Congressional Record, Volume 169 Issue 125 (Thursday, July 20, 2023)

[Congressional Record Volume 169, Number 125 (Thursday, July 20, 2023)]
[House]
[Pages H3863-H3874]
From the Congressional Record Online through the Government Publishing Office [www.gpo.gov]

SECURING GROWTH AND ROBUST LEADERSHIP IN AMERICAN AVIATION ACT

The SPEAKER pro tempore (Mr. Collins). Pursuant to House Resolution
597 and rule XVIII, the Chair declares the House in the Committee of
the Whole House on the state of the Union for the further consideration
of the bill, H.R. 3935.
Will the gentleman from Alabama (Mr. Carl) kindly take the chair.

{time} 0919

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 further consideration of
the bill (H.R. 3935) to amend title 49, United States Code, to
reauthorize and improve the Federal Aviation Administration and other
civil aviation programs, and for other purposes, with Mr. Carl (Acting
Chair) in the chair.
The Clerk read the title of the bill.
The Acting CHAIR. When the Committee of the Whole rose on Wednesday,
July 19, 2023, amendment No. 75 printed in part A of House Report 118-
147 offered by the gentleman from Pennsylvania (Mr. Perry) had been
disposed of.

Amendments En Bloc No. 4 Offered by Mr. Graves of Missouri

Mr. GRAVES of Missouri. Mr. Chair, pursuant to House Resolution 597,
I offer amendments en bloc.
The Acting CHAIR. The Clerk will designate the amendments en bloc.
Amendments en bloc No. 4 consisting of amendment Nos. 60, 61, 85, 87,
88, 89, 90, 91, 92, 93, 94, 99, 100, 101, 102, 103, and 104 printed in
part A of House Report 118-147, offered by Mr. Graves of Missouri:

Amendment No. 60 Offered by Ms. Manning of North Carolina

At the end of title VIII, add the following:

SEC. 844. SENSE OF CONGRESS ON FAA ENGAGEMENT AND
COLLABORATION WITH HBCUS AND MSIS.

It is the sense of Congress that the Federal Aviation
Administration should continue to partner with historically
Black colleges and universities and minority-serving
institutions to promote awareness of career opportunities and
develop curriculum related to aerospace, aviation and air
traffic control.

Amendment No. 61 Offered by Ms. MANNING of North Carolina

At the end of title VIII, insert the following:

SEC. 8__. REPORT ON IMPLEMENTATION OF RECOMMENDATIONS OF
FEDERAL AVIATION ADMINISTRATION YOUTH ACCESS TO
AMERICAN JOBS IN AVIATION TASK FORCE.

Not later than 180 days after the date of the enactment of
this Act, the Secretary of Transportation, acting through the
Administrator of the Federal Aviation Administration, shall
submit to Congress a report on the implementation of the
following recommendations of the Federal Aviation
Administration Youth Access to American Jobs in Aviation Task
Force established under section 602 of the FAA
Reauthorization Act of 2018 (Public Law 115-254):
(1) The recommendation to improve information access about
careers in aviation and aerospace.
(2) The recommendation to collaboration across regions of
the Federal Aviation Administration on outreach and workforce
development programs.
(3) The recommendation to increase opportunities for
mentoring, pre-apprenticeships, and apprenticeships in
aviation.

Amendment No. 85 Offered by Mr. QUIGLEY of Illinois

At the end of title VIII, add the following:

SEC. __. IMPLEMENTATION OF DYNAMIC SCHEDULING AND MANAGEMENT
OF CERTAIN AIRSPACE.

(a) In General.--In carrying out the pilot program
established under section 1093 of Public Law 117-263 (49
U.S.C. 40103 note), the Administrator of the Federal Aviation
Administration, in coordination with the Secretary of
Defense, shall--
(1) evaluate the impact on the operation of the national
airspace system of process improvements in how the Department
of Defense shares real-time updates on the status of special
activity airspace and special use airspace for activities
described in paragraph (1) of section 1093 of Public Law 117-
263 (49 U.S.C. 40103, note); and
(2) ensure that such improvements make the Federal Aviation
Administration able to use such status changes to effectively
grant

[[Page H3864]]

access to special activity airspace and special use airspace
to civil operators in the national airspace system.
(b) Development, Test and Assessment of Dynamic Airspace
Tools and Systems.--
(1) Tests.--Under the pilot program referred to in
subsection (a), and to complete the evaluations prescribed
above, the Administrator and Secretary shall jointly test
software and services that automate the means by which the
Department of Defense shares changes in the status of special
activity airspace and special use airspace established by the
Federal Aviation Administration for use by civil operators in
the national airspace system.
(2) Automation.--The Secretary and the Administrator shall
ensure that the processes referred to in paragraph (1)(B) of
section 1093 of Public Law 117-263 (49 U.S.C. 40103, note)
are automated, adhere to advanced data protection protocols,
and use tools and systems developed for this purpose that are
in use by the Federal Aviation Administration and by civil
operators in the national airspace system.
(c) Report.--Not more than 365 days following the date of
enactment of this section, the Secretary and the
Administrator shall jointly submit a report to Congress on
the impact of dynamic scheduling and management of special
activity airspace and special use airspace, with specific
information on--
(1) impact on military training and readiness;
(2) impact on workload and accuracy of sharing status
changes on airspace with the Federal Aviation Administration;
and
(3) impact on the operation of the national airspace system
including reductions in miles flown.
(d) Requirements.--The capabilities referred to in
subsection (a) shall not interfere with--
(1) the public's right of transit consistent with national
security;
(2) the use of airspace necessary to ensure the safety of
aircraft within the national airspace system; or
(3) the use of airspace necessary to ensure the efficient
use of the national airspace system.

Amendment No. 87 Offered by Mr. ROUZER of North Carolina

Page 250, strike lines 10 through 12, and insert the
following:
(f) Implementation.--Not later than 1 year after receiving
recommendations outlined in the report under subsection (b),
the Administrator shall take such action, as appropriate, to
implement those recommendations.
At the end of subtitle C of title III, add the following:

SEC. __. MEDICAL PORTAL MODERNIZATION TASK GROUP.

(a) Establishment.--Not later than 120 days after the
working group pursuant to section 328 of this Act is
established, the co-chairs of such working group shall
establish a medical portal modernization task group (referred
to in this subsection as the ``task group'') to evaluate the
user interface and information sharing capabilities of an
online medical portal administered by the Federal Aviation
Administration.
(b) Composition.--The co-chairs of the working group
provided for in section 328 shall appoint--
(1) a Chair of the task group; and
(2) members of the task group from among the members of the
working group appointed by the Administrator under section
328(b)
(c) Assessment; Recommendations.--The task group shall, at
a minimum, assess and evaluate the capabilities of any such
medical portal and provide recommendations to improve the
following:
(1) The cyber security protections and protocols of any
such medical portal, including the secure exchange of health
information and records between Aviation Medical Examiners
and pilots, or their designee, including the ability for an
airman to submit additional information requested by the
Administrator.
(2) The status of an airman's medical application and the
disclosure of how long an airman can expect to wait for a
final determination to be issued by the Administrator.
(3) The disclosure of the name and contact information of
the Administrator's representative managing an airman's case
so that an Aviation Medical Examiner has a point of contact
within the Administration who is familiar with an airman's
application.
(d) Consultation.--In carrying out the duties described in
subsection (c), the task group may consult cybersecurity
experts and individuals with a knowledge of securing
electronic health care transactions.
(e) Report.--Not later than 1 years after the date of the
establishment of the task group, the task group shall submit
to the Administrator, the Committee on Transportation and
Infrastructure of the House of Representatives, and the
Committee on Commerce, Science, and Transportation of the
Senate a report detailing activities and recommendations of
the task group.
(f) Implementation.--Not later than 1 year after receiving
the report described in subsection (e), the Administrator
shall take such action as may be necessary to implement
recommendations of the task group to improve any such medical
portal.

Amendment No. 88 Offered by Mr. ROUZER of North Carolina

At the end of title VIII, add the following:

SEC. __. PROHIBITION ON PROCUREMENT OF FOREIGN-MADE UNMANNED
AIRCRAFT SYSTEMS.

(a) In General.--The Secretary of Transportation is
prohibited from entering into a contract or awarding a grant
for the procurement of a small unmanned aircraft system
manufactured or assembled by a covered foreign entity.
(b) Exemption.--
(1) In general.--The Secretary is exempt from any
restrictions under subsection (a) if the procurement is for
the purposes of testing, evaluation, analysis, or training
related to--
(A) counter-unmanned aircraft systems, including activities
conducted under the Federal Aviation Administration's
Alliance for System Safety of UAS through Research Excellence
Center of Excellence or by the UAS test sites under section
44803 of title 49, United States Code; or
(B) the safe, secure, or efficient operation of the
National Airspace System or maintenance of public safety.
(2) National transportation safety board exemption.--The
National Transportation Safety Board, in consultation with
the Secretary of Homeland Security, is exempt from any
restrictions under subsection (a) if the procurement is
necessary for the sole purpose of conducting safety
investigations.
(c) Waiver.--The Secretary of Transportation (or the
Secretary's designee) may waive any restrictions under
subsection (a) on a case by case basis by certifying in
writing not later than 15 days after exercising such waiver
to the Committee on Commerce, Science, and Transportation of
the Senate and the Committee on Transportation and
Infrastructure of the House of Representatives that the
procurement is required in the national interest of the
United States.
(d) Effective Dates.--
(1) In general.--Beginning on the date of enactment of this
Act, the Secretary may not award a new grant for the
procurement of an unmanned aircraft system manufactured by a
covered foreign entity.
(2) Existing grant.--This section shall not apply to grants
awarded before the date of enactment of this Act.
(e) Definitions.--In this section:
(1) Covered foreign entity.--The term ``covered foreign
entity'' means an entity--
(A) included on the Consolidated Screening List or Entity
List as designated by the Secretary of Commerce;
(B) domiciled in the People's Republic of China or the
Russian Federation;
(C) subject to influence or control by the government of
the People's Republic of China or by the Russian Federation;
or
(D) that is a subsidiary or affiliate of an entity
described in subparagraphs (A) through (C).
(2) Small unmanned aircraft; unmanned aircraft; unmanned
aircraft system.--The terms ``small unmanned aircraft'',
``unmanned aircraft'', and ``unmanned aircraft system'' have
the meanings given such terms in section 44801 of title 49,
United States Code.

Amendment No. 89 Offered by Mr. RUIZ of California

At the end of title VIII, add the following:

SEC. __. BANNING MUNICIPAL AIRPORT.

(a) In General.--Not later than 90 days after the date of
enactment of this Act, the Comptroller General of the United
States shall initiate a study on the Banning Municipal
Airport to identify--
(1) aviation traffic at the Airport in each of the last 10
years, and estimated future traffic each year in the next 10
years;
(2) associated annual revenues and costs in each year to
service aviation traffic during the last 10 years, and to
continue to service it for another 10 years;
(3) use of the facility for fighting wildfires and the
degree of its utility to the local County fire department or
other emergency first responders;
(4) status of the Airport's current infrastructure and
planned improvements, if any, and during the next 5 years and
their associated costs;
(5) perspectives of and impact on the Morongo Band of
Indians resulting from operation of the airport near tribal
lands; and
(6) Federal funds that would be required to modernize the
Airport's infrastructure to assure no annual operating
financial losses for the next 10 years.
(b) Report to Congress.--Not later than 1 year after the
date of enactment of this Act, the Comptroller General shall
submit to the appropriate committees of Congress a report on
the results of the study.

Amendment No. 90 Offered by Mr. DAVID SCOTT of Georgia

Page 375; line 24, strike ``1 annual event'' and insert ``2
annual events''.

Amendment No. 91 Offered by Mr. SELF of Texas

Add at the end of title VIII the following:

SEC. 844. FEASIBILITY STUDY OF HARDENING SATELLITES THAT
CONTRIBUTE TO UNITED STATES AEROSPACE
NAVIGATION.

The Administrator of the Federal Aviation Administration
shall conduct a feasibility study to determine the cost to
harden satellites that contribute to United States aerospace
navigation.

Amendment No. 92 Offered by Ms. SHERRILL of New Jersey

At the end of title VIII, add the following:

SEC. __. STUDY AND REPORT ON EFFECTS OF UNMANNED FREE
BALLOONS ON AVIATION SAFETY.

(a) In General.--Not later than 180 days after the date of
enactment of this Act, the

[[Page H3865]]

Administrator of the Federal Aviation Administration, in
coordination with the heads of other relevant Federal
agencies, shall submit a report to the appropriate committees
of Congress on the effects unmanned free balloon operations,
that do not emit electronic or radio signals for
identification purposes, launched within the United States
and its territories may have on aviation safety.
(b) Considerations.--In carrying out this section, the
Administrator shall consider--
(1) current technology available and employed to track
unmanned free balloon operations described under subsection
(a);
(2) how the flights of such operations have affected, or
could affect, aviation safety;
(3) how such operations have contributed, or could
contribute, to misidentified threats to civil or military
aviation operations or infrastructure; and
(4) how such operations have impacted, or could impact,
national security and air traffic control operations.
(c) Recommendations.--The report specified under subsection
(a) shall contain recommendations on the following:
(1) The need for unmanned free balloons launched within the
United States and its territories to be equipped with
technology that may increase the near real-time trackability
of such balloons to deconflict airspace and maintain aviation
safety of the national airspace system in support of
Administration and Department of Defense aviation operations.
(2) The feasibility and efficacy in requiring the equipage
and usage of such technology.
(d) Appropriate.--In this section, the term ``appropriate
congressional committees'' means--
(1) the Committee on Armed Services of the House of
Representatives;
(2) the Committee on Transportation and Infrastructure of
the House of Representatives;
(3) the Committee on Armed Services of the Senate; and
(4) the Committee on Commerce, Science, and Transportation
of the Senate.

Amendment No. 93 Offered by Mr. STEIL of Wisconsin

At the end of title VIII, add the following:

SEC. __. UPDATE TO FAA ORDER ON AIRWAY PLANNING STANDARD.

Not later than 180 days after the date of enactment of this
Act, the Administrator of the Federal Aviation Administration
shall take such actions as may be necessary to update FAA
Order 7031.2c, titled ``Airway Planning Standard Number One-
Terminal Air Navigation Facilities and Air Traffic Control
Services'', to lower the remote radar bright display scope
installation requirement from 30,000 annual itinerant
operations to 15,000 annual itinerant operations

Amendment No. 94 Offered by Mr. Thompson of Pennsylvania

At the end of subtitle C of title VII, add the following:

SEC. __. REPORT ON RESTORATION OF SMALL COMMUNITY AIR
SERVICE.

(a) In General.--Not later than 90 days after the date of
enactment of this Act, the Secretary of the Department of
Transportation shall enter into the appropriate arrangements
with the National Academies to conduct a study on the loss of
commercial air service in small communities in the United
States and options to restore such service.
(b) Contents.--In conducting the study required under
subsection (a), that National Academies shall--
(1) assess the reduction of scheduled commercial air
service to small communities over a 5-year period ending on
the date of enactment of this Act, to include small
communities that have lost all scheduled commercial air
service;
(2) review economic trends that have resulted in reduction
or loss of scheduled commercial air service to such
communities;
(3) review the economic losses of such communities who have
suffered a reduction or loss of scheduled commercial air
service;
(4) identify the causes that prompted air carriers to
reduce or eliminate scheduled commercial air service to such
communities;
(5) assess the impact of changing aircraft economics; and
(6) identify recommendations that can be implemented by
such communities or Federal, State, or local agencies to aid
in the restoration or replacement of scheduled commercial air
service.
(c) Case Studies.--In conducting the study required under
subsection (a), the National Academies shall assess not fewer
than 7 communities that have lost commercial air service or
have had commercial air service significantly reduced in the
past 15 years, including--
(1) Williamsport Regional Airport;
(2) Alamogordo-White Sands Regional Airport; and
(3) Chautauqua County Jamestown Airport.
(d) Report.--Not later than 1 year after the date of
enactment of this Act, the National Academies shall submit to
the Secretary, 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--
(1) the results of the study described in subsection (a);
and
(2) recommendations to Congress and communities on action
that can be taken to improve or restore scheduled commercial
service to small communities.

Amendment No. 99 Offered by Mr. Williams of New York

At the appropriate place in the bill, insert the following:

SEC. __. SURFACE SURVEILLANCE.

(a) In General.--Not later than 180 days after enactment of
this Act, the Administrator shall conduct a study of surface
surveillance systems that are operational as of the date of
enactment of this Act.
(b) Contents.--In carrying out the study required under
subsection (a), the Administrator shall--
(1) demonstrate that any change to the configuration of
such systems or decommissioning of a sensor from such systems
provides an equivalent level of safety as the current system;
(2) determine how a technology refresh of legacy sensor
equipment can reduce operational and maintenance costs
compared to current costs and extend the useful life and
affordability of such systems; and,
(3) consider how to enhance such systems through new
capabilities and software tools that improve the safety of
terminal airspace and the airport surface.
(c) Consultation.--In carrying out the study under
subsection (a), the Administrator shall consult with
representatives of--
(1) National Transportation Safety Board;
(2) aviation safety experts with specific knowledge of
surface surveillance technology, including multilateration
and ADS-B; and,
(3) representatives with expertise in surface safety of the
exclusive bargaining representative of the air traffic
controllers certified under section 7111 of title 5, United
24 States Code; and
(4) representatives of the certified bargaining
representative of airway transportation systems specialists
for the Federal Aviation Administration.
(d) Report.--Upon completion of the review initiated under
subsection (a), 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 describing the
findings of such review and shall make all data related to
the safety analysis and conclusions developed under
subsection (b) available to the public on the website of the
Administration in a downloadable format.
(e) Implementation.--Upon submission of the report required
by subsection (d), the Administrator may implement changes to
surface surveillance systems based on the outcome of the
review in subsection (b).

Amendment No. 100 Offered by Mr. Yakym of Indiana

Page 223, line 9, strike ``2027'' and insert ``2028''.

Amendment No. 101 Offered by Mr. Smith of New Jersey

At the end of title VIII, insert the following:

SEC. 8__. CERTIFICATION AND REPORT BY INSPECTOR GENERAL
RELATING TO RADAR IMPACTS AND OFFSHORE WIND
DEVELOPMENT APPROVAL PROCESS.

(a) Certification.--Not later than 90 days after the date
of the enactment of this Act, the President (or a designee)
shall certify in writing that--
(1) offshore wind projects in the North Atlantic and Mid-
Atlantic Planning Areas will not weaken, degrade, interfere
with, or nullify the performance and capabilities of radar
relied upon by commercial aviation, military aviation, space
launch vehicles, or other commercial space launch activities;
and
(2) the development of offshore wind projects in the North
Atlantic and Mid-Atlantic Planning Areas will not degrade the
capabilities of the Federal Aviation Administration to
monitor United States airspace, or hinder commercial,
private, or military aviation activities.
(b) Audit and Report by Inspector General.--
(1) Audit and report.--The Inspector General of the
Department of Transportation shall audit and report to
Congress on the effects of offshore wind industrialization
related to radar, impacts to commercial air and military
traffic, and the sufficiency of the review and approval
process for offshore wind projects in the North Atlantic and
Mid-Atlantic Planning Areas. Such report shall also include
the following:
(A) An investigation of the sufficiency of the process for
approving offshore wind projects, and these projects impact
on radar, including the consultation process between the
Bureau of Ocean Energy Management, the Federal Aviation
Administration, and the Military Aviation and Installation
Assurance Siting Clearinghouse, and whether concerns voiced
by the Federal Aviation Administration, the United States
Armed Forces were sufficiently considered in the approval
process.
(B) A specific study on the impact of such projects on
shore based radar capabilities.
(C) A determination whether offshore wind projects will
weaken, compromise, or interfere with, or nullify the usage
of radar utilized by the Federal Aviation Administration, the
United States Armed Forces, and the National Aeronautics and
Space Administration, as well as commercial space launch
activities.
(D) An audit of the approval applications by the Military
Aviation and Installation

[[Page H3866]]

Assurance Siting Clearinghouse regarding concerns voiced over
the impact to radar and ability to identify airborne threats,
freedom to navigate United States airspace, and ability to
train within United States airspace.
(E) A determination whether any offshore wind projects will
impact, alter, or disrupt commercial, private, or military
aviation flight paths.
(F) A determination whether any offshore wind projects will
impact, compromise, inhibit, or nullify the usage of radar
and sonar technologies utilized by the armed forces and any
agencies carrying out space launch programs.
(G) A determination whether any offshore wind projects will
impact, compromise, or inhibit the ability of the United
States Coast Guard to conduct maritime safety and lifesaving
operations.
(H) An assessment of how offshore wind energy projects
impact low-level military airspace off the Atlantic Coast.
(I) A determination whether the mitigation strategies laid
out in the 2016 Report on the Impact of Wind Energy
Developments on Military Installations are sufficient,
achievable and, realistic.
(2) Survey required.--
(A) In general.--The Inspector General of the Department of
Transportation shall conduct a survey of individuals directly
responsible for installations and units effected by offshore
wind development projects, including those currently underway
and those proposed, with respect to--
(i) mission critical capabilities related to radar
interference, sonar interference, lifesaving operations, and
training missions; and
(ii) the sufficiency of local military installation
commander input in the approval process.
(B) Report.--The Inspector General of the Department of
Transportation shall submit to Congress a report containing
the results of the survey required by subparagraph (A) not
later than 180 days after the date of the enactment of this
Act.
(c) Classified Annex.--The reports required under
subsection(b)(1) and (b)(2)(B) shall be submitted in
unclassified form, but may include a classified annex.

Amendment No. 102 Offered by Mrs. Boebert of Colorado

Page 821, line 15, insert ``, and make publicly available
on a website of the Administration,''.

Amendment No. 103 Offered by Mrs. Boebert of Colorado

Page 780, line 2, insert ``, and make publicly available on
a website of the Administration,'' after ``House of
Representatives''.

Amendment No. 104 Offered by Mr. Beyer of Virginia

Add at the end of subtitle C of title XI the following:

SEC. 1151. STUDY ON AERONAUTICAL STANDARDS.

(a) Study Required.--The Administrator of the National
Aeronautics and Space Administration, in consultation with
the Secretary of Defense, the Administrator of the Federal
Aviation Administration, and the Administrator of the
National Oceanic and Atmospheric Administration, shall
conduct a study on the modernization of aeronautical
standards.
(b) Designation.--The study conducted under subsection (a)
shall be known as the ``Modernization of Aeronautical
Standards and Aircraft Performance Study''.
(c) Elements.--The study conducted under subsection (a)
shall include the following:
(1) An assessment of differences between current
atmospheric conditions and baseline atmospheric conditions,
including both mean and extreme values.
(2) An analysis of the impacts to operation, maintenance,
and sustainment costs of covered commercial aircraft due to
the differences identified under paragraph (1).
(3) An estimation of the number of weight restriction hours
for covered commercial aircraft at covered commercial
airports under baseline, current, and projected atmospheric
conditions.
(4) An assessment of required infrastructure investment at
covered commercial airports such that the number of weight
restriction hours under projected atmospheric conditions is
equivalent to the number of weight restriction hours with
current infrastructure and route structure under baseline and
current atmospheric conditions.
(5) Recommendations for atmospheric and climatic design
requirements for future commercial aircraft to account for
projected atmospheric conditions.
(6) An analysis of impacts to operation, maintenance, and
sustainment costs and aircraft performance of military
aircraft due to the differences identified under paragraph
(1).
(7) Atmospheric and climatic design requirements for
military aircraft, or other equipment, which should be
updated to account for current and projected atmospheric
conditions.
(8) Recommended updates or supplements to atmospheric
standards due to current atmospheric conditions.
(9) Criteria under which future updates or supplements to
atmospheric standards should be made.
(d) Transmittal.--The Administrator of the National
Aeronautics and Space Administration shall transmit the
results of the study to the Committee on Science, Space, and
Technology and the Committee on Transportation and
Infrastructure of the House of Representatives, the Committee
on Commerce, Science, and Transportation of the Senate, and
the congressional defense committees not later than 18 months
after the date of the enactment of this Act.
(e) Definitions.--In this section:
(1) Aircraft performance.--The term ``aircraft
performance'' includes the following:
(A) Range.
(B) Payload capacity.
(C) Runway length requirement.
(D) Climb rate.
(E) Turn rate.
(F) Operating altitude.
(G) Acceleration.
(2) Atmospheric standards.--The term ``atmospheric
standards'' means the following:
(A) The United States Standard Atmosphere of 1976.
(B) MIL-HDBK-310, Climatic Information to Determine Design
and Test Requirements for Military Systems and Equipment.
(C) Any other standard as determined by the Administrator
of the National Aeronautics and Space Administration.
(3) Baseline atmospheric conditions.--The term ``baseline
atmospheric conditions'' means the atmospheric conditions
referred to in the most recent release of an atmospheric
standard.
(4) Covered commercial airports.--The term ``covered
commercial airports'' means the following:
(A) The 30 commercial service airports (as such term is
defined in section 47102(7) of title 49, United States Code)
with the most passenger boardings in the most recent calendar
year ending before the date of the enactment of this Act.
(B) The five public airports (as such term is defined in
section 47102(21) of title 49, United States Code) not
described in clause (i) with the highest all-cargo landed
weight in the most recent calendar year ending before the
date of the enactment of this Act.
(5) Covered commercial aircraft.--The term ``covered
commercial aircraft'' means the ten aircraft types still in
production with the highest number of operations at covered
commercial airports in the most recent calendar year ending
before the date of the enactment of this Act.
(6) Commercial aircraft.--The term ``commercial aircraft''
means an air carrier operating under part 121 of title 14,
Code of Federal Regulations.
(7) Congressional defense committees.--The term
``congressional defense committees'' has the meaning given
that term in section 101(a)(16) of title 10, United States
Code.
(8) Current atmospheric conditions.--The term ``current
atmospheric conditions'' means the atmospheric conditions
observed in the five most recent calendar years ending before
the date of the enactment of this Act.
(9) Projected atmospheric conditions.--The term ``projected
atmospheric conditions'' means the mean atmospheric
conditions projected by the International Panel on Climate
Change under the Sixth Assessment Report in scenarios--
(A) SSP1-1.9;
(B) SSP1-2.6;
(C) SSP2-4.5;
(D) SSP3-7.0; and
(E) SSP5-8.5.
(10) Military aircraft.--The term ``military aircraft''
means an aircraft that--
(A) is currently being developed, procured, or operated by
the Department of Defense; and
(B) is a bomber, fighter, attack helicopter, transport
helicopter, strategic transport, tactical transport, or
surveillance aircraft.
(11) Passenger boardings.--The term ``passenger boardings''
has the meaning given such term in section 47102(15) of title
49, United States Code.
(12) Weight restriction hour.--The term ``weight
restriction hour'' means an hour when the maximum temperature
for that hour matches or exceeds the weight-restriction
temperature threshold for a specific aircraft.

The Acting CHAIR. Pursuant to House Resolution 597, the gentleman
from Missouri (Mr. Graves) and the gentleman from Washington (Mr.
Larsen) each will control 10 minutes.
The Chair recognizes the gentleman from Missouri.
Mr. GRAVES of Missouri. Mr. Chair, I yield myself such time as I may
consume.
I rise in support of the bipartisan en bloc. This en bloc contains 17
amendments offered by my colleagues on both sides of the aisle.
The en bloc includes amendments that look to increase access to
airspace for its users. It reinforces staffing levels and availability
of advanced technology for air traffic controllers and further enhances
runway safety at airports, along with a whole lot of other things that
are in the en bloc.
Mr. Chair, I thank my colleagues for their work on these amendments.
I am proud to support this en bloc and encourage all Members to support
it.
Mr. Chair, I reserve the balance of my time.
Mr. LARSEN of Washington. Mr. Chair, I rise in support of this en
bloc.

[[Page H3867]]

It includes a number of provisions that will improve the bill,
including:
A proposal from Representative Manning to advance the recommendations
of the Youth Access to the American Jobs in Aviation Task Force,
particularly on increasing access to information and enhancing
collaboration;
A proposal led by Representative Rouzer with bipartisan support to
prohibit the Department of Transportation from purchasing drones from
foreign adversaries, including Russia and China;
A proposal led by Representative David Scott to increase the FAA's
community outreach to aviation-impacted communities;
A proposal by Representative Sherrill with bipartisan support for the
FAA to study national security implications of unmanned free balloons
and the technical feasibility of having an electronic emitter on board;
A proposal from Representatives Thompson and Vasquez requiring the
DOT to study the loss of commercial air service in small communities
and providing recommendations for restoring that service; and
A critically important proposal from Representatives Yakym and Titus
to ensure maximum air traffic controller hiring for the next 5 years.
Mr. Chair, I urge all Members to support this en bloc amendment, and
I reserve the balance of my time.
Mr. GRAVES of Missouri. Mr. Chair, I yield 3 minutes to the gentleman
from Indiana (Mr. Yakym).
Mr. YAKYM. Mr. Chair, I thank the chairman for yielding and for his
incredible work on this FAA reauthorization bill. It has been a
bipartisan experience working with Ranking Member Larsen, and I thank
him, as well, for his work on my amendments.
I thank them both for including Yakym amendment 100 in this en bloc.
This amendment which was developed in a bipartisan manner and
partnership with my colleague, Representative Titus from Nevada,
extends the requirement that the FAA take a maximal approach to hiring
and training air traffic controllers through the full life of the
reauthorization.
This summer, we have seen headlines, heard from constituents, and
maybe some of you have even experienced delayed flights and the chaos
that that can bring--one big reason is that we have 1,200 fewer fully
certified controllers than we did just 10 years ago. Hiring isn't
keeping up with the attrition, and short-staffed facilities impose
mandatory overtime and 6-day workweeks, which isn't sustainable for the
controllers we have.
An Inspector General report recently found that the FAA ``lacks a
plan to address'' the controller shortage.
The American traveling public needs the FAA to pursue a sustained,
long-term commitment to maximum hiring of air traffic controllers, and
Congress should require it.
Mr. Speaker, I urge my colleagues to support my amendment.
Mr. LARSEN of Washington. Mr. Chair, I reserve the balance of my
time.
Mr. GRAVES of Missouri. Mr. Chair, I yield 5 minutes to the gentleman
from New Jersey (Mr. Smith).
Mr. SMITH of New Jersey. Mr. Chair, I thank my good friend and
colleague for writing such an important bill, and I thank Chairman
Graves and Mr. Larsen for the great cooperation between both sides of
the aisle.
Mr. Chair, my amendment, cosponsored by Jeff Van Drew and Dr. Andy
Harris, requires the President or his designee to certify that offshore
wind turbine projects in the North Atlantic and Mid-Atlantic Planning
Areas will not ``weaken, degrade, interfere with, or nullify the
capability of radar relied upon by the FAA or the Armed Forces.''
It would also require the DOT IG to conduct a comprehensive review of
the sufficiency of the process used to approve offshore wind projects
in areas critical to air travel and national security.
Many of us, Mr. Chair, are deeply concerned over the safety,
efficacy, and likely deleterious environmental impact of embedding some
3,400 ocean wind turbines, each the size of the Chrysler Building in
New York City, off our coast.
We have serious, well-founded concerns that offshore wind turbines
will interfere with radar capabilities and, as a direct consequence,
create a dangerous and potentially catastrophic impact on both military
and commercial aviation activities, as well as helicopters used by the
Coast Guard to save lives.

Offshore wind development will affect some of the busiest airspace in
the country, including the areas surrounding New York, Boston,
Philadelphia, and Washington, which contain major international
airports, dozens of smaller airports, and several military and Coast
Guard aviation facilities.
Mr. Chair, the Bureau of Ocean Energy Management's radar interference
analysis from August of 2020 stated: ``The research team found that the
proposed and hypothetical wind farms are within the line of sight of 36
radar systems, indicating that they will generate interference to these
radars under normal atmospheric conditions'' and ``future offshore wind
energy installations off the Atlantic Coast may impact land-based radar
systems.''
Additionally, in 2017, the interagency Ground-Based Coastal Air
Surveillance Wind Turbine-Radar Interference Vulnerability Study found
that: ``Offshore wind turbines may pose unique impacts to coastal radar
systems given the differences in propagation of radar signals over the
ocean versus land, as well as the larger size of offshore wind turbines
compared to land-based wind turbines.''
This particular analysis, I would point out, relied on the Block
Island Wind Farm off the coast of Rhode Island whose turbines are 589
feet tall. The turbines slated for installation off the New Jersey and
New York coast are significantly higher, approximately 1,000 feet. They
are huge, and they will affect radar.
The DOD has expressed serious concerns over offshore wind development
off the Virginia coast. How does that apply to us and to commercial
aviation, which is, again, the gist of this amendment?
I have personally, Mr. Chair, read several of the major impact
studies for these projects, and they confidently, almost arrogantly,
suggest and assert that problems that might arise can be ``mitigated.''
Really? Then support my amendment and ensure that that's the case and
that we do our due diligence.
A 2022 comprehensive study by the National Academy of Sciences found
that: ``Wind turbine generator mitigation techniques have not been''--I
emphasize ``have not been''--``substantially investigated, implemented,
matured, or deployed.''
Additionally, the NAS found that wind turbine generator returns
obfuscate even marine vessel radar. That is not the subject here, but
it is radar. Therefore, it leads to false images when vessels are
traversing our oceans.
Mr. Chair, allies, including Taiwan, Japan, Finland, and Sweden, have
halted certain offshore wind turbine projects due to objections from
their armed services. An article last year in the Taiwan News said:
``The military has confirmed wind turbines could interfere with the
surface-to-air missile systems deployed in the northwestern coast of
Taiwan. The low-frequency noise generated by the turbines is likely to
affect the reflected radio waves that phased array radars need to
detect signals of missiles or aircraft.''

{time} 0930

That is very serious. This wall will make us blind potentially. It
will inhibit our ability to see what is going on. Again, there is so
much commercial aircraft, and they need to have unfettered ability to
traverse the skies.
Finally, no matter where any of my colleagues stand on offshore wind,
a certification by the President or his designee--and the due diligence
that that will require--that offshore wind turbines do not weaken,
degrade, interfere with, or nullify the capability of radar relied on
by the FAA is both prudent and it is absolutely necessary.
Mr. Chair, I thank the distinguished chairman for including this in
his en bloc amendment.
Mr. LARSEN of Washington. Mr. Chair, I recommend that folks vote for
this en bloc, and I yield back the balance of my time.
Mr. GRAVES of Missouri. Mr. Chair, before I close, I will take a
moment to thank Ranking Member Larsen. He has been a great partner to
work with in this process. I also thank the Aviation Subcommittee
Chairman Garret

[[Page H3868]]

Graves and Ranking Member Steve Cohen for their hard work on this,
too.
The FAA's reauthorization expires at the end of September, and this
is truly a bipartisan product. This en bloc reflects that. The
underlying bill is supported by over a thousand stakeholders, including
national organizations, companies, pilot groups, airlines, airports,
individual leaders in the aviation community, and so many more.
Mr. Chair, I appreciate the work that has gone into this product, and
once again, I thank the staff on both sides of the aisle.
This bill is vital to America's airport infrastructure, to our
economy, and to the future of American leadership in aviation.
Mr. Chair, I urge my colleagues to support the en bloc amendment and
the bill on final passage a little bit later this morning.
Mr. Chair, I yield back the balance of my time.
The Acting CHAIR. The question is on the amendments en bloc offered
by the gentleman from Missouri (Mr. Graves).
The question was taken; and the Acting Chair announced that the ayes
appeared to have it.
Mr. LARSEN of Washington. Mr. Chair, I demand a recorded vote.
The Acting CHAIR. Pursuant to clause 6 of rule XVIII, further
proceedings on the amendments en bloc offered by the gentleman from
Missouri will be postponed.

Amendment No. 76 Offered by Mr. Perry

The Acting CHAIR. It is now in order to consider amendment No. 76
printed in part A of House Report 118-147.
Mr. PERRY. Mr. Chair, I have an amendment at the desk.
The Acting CHAIR. The Clerk will designate the amendment.
The text of the amendment is as follows:

Page 94, beginning on line 23, strike section 206.
Page 96, beginning on line 1, strike section 207.

The Acting CHAIR. Pursuant to House Resolution 597, the gentleman
from Pennsylvania (Mr. Perry) and a Member opposed each will control 5
minutes.
The Chair recognizes the gentleman from Pennsylvania.
Mr. PERRY. Mr. Chair, this amendment strikes sections 206 and 207 of
the underlying bill that restricts the sale of reserved N-Numbers for
profit, or as the underlying bill calls it, N-Number profiteering.
Instead of addressing the real pressures and pressing issues facing
the aviation industry, such as serious staffing shortages--pilots,
controllers, employees of the FAA, mechanics, et cetera--that are
causing massive delays and cancellations all around the country,
Congress feels the need to interfere with small businesses transferring
and selling N-Numbers. What an egregious crime.
For those who don't know, N-Numbers are the clearly marked
registration numbers for civil aircraft within the United States. They
are transferable and reusable. When you see an airplane go by that says
N123456 on the tail, that is the N-Number. When the aircraft identifies
itself to air traffic control, it says, ``Air traffic control, this is
November 12345 inbound,'' or whatever.
Currently, small businesses have sprung up that reserve and sell
these N-Numbers, providing aircraft owners with the ability to obtain
their desired N-Number, much like a vanity plate on a car, while
allowing these businessowners to make a living.
These private transactions between consenting parties provide value
to both the buyer and the seller. Otherwise, these transactions just
wouldn't happen.
Unless the plane owner seeks a specific N-Number, they are able to
get one of the 454,910 N-Numbers currently available for reservation
directly from the FAA for $10 apiece. They can get them right now for
$10. None of that has changed. In other words, no one is forcing anyone
to do business with the N-Number brokers unless they want to.
The practice of reserving and selling these N-Numbers is not harming
anyone. Instead, it is an innovative commercial venture providing value
to all parties. It certainly is not something for Congress to be
interfering with and bothering itself with over the behest of private
plane owners.
This amendment removes this gross government overreach and allows
freedom of enterprise in America to continue.
Mr. Chair, I urge my colleagues to stand up for the market, protect
contractual freedom, and support this amendment.
Mr. Chair, I reserve the balance of my time.
Mr. LARSEN of Washington. Mr. Chair, I claim time in opposition to
the amendment.
The Acting CHAIR. The gentleman is recognized for 5 minutes.
Mr. LARSEN of Washington. Mr. Chair, I yield such time as he may
consume to the gentleman from Missouri (Mr. Graves), the chairman of
the full committee.
Mr. GRAVES of Missouri. Mr. Chair, I rise in opposition to amendment
No. 76 that is offered by Mr. Perry. This amendment proposes to strike
two provisions in the bill that seek to make fairer the process of
reserving aircraft registration numbers, also known as N-Numbers.
The bill also prevents individuals from profiting from the sale or
transfer of an N-Number that is otherwise sold, as was pointed out, by
the FAA for $10.
What do I mean by that? There are people out there who scoop up N-
Numbers from the FAA for $10 using automated software. What that does
is if you are making a transfer and buy a different airplane, and you
want to keep the same N-Number, you will be blocked in many cases
because of the automated software. They hold hostage that particular N-
Number and offer it for sale for thousands or tens of thousands of
dollars in some cases, depending on what the N-Number is.
As was pointed out, we are interrupting freedom of enterprise.
Pirating is also an enterprise. We make it illegal. Why do we make it
illegal? Because it should be illegal.
If you use the logic of this amendment, why are we interfering? Why
would the government interfere if somebody is just trying to have
freedom of enterprise when it comes to pirating or anything else, for
that matter, that is illegal? It is just individuals trying to make a
living.
The logic is flawed, and we need to keep this provision in the bill.
Mr. PERRY. Mr. Chair, I appreciate the chairman of the full committee
and his perspective on this. Nobody likes the pirating or the abuse, so
to speak, of the system, but to disallow it altogether is not the
answer.
To me, this is Congress, and if this is such an egregious problem,
then we can handle the software issue directly without destroying an
industry that is obviously good for the buyer and the seller.
Quite honestly, I don't know how many of us who have bought and sold
a car and transferred the license number said: ``Oh, my goodness, if I
don't have the same license number, well, I can't sell the car.'' I am
not really worried about the license number. I just need to be able to
drive the car.
If it is such a problem, why don't we address that portion of the
problem and not cut everybody out of the deal?
Mr. Chair, I reserve the balance of my time.
Mr. LARSEN of Washington. Mr. Chair, I don't know that I could add
much to Chairman Graves' comments. He clearly is a leader--if not the
leader--on aviation in this Congress. He has more expertise on the
vagaries of the general aviation airplane market, and I stand behind
his comments.
Mr. Chair, I will address a comment made earlier by the proponent of
the amendment, and that was the implication that this bill seems to be
only about this issue when we should be dealing with air traffic
controller staffing, pilot staffing, or manufacturing.
I have said that this bill is not about issue A, issue B, or issue C.
This bill is a whole alphabet of issues that we have to deal with with
the FAA.

In fact, this bill does address air traffic controller staffing by
requiring the FAA to staff up to the maximum number, according to the
staffing model that the FAA has.
It makes investments in the aviation workforce with aviation
workforce development programs to increase the amount of talent in the
pipeline for pilots, maintenance workers, and manufacturing workers in
aviation.
It makes critical changes and improvements to accessibility for
people who are wheelchair-bound or need to use mobility aids when they
travel.

[[Page H3869]]

To imply this bill is only about one issue, and this particular
issue, is not an accurate description at all of this legislation nor of
the work of the full Transportation and Infrastructure Committee to
bring this bill to the floor to get the FAA reauthorized.
Mr. Chair, I wanted to make sure that goes on record as part of this
debate, and I reserve the balance of my time.
Mr. PERRY. Mr. Chair, I acknowledge that the bill is not only about
this issue, but the pressing issues that we have, the ones that you
already talked about, I would say that the bill could do a lot more on
those issues. Those are the things that concern the American people:
safety, access, and canceled flights.
I will tell you that it is great that we are mandating the FAA to do
something. We are mandating that the American people have to do
something. We are mandating that the FAA fully complement controllers.
That doesn't mean controllers are coming out of school. That doesn't
mean controllers want to take the job. You can mandate it all you want,
but if the people aren't willing to do the job or are not available to
do the job, they are not going to be there to do the job. I see that as
a wholly inadequate response and solution to a pressing problem that I
predict is going to get worse between now and the next 5-year
reauthorization.
Mr. Chair, I urge adoption of this amendment. I think it is a good
amendment. If we have to deal with the other problem directly, then
let's deal directly with the other problem of the software and not
punish everybody.
Mr. Chair, I yield back the balance of my time.
Mr. LARSEN of Washington. Mr. Chair, may I inquire as to how much
time I have remaining.
The Acting CHAIR. The gentleman has 1\1/2\ minutes remaining.
Mr. LARSEN of Washington. Mr. Chair, I yield 1\1/2\ minutes to the
gentleman from Louisiana (Mr. Graves).
Mr. GRAVES of Louisiana. Mr. Chair, I thank my friend, Congressman
Rick Larsen, for yielding.
Mr. Chair, yesterday, I had a chance to talk about this legislation
and talk about the fact that there has been an input process that has
gone on for well over a year. This legislation is in excess of 840
pages and has achieved numerous bipartisan wins on things that are
advancing aviation safety and the aviation industry in the United
States.
There are a number of people behind the scenes who have put
tremendous hours of blood, sweat, and tears into this bill. I will take
a minute to thank the following folks: Hunter Presti, Laney Copeland,
Julie Devine, Chris Senn, Andrew Giacini, Will Moore, Jack Ruddy, Corey
Cooke, Abby Wenk, Leslie Parker, Brian Bell, Alex Menardy, Liz Forro,
Adam Weiss, Kathy Dedrick, and Stanton Johnson, as well as our own
deputy chief of staff, Maggie Ayrea, for all the work that they did to
put this legislation together.

{time} 0945

I remind this body, Mr. Chairman, that this bill passed out of the
House Transportation and Infrastructure Committee on a unanimous vote.
I will be the first to admit that, certainly, there are some
imperfections--and my friend from Pennsylvania believes he has
identified one--but this legislation is really just a tremendous step
forward for the aviation industry in the United States.
I, again, thank Mr. Larsen. Sam Graves did an amazing job, as well as
Congressman Cohen for their partnership on this bill.
Mr. LARSEN of Washington. Mr. Chairman, I yield back the balance of
my time.
The Acting CHAIR. The question is on the amendment offered by the
gentleman from Pennsylvania (Mr. Perry).
The question was taken; and the Acting Chair announced that the ayes
appeared to have it.
Mr. GRAVES of Missouri. Mr. Chair, I demand a recorded vote.
The Acting CHAIR. Pursuant to clause 6 of rule XVIII, further
proceedings on the amendment offered by the gentleman from Pennsylvania
will be postponed.

Amendment No. 77 Offered by Mr. Perry

The Acting CHAIR. It is now in order to consider amendment No. 77
printed in part A of House Report 118-147.
Mr. PERRY. Mr. Chairman, I have an amendment at the desk.
The Acting CHAIR. The Clerk will designate the amendment.
The text of the amendment is as follows:

Strike section 802 and insert the following:

SEC. 802. REINSTATEMENT OF PRE-PANDEMIC TELEWORK POLICIES,
PRACTICES, AND LEVELS FOR EXECUTIVE AGENCIES.

(a) In General.--Not later than 30 days after the date of
enactment of this Act, the Administrator of the Federal
Aviation Administration shall reinstate and apply the
telework policies, practices, and levels of the agency as in
effect on December 31, 2019, and may not expand any such
policy, practices, or levels until the date on which the
Administration plan is submitted to Congress with a
certification by the Director of the Office of Personnel
Management under subsection (b).
(b) Study, Plan, and Certification Regarding Executive
Agency Telework Policies, Practices, and Levels for Executive
Agencies.--Not later than 6 months after the date of
enactment of this Act, the Administrator, in consultation
with the Director, shall submit to Congress--
(1) a study on the impacts on the agency and its mission of
expanding telework by its employees during the SARS-CoV-2
pandemic that commenced in 2019, including an analysis of--
(A) any adverse impacts of that expansion on the agency's
performance of its mission, including the performance of
customer service by the agency;
(B) any costs to the agency during that expansion
attributable to--
(i) owning, leasing, or maintaining under-utilized real
property; or
(ii) paying higher rates of locality pay to teleworking
employees as a result of incorrectly classifying such
employees as teleworkers rather than remote workers;
(C) any degree to which the agency failed during that
expansion to provide teleworking employees with secure
network capacity, communications tools, necessary and secure
access to appropriate agency data assets and Federal records,
and equipment sufficient to enable each such employee to be
fully productive;
(D) any degree to which that expansion facilitated
dispersal of the agency workforce around the Nation; and
(E) any other impacts of that expansion that the agency or
the Director considers appropriate;
(2) the Administration plan to expand telework policies,
practices, or levels beyond those in place as a result of
subsection (a); and
(3) a certification by the Director that such plan will--
(A) have a substantial positive effect on--
(i) the performance of the agency's mission, including the
performance of customer service;
(ii) increasing the level of dispersal of agency personnel
throughout the Nation; and
(iii) the reversal of any adverse impact set forth pursuant
to paragraph (1)(D);
(B) substantially lower the agency's costs of owning,
leasing, or maintaining real property;
(C) substantially lower the agency's costs attributable to
paying locality pay to agency personnel working from
locations outside the pay locality of their position's
official worksite; and
(D) ensure that teleworking employees will be provided with
secure network capacity, communications tools, necessary and
secure access to appropriate agency data assets and Federal
records, and equipment sufficient to enable each such
employee to be fully productive, without substantially
increasing the agency's overall costs for secure network
capacity, communications tools, and equipment.
(4) Limitation.--
(A) In general.--The Administrator may not implement the
plan submitted under paragraph (2) unless a certification by
the Director was issued under paragraph (3).
(B) Subsequent plans.--In the event an initial agency plan
submitted under paragraph (2) fails to receive such
certification, the agency may submit to the Director
subsequent plans until such certification is received, and
submit such plan and certification to Congress.
(c) Definitions.--In this section--
(1) the term ``agency'' has the meaning given the term
``Executive agency'' in section 105 of title 5, United States
Code;
(2) the term ``Director'' means the Director of the Office
of Personnel Management;
(3) the term ``locality pay'' means locality pay provided
for under section 5304 or 5304a of such title; and
(4) the terms ``telework'' and ``teleworking'' have the
meaning given those terms in section 6501 of such title, and
include remote work.

[[Page H3870]]

high opinion of Washington, D.C., bureaucrats. Congressional staff
spend hours helping constituents just get a human being on the
telephone to get answers from agencies like Social Security or the IRS.
A recently released GAO report showed that 17 of the 24 Federal
agencies in GAO's review used an estimated average of 25 percent or
less of their headquarters buildings' capacity in a 3-week sample
period, which means 75 percent of the building is empty.
These are headquarters, to be clear, not field offices in the middle
of nowhere. This is where the people are, generally speaking, in
Washington, D.C., actually.
The Republican Conference has undergone a concerted effort to ensure
that these bureaucrats actually do their work in the office.
In the first few weeks of this Congress, we passed the SHOW UP Act--
which passed the House on a bipartisan basis with all but one member of
the Republican Conference and three Democrats--that would simply
require agencies to reinstate the telework policies in effect on
December 31, 2019, and require approval of OMB for further expansion of
telework policies.
This bill, as written, allows the FAA to implement out-of-control
telework policies for FAA employees during a time when workforce
issues--both at the FAA and in the aviation industry broadly--are
hindering the efficient movement of the flying public.
In my view, this is unwise and is the exact opposite direction that
we should be going.
This amendment applies the policies of the SHOW UP Act to only the
FAA. This is a commonsense policy upon which the House has already
voted and voted in an overwhelmingly bipartisan basis.
Mr. Chairman, I urge support, and I reserve the balance of my time.
Mr. LARSEN of Washington. Mr. Chairman, I rise in opposition to the
amendment offered by Representative Perry.
The Acting CHAIR. The gentleman is recognized for 5 minutes.
Mr. LARSEN of Washington. As Representative Perry knows, he is
showing great leadership on the T&I subcommittee that oversees public
building use, economic development, and emergency management. In fact,
we had a hearing last week with a couple of witnesses to discuss the
very issue of office use space with the General Services
Administration.
There is quite a bit of agreement on the committee right now about
the fact that we have a problem of empty office space and there is not
a good alignment between the use of the space and telework policies. We
are trying to get the GSA, the General Services Administration, to take
a look at that hard and come up with a better balance.
Representative Perry is leading that effort, and I congratulate him
for that. It is because of his leadership on that that we have some
bipartisan agreement approaching that issue.
That said, the FAA telework policies that are under fire from this
amendment existed prior to COVID-19, and they exist today. The FAA
itself--as many agencies are--is trying to find that new balance post-
COVID. I continue to support the agency's ability to establish and
revise, as needed, their commonsense telework policies.
We have achieved a bipartisan, commonsense approach to dealing with
and overseeing FAA telework coming out of this pandemic, and I urge
Members to reject this amendment, which will take us backward.
Section 802 of the underlying bill addresses the core concern that
Representative Perry has presented in this amendment, that the FAA
should review the agency's telework policies. The underlying bill
ensures FAA considers in its review aviation safety, employee training,
the global leadership of U.S. aviation and performing oversight
responsibilities.
Creating additional burdensome requirements on the FAA, as
contemplated in the amendment, to get OMB approval for any telework
policy changes will hinder FAA's ability to adapt to changing
conditions.
This bill has already given the FAA a lot of things to do, and it
doesn't seem to make sense to give them more to do when they are
already, essentially, trying to get done what the spirit of the
underlying bill is asking it to do.
This amendment would also undercut the FAA's existing collective
bargaining agreements and force it to take up valuable time
renegotiating these agreements when it should be focusing on its
critical safety work.
Additionally, this amendment upgrades the FAA's ability to create a
competitive workplace so we can attract people into the FAA and attract
new talent.
For these reasons, Mr. Chair, I am opposing the amendment, and I
encourage my colleagues to do the same. I retain my commitment to
working with Representative Perry in his role as the chair of the
subcommittee to continue looking at how we can get the GSA to best
balance the use of federally owned office space and leased space with
the Federal employee workforce.
Mr. Chair, I reserve the balance of my time.
Mr. PERRY. Mr. Chairman, I thank my friend for his comments regarding
our work in the subcommittee.
Mr. Chairman, I yield 2 minutes to my good friend from Virginia (Mr.
Good).
Mr. GOOD of Virginia. Mr. Chairman, I am proud to rise in support of
the amendment offered by my friend from Pennsylvania (Mr. Perry) that
is appropriately titled the SHOW UP amendment.
Isn't that the minimum standard--to show up--to come to work,
especially when you are on the Federal dole paid by the taxpayer?
This amendment would ensure that the staff of the FAA do what most
Americans probably assume that they are already doing and actually go
back to work.

It requires the FAA to comply with the SHOW UP Act.
The problem, as Mr. Perry has already mentioned, with these Federal
agencies--have you ever tried to get a passport recently or a visa
recently and need help with a Federal agency?
The employees are not at work.
The SHOW UP Act was already passed with bipartisan support earlier
this Congress, and this commonsense amendment requires agencies to
return to the policies that were in place as of December of 2019, just
3\1/2\ years ago.
It also stipulates that agencies may not arbitrarily expand telework
policies unless the Office of Personnel Management deems that it would
have a significant, positive impact on the agency's mission. It is hard
to imagine how that would truly be the case.
Removing the FAA's ability to perpetuate its current relaxed telework
policy simply puts the FAA on the same footing as its counterparts in
the private sector and requires these Federal employees to do what the
civilians they are purportedly there to serve are required to do: show
up to work every day.
The China virus has long dissipated, and it is time for the FAA
employees to resume their normal day-to-day duties in the office, and
it is ridiculous that we have to try to force this to happen.
Mr. Chairman, I will give you some stats.
An October 2022 survey by the OPM of 558,000 Federal employees
revealed that 20 percent never report to a physical office, while 46
percent come to the office some of the time.
Unfortunately, unions like the American Federation of Government
Employees--a government union should be illegal, by the way--are
fighting to keep America's Federal employees at home permanently.
The Acting CHAIR. The time of the gentleman has expired.
Mr. PERRY. Mr. Chair, I yield such time as he may consume to the
gentleman.
Mr. GOOD of Virginia. Mr. Chairman, another survey from the OPM found
that 80 percent of managers in Federal agencies report they are
managing a poorly performing staff and it is nearly impossible to take
actions like demoting or firing them, thanks to the government unions.
The problem is even worse when you consider a May Federal News
Network Survey showed that only 8 percent of Federal employees are
coming in to work--8 percent every day.
Mr. Chairman, when there is an unfortunate incident that happens at
the FAA, we need these FAA employees onsite and ready to respond to do
everything they can to remediate the situation.

[[Page H3871]]

My constituents go to work every day, and, Mr. Chairman, your
constituents go to work every day. They don't want to pay the salaries
of Federal employees who don't have to show up to work.
Again, it is hard to believe we have to have an amendment to require
this, but this amendment should pass, and I hope all my colleagues will
support it.
Mr. PERRY. Mr. Chairman, I yield back the balance of my time.
Mr. LARSEN of Washington. Mr. Chair, may I inquire as to the time
remaining.
The Acting CHAIR. The gentleman has 1\3/4\ minutes remaining.
Mr. LARSEN of Washington. Mr. Chair, first off, I want to be clear. I
think government unions should be legal. They are legal in the United
States, and I am very pleased they are legal so those unions can
represent the women and men who go to work every day on behalf of the
taxpaying public to do their job in service.
In that vein, too, there is no indication that FAA employees are en
bloc not showing up to go to work. They may not be going to the
workplace because we have telework policies in place. That does not
equate--it does not equate to people not doing the work that we ask of
them. In fact, this bill, the FAA reauthorization bill, the Securing
Growth and Robust Leadership in the American Aviation Act, asks the FAA
to do even more to improve the already gold standard that we have in
U.S. aviation in the United States.
We are giving the FAA employees plenty to do, and our committee will
commit to ensuring that the FAA does just that through our oversight
responsibilities.
Mr. Chair, with my remaining time I do want to thank the chair of the
full committee, Sam Graves, for his leadership to get us to this point.
We are on the verge of passing a comprehensive, bipartisan, negotiated-
in-good-faith, important, policy-based bill, I presume in a bipartisan
manner, which may not make the news because it wasn't exciting enough
for the news. We pride ourselves on being a boring committee and a
workhorse committee, just trying to get our work done, and Sam Graves,
in my view, deserves all the credit for that work and the great work of
his team to make that happen.
I thank the team standing behind me on the committee staff, as well
for their work to help make this happen. They are a critical part of
ensuring that we got to this point today.
Should we pass this bill, we have some work to do with the other body
and White House, but I expect that we will do that.
Mr. Chair, I yield back the balance of my time.
The Acting CHAIR. The question is on the amendment offered by the
gentleman from Pennsylvania (Mr. Perry).
The question was taken; and the Acting Chair announced that the ayes
appeared to have it.
Mr. LARSEN of Washington. Mr. Chair, I demand a recorded vote.
The Acting CHAIR. Pursuant to clause 6 of rule XVIII, further
proceedings on the amendment offered by the gentleman from Pennsylvania
will be postponed.
The Chair understands that amendment No. 98 will not be offered.

Announcement by the Acting Chair

The Acting CHAIR. Pursuant to clause 6 of rule XVIII, proceedings
will now resume on those amendments printed in part A of House Report
118-147 on which further proceedings were postponed, in the follow
order:
Amendments en bloc No. 4 by Mr. Graves of Missouri.
Amendment No. 76 by Mr. Perry of Pennsylvania.
Amendment No. 77 by Mr. Perry of Pennsylvania.
The Chair will reduce to 2 minutes the minimum time for any
electronic vote after the first vote in this series.

Amendments En Bloc No. 4 Offered by Mr. Graves of Missouri

The Acting CHAIR. The unfinished business is the demand for a
recorded vote on amendments en bloc printed in part A of House Report
118-147 offered by the gentleman from Missouri (Mr. Graves) on which
further proceedings were postponed and on which the ayes prevailed by
voice vote.
The Clerk will redesignate the amendments en bloc.
The Clerk redesignated the amendments en bloc.

Recorded Vote

The Acting CHAIR. A recorded vote has been demanded.
A recorded vote was ordered.
The vote was taken by electronic device, and there were--ayes 348,
noes 57, not voting 34, as follows:

[Roll No. 361]

AYES--348

Adams
Aderholt
Aguilar
Alford
Allen
Allred
Amodei
Arrington
Auchincloss
Babin
Bacon
Baird
Balderson
Balint
Banks
Barr
Bean (FL)
Beatty
Bentz
Bera
Bergman
Bice
Bilirakis
Bishop (GA)
Bishop (NC)
Blumenauer
Boebert
Bonamici
Bost
Brown
Brownley
Buchanan
Bucshon
Budzinski
Burgess
Burlison
Calvert
Caraveo
Carbajal
Cardenas
Carey
Carl
Carson
Carter (GA)
Carter (LA)
Cartwright
Case
Casten
Castor (FL)
Castro (TX)
Chavez-DeRemer
Cherfilus-McCormick
Chu
Ciscomani
Clark (MA)
Cleaver
Cline
Clyburn
Cohen
Cole
Collins
Comer
Connolly
Correa
Costa
Craig
Crawford
Crenshaw
Crockett
Crow
Curtis
D'Esposito
Davids (KS)
Davidson
Davis (NC)
De La Cruz
DeGette
DeLauro
DelBene
Deluzio
DeSaulnier
DesJarlais
Diaz-Balart
Dingell
Doggett
Donalds
Duarte
Duncan
Dunn (FL)
Edwards
Ellzey
Emmer
Escobar
Eshoo
Estes
Evans
Ezell
Fallon
Feenstra
Ferguson
Finstad
Fischbach
Fitzgerald
Fitzpatrick
Fleischmann
Fletcher
Flood
Foster
Foushee
Foxx
Frankel, Lois
Franklin, C. Scott
Fry
Fulcher
Gallagher
Garamendi
Garbarino
Garcia, Mike
Gimenez
Golden (ME)
Gonzales, Tony
Gonzalez, Vicente
Gooden (TX)
Graves (LA)
Graves (MO)
Green (TN)
Green, Al (TX)
Greene (GA)
Guest
Guthrie
Hageman
Harder (CA)
Harris
Harshbarger
Hayes
Hern
Higgins (LA)
Hill
Himes
Hinson
Horsford
Houchin
Hoyer
Hoyle (OR)
Hudson
Huizenga
Ivey
Jackson (IL)
Jackson (NC)
Jackson Lee
Jacobs
James
Jeffries
Johnson (OH)
Johnson (SD)
Joyce (OH)
Joyce (PA)
Kamlager-Dove
Kaptur
Kean (NJ)
Keating
Kelly (IL)
Kelly (MS)
Kelly (PA)
Khanna
Kiggans (VA)
Kildee
Kiley
Kilmer
Kim (CA)
Krishnamoorthi
Kuster
Kustoff
LaHood
LaLota
LaMalfa
Lamborn
Landsman
Langworthy
Larsen (WA)
Larson (CT)
Latta
LaTurner
Lawler
Lee (FL)
Lee (NV)
Leger Fernandez
Letlow
Levin
Lieu
Lofgren
Loudermilk
Lucas
Luetkemeyer
Luttrell
Lynch
Magaziner
Malliotakis
Mann
Manning
Mast
Matsui
McBath
McCaul
McClain
McClellan
McClintock
McCollum
McCormick
McGarvey
Meeks
Meng
Meuser
Mfume
Miller (IL)
Miller (OH)
Miller (WV)
Miller-Meeks
Mills
Molinaro
Moolenaar
Mooney
Moore (AL)
Moore (UT)
Moore (WI)
Moran
Morelle
Moskowitz
Moulton
Mrvan
Mullin
Murphy
Napolitano
Neal
Neguse
Nehls
Newhouse
Nickel
Norton
Nunn (IA)
Palmer
Panetta
Pappas
Pelosi
Peltola
Pence
Perez
Perry
Peters
Pettersen
Pfluger
Phillips
Pingree
Pocan
Porter
Posey
Quigley
Reschenthaler
Rodgers (WA)
Rogers (AL)
Rogers (KY)
Rose
Ross
Rouzer
Ruiz
Ruppersberger
Rutherford
Ryan
Sablan
Salazar
Salinas
Santos
Sarbanes
Scalise
Schiff
Schneider
Scholten
Schrier
Schweikert
Scott (VA)
Scott, Austin
Scott, David
Self
Sessions
Sewell
Sherman
Sherrill
Simpson
Slotkin
Smith (MO)
Smith (NE)
Smith (NJ)
Smucker
Sorensen
Soto
Spanberger
Spartz
Stansbury
Stanton
Stauber
Steel
Stefanik
Steil
Stevens
Stewart
Strickland
Strong
Swalwell
Sykes
Takano
Tenney
Thanedar
Thompson (CA)
Thompson (MS)
Thompson (PA)
Timmons
Titus
Tokuda
Torres (CA)
Torres (NY)
Trone
Turner
Underwood
Valadao
Van Drew
Van Duyne
Van Orden
Vargas
Vasquez
Veasey
Velazquez
Wagner
Walberg
Waltz
Weber (TX)
Webster (FL)
Wenstrup
Westerman
Wild
Williams (GA)
Williams (NY)
Williams (TX)
Wilson (FL)
Wilson (SC)
Wittman
Womack
Yakym
Zinke

NOES--57

Barragan
Beyer
Biggs
Blunt Rochester
Bowman
Brecheen
Buck
Burchett
Bush
Casar
Clarke (NY)
Clyde
Crane
Davis (IL)
Espaillat
Frost
Gaetz
Garcia (IL)
Garcia, Robert
Gomez
Good (VA)
Gosar
Gottheimer
Griffith
Grijalva
Grothman
Higgins (NY)
Jackson (TX)
Jayapal
Kim (NJ)
Lee (CA)
Lee (PA)
Luna
McGovern
Menendez
Nadler
Norman
Obernolte
Ocasio-Cortez
Ogles
Omar
Pallone
Pascrell
Pressley
Ramirez
Raskin
Rosendale
Sanchez

[[Page H3872]]

Schakowsky
Smith (WA)
Steube
Tiffany
Tlaib
Tonko
Trahan
Waters
Watson Coleman

NOT VOTING--34

Armstrong
Boyle (PA)
Cammack
Carter (TX)
Cloud
Courtney
Cuellar
Dean (PA)
Gallego
Garcia (TX)
Goldman (NY)
Gonzalez-Colon
Granger
Houlahan
Huffman
Hunt
Issa
Johnson (GA)
Johnson (LA)
Jordan
Lesko
Mace
Massie
McHenry
Moylan
Norcross
Owens
Payne
Plaskett
Radewagen
Roy
Scanlon
Wasserman Schultz
Wexton

{time} 1020

Messrs. GOSAR, ESPAILLAT, GOTTHEIMER, Mrs. RAMIREZ, Mr. RASKIN, Mses.
BLUNT ROCHESTER, CLARKE of New York, Messrs. GROTHMAN, and TONKO
changed their vote from ``aye'' to ``no.''
Messrs. HORSFORD, LAWLER, Ms. WILSON of Florida, and Mr. MEUSER
changed their vote from ``no'' to ``aye.''
So the en bloc amendments were agreed to.
The result of the vote was announced as above recorded.

Amendment No. 76 Offered by Mr. Perry

The Acting CHAIR (Mr. Fry). The unfinished business is the demand for
a recorded vote on amendment No. 76, printed in part A of House Report
118-147 offered by the gentleman from Pennsylvania (Mr. Perry), on
which further proceedings were postponed and on which the ayes
prevailed by voice vote.
The Clerk will redesignate the amendment.
The Clerk redesignated the amendment.

Recorded Vote

The Acting CHAIR. A recorded vote has been demanded.
A recorded vote was ordered.
The Acting CHAIR. This will be a 2-minute vote.
The vote was taken by electronic device, and there were--ayes 64,
noes 329, not voting 46, as follows:

[Roll No. 362]

AYES--64

Aderholt
Allen
Babin
Banks
Biggs
Bishop (NC)
Brecheen
Buck
Burchett
Burgess
Burlison
Carl
Cline
Cloud
Clyde
Comer
Crane
Davidson
Duncan
Franklin, C. Scott
Fry
Fulcher
Gaetz
Good (VA)
Gosar
Green (TN)
Greene (GA)
Griffith
Hageman
Harris
Harshbarger
Hern
Higgins (LA)
Houchin
Hudson
Jackson (TX)
LaMalfa
Lesko
Luna
Luttrell
McClintock
McCormick
Mooney
Moore (AL)
Ogles
Owens
Palmer
Perry
Posey
Reschenthaler
Rosendale
Santos
Self
Sessions
Spartz
Steube
Strong
Tiffany
Van Drew
Waltz
Weber (TX)
Webster (FL)
Williams (TX)
Zinke

NOES--329

Adams
Aguilar
Alford
Allred
Amodei
Arrington
Auchincloss
Bacon
Baird
Balderson
Balint
Barr
Barragan
Bean (FL)
Beatty
Bentz
Bera
Bergman
Beyer
Bice
Bilirakis
Bishop (GA)
Blumenauer
Blunt Rochester
Bonamici
Bost
Bowman
Brown
Brownley
Buchanan
Bucshon
Budzinski
Bush
Calvert
Caraveo
Carbajal
Cardenas
Carey
Carson
Carter (GA)
Carter (LA)
Cartwright
Case
Casten
Castor (FL)
Castro (TX)
Chavez-DeRemer
Cherfilus-McCormick
Chu
Ciscomani
Clark (MA)
Clarke (NY)
Cleaver
Clyburn
Cohen
Cole
Collins
Connolly
Correa
Costa
Craig
Crawford
Crenshaw
Crockett
Crow
Curtis
D'Esposito
Davids (KS)
Davis (IL)
Davis (NC)
De La Cruz
DeGette
DeLauro
DelBene
Deluzio
DeSaulnier
DesJarlais
Diaz-Balart
Dingell
Doggett
Duarte
Dunn (FL)
Edwards
Ellzey
Emmer
Escobar
Eshoo
Espaillat
Estes
Evans
Ezell
Fallon
Feenstra
Ferguson
Finstad
Fischbach
Fitzpatrick
Fleischmann
Fletcher
Flood
Foster
Foushee
Foxx
Frankel, Lois
Frost
Gallagher
Garamendi
Garbarino
Garcia (IL)
Garcia, Mike
Garcia, Robert
Gimenez
Golden (ME)
Gomez
Gonzales, Tony
Gonzalez, Vicente
Gooden (TX)
Gottheimer
Graves (LA)
Graves (MO)
Green, Al (TX)
Grothman
Guest
Guthrie
Harder (CA)
Hayes
Higgins (NY)
Hill
Himes
Hinson
Horsford
Hoyer
Hoyle (OR)
Huffman
Huizenga
Hunt
Ivey
Jackson (IL)
Jackson (NC)
Jackson Lee
Jacobs
James
Jayapal
Jeffries
Johnson (OH)
Johnson (SD)
Joyce (OH)
Joyce (PA)
Kamlager-Dove
Kaptur
Kean (NJ)
Keating
Kelly (IL)
Kelly (MS)
Kelly (PA)
Khanna
Kiggans (VA)
Kildee
Kiley
Kilmer
Kim (NJ)
Krishnamoorthi
Kuster
Kustoff
LaHood
LaLota
Lamborn
Landsman
Langworthy
Larsen (WA)
Larson (CT)
Latta
LaTurner
Lawler
Lee (CA)
Lee (FL)
Lee (NV)
Lee (PA)
Leger Fernandez
Letlow
Levin
Lieu
Lofgren
Lucas
Luetkemeyer
Lynch
Magaziner
Mann
Manning
Mast
Matsui
McBath
McClain
McClellan
McCollum
McGarvey
McGovern
McHenry
Meeks
Menendez
Meng
Meuser
Mfume
Miller (OH)
Miller (WV)
Mills
Molinaro
Moolenaar
Moore (UT)
Moore (WI)
Morelle
Moskowitz
Moulton
Mrvan
Mullin
Murphy
Nadler
Napolitano
Neal
Neguse
Nehls
Newhouse
Nickel
Norton
Nunn (IA)
Obernolte
Ocasio-Cortez
Omar
Pallone
Panetta
Pappas
Pascrell
Pelosi
Peltola
Pence
Perez
Peters
Pettersen
Pfluger
Phillips
Pingree
Pocan
Porter
Pressley
Quigley
Ramirez
Raskin
Rogers (AL)
Rose
Ross
Rouzer
Ruppersberger
Rutherford
Ryan
Sablan
Salazar
Salinas
Sanchez
Sarbanes
Scalise
Schakowsky
Schiff
Schneider
Scholten
Schrier
Schweikert
Scott (VA)
Scott, Austin
Scott, David
Sewell
Sherman
Sherrill
Simpson
Slotkin
Smith (MO)
Smith (NE)
Smith (NJ)
Smith (WA)
Smucker
Sorensen
Soto
Spanberger
Stansbury
Stanton
Stauber
Steel
Stefanik
Steil
Stevens
Stewart
Strickland
Swalwell
Sykes
Takano
Tenney
Thanedar
Thompson (CA)
Thompson (MS)
Timmons
Titus
Tlaib
Tokuda
Tonko
Torres (NY)
Trahan
Trone
Turner
Underwood
Valadao
Van Duyne
Van Orden
Vargas
Vasquez
Veasey
Velazquez
Wagner
Walberg
Waters
Watson Coleman
Wenstrup
Westerman
Wild
Williams (GA)
Williams (NY)
Wilson (FL)
Wilson (SC)
Wittman
Womack
Yakym

NOT VOTING--46

Armstrong
Boebert
Boyle (PA)
Cammack
Carter (TX)
Casar
Courtney
Cuellar
Dean (PA)
Donalds
Fitzgerald
Gallego
Garcia (TX)
Goldman (NY)
Gonzalez-Colon
Granger
Grijalva
Houlahan
Issa
Johnson (GA)
Johnson (LA)
Jordan
Kim (CA)
Loudermilk
Mace
Malliotakis
Massie
McCaul
Miller (IL)
Miller-Meeks
Moran
Moylan
Norcross
Norman
Payne
Plaskett
Radewagen
Rodgers (WA)
Rogers (KY)
Roy
Ruiz
Scanlon
Thompson (PA)
Torres (CA)
Wasserman Schultz
Wexton

Announcement by the Acting Chair

The Acting CHAIR (during the vote). There is 1 minute remaining.

{time} 1023

So the amendment was rejected.
The result of the vote was announced as above recorded.

PERSONAL EXPLANATION

Mr. ROY. Mr. Chair, had I been present, I would have voted ``no'' on
rollcall No. 361 and ``aye'' on rollcall No. 362.

Amendment No. 77 Offered by Mr. Perry

The Acting CHAIR. The unfinished business is the demand for a
recorded vote on amendment No. 77, printed in part A of House Report
118-147 offered by the gentleman from Pennsylvania (Mr. Perry), on
which further proceedings were postponed and on which the ayes
prevailed by voice vote.
The Clerk will redesignate the amendment.
The Clerk redesignated the amendment.

Recorded Vote

[Roll No. 363]

AYES--195

Aderholt
Alford
Allen
Amodei
Armstrong
Arrington
Babin
Bacon
Baird
Balderson
Banks
Barr
Bean (FL)
Bentz
Bergman
Bice
Biggs
Bilirakis
Bishop (NC)
Boebert
Bost
Brecheen
Buchanan
Buck
Bucshon
Burchett
Burgess
Burlison
Calvert
Cammack
Carl
Carter (GA)
Carter (TX)
Ciscomani
Cline
Cloud
Clyde
Collins
Comer
Crane
Crawford
Crenshaw
Curtis
Davidson
De La Cruz
DesJarlais
Donalds
Duarte
Duncan
Dunn (FL)
Edwards
Ellzey
Emmer
Estes
Ezell
Fallon
Feenstra
Ferguson
Finstad
Fischbach
Fitzgerald
Fleischmann
Flood
Foxx
Franklin, C. Scott
Fry
Fulcher
Gaetz
Gallagher
Garcia, Mike
Gimenez
Good (VA)
Gooden (TX)
Gosar
Green (TN)
Greene (GA)
Griffith

[[Page H3873]]

Grothman
Guest
Guthrie
Hageman
Harris
Harshbarger
Hern
Higgins (LA)
Hill
Hinson
Houchin
Hudson
Huizenga
Hunt
Jackson (TX)
James
Johnson (LA)
Johnson (OH)
Johnson (SD)
Jordan
Kelly (MS)
Kelly (PA)
Kiley
Kim (CA)
Kustoff
LaHood
LaLota
LaMalfa
Lamborn
Langworthy
Latta
LaTurner
Lee (FL)
Lesko
Letlow
Loudermilk
Luetkemeyer
Luna
Luttrell
Malliotakis
Mann
Massie
Mast
McCaul
McClain
McClintock
McCormick
Meuser
Miller (IL)
Miller (OH)
Miller (WV)
Miller-Meeks
Mills
Moolenaar
Mooney
Moore (AL)
Moore (UT)
Moran
Murphy
Nehls
Newhouse
Norman
Nunn (IA)
Obernolte
Ogles
Owens
Palmer
Pence
Perry
Pfluger
Posey
Reschenthaler
Rogers (AL)
Rose
Rosendale
Rouzer
Roy
Rutherford
Salazar
Santos
Scalise
Schweikert
Scott, Austin
Self
Sessions
Smith (MO)
Smith (NE)
Smith (NJ)
Spartz
Stauber
Steel
Stefanik
Steil
Steube
Stewart
Strong
Tenney
Tiffany
Timmons
Turner
Valadao
Van Drew
Van Duyne
Van Orden
Wagner
Walberg
Waltz
Weber (TX)
Webster (FL)
Wenstrup
Westerman
Williams (NY)
Williams (TX)
Wilson (SC)
Wittman
Womack
Yakym
Zinke

NOES--226

Adams
Aguilar
Allred
Auchincloss
Balint
Barragan
Beatty
Bera
Beyer
Bishop (GA)
Blumenauer
Blunt Rochester
Bonamici
Bowman
Brown
Brownley
Budzinski
Bush
Caraveo
Carbajal
Cardenas
Carey
Carson
Carter (LA)
Cartwright
Casar
Case
Casten
Castor (FL)
Castro (TX)
Chavez-DeRemer
Cherfilus-McCormick
Chu
Clark (MA)
Clarke (NY)
Cleaver
Clyburn
Cohen
Cole
Connolly
Correa
Costa
Craig
Crockett
Crow
D'Esposito
Davids (KS)
Davis (IL)
Davis (NC)
DeGette
DeLauro
DelBene
Deluzio
DeSaulnier
Dingell
Doggett
Escobar
Eshoo
Espaillat
Evans
Fitzpatrick
Fletcher
Foster
Foushee
Frankel, Lois
Frost
Garamendi
Garbarino
Garcia (IL)
Garcia (TX)
Garcia, Robert
Golden (ME)
Goldman (NY)
Gomez
Gonzales, Tony
Gonzalez, Vicente
Gottheimer
Graves (LA)
Graves (MO)
Green, Al (TX)
Grijalva
Harder (CA)
Hayes
Higgins (NY)
Himes
Horsford
Hoyer
Hoyle (OR)
Huffman
Ivey
Jackson (IL)
Jackson (NC)
Jackson Lee
Jacobs
Jayapal
Jeffries
Johnson (GA)
Joyce (OH)
Joyce (PA)
Kamlager-Dove
Kaptur
Kean (NJ)
Keating
Kelly (IL)
Khanna
Kiggans (VA)
Kildee
Kilmer
Kim (NJ)
Krishnamoorthi
Kuster
Landsman
Larsen (WA)
Larson (CT)
Lawler
Lee (CA)
Lee (NV)
Lee (PA)
Leger Fernandez
Levin
Lieu
Lofgren
Lucas
Lynch
Magaziner
Manning
Matsui
McBath
McClellan
McCollum
McGarvey
McGovern
McHenry
Meeks
Menendez
Meng
Mfume
Molinaro
Moore (WI)
Morelle
Moskowitz
Moulton
Mrvan
Mullin
Nadler
Napolitano
Neal
Neguse
Nickel
Norton
Ocasio-Cortez
Omar
Pallone
Panetta
Pappas
Pascrell
Pelosi
Peltola
Perez
Peters
Pettersen
Phillips
Pingree
Plaskett
Pocan
Porter
Pressley
Quigley
Ramirez
Raskin
Rogers (KY)
Ross
Ruiz
Ruppersberger
Ryan
Sablan
Salinas
Sanchez
Sarbanes
Schakowsky
Schiff
Schneider
Scholten
Schrier
Scott (VA)
Scott, David
Sewell
Sherman
Sherrill
Simpson
Slotkin
Smith (WA)
Smucker
Sorensen
Soto
Spanberger
Stansbury
Stanton
Stevens
Strickland
Swalwell
Sykes
Takano
Thanedar
Thompson (CA)
Thompson (MS)
Thompson (PA)
Titus
Tlaib
Tokuda
Tonko
Torres (CA)
Torres (NY)
Trahan
Trone
Underwood
Vargas
Vasquez
Veasey
Velazquez
Wasserman Schultz
Waters
Watson Coleman
Wild
Williams (GA)
Wilson (FL)

NOT VOTING--18

Boyle (PA)
Courtney
Cuellar
Dean (PA)
Diaz-Balart
Gallego
Gonzalez-Colon
Granger
Houlahan
Issa
Mace
Moylan
Norcross
Payne
Radewagen
Rodgers (WA)
Scanlon
Wexton

Announcement by the Acting Chair

The Acting CHAIR (during the vote). There is 1 minute remaining.

{time} 1030

Ms. PLASKETT and Mr. LAWLER changed their vote from ``aye'' to
``no.''
So the amendment was rejected.
The result of the vote was announced as above recorded.

PERSONAL EXPLANATION

Mrs. RODGERS of Washington. Mr. Chair, I was not present in the
Chamber during part of the vote series today. Had I been present, I
would have voted ``no'' on rollcall No. 362 and ``aye'' on rollcall No.
363.
The Acting CHAIR. There being no further amendments, under the rule,
the committee rises.
Accordingly, the Committee rose; and the Speaker pro tempore (Mr.
DesJarlais) having assumed the chair, Mr. Fry, Acting Chair 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. 3935) to
amend title 49, United States Code, to reauthorize and improve the
Federal Aviation Administration and other civil aviation programs, and
for other purposes, and, pursuant to House Resolution 597, I report the
bill back to the House with sundry amendments adopted in 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 reported from the
Committee of the Whole? If not, the Chair will put them en gros.
The amendments were agreed to.
The SPEAKER pro tempore. The question is on the engrossment and third
reading of the bill.
The bill was ordered to be engrossed and read a third time, and was
read the third time.
The SPEAKER pro tempore. The question is on passage of the bill.
The question was taken; and the Speaker pro tempore announced that
the ayes appeared to have it.
Mr. GRAVES of Missouri. Mr. Speaker, on that I demand the yeas and
nays.
The yeas and nays were ordered.
The SPEAKER pro tempore. This is a 5-minute vote.
The vote was taken by electronic device, and there were--yeas 351,
nays 69, not voting 13, as follows:

[Roll No. 364]

YEAS--351

Adams
Aderholt
Aguilar
Alford
Allen
Allred
Amodei
Armstrong
Arrington
Auchincloss
Babin
Bacon
Baird
Balderson
Balint
Banks
Barr
Barragan
Bean (FL)
Beatty
Bentz
Bera
Beyer
Bice
Bilirakis
Bishop (GA)
Blumenauer
Blunt Rochester
Boebert
Bonamici
Bost
Brown
Brownley
Buchanan
Bucshon
Budzinski
Burgess
Burlison
Calvert
Cammack
Caraveo
Carbajal
Carey
Carl
Carson
Carter (GA)
Carter (LA)
Carter (TX)
Casar
Case
Casten
Castor (FL)
Castro (TX)
Chavez-DeRemer
Cherfilus-McCormick
Ciscomani
Clark (MA)
Cleaver
Clyburn
Cohen
Cole
Collins
Comer
Connolly
Costa
Craig
Crawford
Crenshaw
Crockett
Crow
Curtis
D'Esposito
Davids (KS)
Davidson
Davis (IL)
Davis (NC)
De La Cruz
DeGette
DeLauro
DelBene
Deluzio
DeSaulnier
DesJarlais
Diaz-Balart
Dingell
Doggett
Duarte
Duncan
Dunn (FL)
Edwards
Ellzey
Emmer
Escobar
Espaillat
Estes
Evans
Ezell
Fallon
Feenstra
Ferguson
Finstad
Fischbach
Fitzgerald
Fitzpatrick
Fleischmann
Fletcher
Flood
Foster
Foushee
Foxx
Frankel, Lois
Franklin, C. Scott
Fry
Gallagher
Garamendi
Garbarino
Garcia (IL)
Garcia, Mike
Garcia, Robert
Gimenez
Goldman (NY)
Gonzales, Tony
Gonzalez, Vicente
Gooden (TX)
Gosar
Gottheimer
Graves (LA)
Graves (MO)
Green (TN)
Green, Al (TX)
Griffith
Grothman
Guest
Guthrie
Hageman
Harder (CA)
Harris
Harshbarger
Hayes
Hern
Higgins (NY)
Hill
Himes
Hinson
Horsford
Houchin
Hoyer
Hoyle (OR)
Hudson
Huffman
Huizenga
Hunt
Ivey
Jackson (IL)
Jackson (NC)
Jackson Lee
Jacobs
James
Jayapal
Jeffries
Johnson (LA)
Johnson (OH)
Johnson (SD)
Jordan
Joyce (OH)
Joyce (PA)
Kaptur
Kean (NJ)
Keating
Kelly (IL)
Kelly (MS)
Kelly (PA)
Khanna
Kiggans (VA)
Kiley
Kilmer
Kim (CA)
Krishnamoorthi
Kuster
Kustoff
LaHood
LaLota
LaMalfa
Lamborn
Landsman
Langworthy
Larsen (WA)
Larson (CT)
Latta
LaTurner
Lawler
Lee (CA)
Lee (FL)
Lee (NV)
Leger Fernandez
Lesko
Letlow
Lofgren
Loudermilk
Lucas
Luetkemeyer
Luttrell
Lynch
Magaziner
Malliotakis
Mann
Manning
Mast
Matsui
McBath
McCaul
McClain
McClellan
McCollum
McCormick
McGarvey
McHenry
Meeks
Menendez
Meuser
Mfume
Miller (OH)
Miller (WV)
Miller-Meeks
Mills
Molinaro
Moolenaar
Mooney
Moore (UT)
Moran
Morelle
Moskowitz
Moulton
Mrvan
Murphy
Napolitano
Neal
Neguse
Nehls
Newhouse
Nickel
Nunn (IA)
Obernolte
Owens
Palmer
Pappas
Pelosi
Peltola
Pence
Perez
Peters
Pettersen
Pfluger
Phillips
Pingree
Pocan
Posey
Quigley
Raskin
Reschenthaler
Rodgers (WA)

[[Page H3874]]

Rogers (AL)
Rogers (KY)
Rose
Ross
Rouzer
Ruiz
Ruppersberger
Rutherford
Ryan
Salazar
Salinas
Sarbanes
Scalise
Schakowsky
Schiff
Schneider
Scholten
Schrier
Schweikert
Scott (VA)
Scott, Austin
Scott, David
Self
Sessions
Sewell
Sherman
Sherrill
Simpson
Slotkin
Smith (MO)
Smith (NE)
Smith (NJ)
Smith (WA)
Smucker
Sorensen
Soto
Spanberger
Stansbury
Stanton
Stauber
Steel
Stefanik
Steil
Stevens
Stewart
Strickland
Strong
Swalwell
Sykes
Takano
Tenney
Thanedar
Thompson (CA)
Thompson (MS)
Thompson (PA)
Timmons
Titus
Tokuda
Tonko
Torres (CA)
Torres (NY)
Trahan
Trone
Turner
Underwood
Valadao
Van Drew
Van Duyne
Van Orden
Vargas
Vasquez
Veasey
Wagner
Walberg
Waltz
Wasserman Schultz
Weber (TX)
Webster (FL)
Wenstrup
Westerman
Wild
Williams (GA)
Williams (NY)
Williams (TX)
Wilson (FL)
Wilson (SC)
Wittman
Womack
Yakym
Zinke

NAYS--69

Bergman
Biggs
Bishop (NC)
Bowman
Brecheen
Buck
Burchett
Bush
Cardenas
Cartwright
Chu
Clarke (NY)
Cline
Cloud
Clyde
Correa
Crane
Donalds
Eshoo
Frost
Fulcher
Gaetz
Garcia (TX)
Golden (ME)
Gomez
Good (VA)
Greene (GA)
Grijalva
Higgins (LA)
Jackson (TX)
Johnson (GA)
Kamlager-Dove
Kildee
Kim (NJ)
Lee (PA)
Levin
Lieu
Luna
Massie
McClintock
McGovern
Meng
Miller (IL)
Moore (AL)
Moore (WI)
Mullin
Nadler
Norman
Ocasio-Cortez
Ogles
Omar
Pallone
Panetta
Pascrell
Perry
Porter
Pressley
Ramirez
Rosendale
Roy
Sanchez
Santos
Spartz
Steube
Tiffany
Tlaib
Velazquez
Waters
Watson Coleman

NOT VOTING--13

Boyle (PA)
Courtney
Cuellar
Dean (PA)
Gallego
Granger
Houlahan
Issa
Mace
Norcross
Payne
Scanlon
Wexton

Announcement by the Speaker Pro Tempore

The SPEAKER pro tempore (Mr. Fry) (during the vote). There is 1
minute remaining.

{time} 1038

So the bill was passed.
The result of the vote was announced as above recorded.
A motion to reconsider was laid on the table.
Stated for:
Mr. CUELLAR. Mr. Speaker, due to a family obligation, I was unable to
vote today. Had I been present, I would have voted ``yea'' on rollcall
No. 364.

personal explanation

Ms. GRANGER. Mr. Speaker, I was unable to attend votes due to
circumstances beyond my control. Had I been present, I would have voted
``yea'' on rollcall No. 361, ``nay'' on rollcall No. 362, ``yea'' on
rollcall No. 363, and ``yea'' on rollcall No. 364.

personal explanation

Mrs. PAYNE. Mr. Speaker, I was unable to cast my votes today due to
an unforeseen circumstance. Had I been present, I would have voted
``no'' on rollcall No. 361, ``no'' on rollcall No. 362, ``no'' on
rollcall No. 363, and ``aye'' on rollcall No. 364.

personal explanation

Ms. SCANLON. Mr. Speaker, I was unable to attend votes today due to
an immovable scheduling conflict. Had I been present, I would have
voted ``yea'' on rollcall No. 361, ``nay'' on rollcall No. 362, ``nay''
on rollcall No. 363, and ``yea'' on rollcall No. 364.

PERSONAL EXPLANATION

Ms. WEXTON. Mr. Speaker, I regret that I was not able to be present
to vote today. Had I been present, I would have voted ``yea'' on
rollcall No. 361, ``nay'' on rollcall No. 362, ``nay'' on rollcall No.
363, and ``yea'' on rollcall No. 364.

____________________