FAA Reauthorization Act of 2007

FAA REAUTHORIZATION ACT OF 2007 -- (House of Representatives - September 20, 2007)

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Ms. NORTON. Mr. Chairman, the Nation's aviation system is in crisis. Delays have reached the highest levels in 13 years and the air traffic control system is groaning under the weight of a system based on 1950s technologies. The Federal Aviation Administration Reauthorization Act of 2007 takes the first steps towards reducing these delays, improving airport infrastructure and creating a satellite-based air traffic control system. I want to thank Chairman OBERSTAR and Subcommittee Chairman COSTELLO for their leadership in bringing this bipartisan legislation to the floor.

In 1986 Congress granted ``full power and dominion over, and complete discretion in, operation and development of the Airports'' to a regional authority. In return the District of Columbia, Maryland and Virginia agreed to take operational control and have raised more than $3 billion to modernize National and Dulles airports. All agree that the regional authority, the Metropolitan Washington Airport Authority, has done an excellent job. However, FAA Reauthorization legislation is almost always dogged by attempts, usually in the Senate, to increase flights outside the perimeter and inside the perimeter for Reagan Washington National Airport. MWAA has balanced concerns of safety, security and efficiency at these airports. National has avoided some of the delays that plague other airports and served the region in a comprehensive way, while Dulles has thrived as an international and national hub. We must allow professionals to do what only professionals are equipped to do.

As the only regional member of the Aviation Subcommittee I have argued to maintain the current perimeter and slot system and thank both Chairman OBERSTAR and Subcommittee Chairman COSTELLO for supporting me and the region. Regional members and I have been successful in keeping amendments from being brought today and now it is time for Members to cease interfering for their own convenience.

The current reauthorization legislation shifts some outside-the-perimeter slots to better times and offers the slots to new entrants at National. This reordering of slots could increase competition and entice low-cost carriers to National, an airport where current airlines command a premium disadvantaging residents of the region. I hope that new entrants will help this region obtain quality low-fare carriers at National Airport for residents of the District of Columbia and the region who use National but are priced out of the major destinations inside the perimeter such as New York, Miami and Boston.

Other unfinished business of the Transportation and Security Administration that affects the FAA at National Airport still remains at National. Before 9/11 National averaged 600 general aviation/charter operations a week. However, since the new security program initiated in October 2005 only 200 general aviation aircraft have flown into National. The requirements of this security program have been unduly burdensome, while at other New York airports, general aviation has returned to its previous levels.

The Aviation Subcommittee will hold hearings on this issue so we can continue to work with MWAA on a balanced approach that will benefit the region and the country.

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