[Congressional Record Volume 153, Number 106 (Thursday, June 28, 2007)]
[Extensions of Remarks]
[Page E1446]
From the Congressional Record Online through the Government Publishing Office [www.gpo.gov]




               INTRODUCING A BILL TO REAUTHORIZE THE FAA

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                         HON. JERRY F. COSTELLO

                              of illinois

                    in the house of representatives

                        Thursday, June 28, 2007

  Mr. COSTELLO. Madam Speaker, today Chairman Oberstar, Mr. Mica, Mr. 
Petri and I have introduced a bill to reauthorize the programs within 
the Federal Aviation Administration (FAA)--The FAA Reauthorization Act 
of 2007.
  This legislation keeps our aviation system moving forward so that we 
can increase capacity and safety, modernize our air traffic control 
system, and continue to reduce energy consumption and improve our 
environment.
  I have said time and again that I believe our Next Generation system 
can be absorbed by the existing FAA financing structure with a General 
Fund contribution that is consistent with, or even smaller than, recent 
General Fund contributions. That is what we have done here.
  We are recommending to the House Ways & Means Committee that the 
general aviation jet fuel tax rate be adjusted for inflation from 21.8 
cents per gallon to 30.7 cents per gallon, and that the aviation 
gasoline tax rate be increased from 19.3 cents per gallon to 24.1 cents 
per gallon. The forecasted growth of Trust Fund revenues, coupled with 
additional revenue from the recommended general aviation fuel tax rate 
adjusted for inflation, will be sufficient to provide for the historic 
capital funding levels required to modernize the ATC system, as well as 
to stabilize and strengthen the Trust Fund.
  In addition to providing generous funding levels, aviation safety is 
extremely important and as a result, we have numerous initiatives and 
policies to make our system the safest it can be.
  In particular, I want to highlight two issues that were recently 
raised in our NTSB Most Wanted hearing and are being addressed in this 
legislation. First, we are requiring the FAA to issue a final rule 
regarding the reduction of fuel tank flammability in aircraft no later 
than December 31, 2007. Second, we authorize $42 million for runway 
incursion reduction programs between FY08 and FY11. We also require the 
FAA to submit a report to Congress containing a plan for the 
installation and deployment of systems to alert controllers and flight 
crews to potential runway incursions and provide funding for runway 
status light acquisition and installation between FY08 and FY11.
  Here at home and across the globe, more is being done to reduce 
energy consumption and emissions. Energy and its consumption are 
extremely important to our economy--we need it to drive a car; fly a 
plane; produce goods; and heat and light our homes and offices. We do, 
however, need to be responsible and aware of the environmental impacts 
of our energy use.
  Within aviation, aircraft fuel efficiency has increased at roughly 1 
percent per year, and research continues in engine efficiency, airframe 
aerodynamics, and the use of lighter materials, like composites 
currently used on the Boeing 787. Changes in a variety of other 
factors, such as operating procedures, aircraft routing, and load 
factors, can also have significant impacts on emissions.
  Under this legislation, we establish new environmental provisions to 
help reduce emissions and energy consumption. I will highlight just a 
few provisions:
  The CLEEN engine and airframe technology partnership which authorizes 
$111 million for cooperative agreements between the FAA and 
institutions or consortiums to research the development, maturing and 
certification of lower energy, emissions and noise engine and airframe 
technology.

  Establishment of a pilot program that allows FAA to fund six projects 
at public-use airports that take laboratory proven environmental 
research concepts and implement them at actual airports. Eligible 
projects could include research that would measurably reduce or 
mitigate aviation impacts on noise, air or water quality.
  Establishment of high performance and sustainable air traffic control 
facilities by implementing environmentally-beneficial practices for new 
construction and major renovation of air traffic control facilities. 
This provision is modeled after what is currently being done at O'Hare 
International Airport.
  Finally, over the last eight months, passengers on our airlines have 
encountered delays and cancelled flights, resulting in lengthy tarmac 
delays. Voluntary efforts by the industry to improve airline service 
have come under strong criticism and I believe closer oversight of the 
aviation industry is needed. While I question a one-size-fits-all 
legislative approach to regulating consumer issues, changes must be 
made. During our April 2007 hearing, we learned that airlines and 
airports do not have emergency contingency plans in place.
  I said then it should be a priority and that is why in this 
legislation, we require air carriers and large and medium hub airports 
to file emergency contingency plans with the Secretary of 
Transportation for review and approval. These plans must detail how the 
air carrier will provide food, water, restroom facilities, cabin 
ventilation, and medical treatment for passengers onboard an aircraft 
that is on the ground for an extended period of time without access to 
the terminal. The plans must also detail how facilities and gates will 
be shared. Fines will be imposed by DOT for any violations. Finally, 
the air carriers must update their plans every 3 years. The airports 
must update their plans every 5 years.
  Madam Speaker, this legislation is the culmination of numerous 
hearings, indepth analysis, and a continued dialogue with the FAA, our 
colleagues, and stakeholders. These issues are important and difficult 
because our answers will determine our ability to continue to maintain 
the world's safest aviation system.

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