[Congressional Record (Bound Edition), Volume 145 (1999), Part 15]
[House]
[Pages 21693-21698]
[From the U.S. Government Publishing Office, www.gpo.gov]


[[Page 21693]]

   CIVIL AVIATION RESEARCH AND DEVELOPMENT AUTHORIZATION ACT OF 1999

  Mr. HASTINGS of Washington. Mr. Speaker, by direction of the 
Committee on Rules, I call up House Resolution 290 and ask for its 
immediate consideration.
  The Clerk read the resolution, as follows:




                              H. Res. 290

       Resolved, That at any time after the adoption of this 
     resolution the Speaker may, pursuant to clause 2(b) of rule 
     XVIII, declare the House resolved into the Committee of the 
     Whole House on the state of the Union for consideration of 
     the bill (H.R. 1551) to authorize the Federal Aviation 
     Administration's civil aviation research and development 
     programs for fiscal years 2000 and 2001, and for other 
     purposes. The first reading of the bill shall be dispensed 
     with. General debate shall be confined to the bill and shall 
     not exceed one hour equally divided and controlled by the 
     chairman and ranking minority member of the Committee on 
     Science. After general debate the bill shall be considered 
     for amendment under the five-minute rule. It shall be in 
     order to consider as an original bill for purpose of 
     amendment under the five-minute rule the amendment in the 
     nature of a substitute recommended by the Committee on 
     Science now printed in the bill. Each section of the 
     committee amendment in the nature of a substitute shall be 
     considered as read. During consideration of the bill for 
     amendment, the Chairman of the Committee of the Whole may 
     accord priority in recognition on the basis of whether the 
     Member offering an amendment has caused it to be printed in 
     the portion of the Congressional Record designated for that 
     purpose in clause 8 of rule XVIII. Amendments so printed 
     shall be considered as read. The Chairman of the Committee of 
     the Whole may: (1) postpone until a time during further 
     consideration in the Committee of the Whole a request for a 
     recorded vote on any amendment; and (2) reduce to five 
     minutes the minimum time for electronic voting on any 
     postponed question that follows another electronic vote 
     without intervening business, provided that the minimum time 
     for electronic voting on the first in any series of questions 
     shall be 15 minutes. At the conclusion of consideration of 
     the bill for amendment the Committee shall rise and report 
     the bill to the House with such amendments as may have been 
     adopted. Any Members may demand a separate vote in the House 
     on any amendment adopted in the Committee of the Whole to the 
     bill or to the committee amendment in the nature of a 
     substitute. The previous question shall be considered as 
     ordered on the bill and amendments thereto to final passage 
     without intervening motion except one motion to recommit with 
     or without instructions.

  The SPEAKER pro tempore (Mr. Quinn). The gentleman from Washington 
(Mr. Hastings) is recognized for 1 hour.
  Mr. HASTINGS of Washington. For purposes of debate only, I yield the 
customary 30 minutes to the distinguished gentleman from Ohio (Mr. 
Hall), pending which I yield myself such time as I may consume. During 
consideration of this resolution, all time yielded is for purposes of 
debate only.
  Mr. HASTINGS of Washington. Mr. Speaker, House Resolution 290 would 
grant H.R. 1551, the Civil Aviation Research and Development 
Authorization Act of 1999, an open rule.
  The rule provides for 1 hour of general debate, equally divided and 
controlled by the chairman and ranking minority member of the Committee 
on Science. The rule provides that the bill shall be open to amendment 
by section, and allows the chairman of the Committee of the Whole to 
accord priority in recognition to Members who have preprinted their 
amendments in the Congressional Record.
  The rule also allows the chairman of the Committee of the Whole to 
postpone votes during consideration of the bill, and to reduce voting 
time to 5 minutes on a postponed question, if the vote follows a 15-
minute vote.
  Finally, the rule provides 1 motion to recommit, with or without 
instructions.
  Mr. Speaker, the Civil Aviation Research and Development 
Authorization Act of 1991 would authorize the Federal Aviation 
Administration to conduct research and development activities during 
fiscal years 2000 and 2001. The current authorization is scheduled to 
expire at the end of fiscal year 1999.
  Our Nation's air traffic system has seen a dramatic increase in use 
in recent years. This legislation, introduced by the gentlewoman from 
Maryland (Mrs. Morella), makes it possible to keep pace with rising 
aviation volumes and maintain an effective air traffic system.
  The FAA's research and development activities help produce the 
cutting edge technology necessary to ensure the safety, efficiency, and 
security of our national air transportation system. In addition, this 
bill makes it easier for Congress to track overall FAA research 
activities and to better assess priorities for modernization.
  The Congressional Budget Office estimates that enactment of H.R. 1551 
would cost approximately $1.32 billion in budget authority and $1.3 
billion in outlays. Because the bill does not affect direct spending, 
pay-as-you-go procedures do not apply.
  Mr. Speaker, the Committee on Rules was pleased to grant the request 
of the gentleman from Wisconsin (Chairman Sensenbrenner) for an open 
rule on H.R. 1551, providing Members seeking to improve this bill the 
fullest opportunity to offer their amendments on the floor.
  Accordingly, I urge my colleagues to support both House Resolution 
290 and the underlying bill.
  Mr. Speaker, I reserve the balance of my time.
  Mr. HALL of Ohio. Mr. Speaker, I yield myself such time as I may 
consume.
  Mr. Speaker, this is an open rule. It will allow for full and fair 
debate on H.R. 1551, which is the Civilian Aviation Research and 
Development Authorization Act of 1999.
  As my colleague, the gentleman from Washington (Mr. Hastings) has 
described, this rule will provide for 1 hour of general debate. It 
would be equally divided and controlled by the chairman and ranking 
minority member of the Committee on Science.
  The rule permits amendments under the 5-minute rule. This is the 
normal amending process in the House. All Members on both sides of the 
aisle will have the opportunity to offer germane amendments.
  The bill authorizes $1.32 billion in fiscal years 2000 and 2001 for 
the Federal Aviation Administration's civil aviation research and 
development programs. The bill funds a wide range of aviation-related 
research, including aircraft safety, communications, equipment, and 
facilities.
  The bill also funds research aimed at reducing aircraft noise. 
Unfortunately, the FAA has not placed a sufficient priority on research 
to identify technologies that could be used to develop quieter 
aircraft, or to reduce the effects of aircraft noise on neighborhoods 
near airports.
  In my district, residents of the city of Centerville, Ohio, have been 
plagued with aircraft noise ever since flight patterns were shifted 
over the city. This is a particular problem since many of the aircraft 
carry cargo at night or early in the morning. Daily between 4 a.m. and 
7 a.m., when most people are trying to sleep, a plane flies overhead 
every few minutes. It is like sleeping under an aircraft superhighway.
  The problems facing my constituents in Ohio are similar to problems 
all over America, and these will only get worse as the skies get more 
and more crowded nationwide. I urge the FAA to increase research aimed 
at reducing aircraft noise. I also urge the FAA to examine the ways 
that aircraft noise affects the health and safety of people who 
experience it on a regular basis.
  In particular, I request that the FAA study the health effects of 
nighttime aircraft noise, such as the noise experienced by the citizens 
of Centerville. By working with citizens and government and industry as 
partners, we can address this problem.
  Mr. Speaker, the funding in this bill is an investment in the future 
of our aviation transportation. As the representative from Dayton, 
Ohio, the home of the Wright Brothers, I am proud of America's 
leadership in aviation technology. This bill will help maintain our 
leadership role.
  This is an open rule. It was adopted by a voice vote of the Committee 
on Rules, and I urge adoption of the rule.
  Mr. Speaker, I yield 2 minutes to the gentleman from Youngstown, Ohio 
(Mr. Traficant).
  Mr. TRAFICANT. Mr. Speaker, I have a buy American amendment for this 
bill. I would like the Congress to know that the Chrysler Corporation 
that we bailed out, Chrysler Corporation of the United States of 
America, is the Chrysler-Daimler Corporation of Germany.
  Some of our big banks are merging. They are not known as American 
banks anymore, they are moving to foreign countries. We are becoming a

[[Page 21694]]

good colony, providing basic materials and buying other countries' 
products. No one is really paying attention.
  What these amendments say is we have a buy American law. Let us 
comply with it, and do not put a fraudulent label on an import or you 
will not be able to do business with our government.
  Mr. HALL of Ohio. Mr. Speaker, I have no further requests for time, 
and I yield back the balance of my time.
  Mr. HASTINGS of Washington. Mr. Speaker, I have no further requests 
for time, I yield back the balance of my time, and I move the previous 
question on the resolution.
  The previous question was ordered.
  The resolution was agreed to.
  A motion to reconsider was laid on the table.
  The SPEAKER pro tempore. Pursuant to House Resolution 290 and rule 
XVIII, the Chair declares the House in the Committee of the Whole House 
on the State of the Union for the consideration of the bill, H.R. 1551.
  The Chair designates the gentleman from New Hampshire (Mr. Sununu) as 
Chairman of the Committee of the Whole, and requests the gentleman from 
New York (Mr. Quinn) to assume the chair temporarily.

                              {time}  1330


                     In the Committee of the Whole

  Accordingly, the House resolved itself into the Committee of the 
Whole House on the State of the Union for the consideration of the bill 
(H.R. 1551) to authorize the Federal Aviation Administration's civil 
aviation research and development programs for fiscal years 2000 and 
2001, and for other purposes, with Mr. Quinn (Chairman pro tempore) in 
the chair.
  The Clerk read the title of the bill.
  The CHAIRMAN pro tempore (Mr. Quinn). Pursuant to the rule, the bill 
is considered as having been read the first time.
  Under the rule, the gentleman from Wisconsin (Mr. Sensenbrenner) and 
the gentleman from Texas (Mr. Hall) each will control 30 minutes.
  The Chair recognizes the gentleman from Wisconsin (Mr. 
Sensenbrenner).
  Mr. SENSENBRENNER. Mr. Chairman, I yield myself such time as I may 
consume.
  Mr. Chairman, as chairman of the Committee on Science, I have worked 
with my friend and colleague, Mr. George E. Brown, Jr., of California 
for the past 2\1/2\ years to advance legislation that meets our 
Nation's research and development funding needs. Regrettably, 
Congressman Brown is no longer with us. I am pleased to say that this 
legislation continues that tradition, only this time we have a new 
ranking member, the gentleman from Texas (Mr. Hall).
  H.R. 1551 authorizes the FAA to conduct research and development 
activities for fiscal years 2000 and 2001.
  Shortly, I will offer a manager's amendment that was crafted in 
consultation with the Committee on Transportation and Infrastructure. 
The amendment strikes certain provisions of H.R. 1551 which were 
already authorized earlier this summer through House passage of H.R. 
1000, the Aviation Investment and Reform Act for the 21st Century.
  As amended by my manager's amendment, H.R. 1551 authorizes $208 
million in fiscal year 2000 and $223 million in fiscal year 2001 for 
the FAA to conduct research and development in the areas of air 
traffic, management, communications, navigation, weather, aircraft 
safety, system security, airport technology, and human factors.
  The legislation fully funds the administration's fiscal 2000 request 
and allows a modest, but necessary, increase of 3 percent over fiscal 
year 1999 enacted funding level for the various research and 
development activities.
  Mr. Chairman, the Committee on Science takes its oversight 
responsibilities very seriously. I am pleased that H.R. 1551 includes 
important provisions to ensure that our Nation's investments in 
aviation R&D are effectively utilized.
  For instance, section 5 of the legislation implements recommendations 
by the Inspector General by requiring the FAA to work cooperatively 
with NASA to jointly prepare and transmit to Congress an integrated 
civil aviation safety R&D plan that clearly defines the rules and 
responsibilities of the two agencies.
  Section 4 requires the FAA to implement strategic planning consistent 
with the Government Performance and Results Act in the development of 
aviation plans.
  Finally, H.R. 1551 ensures accountability and public access to award 
information by requiring the FAA to post the abstracts related to all 
unclassified R&D grants and awards on the agency's Internet home page.
  I would like to commend gentlewoman from Maryland (Mrs. Morella), the 
Chairman of the Subcommittee on Technology, and the gentleman from 
Michigan (Mr. Barcia), the ranking member of the subcommittee, for 
their hard work they have done in crafting this legislation.
  Mr. Chairman, H.R. 1551 is a good bill, and I urge my colleagues to 
support it.
  Mr. Chairman, I reserve the balance of my time.
  Mr. HALL of Texas. Mr. Chairman, I yield myself such time as I may 
consume.
  Mr. Chairman, I rise in support of H.R. 1551. It is a bill that 
provides a 2-year authorization for research and development activities 
of the FAA. The gentleman from Wisconsin (Chairman Sensenbrenner) has 
laid it out very succinctly.
  The bill reported by the Committee on Science was developed in a 
rather unusual spirit of cooperation and bipartisanship. They really 
worked together on this. It took a little time to hammer it out.
  But I certainly want to congratulate the gentlewoman from Maryland 
(Mrs. Morella), the chair of the Subcommittee on Technology for her 
good work, and the gentleman from Michigan (Mr. Barcia), the ranking 
Democratic member, for the fine work in crafting this bill.
  I also want to thank the gentleman from Wisconsin (Mr. 
Sensenbrenner), chairman of the Committee on Science, for his efforts 
of bringing the bill forward and bringing it to the House for its 
consideration here today.
  Mr. Chairman, the FAA, as my colleagues know, is responsible for the 
safe operation of a very complex transportation system. It now handles 
about 1\1/2\ million passengers per day. That continues to grow.
  I think H.R. 1551 has been well described by the gentleman from 
Wisconsin (Chairman Sensenbrenner). It does provide for research 
programs that is going to enable the FAA to modernize the Nation's air 
traffic system successfully. Because of the importance of air commerce 
to our economy, I certainly recommend this legislation to my colleagues 
and ask for their support and the passage of this bill.
  Mr. Chairman, I rise in support of H.R. 1551, a bill which provides a 
two-year authorization for the research and development activities of 
the Federal Aviation Administration.
  The bill reported by the Science Committee was developed in a spirit 
of cooperation and bipartisanship. I want to congratulate the Chair of 
the Technology Subcommittee, Mrs. Morella, and the Ranking Democratic 
Member, Mr. Barcia, for their fine work in crafting the bill.
  H.R. 1515 authorizes only a relatively small part of the FAA's 
budget. But the research that will be carried out in accordance with 
the bill will have a disproportionate influence on the ability of the 
agency to meet its responsibilities for management and operation of the 
national airspace system.
  The FAA is responsible for the safe operation of a complex 
transportation system that now handles 1.5 million passengers per day 
and that continues to grow. The FAA's research and development programs 
must provide the underpinnings for the technology that will help 
increase the capacity and efficiency of operation of the airspace 
system, while ensuring its safety and security.
  Pursuant to an agreement with the Transportation Committee, the 
Republican Manager of the bill will offer an amendment to modify the 
authorizations included in the bill, as it was reported from the 
Science Committee. Basically, some activities will be removed from the 
bill that were included in the main FAA authorization bill considered 
previously by the House.

[[Page 21695]]

  There has been some confusion about the nature of the activities that 
the agency includes in its Facilities and Equipment appropriations 
account. Clearly, some of these activities are very similar to the 
kinds of R&D programs normally authorized by the Science Committee, and 
consequently, these are retained in H.R. 1551. Disagreements exist 
about the R&D content of some of the other activities, which the 
amendment deletes from the bill.
  In order to ensure that a complete description of FAA's research 
programs is provided to Congress in future, H.R. 1551 requires the 
agency in its annual budget submission to report on all of its R&D 
activities. Specifically, the bill requires FAA to identify every 
program, regardless of the title of the budget category from which it 
is funded, that meets the definition of R&D, according to OMB's 
published guidelines.
  H.R. 1551, as amended by the manager's amendment, endorses the 
administration's funding request for the R&D activities covered for FY 
2000 and FY 2001. This request includes growth in the second year 
needed to reverse recent declines in the research side of the agency's 
R&D programs.
  Because of the importance of air commerce to our economy, I recommend 
this legislation to my colleagues and ask for their support for its 
passage.
  Mr. HALL of Texas. Mr. Chairman, I yield the balance of my time to 
the gentleman from Michigan (Mr. Barcia), and I ask unanimous consent 
that he be permitted to yield time.
  The CHAIRMAN. Is there objection to the request of the gentleman from 
Texas?
  There was no objection.
  Mr. BARCIA. Mr. Chairman, I reserve the balance of my time.
  Mr. SENSENBRENNER. Mr. Chairman, I yield 5 minutes to the gentlewoman 
from Maryland (Mrs. Morella).
  Mrs. MORELLA. Mr. Chairman, I thank the gentleman from Wisconsin 
(Chairman Sensenbrenner) for yielding the time and for his leadership 
in helping to bring this bill forward to the House. I also want to 
commend the gentleman from Michigan (Mr. Barcia), the new ranking 
member of the Committee on Science, for his support throughout the 
process.
  As chair of the Subcommittee on Technology, and on behalf of the 
distinguished gentleman from Michigan (Mr. Barcia), our ranking member, 
I am pleased to offer H.R. 1551, which is entitled the Civil Aviation 
Research and Development Act of 1999, for its passage by the House 
today.
  Overall, the legislation after acceptance of the manager's amendment 
will authorize $208 million in fiscal year 2000 and $229 million in 
fiscal year 2001 for the Federal Aviation Administration in order to 
have them conduct research and development activities that are helping 
to increase the efficiency and safety of aviation.
  A safe and efficient air transportation system is essential to our 
Nation's economic prosperity, especially since aviation and related 
industries contribute $700 billion to the U.S. economy and encompass 
over 8 million jobs.
  As I know very well from having worked closely with Administrator 
Jane Garvey on the FAA's year 2000 computer problem, safety remains the 
number one priority at the FAA.
  Over the past 20 years, the aviation accident rate has dropped 
dramatically because of the introduction of new technologies and 
procedures that are developed through the collaborative research and 
development activities of both the FAA and the National Aeronautics and 
Space Administration, NASA.
  As any frequent traveler can tell my colleagues, aviation congestion 
leading to delayed or canceled flights is becoming more common. The 
fact that aviation traffic is projected to double over the next 15 to 
20 years compounds the problem. Investing in research and development 
today will give us the tools to meet the demands of the future.
  Mr. Chairman, the authorization levels in H.R. 1551 ensure that the 
FAA has sufficient funding to carry out research and development in the 
areas of aircraft safety, system security, system capacity, and 
weather.
  Also, H.R. 1551 allows the FAA to continue its work in human factors 
research. Human error is still the dominant cause of aviation 
accidents. As we continue to integrate automation into flying aircraft 
and controlling airspace, it is important that the FAA does a better 
job of understanding the changing human rules and responsibilities of 
pilots and controllers to provide them with equipment that better meets 
their needs.
  Finally, I am pleased to point out that the legislation fully funds 
the administration's request for energy and environment research. This 
will allow the agency to continue working with NASA, to reach the goal 
they embarked on in 1992, to reduce aircraft noise by 80 percent in the 
year 2000.
  Mr. Chairman, I also want to commend, again, the gentleman from 
Wisconsin (Mr. Sensenbrenner), chairman of the Committee on Science, 
and the gentleman from Michigan (Mr. Barcia), the ranking member of the 
Subcommittee on Technology for their assistance in crafting this 
bipartisan legislation.
  The bill demonstrates a continued strong commitment to aviation 
research and development. I encourage all my colleagues to join me in 
supporting H.R. 1551. I also want to commend the staff who have worked 
very hard on this bill.
  Mr. BARCIA. Mr. Chairman, I yield myself such time as I may consume.
  Mr. Chairman, before beginning my remarks on H.R. 1551, I also would 
like to join the gentleman from Wisconsin (Chairman Sensenbrenner) and 
the gentlewoman from Maryland (Mrs. Morella) in pointing out to our 
colleagues that this is the first piece of legislation that the 
Committee on Science has brought to the floor with the gentleman from 
Texas (Mr. Hall) as our ranking member. I look forward to working 
closely with the gentleman from Texas, and I am sure that I can speak 
for all members of the Committee on Science in wishing him the very 
best in his new role.
  Mr. Chairman, I rise in support of H.R. 1551, which authorizes fiscal 
year 2000 and fiscal year 2001 funding for the research and development 
activities for the Federal Aviation Administration. This legislation 
was developed on a true bipartisan basis. As always, it has been a 
pleasure and a privilege working with the gentlewoman from Maryland 
(Mrs. Morella), chairman of the subcommittee, on this legislation. I 
also want to gratefully thank the gentleman from Wisconsin (Chairman 
Sensenbrenner) and the gentleman from Texas (Mr. Hall), the ranking 
member, for their leadership and efforts to bring this legislation to 
the floor today.
  The primary impression of the Federal Aviation Administration is that 
it is a regulatory agency responsible for maintaining the safety of air 
travel and operating the Nation's air traffic control system. However, 
the basis for both safety and air traffic control can be found in FAA's 
research and development activities.
  The Federal Aviation Administration's small research and development 
budget supports efforts to improve the air traffic control system to 
develop the concept of free flight, to conduct research on aging 
aircrafts, and to perform weather-related research, just to highlight a 
few areas of the FAA's efforts. The results of this research translate 
directly to improved safety and increased capacity of the national 
airspace system.
  Both the gentlewoman from Maryland (Mrs. Morella) and myself have 
been concerned that FAA's research and development budget submission 
does not present a comprehensive overview of its activities and 
priorities.
  A letter earlier this year from the chairman of FAA's Research, 
Engineering and Development Advisory Committee supported our concerns. 
The chairman wrote:

       With the research and development funding and 
     responsibilities for implementation separated into so many 
     different pots, the R&D management focus and effort has been 
     seriously compromised.

  The gentleman from Wisconsin (Chairman Sensenbrenner) will offer an 
amendment to modify the authorizations in H.R. 1551, and I fully 
support this modification. This amendment removes some activities from 
H.R. 1551 which were included in the overall FAA authorization bill 
already considered by the House.

[[Page 21696]]

  As a member of both the Committee on Transportation and 
Infrastructure as well as the Committee on Science, I will continue to 
work with my colleagues on both committees to ensure that FAA's 
research and development is comprehensive and meets the needs of the 
aviation community and the safety of the flying public.
  Mr. Chairman, H.R. 1551 funds important research programs that are 
necessary to the Federal Aviation Administration's efforts to modernize 
the national airspace system. I urge my colleagues to support this 
legislation.
  Mr. Chairman, I yield 2 minutes to the gentleman from Ohio (Mr. 
Traficant).
  Mr. TRAFICANT. Mr. Chairman, I thank the gentleman from Michigan for 
yielding me this time, knowing that he serves with me on the Committee 
on Transportation and Infrastructure.
  An amendment that I will be bringing calls and requires the Federal 
Aviation Administration to do research on the laser visual guidance 
systems. That amendment is at the desk. I just want to say this: most 
of the fatalities in aircraft landings and aircraft fatalities are due 
to the fact that, in certain weather conditions, planes simply 
miscalculate and miss the runway. This would call for research into the 
laser visual guidance system. The gentleman is familiar with it, and I 
just wanted to apprise the committee of it.
  Mr. BARCIA. Mr. Chairman, I yield 2 minutes to the distinguished 
gentleman from New York (Mr. Crowley).
  Mr. CROWLEY. Mr. Chairman, I rise today in support of this bill, the 
Civil Aviation Research and Development Authorization Act, and to 
support research and development in the aviation industry.
  Research and development is an important part of the aviation 
industry, bringing us safer and quieter planes. We have recently seen 
the implementation of Stage 3 planes, which are noticeably quieter than 
their earlier counterparts. However, as someone who lives close to an 
airport, I appreciate the need for further R&D to bring us quieter 
planes.
  As a Representative of the 7th Congressional District of New York, 
containing LaGuardia Airport and its surrounding communities, I have 
pushed this Congress to press for the further study of Stage 4 
aircraft.
  Mr. Chairman, the airspace surrounding LaGuardia, JFK, and Newark 
airports is the busiest airspace in the world. The noise from the jets 
is deafening.
  To quote one of my constituents, ``The noise has become so loud that 
I cannot watch TV, take a phone call, or even sleep.'' It is my hope, 
Mr. Chairman that through R&D efforts such as those authorized in this 
bill, individuals or families living near airports can get a decent 
night's sleep.
  To further help with the R&D effort, my fellow Congressman from New 
York, Anthony Weiner, and I have introduced the Silent Skies Act. The 
Silent Skies Act would mandate quieter aircraft engines and call on the 
Department of Transportation to set the standards for Stage 4 aircraft, 
the next generation of quieter engines.
  It also mandates that all aircraft be in compliance with Stage 4 
noise levels no later than the year 2012. Mr. Chairman, I am confident 
that Stage 4 technology will dramatically improve the quality of life 
for residents of Queens and the Bronx, like myself, who live near 
LaGuardia airport.

                              {time}  1345

  I encourage all my colleagues to join as cosponsors of this important 
legislation to improve the quality of life for every constituent who 
lives near an airport.
  In closing, I want to once again commend the aviation research and 
development process and urge the aviation industry and the Department 
of Transportation and this Congress to push for the development of 
quieter aircraft engines.
  Mr. GARY MILLER of California. Mr. Chairman, I rise today in strong 
support of H.R. 1551, ``The Civil Aviation Research and Development Act 
of 1999.''
  I would like to thank the sponsor of this bill, Congresswoman 
Morella, for all of her hard work on this important piece of 
legislation.
  This bill authorizes the Federal Aviation Administration to conduct 
research and development activities that will update aviation 
technology and knowledge to ensure safety, efficiency, and security for 
our national air transportation system.
  Included in the manager's amendment is an amendment I proposed in the 
Science Committee which direct the FAA to expand its current aging 
aircraft research and development efforts to include non-structural 
components.
  This provision is necessary because while aging aircraft may be 
structurally sound, several safety experts--including the National 
Transportation Safety Board and the White Commission on Aviation Safety 
and Security--have raised serious concerns about the performance and 
reliability of the various non-structural components of aging aircraft 
which includes electrical wiring, hydraulic lines, and other electro-
mechanical systems.
  This is an important bill for the safety of all who are involved in 
air travel. I urge my colleagues to support H.R. 1551.
  Mr. BARCIA. Mr. Chairman, I have no further requests for time, and I 
yield back the balance of my time.
  Mr. SENSENBRENNER. Mr. Chairman, I yield back the balance of my time.
  The CHAIRMAN pro tempore (Mr. Quinn). All time for general debate has 
expired.
  Pursuant to the rule, the committee amendment in the nature of a 
substitute printed in the bill shall be considered by section as an 
original bill for the purpose of amendment, and each section is 
considered read.
  During consideration of the bill for amendment, the Chair may accord 
priority in recognition to a Member offering an amendment that he has 
printed in the designated place in the Congressional Record. Those 
amendments will be considered read.
  The Chairman of the Committee of the Whole may postpone a request for 
a recorded vote on any amendment and may reduce to a minimum of 5 
minutes the time for voting on any postponed question that immediately 
follows another vote, provided that the time for voting on the first 
question shall be a minimum of 15 minutes.
  Mr. SENSENBRENNER. Mr. Chairman, I ask unanimous consent that the 
entire bill be printed in the Record and open to amendment at any 
point.
  The CHAIRMAN pro tempore. Is there objection to the request of the 
gentleman from Wisconsin?
  There was no objection.
  The text of the committee amendment in the nature of a substitute is 
as follows:

       Be it enacted by the Senate and House of Representatives of 
     the United States of America in Congress assembled,

     SECTION 1. SHORT TITLE.

       This Act may be cited as the ``Civil Aviation Research and 
     Development Authorization Act of 1999''.

     SEC. 2. AUTHORIZATION OF APPROPRIATIONS.

       Section 48102(a) of title 49, United States Code, is 
     amended--
       (1) by striking ``and'' at the end of paragraph (4)(J);
       (2) by striking the period at the end of paragraph (5) and 
     inserting in lieu thereof a semicolon; and
       (3) by adding at the end the following:
       ``(6) for fiscal year 2000, $647,538,400 including--
       ``(A) $17,269,000 for system development and infrastructure 
     projects and activities;
       ``(B) $48,021,500 for capacity and air traffic management 
     technology projects and activities;
       ``(C) $18,939,200 for communications, navigation, and 
     surveillance projects and activities;
       ``(D) $15,765,000 for weather projects and activities;
       ``(E) $8,715,700 for airport technology projects and 
     activities;
       ``(F) $39,639,000 for aircraft safety technology projects 
     and activities;
       ``(G) $53,218,000 for system security technology projects 
     and activities;
       ``(H) $26,207,000 for human factors and aviation medicine 
     projects and activities;
       ``(I) $3,481,000 for environment and energy projects and 
     activities;
       ``(J) $2,171,000 for innovative/cooperative research 
     projects and activities, of which $750,000 shall be for 
     carrying out subsection (h) of this section;
       ``(K) $266,712,000 for En Route research and development 
     projects and activities;
       ``(L) $58,900,000 for Terminal research and development 
     projects and activities;
       ``(M) $3,000,000 for Flight Services research and 
     development projects and activities;
       ``(N) $69,200,000 for Landing and Navigation research and 
     development projects and activities; and
       ``(O) $16,300,000 for Equipment and Facilities research and 
     development projects and activities; and

[[Page 21697]]

       ``(7) for fiscal year 2001, $675,706,795.''.

     SEC. 3. BUDGET DESIGNATION FOR RESEARCH AND DEVELOPMENT 
                   ACTIVITIES.

       Section 48102 of title 49, United States Code, is amended 
     by inserting after subsection (f) the following new 
     subsection:
       ``(g) Designation of Activities.--(1) The amounts 
     appropriated under subsection (a) are for the support of all 
     research and development activities carried out by the 
     Federal Aviation Administration that fall within the 
     categories of basic research, applied research, and 
     development, including the design and development of 
     prototypes, in accordance with the classifications of the 
     Office of Management and Budget Circular A-11 (Budget 
     Formulation/Submission Process).
       ``(2) The Department of Transportation's annual budget 
     request for the Federal Aviation Administration shall 
     identify all of the activities carried out by the 
     Administration within the categories of basic research, 
     applied research, and development, as classified by the 
     Office of Management and Budget Circular A-11. Each activity 
     in the categories of basic research, applied research, and 
     development shall be identified regardless of the budget 
     category in which it appears in the budget request.''.

     SEC. 4. NATIONAL AVIATION RESEARCH PLAN.

       Section 44501(c) of title 49, United States Code, is 
     amended--
       (1) in paragraph (2)(B)--
       (A) by striking ``and'' at the end of clause (iii);
       (B) by striking the period at the end of clause (iv) and 
     inserting in lieu thereof ``; and''; and
       (C) by adding at the end the following new clause:
       ``(v) highlight the research and development technology 
     transfer activities that promote technology sharing among 
     government, industry, and academia through the Stevenson-
     Wydler Technology Innovation Act of 1980.''; and
       (2) in paragraph (3), by inserting ``The report shall be 
     prepared in accordance with requirements of section 1116 of 
     title 31, United States Code.'' after ``effect for the prior 
     fiscal year.''.

     SEC. 5. INTEGRATED SAFETY RESEARCH PLAN.

       (a) Requirement.--Not later than March 1, 2000, the 
     Administrator of the National Aeronautics and Space 
     Administration and the Administrator of the Federal Aviation 
     Administration shall jointly prepare and transmit to the 
     Congress an integrated civil aviation safety research and 
     development plan.
       (b) Contents.--The plan required by subsection (a) shall 
     include--
       (1) an identification of the respective research and 
     development requirements, roles, and responsibilities of the 
     National Aeronautics and Space Administration and the Federal 
     Aviation Administration;
       (2) formal mechanisms for the timely sharing of information 
     between the National Aeronautics and Space Administration and 
     the Federal Aviation Administration, including a requirement 
     that the FAA-NASA Coordinating Committee established in 1980 
     meet at least twice a year; and
       (3) procedures for increased communication and coordination 
     between the Federal Aviation Administration research advisory 
     committee established under section 44508 of title 49, United 
     States Code, and the NASA Aeronautics and Space 
     Transportation Technology Advisory Committee, including a 
     proposal for greater cross-membership between those 2 
     advisory committees.

     SEC. 6. INTERNET AVAILABILITY OF INFORMATION.

       The Administrator of the Federal Aviation Administration 
     shall make available through the Internet home page of the 
     Federal Aviation Administration the abstracts relating to all 
     research grants and awards made with funds authorized by the 
     amendments made by this Act. Nothing in this section shall be 
     construed to require or permit the release of any information 
     prohibited by law or regulation from being released to the 
     public.

     SEC. 7. RESEARCH ON NONSTRUCTURAL AIRCRAFT SYSTEMS.

       Section 44504(b)(1) of title 49, United States Code, is 
     amended by inserting ``, including nonstructural aircraft 
     systems,'' after ``life of aircraft''.

     SEC. 8. ELIGIBILITY FOR AWARDS.

       (a) In General.--The Administrator of the Federal Aviation 
     Administration shall exclude from consideration for grant 
     agreements made by that Administration with funds 
     appropriated pursuant to the amendments made by this Act any 
     person who received funds, other than those described in 
     subsection (b), appropriated for a fiscal year after fiscal 
     year 1999, under a grant agreement from any Federal funding 
     source for a project that was not subjected to a competitive, 
     merit-based award process, except as specifically authorized 
     by this Act. Any exclusion from consideration pursuant to 
     this subsection shall be effective for a period of 5 years 
     after the person receives such Federal funds.
       (b) Exception.--Subsection (a) shall not apply to the 
     receipt of Federal funds by a person due to the membership of 
     that person in a class specified by law for which assistance 
     is awarded to members of the class according to a formula 
     provided by law.
       (c) Definition.--For purposes of this section, the term 
     ``grant agreement'' means a legal instrument whose principal 
     purpose is to transfer a thing of value to the recipient to 
     carry out a public purpose of support or stimulation 
     authorized by a law of the United States, and does not 
     include the acquisition (by purchase, lease, or barter) of 
     property or services for the direct benefit or use of the 
     United States Government. Such term does not include a 
     cooperative agreement (as such term is used in section 6305 
     of title 31, United States Code) or a cooperative research 
     and development agreement (as such term is defined in section 
     12(d)(1) of the Stevenson-Wydler Technology Innovation Act of 
     1980 (15 U.S.C. 3710a(d)(1))).

              Amendment No. 4 Offered by Mr. Sensenbrenner

  Mr. SENSENBRENNER. Mr. Chairman, I offer an amendment.
  The CHAIRMAN pro tempore. The Clerk will designate the amendment.
  The text of the amendment is as follows:

       Amendment No. 4 offered by Mr. Sensenbrenner:
       Page 2, line 4, through page 3, line 25, amend section 2 to 
     read as follows:

     SEC. 2. AUTHORIZATION OF APPROPRIATIONS.

       Section 48102(a) of title 49, United States Code, is 
     amended--
       (1) by striking ``and'' at the end of paragraph (4)(J);
       (2) by striking the period at the end of paragraph (5) and 
     inserting in lieu thereof a semicolon; and
       (3) by adding at the end the following:
       ``(6) for fiscal year 2000, $208,416,100 including--
       ``(A) $17,269,000 for system development and infrastructure 
     projects and activities;
       ``(B) $33,042,500 for capacity and air traffic management 
     technology projects and activities;
       ``(C) $11,265,400 for communications, navigation, and 
     surveillance projects and activities;
       ``(D) $15,765,000 for weather projects and activities;
       ``(E) $6,358,200 for airport technology projects and 
     activities;
       ``(F) $39,639,000 for aircraft safety technology projects 
     and activities;
       ``(G) $53,218,000 for system security technology projects 
     and activities;
       ``(H) $26,207,000 for human factors and aviation medicine 
     projects and activities;
       ``(I) $3,481,000 for environment and energy projects and 
     activities; and
       ``(J) $2,171,000 for innovative/cooperative research 
     projects and activities, of which $750,000 shall be for 
     carrying out subsection (h) of this section; and
       ``(7) for fiscal year 2001, $222,950,000.''.

  Mr. SENSENBRENNER. Mr. Chairman, as I mentioned in my opening 
statement, this manager's amendment is necessary to strike the 
authorization of certain FAA R&D activities from H.R. 1551.
  By agreement with the Committee on Transportation and Infrastructure, 
the authorization of these specific activities were included in H.R. 
1000, the Aviation Investment and Reform Act for the 21st Century when 
it successfully passed the House earlier this year.
  Mr. BARCIA. Mr. Chairman, I move to strike the last word.
  Mr. Chairman, I would just say that we support this amendment.
  The CHAIRMAN pro tempore. The question is on the amendment offered by 
the gentleman from Wisconsin (Mr. Sensenbrenner).
  The amendment was agreed to.
  The CHAIRMAN pro tempore. Are there any other amendments to be 
considered at this time.


                   Amendment Offered by Mr. Traficant

  Mr. TRAFICANT. Mr. Chairman, I offer an amendment.
  The Clerk read as follows:

       Amendment offered by Mr. Traficant:
       On page 8, at the end of the bill, add the following new 
     section:

     SEC. 9. LASER VISUAL GUIDANCE RESEARCH.

       The Federal Aviation Administration is encouraged to 
     conduct research on the laser visual guidance landing system.

  Mr. TRAFICANT (during the reading). Mr. Chairman, I ask unanimous 
consent that the amendment be considered as read and printed in the 
Record.
  The CHAIRMAN pro tempore. Is there objection to the request of the 
gentleman from Ohio?
  Mr. SENSENBRENNER. Mr. Chairman, reserving the right to object, the 
gentleman has two amendments. Does this relate to ``Buy American''?
  Mr. TRAFICANT. Mr. Chairman, if the gentleman would yield, no. This 
is the Laser Visual Guidance system. I have submitted a change to that 
amendment. I would like to read it.
  Mr. SENSENBRENNER. Mr. Chairman, I would ask that the Clerk read the 
amendment.
  The CHAIRMAN pro tempore. The Clerk will continue to read the 
amendment.
  The Clerk continued reading the amendment.

[[Page 21698]]


  Mr. TRAFICANT. Mr. Chairman, let me take a minute on this. I know 
there are no other mandates in the bill, and I will respect the 
distinguished chairman. But this is the system that is on our aircraft 
carriers. It is a laser system where the pilot hones in and that craft 
lands at the same spot all the time. It has been most successful in 
that very dangerous arena.
  What is happening, such as the fatality in Arkansas, is they did not 
have the visibility to see the runway. That pilot found himself in a 
position where he thought he could bank in and land. He overshot the 
runway, hit a light tower, and is now history, this fatality.
  This system can be seen as far out as 20 miles. And once they lock in 
on it, with no expense to the craft itself, they land on the same spot. 
It is absolutely a critical safety initiative that the Committee on 
Transportation and the Infrastructure has prioritized.
  Mr. SENSENBRENNER. Mr. Chairman, will the gentleman yield?
  Mr. TRAFICANT. I yield to the gentleman from Wisconsin.
  Mr. SENSENBRENNER. Mr. Chairman, I believe that this amendment is a 
very positive addition to the bill and would urge the Members to 
support it.
  The CHAIRMAN pro tempore. The question is on the amendment offered by 
the gentleman from Ohio (Mr. Traficant).
  The amendment was agreed to.


                   Amendment Offered by Mr. Traficant

  Mr. TRAFICANT. Mr. Chairman, I offer an amendment.
  The Clerk read as follows:

       Amendment offered by Mr. Traficant:
       At the end of the bill, add the following new sections:

     SEC. 9. COMPLIANCE WITH BUY AMERICAN ACT.

       No funds authorized pursuant to this Act may be expended by 
     an entity unless the entity agrees that in expending the 
     assistance the entity will comply with sections 2 through 4 
     of the Act of March 3, 1933 (41 U.S.C. 10a-10c, popularly 
     known as the ``Buy American Act'').

     SEC. 10. SENSE OF CONGRESS; REQUIREMENT REGARDING NOTICE.

       (a) Purchase of American-Made Equipment and Products.--In 
     the case of any equipment or products that may be authorized 
     to be purchased with financial assistance provided under this 
     Act, it is the sense of the Congress that entities receiving 
     such assistance should, in expending the assistance, purchase 
     only American-made equipment and products.
       (b) Notice to Recipients of Assistance.--In providing 
     financial assistance under this Act, the Administrator of the 
     Federal Aviation Administration shall provide to each 
     recipient of the assistance a notice describing the statement 
     made in subsection (a) by the Congress.

     SEC. 11. PROHIBITION OF CONTRACTS.

       If it has been finally determined by a court or Federal 
     agency that any person intentionally affixed a label bearing 
     a ``Made in America'' inscription, or any inscription with 
     the same meaning, to any product sold in or shipped to the 
     United States that is not made in the United States, such 
     person shall be ineligible to receive any contract or 
     subcontract made with funds provided pursuant to this Act, 
     pursuant to the debarment, suspension, and ineligibility 
     procedures described in section 9.400 through 9.409 of title 
     48, Code of Federal Regulations.

  Mr. TRAFICANT (during the reading). Mr. Chairman, I ask unanimous 
consent that the amendment be considered as read and printed in the 
Record.
  The CHAIRMAN pro tempore. Is there objection to the request of the 
gentleman from Ohio?
  There was no objection.
  Mr. TRAFICANT. Mr. Chairman, this is the ``Buy American'' amendment.
  Mr. Chairman, I yield back the balance of my time.
  Mr. SENSENBRENNER. Mr. Chairman, it is a constructive ``Buy 
American'' amendment, and I would encourage everybody to support it.
  Mr. Chairman, I yield back the balance of my time.
  The CHAIRMAN pro tempore. The question is on the amendment offered by 
the gentleman from Ohio (Mr. Traficant).
  The amendment was agreed to.
  The CHAIRMAN pro tempore. Are there any further amendments to the 
bill?
  If not, the question is on the committee amendment in the nature of a 
substitute, as amended.
  The committee amendment in the nature of a substitute, as amended, 
was agreed to.
  The CHAIRMAN pro tempore. Under the rule, the Committee rises.
  Accordingly, the Committee rose; and the Speaker pro tempore (Mr. 
Calvert) having assumed the chair, Mr. Quinn, Chairman pro tempore of 
the Committee of the Whole House on the State of the Union, reported 
that that Committee, having had under consideration the bill (H.R. 
1551) to authorize the Federal Aviation Administration's civil aviation 
research and development programs for fiscal years 2000 and 2001, and 
for other purposes, pursuant to House Resolution 290, he reported the 
bill back to the House with an amendment adopted by the Committee of 
the Whole.
  The SPEAKER pro tempore. Under the rule, the previous question is 
ordered.
  Is a separate vote demanded on any amendment to the committee 
amendment in the nature of a substitute adopted in the Committee of the 
Whole? If not, the question is on the amendment.
  The amendment was agreed to.
  The bill was ordered to be engrossed and read a third time, was read 
the third time, and passed, and a motion to reconsider was laid on the 
table.

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