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1075684
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Airport and Airways Development Act
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1075684
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document
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Airport and Airways Development Act
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Vernon C. Loen and Charles Leppert Files
Vernon Loen's and Charles Leppert's General Subject Files
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Aeronautics, Commercial
Concorde (Jet transports)
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1075684
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1975-12-31
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12
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1975
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1975-03-01
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1975
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The original documents are located in Box 1, folder "Airport and Airways Development
Act" of the Loen and Leppert Files at the Gerald R. Ford Presidential Library.
Copyright Notice
The copyright law of the United States (Title 17, United States Code) governs the making of
photocopies or other reproductions of copyrighted material. Gerald Ford donated to the United
States of America his copyrights in all of his unpublished writings in National Archives collections.
Works prepared by U.S. Government employees as part of their official duties are in the public
domain. The copyrights to materials written by other individuals or organizations are presumed to
remain with them. If you think any of the information displayed in the PDF is subject to a valid
copyright claim, please contact the Gerald R. Ford Presidential Library.
Digitized from Box 1 of the Loen and Leppert Files at the Gerald R. Ford Presidential Library
Fact Sheet
AIRPORT AND AIRWAY DEVELOPMENT ACT OF 1975
AND
AIRPORT AND AIRWAY REVENUE ACT AMENDMENTS OF 1975
Today the President is transmitting legislation to Congress
designed to restructure the Federal airport and airway develop-
ment programs. This will provide approximately $3 billion over
five years, mostly on a formula basis, thereby substantially
reducing Federal involvement while increasing State and local
discretion over aviation facilities development.
PURPOSE
Extends and restructures the existing Federal airport
and airway development programs.
Provides approximately $3 billion over five years,
FY 1976-1980, for capital airport and airway develop-
ment.
Reduces Federal involvement in local airport development
and increases State and local flexibility in the use of
funds.
Strengthens the principle of user responsibility for
financing most of the airport and airway programs and
allocates the user fees more equitably among aviation
users.
MAJOR PROVISIONS
Provides direct formula grants to air carrier airports
($240 million per year, which will increase as aviation
grows) which replaces the present project-by-project
approval program.
Expands projects eligible for funding to include passenger
and baggage handling facilities.
Establishes an across-the-board 25% local matching require-
ment and removes Federal restrictions which currently pre-
vent State and local governments from imposing certain
airport taxes.
Allocates $50 million per year for general aviation grants
on a formula basis to the States with gradual shift of
program management and funding responsibility to the States.
As of the end of fiscal 1978, the last year of transition,
the Federal program will be eliminated and the Federal
general aviation taxes reduced appropriately.
2
Establishes a $60 million per year discretionary capital
assistance and planning program for air carrier needs
which are not adequately covered by the formula grant
program.
The aviation user fees would be restructured to achieve
greater equity among the users by:
- reducing domestic airline passenger ticket tax
from 8% to 7% (about $100 million annual reduction)
- raising the international per passenger enplanement
fee from $3 to $5 (about $35 million annual increase)
- increasing the general aviation fuel tax on non-
commercial users from 7¢ per gallon to 15¢ (about
$65 million annual increase)
Continue funding Federal air traffic control and navigation
equipment at the present $250 million annual level.
Expand the Aviation Trust Fund to cover the direct main-
tenance costs of operating the airways facilities system.
Currently, the Trust Fund covers only airway and airport
capital costs.
FUNDING
Annual amounts for capital programs:
- Air carrier and reliever airports
$300 million
(about $240 million directly to
air carrier airports by formula
and $60 million by Secretarial
discretion)
- General aviation airports
$ 50 million
(block grant to States, terminates
in fiscal 1979)
- Federal airway facilities programs
$250 million
FORD
EMBARGOED FOR RELEASE
March 17, 1975
UNTIL 12:00 NOON EDT
Office of the White House Press Secretary
THE WHITE HOUSE
TO THE CONGRESS OF THE UNITED STATES:
In my fiscal year 1976 Budget Message, I stated that
my Administration would transmit legislation to restructure
existing Federal airport and airway development programs.
Following extensive consultations with members of the
Congress, State and local governments, aviation groups,
and others, I am today sending a comprehensive legislative
program to the Congress.
To help ensure continued improvement in the safety and
efficiency of the Nation's excellent air transportation
system, this program will extend for five years the 1970
Airport and Airway Development Act to provide funding
authorizations for fiscal years 1976-80.
As an additional step to enable State and local officials
to plan and to manage Federal airport assistance effectively,
this bill would establish a multi-year, predictable formula
to allocate the bulk of the aviation grants funds directly
to States and local airport sponsors. This formula approach,
coupled with other features of this bill which provide more
flexibility in the use of Federal assistance, will enable
State and local officials to address their highest priority
airport needs while reducing burdensome Federal red tape.
I am also proposing removal of federal restrictions which
currently prevent State and local governments from imposing
certain airport taxes.
One of my principal goals is the establishment of
strong partnerships among Federal, State and local govern-
ments in the execution of national domestic programs.
Consistent with this goal, this legislation provides for
gradually increasing the responsibility of the States in
the general aviation program. With many States using new
general aviation facilities to stimulate community develop-
ment, this is an appropriate step at this time.
The legislation I am proposing today also includes a
separate measure to adjust the revenues accruing to the
Airport and Airway Trust Fund. These adjustments are
designed to generate financial contributions from the
users of the aviation system which more equitably match
the system benefits they receive. In this connection, I
am requesting that user revenues also finance the direct
costs of maintaining air navigation facilities.
I commend the Congress for initiating hearings on this
important problem and for its prompt attention to the extension
of the airport and airway development program. I have asked
Secretary Coleman to work closely with the Congress to insure
speedy enactment of the aviation program I have proposed to
meet the challenges of a growing America.
FORD
GERALD R. FORD
THE WHITE HOUSE,
March 17, 1975
#
#
MEMORANDUM
NATIONAL SECURITY COUNCIL
November 6, 1975
MEMORANDUM FOR:
LES JANKA
FROM:
DAVID ELLIOTT D.E.
SUBJECT:
Move on the House Floor to
Exclude the Concorde
The Bill authorizing the annual expenditures under the Airport and
Airway Development Act (ADAP) will be taken up on the House floor
sometime around November 13. This Bill was reported out by the
Aviation Subcommittee of the House Public Works Committee. The
full committee disapproved an amendment offered by Congressman
Stanton which would have denied any of the ADAP funds to any airport
which allowed the Concorde to land. A copy of the Stanton amendment is
at Tab A. Stanton intends to offer this as a floor amendment and Glenn
Anderson, the Aviation Subcommittee Chairman, is somewhat pessimistic
about being able to defeat the amendment on the floor.
The Stanton amendment is objectionable from at least four standpoints:
It preempts the outcome of the hearings which are scheduled
in early December by the Aviation Subcommittee to consider the
question of the Concorde.
A detailed set of procedures were set up under the National
Environmental Protection Action requiring the formulation of an
Environmental Impact Statement for any major federal action,
public hearings, a governmental review process, and finally a
decision by the head of the affected agency. This process is now
underway within the Department of Transportation in considering the
question of Concorde access to the U.S. It is poor government to
set up procedures by one law and then preempt them by the actions of
another law. Congress should allow the NEPA procedure to be followed.
The Stanton amendment is highly discriminatory and unfair because
it effectively denies access to any U.S. airport because
the Concorde
does not meet the noise standards of Part 36
of the Federal Aviation Regulations. Eighty percent of U.S. jet
aircraft do not meet these standards. The owners and operators
of Concorde, and the countries they represent, could only view this as a
discriminatory action as proscribed by the provision of the Chicago
Convention on international air traffic.
2
There is a vast investment in money and prestige on the part of the
British and French. Any possible U.S. action or decision to
exclude the aircraft should be taken only after the most detailed
analysis and thorough diplomatic contacts. The Stanton amendment is
the meat-axe approach and is bound to maximize the adverse foreign
reaction.
We should ask the White House Congressional people to make these points
on the Hill among the leadership and to appropriate people on the Inter-
national Relations Committee. It would also be a good idea to contact
some or all of those Republicans who supported a similar attempt to
legislate against the Concorde in July. At Tab B is a listing of such
Republicans.
FORD
Amendment offered by James V. Stanton in Public Works Connittee
On page 30, after line 25, add the following new language:
"(d) Section 15 of the Airport and Airways Development Act of 1970
is further amended by adding at the end thereof a new paragraph which is to
read as follows: (d) No funds authorized for obligation and apportionment
under paragraphs (a) and (b) of this section shall be made available to any
airport which permits the landing within the United States of America of
EXWX civil supersonic aircraft engaged in scheduled or non-scheduled
commercial service, which aircraft do not comply with the noise standards
established for supersonic aircraft by the Federal Aviation Administration under
Federal Aviation Regulation (FAR) 36, presently in force and effect."
Republicans Who Supported Anti-Concorde Amendment, July 1975
Broyhill
Burke (Fla.)
Carter
Coughlin
Derwinski
Esch
Fenwick
Fish
Forsythe
Gilman
Grassley
Gude
Hastings
Heckler (Mass.)
Heinz
Horton
Hyde
Jeffords
Lent
Lujan
Madigan
Miller (Ohio)
Mitchell (N.Y.)
Myers (Pa.)
Peyser
Pressler
Rinaldo
Schulze
Sebelius
Skubitz
Stanton, J. William
Walsh
Wydler
December 1, 1975
MEMORANDUM FOR:
TED MARRS
FROM:
CHARLES LEPPERT, JR.
SUBJECT:
Status of H. H.R. R. 7142
You asked for a status report on a bill introduced by Rep. Lester
Wolff concerning maintenance of aircraft owned by the Civil Air
Patrol.
H. R. 7142, to amend the Airport and Airways Development Act
of 1970 was introduced on May 20, 1975 and referred to the
Committee on Ways and Means. The purpose of H. H.R. R. 7142 is to
provide that as federal tax is imposed on aircraft owned by the
CAP which are used for search and rescue operations. The
Committee on Ways and Means has taken no action on the bill.
FORD & LIBRARY DERALD