[Congressional Record (Bound Edition), Volume 145 (1999), Part 16]
[Extensions of Remarks]
[Page 23096]
[From the U.S. Government Publishing Office, www.gpo.gov]



   CIVIL AVIATION RESEARCH AND DEVELOPMENT AUTHORIZATION ACT OF 1999

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                               speech of

                            HON. BART STUPAK

                              of michigan

                    in the house of representatives

                     Wednesday, September 15, 1999

       The House in Committee of the Whole House on the State of 
     the Union 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:


  Mr. STUPAK. Mr. Chairman, I would like to thank the Chairman of the 
Science Committee, Mr. Sensenbrenner, Ranking Member Hall, and 
Representative Morella for their work on this important issue.
  Mr. Chairman, I would like to speak today on H.R. 1551, the Civil 
Aviation Research and Development Authorization Act of 1999.
  My concern with the Federal Aviation Administration is the lack of 
consistency in its criteria for judging which airports are deserving of 
radar.
  I have trouble understanding how some airports are deemed deserving 
of a radar tracking system, and some are not. It appears to be 
arbitrary.
  H.R. 1551 is a very important bill about aviation research and 
development. It seeks to fund the Federal Aviation Administration's 
civil aviation R&D programs for FY 2000 and 2001. This bill has the 
capacity to assist the many small- to medium-sized airports that do not 
have radar capability by demonstrating conclusively how much more 
effective a radar system is over visual guidance. I'm very concerned 
about the numerous busy small airports in America that do not have 
radar capability, and believe there is a real need for a pilot project 
to effectively illustrate the need for radar in such facilities.
  A radar system is desperately needed for Cherry Capital Airport in 
Traverse City. Out of the top eleven airports in Michigan, Cherry 
Capital ranks third in the number of flight operations per hour, yet of 
these eleven airports, Cherry Capital is the only one not served by 
local radar. Located next to Lake Michigan, weather conditions at this 
airport can change in seconds, reducing visibility to zero. It is 
unbelievable that the airport with the third most operations per hour 
in Michigan and adverse weather conditions still has controllers in the 
tower landing planes with binoculars! It is a matter of luck that there 
has never been a mid-air collision at this airport.
  The committee report accompanying H.R. 1551 expresses great concern 
over inclement weather conditions at our nation's airports.
  I quote ``The Committee recognizes that weather is the single largest 
contributor to delays and a major factor in aircraft accidents and 
incidents.'' I agree.
  As one might imagine, weather plays an extremely prominent role at 
the Traverse City airport due to its proximity to Lake Michigan. Sudden 
and severe snow and ice storms are commonplace. The potential for 
accidents would be immeasurably reduced by the use of radar.
  Along with severe weather, we must also factor in pilot error. On 
July 4, 1998 a Czech-made jet trainer aircraft went down over Lake 
Michigan, taking with it two men. This aircraft was never recovered.
  The closest radar facility was in Minneapolis, and was unable to 
accurately pinpoint the location where the plane went down. If Cherry 
Capital had a radar, the outcome of the search and rescue could have 
been very different.

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