in a spirit
of cooperation and bipartisanship. I want to congratulate the Chair of
the Technology Subcommittee, Mrs. Morella, and the Ranking Democratic
Member, Mr. Barcia, for their fine work in crafting the bill.
H.R. 1515 authorizes only a relatively small part of the FAA's
budget. But the research that will be carried out in accordance with
the bill will have a disproportionate influence on the ability of the
agency to meet its responsibilities for management and operation of the
national airspace system.
The FAA is responsible for the safe operation of a complex
transportation system that now handles 1.5 million passengers per day
and that continues to grow. The FAA's research and development programs
must provide the underpinnings for the technology that will help
increase the capacity and efficiency of operation of the airspace
system, while ensuring its safety and security.
Pursuant to an agreement with the Transportation Committee, the
Republican Manager of the bill will offer an amendment to modify the
authorizations included in the bill, as it was reported from the
Science Committee. Basically, some activities will be removed from the
bill that were included in the main FAA authorization bill considered
previously by the House.
There has been some confusion about the nature of the activities that
the agency includes in its Facilities and Equipment appropriations
account. Clearly, some of these activities are very similar to the
kinds of R&D programs normally authorized by the Science Committee, and
consequently, these are retained in H.R. 1551. Disagreements exist
about the R&D content of some of the other activities, which the
amendment deletes from the bill.
In order to ensure that a complete description of FAA's research
programs is provided to Congress in future, H.R. 1551 requires the
agency in its annual budget submission to report on all of its R&D
activities. Specifically, the bill requires FAA to identify every
program, regardless of the title of the budget category from which it
is funded, that meets the definition of R&D, according to OMB's
published guidelines.
H.R. 1551, as amended by the manager's amendment, endorses the
administration's funding request for the R&D activities covered for FY
2000 and FY 2001. This request includes growth in the second year
needed to reverse recent declines in the research side of the agency's
R&D programs.
Because of the importance of air commerce to our economy, I recommend
this legislation to my colleagues and ask for their support for its
passage.
Mr. HALL of Texas. Mr. Chairman, I yield the balance of my time to
the gentleman from Michigan (Mr. Barcia), and I ask unanimous consent
that he be permitted to yield time.
The CHAIRMAN. Is there objection to the request of the gentleman from
Texas?
There was no objection.
Mr. BARCIA. Mr. Chairman, I reserve the balance of my time.
Mr. SENSENBRENNER. Mr. Chairman, I yield 5 minutes to the gentlewoman
from Maryland (Mrs. Morella).
Mrs. MORELLA. Mr. Chairman, I thank the gentleman from Wisconsin
(Chairman Sensenbrenner) for yielding the time and for his leadership
in helping to bring this bill forward to the House. I also want to
commend the gentleman from Michigan (Mr. Barcia), the new ranking
member of the Committee on Science, for his support throughout the
process.
As chair of the Subcommittee on Technology, and on behalf of the
distinguished gentleman from Michigan (Mr. Barcia), our ranking member,
I am pleased to offer H.R. 1551, which is entitled the Civil Aviation
Research and Development Act of 1999, for its passage by the House
today.
Overall, the legislation after acceptance of the manager's amendment
will authorize $208 million in fiscal year 2000 and $229 million in
fiscal year 2001 for the Federal Aviation Administration in order to
have them conduct research and development activities that are helping
to increase the efficiency and safety of aviation.
A safe and efficient air transportation system is essential to our
Nation's economic prosperity, especially since aviation and related
industries contribute $700 billion to the U.S. economy and encompass
over 8 million jobs.
As I know very well from having worked closely with Administrator
Jane Garvey on the FAA's year 2000 computer problem, safety remains the
number one priority at the FAA.
Over the past 20 years, the aviation accident rate has dropped
dramatically because of the introduction of new technologies and
procedures that are developed through the collaborative research and
development activities of both the FAA and the National Aeronautics and
Space Administration, NASA.
As any frequent traveler can tell my colleagues, aviation congestion
leading to delayed or canceled flights is becoming more common. The
fact that aviation traffic is projected to double over the next 15 to
20 years compounds the problem. Investing in research and development
today will give us the tools to meet the demands of the future.
Mr. Chairman, the authorization levels in H.R. 1551 ensure that the
FAA has sufficient funding to carry out research and development in the
areas of aircraft safety, system security, system capacity, and
weather.
Also, H.R. 1551 allows the FAA to continue its work in human factors
research. Human error is still the dominant cause of aviation
accidents. As we continue to integrate automation into flying aircraft
and controlling airspace, it is important that the FAA does a better
job of understanding the changing human rules and responsibilities of
pilots and controllers to provide them with equipment that better meets
their needs.
Finally, I am pleased to point out that the legislation fully funds
the administration's request for energy and environment research. This
will allow the agency to continue working with NASA, to reach the goal
they embarked on in 1992, to reduce aircraft noise by 80 percent in the
year 2000.
Mr. Chairman, I also want to commend, again, the gentleman from
Wisconsin (Mr. Sensenbrenner), chairman of the Committee on Science,
and the gentleman from Michigan (Mr. Barcia), the ranking member of the
Subcommittee on Technology for their assistance in crafting this
bipartisan legislation.
The bill demonstrates a continued strong commitment to aviation
research and development. I encourage all my colleagues to join me in
supporting H.R. 1551. I also want to commend the staff who have worked
very hard on this bill.
Mr. BARCIA. Mr. Chairman, I yield myself such time as I may consume.
Mr. Chairman, before beginning my remarks on H.R. 1551, I also would
like to join the gentleman from Wisconsin (Chairman Sensenbrenner) and
the gentlewoman from Maryland (Mrs. Morella) in pointing out to our
colleagues that this is the first piece of legislation that the
Committee on
[[Page H8322]]
Science has brought to the floor with the gentleman from Texas (Mr.
Hall) as our ranking member. I look forward to working closely with the
gentleman from Texas, and I am sure that I can speak for all members of
the Committee on Science in wishing him the very best in his new role.
Mr. Chairman, I rise in support of H.R. 1551, which authorizes fiscal
year 2000 and fiscal year 2001 funding for the research and development
activities for the Federal Aviation Administration. This legislation
was developed on a true bipartisan basis. As always, it has been a
pleasure and a privilege working with the gentlewoman from Maryland
(Mrs. Morella), chairman of the subcommittee, on this legislation. I
also want to gratefully thank the gentleman from Wisconsin (Chairman
Sensenbrenner) and the gentleman from Texas (Mr. Hall), the ranking
member, for their leadership and efforts to bring this legislation to
the floor today.
The primary impression of the Federal Aviation Administration is that
it is a regulatory agency responsible for maintaining the safety of air
travel and operating the Nation's air traffic control system. However,
the basis for both safety and air traffic control can be found in FAA's
research and development activities.
The Federal Aviation Administration's small research and development
budget supports efforts to improve the air traffic control system to
develop the concept of free flight, to conduct research on aging
aircrafts, and to perform weather-related research, just to highlight a
few areas of the FAA's efforts. The results of this research translate
directly to improved safety and increased capacity of the national
airspace system.
Both the gentlewoman from Maryland (Mrs. Morella) and myself have
been concerned that FAA's research and development budget submission
does not present a comprehensive overview of its activities and
priorities.
A letter earlier this year from the chairman of FAA's Research,
Engineering and Development Advisory Committee supported our concerns.
The chairman wrote:
With the research and development funding and
responsibilities for implementation separated into so many
different pots, the R&D management focus and effort has been
seriously compromised.
The gentleman from Wisconsin (Chairman Sensenbrenner) will offer an
amendment to modify the authorizations in H.R. 1551, and I fully
support this modification. This amendment removes some activities from
H.R. 1551 which were included in the overall FAA authorization bill
already considered by the House.
As a member of both the Committee on Transportation and
Infrastructure as well as the Committee on Science, I will continue to
work with my colleagues on both committees to ensure that FAA's
research and development is comprehensive and meets the needs of the
aviation community and the safety of the flying public.
Mr. Chairman, H.R. 1551 funds important research programs that are
necessary to the Federal Aviation Administration's efforts to modernize
the national airspace system. I urge my colleagues to support this
legislation.
Mr. Chairman, I yield 2 minutes to the gentleman from Ohio (Mr.
Traficant).
Mr. TRAFICANT. Mr. Chairman, I thank the gentleman from Michigan for
yielding me this time, knowing that he serves with me on the Committee
on Transportation and Infrastructure.
An amendment that I will be bringing calls and requires the Federal
Aviation Administration to do research on the laser visual guidance
systems. That amendment is at the desk. I just want to say this: most
of the fatalities in aircraft landings and aircraft fatalities are due
to the fact that, in certain weather conditions, planes simply
miscalculate and miss the runway. This would call for research into the
laser visual guidance system. The gentleman is familiar with it, and I
just wanted to apprise the committee of it.
Mr. BARCIA. Mr. Chairman, I yield 2 minutes to the distinguished
gentleman from New York (Mr. Crowley).
Mr. CROWLEY. Mr. Chairman, I rise today in support of this bill, the
Civil Aviation Research and Development Authorization Act, and to
support research and development in the aviation industry.
Research and development is an important part of the aviation
industry, bringing us safer and quieter planes. We have recently seen
the implementation of Stage 3 planes, which are noticeably quieter than
their earlier counterparts. However, as someone who lives close to an
airport, I appreciate the need for further R&D to bring us quieter
planes.
As a Representative of the 7th Congressional District of New York,
containing LaGuardia Airport and its surrounding communities, I have
pushed this Congress to press for the further study of Stage 4
aircraft.
Mr. Chairman, the airspace surrounding LaGuardia, JFK, and Newark
airports is the busiest airspace in the world. The noise from the jets
is deafening.
To quote one of my constituents, ``The noise has become so loud that
I cannot watch TV, take a phone call, or even sleep.'' It is my hope,
Mr. Chairman that through R&D efforts such as those authorized in this
bill, individuals or families living near airports can get a decent
night's sleep.
To further help with the R&D effort, my fellow Congressman from New
York, Anthony Weiner, and I have introduced the Silent Skies Act. The
Silent Skies Act would mandate quieter aircraft engines and call on the
Department of Transportation to set the standards for Stage 4 aircraft,
the next generation of quieter engines.
It also mandates that all aircraft be in compliance with Stage 4
noise levels no later than the year 2012. Mr. Chairman, I am confident
that Stage 4 technology will dramatically improve the quality of life
for residents of Queens and the Bronx, like myself, who live near
LaGuardia airport.
{time} 1345
I encourage all my colleagues to join as cosponsors of this important
legislation to improve the quality of life for every constituent who
lives near an airport.
In closing, I want to once again commend the aviation research and
development process and urge the aviation industry and the Department
of Transportation and this Congress to push for the development of
quieter aircraft engines.
Mr. GARY MILLER of California. Mr. Chairman, I rise today in strong
support of H.R. 1551, ``The Civil Aviation Research and Development Act
of 1999.''
I would like to thank the sponsor of this bill, Congresswoman
Morella, for all of her hard work on this important piece of
legislation.
This bill authorizes the Federal Aviation Administration to conduct
research and development activities that will update aviation
technology and knowledge to ensure safety, efficiency, and security for
our national air transportation system.
Included in the manager's amendment is an amendment I proposed in the
Science Committee which direct the FAA to expand its current aging
aircraft research and development efforts to include non-structural
components.
This provision is necessary because while aging aircraft may be
structurally sound, several safety experts--including the National
Transportation Safety Board and the White Commission on Aviation Safety
and Security--have raised serious concerns about the performance and
reliability of the various non-structural components of aging aircraft
which includes electrical wiring, hydraulic lines, and other electro-
mechanical systems.
This is an important bill for the safety of all who are involved in
air travel. I urge my colleagues to support H.R. 1551.
Mr. BARCIA. Mr. Chairman, I have no further requests for time, and I
yield back the balance of my time.
Mr. SENSENBRENNER. Mr. Chairman, I yield back the balance of my time.
The CHAIRMAN pro tempore (Mr. Quinn). All time for general debate has
expired.
Pursuant to the rule, the committee amendment in the nature of a
substitute printed in the bill shall be considered by section as an
original bill for the purpose of amendment, and each section is
considered read.
During consideration of the bill for amendment, the Chair may accord
priority in recognition to a Member offering an amendment that he has
printed in the designated place in the Congressional Record. Those
amendments will be considered read.
The Chairman of the Committee of the Whole may postpone a request for
a recorded vote on any amendment and
[[Page H8323]]
may reduce to a minimum of 5 minutes the time for voting on any
postponed question that immediately follows another vote, provided that
the time for voting on the first question shall be a minimum of 15
minutes.
Mr. SENSENBRENNER. Mr. Chairman, I ask unanimous consent that the
entire bill be printed in the Record and open to amendment at any
point.
The CHAIRMAN pro tempore. Is there objection to the request of the
gentleman from Wisconsin?
There was no objection.
The text of the committee amendment in the nature of a substitute is
as follows:
Be it enacted by the Senate and House of Representatives of
the United States of America in Congress assembled,
SECTION 1. SHORT TITLE.
This Act may be cited as the ``Civil Aviation Research and
Development Authorization Act of 1999''.
SEC. 2. AUTHORIZATION OF APPROPRIATIONS.
Section 48102(a) of title 49, United States Code, is
amended--
(1) by striking ``and'' at the end of paragraph (4)(J);
(2) by striking the period at the end of paragraph (5) and
inserting in lieu thereof a semicolon; and
(3) by adding at the end the following:
``(6) for fiscal year 2000, $647,538,400 including--
``(A) $17,269,000 for system development and infrastructure
projects and activities;
``(B) $48,021,500 for capacity and air traffic management
technology projects and activities;
``(C) $18,939,200 for communications, navigation, and
surveillance projects and activities;
``(D) $15,765,000 for weather projects and activities;
``(E) $8,715,700 for airport technology projects and
activities;
``(F) $39,639,000 for aircraft safety technology projects
and activities;
``(G) $53,218,000 for system security technology projects
and activities;
``(H) $26,207,000 for human factors and aviation medicine
projects and activities;
``(I) $3,481,000 for environment and energy projects and
activities;
``(J) $2,171,000 for innovative/cooperative research
projects and activities, of which $750,000 shall be for
carrying out subsection (h) of this section;
``(K) $266,712,000 for En Route research and development
projects and activities;
``(L) $58,900,000 for Terminal research and development
projects and activities;
``(M) $3,000,000 for Flight Services research and
development projects and activities;
``(N) $69,200,000 for Landing and Navigation research and
development projects and activities; and
``(O) $16,300,000 for Equipment and Facilities research and
development projects and activities; and
``(7) for fiscal year 2001, $675,706,795.''.
SEC. 3. BUDGET DESIGNATION FOR RESEARCH AND DEVELOPMENT
ACTIVITIES.
Section 48102 of title 49, United States Code, is amended
by inserting after subsection (f) the following new
subsection:
``(g) Designation of Activities.--(1) The amounts
appropriated under subsection (a) are for the support of all
research and development activities carried out by the
Federal Aviation Administration that fall within the
categories of basic research, applied research, and
development, including the design and development of
prototypes, in accordance with the classifications of the
Office of Management and Budget Circular A-11 (Budget
Formulation/Submission Process).
``(2) The Department of Transportation's annual budget
request for the Federal Aviation Administration shall
identify all of the activities carried out by the
Administration within the categories of basic research,
applied research, and development, as classified by the
Office of Management and Budget Circular A-11. Each activity
in the categories of basic research, applied research, and
development shall be identified regardless of the budget
category in which it appears in the budget request.''.
SEC. 4. NATIONAL AVIATION RESEARCH PLAN.
Section 44501(c) of title 49, United States Code, is
amended--
(1) in paragraph (2)(B)--
(A) by striking ``and'' at the end of clause (iii);
(B) by striking the period at the end of clause (iv) and
inserting in lieu thereof ``; and''; and
(C) by adding at the end the following new clause:
``(v) highlight the research and development technology
transfer activities that promote technology sharing among
government, industry, and academia through the Stevenson-
Wydler Technology Innovation Act of 1980.''; and
(2) in paragraph (3), by inserting ``The report shall be
prepared in accordance with requirements of section 1116 of
title 31, United States Code.'' after ``effect for the prior
fiscal year.''.
SEC. 5. INTEGRATED SAFETY RESEARCH PLAN.
(a) Requirement.--Not later than March 1, 2000, the
Administrator of the National Aeronautics and Space
Administration and the Administrator of the Federal Aviation
Administration shall jointly prepare and transmit to the
Congress an integrated civil aviation safety research and
development plan.
(b) Contents.--The plan required by subsection (a) shall
include--
(1) an identification of the respective research and
development requirements, roles, and responsibilities of the
National Aeronautics and Space Administration and the Federal
Aviation Administration;
(2) formal mechanisms for the timely sharing of information
between the National Aeronautics and Space Administration and
the Federal Aviation Administration, including a requirement
that the FAA-NASA Coordinating Committee established in 1980
meet at least twice a year; and
(3) procedures for increased communication and coordination
between the Federal Aviation Administration research advisory
committee established under section 44508 of title 49, United
States Code, and the NASA Aeronautics and Space
Transportation Technology Advisory Committee, including a
proposal for greater cross-membership between those 2
advisory committees.
SEC. 6. INTERNET AVAILABILITY OF INFORMATION.
The Administrator of the Federal Aviation Administration
shall make available through the Internet home page of the
Federal Aviation Administration the abstracts relating to all
research grants and awards made with funds authorized by the
amendments made by this Act. Nothing in this section shall be
construed to require or permit the release of any information
prohibited by law or regulation from being released to the
public.
SEC. 7. RESEARCH ON NONSTRUCTURAL AIRCRAFT SYSTEMS.
Section 44504(b)(1) of title 49, United States Code, is
amended by inserting ``, including nonstructural aircraft
systems,'' after ``life of aircraft''.
SEC. 8. ELIGIBILITY FOR AWARDS.
(a) In General.--The Administrator of the Federal Aviation
Administration shall exclude from consideration for grant
agreements made by that Administration with funds
appropriated pursuant to the amendments made by this Act any
person who received funds, other than those described in
subsection (b), appropriated for a fiscal year after fiscal
year 1999, under a grant agreement from any Federal funding
source for a project that was not subjected to a competitive,
merit-based award process, except as specifically authorized
by this Act. Any exclusion from consideration pursuant to
this subsection shall be effective for a period of 5 years
after the person receives such Federal funds.
(b) Exception.--Subsection (a) shall not apply to the
receipt of Federal funds by a person due to the membership of
that person in a class specified by law for which assistance
is awarded to members of the class according to a formula
provided by law.
(c) Definition.--For purposes of this section, the term
``grant agreement'' means a legal instrument whose principal
purpose is to transfer a thing of value to the recipient to
carry out a public purpose of support or stimulation
authorized by a law of the United States, and does not
include the acquisition (by purchase, lease, or barter) of
property or services for the direct benefit or use of the
United States Government. Such term does not include a
cooperative agreement (as such term is used in section 6305
of title 31, United States Code) or a cooperative research
and development agreement (as such term is defined in section
12(d)(1) of the Stevenson-Wydler Technology Innovation Act of
1980 (15 U.S.C. 3710a(d)(1))).
Amendment No. 4 Offered by Mr. Sensenbrenner
Mr. SENSENBRENNER. Mr. Chairman, I offer an amendment.
The CHAIRMAN pro tempore. The Clerk will designate the amendment.
The text of the amendment is as follows:
Amendment No. 4 offered by Mr. Sensenbrenner:
Page 2, line 4, through page 3, line 25, amend section 2 to
read as follows:
SEC. 2. AUTHORIZATION OF APPROPRIATIONS.
Section 48102(a) of title 49, United States Code, is
amended--
(1) by striking ``and'' at the end of paragraph (4)(J);
(2) by striking the period at the end of paragraph (5) and
inserting in lieu thereof a semicolon; and
(3) by adding at the end the following:
``(6) for fiscal year 2000, $208,416,100 including--
``(A) $17,269,000 for system development and infrastructure
projects and activities;
``(B) $33,042,500 for capacity and air traffic management
technology projects and activities;
``(C) $11,265,400 for communications, navigation, and
surveillance projects and activities;
``(D) $15,765,000 for weather projects and activities;
``(E) $6,358,200 for airport technology projects and
activities;
``(F) $39,639,000 for aircraft safety technology projects
and activities;
``(G) $53,218,000 for system security technology projects
and activities;
``(H) $26,207,000 for human factors and aviation medicine
projects and activities;
``(I) $3,481,000 for environment and energy projects and
activities; and
``(J) $2,171,000 for innovative/cooperative research
projects and activities, of which $750,000 shall be for
carrying out subsection (h) of this section; and
``(7) for fiscal year 2001, $222,950,000.''.
Mr. SENSENBRENNER. Mr. Chairman, as I mentioned in my opening
statement, this manager's amendment is necessary to strike the
authorization of certain FAA R&D activities from H.R. 1551.
By agreement with the Committee on Transportation and Infrastructure,
the
[[Page H8324]]
authorization of these specific activities were included in H.R. 1000,
the Aviation Investment and Reform Act for the 21st Century when it
successfully passed the House earlier this year.
Mr. BARCIA. Mr. Chairman, I move to strike the last word.
Mr. Chairman, I would just say that we support this amendment.
The CHAIRMAN pro tempore. The question is on the amendment offered by
the gentleman from Wisconsin (Mr. Sensenbrenner).
The amendment was agreed to.
The CHAIRMAN pro tempore. Are there any other amendments to be
considered at this time.
Amendment Offered by Mr. Traficant
Mr. TRAFICANT. Mr. Chairman, I offer an amendment.
The Clerk read as follows:
Amendment offered by Mr. Traficant:
On page 8, at the end of the bill, add the following new
section:
SEC. 9. LASER VISUAL GUIDANCE RESEARCH.
The Federal Aviation Administration is encouraged to
conduct research on the laser visual guidance landing system.
Mr. TRAFICANT (during the reading). Mr. Chairman, I ask unanimous
consent that the amendment be considered as read and printed in the
Record.
The CHAIRMAN pro tempore. Is there objection to the request of the
gentleman from Ohio?
Mr. SENSENBRENNER. Mr. Chairman, reserving the right to object, the
gentleman has two amendments. Does this relate to ``Buy American''?
Mr. TRAFICANT. Mr. Chairman, if the gentleman would yield, no. This
is the Laser Visual Guidance system. I have submitted a change to that
amendment. I would like to read it.
Mr. SENSENBRENNER. Mr. Chairman, I would ask that the Clerk read the
amendment.
The CHAIRMAN pro tempore. The Clerk will continue to read the
amendment.
The Clerk continued reading the amendment.
Mr. TRAFICANT. Mr. Chairman, let me take a minute on this. I know
there are no other mandates in the bill, and I will respect the
distinguished chairman. But this is the system that is on our aircraft
carriers. It is a laser system where the pilot hones in and that craft
lands at the same spot all the time. It has been most successful in
that very dangerous arena.
What is happening, such as the fatality in Arkansas, is they did not
have the visibility to see the runway. That pilot found himself in a
position where he thought he could bank in and land. He overshot the
runway, hit a light tower, and is now history, this fatality.
This system can be seen as far out as 20 miles. And once they lock in
on it, with no expense to the craft itself, they land on the same spot.
It is absolutely a critical safety initiative that the Committee on
Transportation and the Infrastructure has prioritized.
Mr. SENSENBRENNER. Mr. Chairman, will the gentleman yield?
Mr. TRAFICANT. I yield to the gentleman from Wisconsin.
Mr. SENSENBRENNER. Mr. Chairman, I believe that this amendment is a
very positive addition to the bill and would urge the Members to
support it.
The CHAIRMAN pro tempore. The question is on the amendment offered by
the gentleman from Ohio (Mr. Traficant).
The amendment was agreed to.
Amendment Offered by Mr. Traficant
Mr. TRAFICANT. Mr. Chairman, I offer an amendment.
The Clerk read as follows:
Amendment offered by Mr. Traficant:
At the end of the bill, add the following new sections:
SEC. 9. COMPLIANCE WITH BUY AMERICAN ACT.
No funds authorized pursuant to this Act may be expended by
an entity unless the entity agrees that in expending the
assistance the entity will comply with sections 2 through 4
of the Act of March 3, 1933 (41 U.S.C. 10a-10c, popularly
known as the ``Buy American Act'').
SEC. 10. SENSE OF CONGRESS; REQUIREMENT REGARDING NOTICE.
(a) Purchase of American-Made Equipment and Products.--In
the case of any equipment or products that may be authorized
to be purchased with financial assistance provided under this
Act, it is the sense of the Congress that entities receiving
such assistance should, in expending the assistance, purchase
only American-made equipment and products.
(b) Notice to Recipients of Assistance.--In providing
financial assistance under this Act, the Administrator of the
Federal Aviation Administration shall provide to each
recipient of the assistance a notice describing the statement
made in subsection (a) by the Congress.
SEC. 11. PROHIBITION OF CONTRACTS.
If it has been finally determined by a court or Federal
agency that any person intentionally affixed a label bearing
a ``Made in America'' inscription, or any inscription with
the same meaning, to any product sold in or shipped to the
United States that is not made in the United States, such
person shall be ineligible to receive any contract or
subcontract made with funds provided pursuant to this Act,
pursuant to the debarment, suspension, and ineligibility
procedures described in section 9.400 through 9.409 of title
48, Code of Federal Regulations.
Mr. TRAFICANT (during the reading). Mr. Chairman, I ask unanimous
consent that the amendment be considered as read and printed in the
Record.
The CHAIRMAN pro tempore. Is there objection to the request of the
gentleman from Ohio?
There was no objection.
Mr. TRAFICANT. Mr. Chairman, this is the ``Buy American'' amendment.
Mr. Chairman, I yield back the balance of my time.
Mr. SENSENBRENNER. Mr. Chairman, it is a constructive ``Buy
American'' amendment, and I would encourage everybody to support it.
Mr. Chairman, I yield back the balance of my time.
The CHAIRMAN pro tempore. The question is on the amendment offered by
the gentleman from Ohio (Mr. Traficant).
The amendment was agreed to.
The CHAIRMAN pro tempore. Are there any further amendments to the
bill?
If not, the question is on the committee amendment in the nature of a
substitute, as amended.
The committee amendment in the nature of a substitute, as amended,
was agreed to.
The CHAIRMAN pro tempore. Under the rule, the Committee rises.
Accordingly, the Committee rose; and the Speaker pro tempore (Mr.
Calvert) having assumed the chair, Mr. Quinn, Chairman pro tempore of
the Committee of the Whole House on the State of the Union, reported
that that Committee, having had under consideration the bill (H.R.
1551) to authorize the Federal Aviation Administration's civil aviation
research and development programs for fiscal years 2000 and 2001, and
for other purposes, pursuant to House Resolution 290, he reported the
bill back to the House with an amendment adopted by the Committee of
the Whole.
The SPEAKER pro tempore. Under the rule, the previous question is
ordered.
Is a separate vote demanded on any amendment to the committee
amendment in the nature of a substitute adopted in the Committee of the
Whole? If not, the question is on the amendment.
The amendment was agreed to.
The bill was ordered to be engrossed and read a third time, was read
the third time, and passed, and a motion to reconsider was laid on the
table.
GENERAL LEAVE
Mr. SENSENBRENNER. Mr. Speaker, I ask unanimous consent that all
Members may have 5 legislative days within which to revise and extend
their remarks on H.R. 1551.
The SPEAKER pro tempore. Is there objection to the request of the
gentleman from Wisconsin?
There was no objection.
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