George Allen

Mr. ALLEN

Mr. ALLEN. Mr. President, I ask unanimous consent that the text of the bill be printed in the Record.

Mr. ALLEN

Mr. ALLEN. Mr. President, I ask unanimous consent that the text of the bill be printed in the Record.

Mr. ALLEN. Mr. President, I ask unanimous consent that the text of the bill be printed in the Record.

Mr. ALLEN

Mr. ALLEN. Mr. President, I ask unanimous consent that the text of the bill be printed in the Record.

Mr. ALLEN

Mr. ALLEN. Mr. President, I ask unanimous consent that the text of the bill be printed in the Record.

Mr. ALLEN

Mr. ALLEN. I ask the Senator from Utah if it is true that right now there is nothing to prevent us from taking a stand and voting up or down on Miguel Estrada other than the obstructionist delays being perpetuated by the other side.

Mr. ALLEN. Is it not true that there are four vacancies on that court, which, calculating, means a third are unfilled?

Mr. ALLEN. Does the Senator believe justice is being delayed and, thus, denied on the DC Court of Appeals due to a third of this court being vacant?

Mr. ALLEN. I ask, Mr. President, a further question, if the Senator will yield.

Mr. ALLEN. Does the Senator from Utah recognize the people of America believe there are many important issues facing this country--terrorism, war possibly in Iraq, moving forward with creating more jobs and improving health care, education--and by the Democratic Party's obstruction here of actually voting one way or the other on Miguel Estrada, they are delaying this body from acting on these very important matters for security and job opportunities for Americans?

Mr. ALLEN. I thank the Senator. Several Senators addressed the Chair.

Mr. ALLEN. Mr. President, will the Senator----

Mr. ALLEN. Mr. President, I ask if the Senator from Utah will yield for a question.

Mr. ALLEN. I ask, Mr. President, a further question. Is it not true that on the DC Court of Appeals there are 12 judges allocated to that court?

Mr. ALLEN

Mr. ALLEN. Mr. President, today I recognize the Gazette- Virginian newspaper in South Boston, Virginia, as it celebrates its 100th birthday. The Gazette-Virginian is Virginia's ninth largest nondaily newspaper. Its predecessor, the South Boston Times, began publication over 114 years ago as a weekly newspaper serving the South Boston area of Virginia. In 1903, the name was changed to the Halifax-Gazette. Since that time, the paper has continued to grow to meet the needs of the area. Acquired by the Shelton Family partially in 1946 and then wholly in 1958, the paper has flourished under their leadership. O. Lynn Shelton served as editor of the paper and was succeeded in this position by his son, Keith Shelton. In 1963, the Halifax-Gazette became the Gazette-Virginian and began publication twice weekly. In 1998, the Gazette-Virginian went on-line, offering its readers a new avenue of communication. Today, the Gazette- Virginian employs 21 dedicated, full-time employees and boasts a circulation of 11,500, making it the most subscribed to paper in Halifax County. I congratulate the Gazette-Virginian on its success and wish it many prosperous years of outstanding news coverage to come.

Mr. ALLEN

Mr. ALLEN. Mr. President, today I recognize Dr. William R. Harvey as he celebrates his 25th year as the President of Hampton University. A native of Brewton, AL, he is a graduate of Southern Normal High School and Talladega College. After graduating from Talladega College, Dr. Harvey served 3 years on active duty with the United States Army. During that time, he served in Europe and the United States. He is currently a lieutenant colonel in the Army Reserve. He earned his doctorate in college administration from Harvard University in 1972. Prior to assuming his current position, he served as administrative vice president at Tuskegee University; administrative assistant to the president of Fisk University; and as assistant for governmental affairs to the dean of the Graduate School of Education at Harvard University. President of Hampton University since 1978, Dr. William R. Harvey has introduced innovations that have solidified Hampton University's stellar position among the Nation's colleges and universities. His innovative leadership is reflected in the growth and quality of the University's students, academic programs, physical facilities and financial base. During Dr. Harvey's tenure as President, the student enrollment at Hampton University has increased from approximately 2,700 students to over 6,000. Moreover, the SAT scores of entering freshmen have increased approximately 300 points. His commitment to expansion and innovation in academic programs has resulted in 45 new academic programs. These new programs, together with existing ones, have placed and kept Hampton on the cutting edge of higher education. Dr. Harvey has long been active on the national scene as a result of his appointments to national boards by four United States presidents. He has served on the President's National Advisory Council on Elementary and Secondary Education, the Defense Advisory Committee on Women in the Service, the Fund for the Improvement of Postsecondary Education, the Commission on Presidential Scholars, the President's Advisory Board on Historically Black Colleges, and the U.S. Department of Commerce Minority Economic Development Advisory Board. Currently, Dr. Harvey serves as a board member of the First Union National Bank (Mid-Atlantic Division--South Carolina, North Carolina, Tennessee, Virginia, Washington, D.C., and Maryland); Newport News Shipbuilding, Inc., and Trigon Blue Cross Blue Shield of Virginia. His achievements have been recognized through inclusion in Personalities of the South, Who's Who in the South and Southwest, Who's Who in Black America, Who's Who in American Education, International Who's Who of Intellectuals, Two Thousand Notable Americans, Who's Who in Business and Finance, and Who's Who in America. I congratulate Dr. Harvey on his accomplishments and wish him continued success.

Mr. ALLEN

Mr. ALLEN. Mr. President, today I recognize Larry Layman, a Halifax area forester, who retired on January 1, 2003, ending a 30-year career of service to the Virginia Department of Forestry. Larry Layman graduated from Virginia Tech with a Forestry and Wildlife degree in 1973 and began his career with the Virginia Department of Forestry as a forester in the Farmville Regional Office. On August 1, 1974, he was promoted to Halifax County Area Forester. Mr. Layman has spent countless hours providing forest management advice, supervising planting crews, suppressing forest fires, working with crews in the application of herbicides and marking pine stands to be thinned. His ability to communicate proper forest resource management practices to forest landowners has resulted in greatly improved forest resources in the county. I congratulate Mr. Layman on his years of dedicated service to the people of Halifax County and the Commonwealth of Virginia and wish him well in his retirement.

Mr. ALLEN

Mr. ALLEN. Mr. President, it is my pleasure to rise and speak on behalf of Miguel Estrada, a fellow Virginian and President Bush's nominee to serve on the U.S. Court of Appeals for the District of Columbia. I have been listening to the Senator from New York and listening to his description of what is fair and reasonable. I do find it interesting that the Senator, on several occasions, talked about the standards of questions that were propounded in years past by Senator Ashcroft. If Senator Ashcroft was such a wonderful model for questioning and judicial standards, I do find it interesting that that same Senator from New York, when given an opportunity to vote for Senator Ashcroft to be Attorney General, voted against him. So we do see some inconsistencies on citing Senator Ashcroft and then not voting for him. Let's focus on this situation and the nomination before this body: Miguel Estrada. Miguel Estrada is a highly qualified nominee to be a judge. He has impeccable character. People always look at the character of an individual to determine how that person will act when put in a position of responsibility. One way to judge is by their past performance. Some will say that Miguel Estrada does not have judicial experience. There are others who have been appointed to the courts who do not have judicial experience. So then you try to determine their judicial philosophy. I am convinced, in my examination of Miguel Estrada, that he has the right judicial philosophy. I am confident that when Miguel Estrada puts on that robe and is appointed for life, he will understand that judges are to interpret the law, not to make the law, which is the responsibility of the legislative branch. I am very confident that as a judge on the DC Court of Appeals, Miguel Estrada will adhere to this principle. Others have said that since he has not been a judge, how are we going to know about his temperament. There are not many Latino or Hispanic Americans who serve on the federal courts. By arguing that he has not had judicial experience, and therefore, he cannot serve, implicitly would make it very difficult, if nearly impossible, for many Hispanic Americans to serve on the federal bench. Miguel Estrada has justifiably been called the personification of the American dream. He was born in Honduras and immigrated to the United States when he was a teenager at the age 17. He learned English as a second language and then went on and ultimately graduated with honors-- magna cum laude from Columbia College and magna cum laude from Harvard Law School. He was even a member of the editorial board of the Harvard Law Review. Mr. Estrada went on to serve as a law clerk on the U.S. Court of Appeals for the Second Circuit and also served as the Assistant to the Solicitor General of the United States. During his legal career, Miguel Estrada argued 15 cases in the Supreme Court of the United States, winning two-thirds of those cases. Miguel Estrada has also performed significant pro bono service, or free legal services, including representation of a Virginia death row inmate before the U.S. Supreme Court, to which Miguel Estrada dedicated approximately 400 hours of time. We previously heard from the Senator from New York that he wanted to determine whether Miguel Estrada had mainstream judicial values or had a mainstream view of the role of the courts in various cases, stare decisis, and precedent. Miguel Estrada has unanimously earned the highest rating of ``well qualified'' from the American Bar Association. The American Bar Association's rating is based on ``integrity, professional competence and judicial temperament.'' In addition, Miguel Estrada's nomination is strongly supported by the Hispanic National Bar Association; the League of United Latin American Citizens, LULAC, which is the nation's oldest and largest Hispanic civil rights organization; the United States Hispanic Chamber of Commerce; and the Hispanic Business Roundtable. Miguel Estrada is also supported by these other mainstream organizations: The Latino Coalition; the National Association for Small Disadvantaged Businesses; the Mexican American Grocers Association; the Hispanic Chambers of Commerce from a variety of towns and cities across the country, including the Greater Kansas City area and Las Cruces; the Puerto Rican American Foundations; the Federation of Mayors of Puerto Rico; the Hispanic Engineers Business Corporation; the Association for the Advancement of Mexican Americans; Nueva Esperanza; the Hispanic Engineers Business Corporation, the Hispanic Contractors of America, the Cuban Liberty Council, the Cuban American Voters National Community, and the Cuban American National Foundation. This is a broad spectrum of individuals, organizations and associations from a variety of backgrounds and enterprises from all across the country which are very much a part of the mainstream of America which support Miguel Estrada. I believe the Senate's prompt action on Mr. Estrada's long-delayed nomination is especially important. The DC Court of Appeals is one of the most important courts of appeal in the entire country, with cases of national implication. It is a primary forum for determining the legality of federal regulations and laws that control vast areas of American life. Recent retirements have left this court slowed down with four vacancies--four vacancies which are hindering the court's ability to decide cases expeditiously. Delays in administration of justice in the DC Circuit Court of Appeals have consequences that can cost millions of dollars and affect thousands of lives. Indeed, justice delayed is justice denied. The senior Senator from Massachusetts, Mr. Kennedy, said on this floor, at approximately 2:37 p.m., that he was concerned about the process of the Miguel Estrada nomination. I will express my concerns about the process. Today there is a crisis in our courts, as too many federal courts lack a sufficient number of judges, especially the DC Court of Appeals, which has four of their 12 judgeships vacant. That means 33 percent of the DC Court of Appeals has vacancies in those seats. What Senator Hatch and I want is fair consideration and confirmation of the President's well-qualified and diverse judicial nominees. While many on the other side may work to hijack the nominations process to score partisan political points or obstruct fair consideration, this nomination deserves a vote. It has deserved a vote for a long time. This nomination has been pending since May 9, 2001. That is over 20 months ago. A hearing was not even held for Miguel Estrada until September of 2002. I respectfully urge my colleagues to fill these vacancies-- particularly this vacancy on the DC Circuit Court--and vote to confirm Miguel Estrada. Look at the record. You will find that Miguel Estrada is superbly qualified to serve on the DC Circuit. Indeed, Miguel Estrada is an American success story, with exemplary credentials and qualifications. Hispanic Americans will rejoice in his success, as indeed all Americans will rejoice and applaud his success. I join my Latino constituents in saying: Sigamos adelante con Miguel Estrada. Let us move forward with Miguel Estrada.

Mr. ALLEN

Mr. ALLEN. Mr. President, I am most pleased to be joined by our esteemed colleague, Senator Dodd of Connecticut, to introduce the Aeronautics Research and Development Revitalization Act. This legislation is the foundation for ensuring that the United States remains the preeminent Nation in the design, engineering and production of military and civilian aircraft. The last 5 years have seen the NASA budget for aeronautics research and development literally cut in half from $1 billion to its current level of $500 million. In making these cuts, the United States has been rendered more vulnerable to foreign competition in the field of aeronautics. The nations of Europe have moved in the exact opposite direction--dramatically increasing such funding in an effort to control the world's aviation market. A recent article in the Wall Street Journal documents the rise of Airbus as the largest producer of civilian aircraft in the world. If forecasts for this year hold true, Airbus will deliver more aircraft than Boeing for the first time. In light of these disturbing developments it is obvious that the U.S. is in grave danger of losing its position as the world leader in aeronautics and aviation. It is important to note that throughout the history of aeronautics and aviation that this country has been at the forefront of discovery and innovation. It began with the First Flight of the Wright Brothers on December 17, 1903 in Kitty Hawk, NC, followed by the historic flight of Charles Lindbergh from New York to Paris in May of 1927. U.S. companies have led the aviation and aeronautics industry from the propeller era into the jet engine era. The research and innovation of the U.S. has been the primary reason the world enjoys the convenience and safety of air travel today. Our military has seen the benefits from the progress made in aeronautics research. The significant improvements made from World War I to World War II directly impacted the Allies ability to establish air superiority. The numerous advances made in U.S. aircraft design greatly increased the top speed and altitude of bombers and fighters during crucial years of the war. Since then, our country's aeronautics research has made it the dominant air power in the world, with technologies years in advance of its closest pursuers. As a result of these advancements, U.S. troops are placed in far less harm and more precise strikes against enemy targets can be made while avoiding non- targeted civilians. Fortunately NASA has recognized the emergence of international competition and the need for the U.S. to re-assert itself as the lead nation in aeronautics research technology and innovation. The recently published ``The NASA Aeronautics Blueprint--Toward a Bold Era of Aviation'' is an excellent report on the problems facing American aviation and aeronautics. It also provides an exciting vision of what can be achieved by investing in aeronautics research and development. However NASA has not provided a program or plan for how to achieve this vision nor funding levels that would be required to attain the goals laid out in the Blueprint. Thus without a plan or funding, it is unlikely this report would ever be acted upon. In an effort to tackle the major initiatives of the NASA Blueprint head-on, we are introducing the Aeronautics Research and Development Revitalization Act. The legislation will provide aggressive funding authorizations to provide the NASA aeronautics program with the resources it needs to keep the United States on the cutting edge of all aspects of aeronautics and aviation. Our complacency must change now to prevent further damage to our competitiveness in aviation. The U.S. aviation industry is the largest contributor to the U.S. balance of trade and directly accounts for $343 billion to the U.S. economy and 4.2 million positions to our job market. First, consider the impact of aviation on our communities. As air travel becomes more commonplace, increased aircraft noise will place a strain on both the citizens and businesses living and operating in the areas surrounding our nation's airports. The effect on property values and quality of life can be enormous, so it will be important to pursue technologies that reduce the level of noise emitted from aircraft. We also must acknowledge the rising emissions levels that are the result of increased air travel as well as the fuel consumption required to meet the growing number of planes in the air. The instability of oil prices and the growing effect of fuel emission on our atmosphere make it necessary to find improvement in fuel efficiency. These environmental factors must be addressed, or the American people will certainly face fewer choices and higher prices. To meet these needs, our legislation provides significant funding to be used for research, much of which will be designated for universities, industrial research facilities and not-for-profit research entities. The impacts of aviation are beginning to negatively impact the lives of many Americans; this initiative will make aircraft more environmentally friendly. Additionally, strides also need to be made in rotorcraft technology. This legislation authorizes funding for, and tasks NASA with, improving the noise and vibration levels of helicopters, as well as improving the predicted accident rate to make it equivalent to that of fixed-wing aircraft. Helicopters are indispensable for our military and provide great convenience for the civilians. Making them safer and quieter is a worthwhile effort that should be pursued. The promise of civil supersonic travel has been on the horizon for some time. However it has been difficult to perfect the technology for a civilian supersonic aircraft and the costs associated with such a program are high. The legislation we have introduced would required NASA to develop a road map for achieving the flight of a supersonic civil transport aircraft that can reach a speed of Mach 1.6, travel at least 4,000 nautical miles, and carry one hundred fifty passengers. If these goals can be met over the next twenty years, the U.S. aviation industry will be revolutionized. Achieving such speeds would change business and personal travel as it is known today. To bring this initiative forward, this legislation would authorize $110 million for the next five years. This should provide a good start in the effort to bring civilian air travel into the twenty-first century. At the core of U.S. aeronautics and aviation superiority are men and women performing the research and development necessary for technological breakthroughs. The U.S. has seen a disturbing decline in the number of aeronautical engineers graduating from its universities. It is important to encourage American students to consider these fields. We need to make sure the best and the brightest are properly trained so they can make their creative ideas and theories a reality. This current trend is a leading reason the U.S. is losing ground in aeronautics research. To combat the dearth of aeronautics engineers, this legislation would authorize NASA to establish a generous scholarship program for those students seeking a Masters Degree in the field of aeronautics. As air travel becomes more prevalent, it becomes more important that air traffic management and control are operating in the most effective and safe manner. This bill includes a measure that requires the Administrator of NASA to work with the Federal Aviation Association Administrator to develop a national initiative with the objective of defining and developing an air traffic management system designed to meet the national long-term aviation security needs, along with safety, security and capacity needs. These provisions will hopefully result in a new, more streamlined method for directing air traffic around our busiest airports and cities. The measures and funding authorizations in this legislation are aggressive. However when considering the state of both the aeronautics and aviation industries. I believe it is time to take decisive action to ensure the long-term competitive supremacy of both our military and civilization aviation programs. The majority of military aircraft technology was developed to some degree by NASA's aeronautics program. To make sure those risking their lives in the service of the country are afforded the best possible equipment in performing their duties, the U.S. government has the responsibility to make the necessary investments in research and development. In recent years we have seen a drastic cuts in the programs designed for this purpose. Technology and innovation are always moving forward, the government needs to expend the resources to keep the U.S. at the forefront of those efforts. The civilian airline and aeronautics industry has largely been dominated by the United States since its beginning. Recent news reports have shown however that this phenomenon is changing. Countries around the world are making great progress in building larger, more efficient commuter airlines at a cheaper price. This new competition has jeopardized the jobs of thousands of highly trained engineers and works in this country. Keeping pace with the competition and working to maintain the lead over other aircraft providers is essential if we want to keep this important segment of the work force employed. Losing global contracts means job cuts. To turn this trend around we must commit to the research and development that leads to innovation in commercial aviation. Only then will we secure the existing jobs in this country and build the need for more jobs. To make this legislation law we will have to make some difficult choices and priorities. Current economic conditions dictate that we cannot fund every desirable program. However, even in the face of the circumstances, I feel strongly that we can no longer complacently wait to make the changes outlined in this legislation. Making the United States the unquestioned leader in aeronautics research and development is in the best interest of our military, our civilian airline industry, quality jobs and balance of trade. The aviation industry affects the lives of almost all Americans. For these reasons, we ask our colleagues to carefully review the current condition of U.S. aeronautics and the implications of its continued decline. I am confident they will concur that this legislation is needed now without delay. Our security, competitive position, jobs and future are sitting on the runway needing our fuel for the aeronautics industry to take off into the future. Mr. President I ask unanimous consent that the text of this bill be printed in the Record.

Mr. ALLEN

Mr. ALLEN. Mr. President, I am most pleased to be joined by our esteemed colleague, Senator Dodd of Connecticut, to introduce the Aeronautics Research and Development Revitalization Act. This legislation is the foundation for ensuring that the United States remains the preeminent Nation in the design, engineering and production of military and civilian aircraft. The last 5 years have seen the NASA budget for aeronautics research and development literally cut in half from $1 billion to its current level of $500 million. In making these cuts, the United States has been rendered more vulnerable to foreign competition in the field of aeronautics. The nations of Europe have moved in the exact opposite direction--dramatically increasing such funding in an effort to control the world's aviation market. A recent article in the Wall Street Journal documents the rise of Airbus as the largest producer of civilian aircraft in the world. If forecasts for this year hold true, Airbus will deliver more aircraft than Boeing for the first time. In light of these disturbing developments it is obvious that the U.S. is in grave danger of losing its position as the world leader in aeronautics and aviation. It is important to note that throughout the history of aeronautics and aviation that this country has been at the forefront of discovery and innovation. It began with the First Flight of the Wright Brothers on December 17, 1903 in Kitty Hawk, NC, followed by the historic flight of Charles Lindbergh from New York to Paris in May of 1927. U.S. companies have led the aviation and aeronautics industry from the propeller era into the jet engine era. The research and innovation of the U.S. has been the primary reason the world enjoys the convenience and safety of air travel today. Our military has seen the benefits from the progress made in aeronautics research. The significant improvements made from World War I to World War II directly impacted the Allies ability to establish air superiority. The numerous advances made in U.S. aircraft design greatly increased the top speed and altitude of bombers and fighters during crucial years of the war. Since then, our country's aeronautics research has made it the dominant air power in the world, with technologies years in advance of its closest pursuers. As a result of these advancements, U.S. troops are placed in far less harm and more precise strikes against enemy targets can be made while avoiding non- targeted civilians. Fortunately NASA has recognized the emergence of international competition and the need for the U.S. to re-assert itself as the lead nation in aeronautics research technology and innovation. The recently published ``The NASA Aeronautics Blueprint--Toward a Bold Era of Aviation'' is an excellent report on the problems facing American aviation and aeronautics. It also provides an exciting vision of what can be achieved by investing in aeronautics research and development. However NASA has not provided a program or plan for how to achieve this vision nor funding levels that would be required to attain the goals laid out in the Blueprint. Thus without a plan or funding, it is unlikely this report would ever be acted upon. In an effort to tackle the major initiatives of the NASA Blueprint head-on, we are introducing the Aeronautics Research and Development Revitalization Act. The legislation will provide aggressive funding authorizations to provide the NASA aeronautics program with the resources it needs to keep the United States on the cutting edge of all aspects of aeronautics and aviation. Our complacency must change now to prevent further damage to our competitiveness in aviation. The U.S. aviation industry is the largest contributor to the U.S. balance of trade and directly accounts for $343 billion to the U.S. economy and 4.2 million positions to our job market. First, consider the impact of aviation on our communities. As air travel becomes more commonplace, increased aircraft noise will place a strain on both the citizens and businesses living and operating in the areas surrounding our nation's airports. The effect on property values and quality of life can be enormous, so it will be important to pursue technologies that reduce the level of noise emitted from aircraft. We also must acknowledge the rising emissions levels that are the result of increased air travel as well as the fuel consumption required to meet the growing number of planes in the air. The instability of oil prices and the growing effect of fuel emission on our atmosphere make it necessary to find improvement in fuel efficiency. These environmental factors must be addressed, or the American people will certainly face fewer choices and higher prices. To meet these needs, our legislation provides significant funding to be used for research, much of which will be designated for universities, industrial research facilities and not-for-profit research entities. The impacts of aviation are beginning to negatively impact the lives of many Americans; this initiative will make aircraft more environmentally friendly. Additionally, strides also need to be made in rotorcraft technology. This legislation authorizes funding for, and tasks NASA with, improving the noise and vibration levels of helicopters, as well as improving the predicted accident rate to make it equivalent to that of fixed-wing aircraft. Helicopters are indispensable for our military and provide great convenience for the civilians. Making them safer and quieter is a worthwhile effort that should be pursued. The promise of civil supersonic travel has been on the horizon for some time. However it has been difficult to perfect the technology for a civilian supersonic aircraft and the costs associated with such a program are high. The legislation we have introduced would required NASA to develop a road map for achieving the flight of a supersonic civil transport aircraft that can reach a speed of Mach 1.6, travel at least 4,000 nautical miles, and carry one hundred fifty passengers. If these goals can be met over the next twenty years, the U.S. aviation industry will be revolutionized. Achieving such speeds would change business and personal travel as it is known today. To bring this initiative forward, this legislation would authorize $110 million for the next five years. This should provide a good start in the effort to bring civilian air travel into the twenty-first century. At the core of U.S. aeronautics and aviation superiority are men and women performing the research and development necessary for technological breakthroughs. The U.S. has seen a disturbing decline in the number of aeronautical engineers graduating from its universities. It is important to encourage American students to consider these fields. We need to make sure the best and the brightest are properly trained so they can make their creative ideas and theories a reality. This current trend is a leading reason the U.S. is losing ground in aeronautics research. To combat the dearth of aeronautics engineers, this legislation would authorize NASA to establish a generous scholarship program for those students seeking a Masters Degree in the field of aeronautics. As air travel becomes more prevalent, it becomes more important that air traffic management and control are operating in the most effective and safe manner. This bill includes a measure that requires the Administrator of NASA to work with the Federal Aviation Association Administrator to develop a national initiative with the objective of defining and developing an air traffic management system designed to meet the national long-term aviation security needs, along with safety, security and capacity needs. These provisions will hopefully result in a new, more streamlined method for directing air traffic around our busiest airports and cities. The measures and funding authorizations in this legislation are aggressive. However when considering the state of both the aeronautics and aviation industries. I believe it is time to take decisive action to ensure the long-term competitive supremacy of both our military and civilization aviation programs. The majority of military aircraft technology was developed to some degree by NASA's aeronautics program. To make sure those risking their lives in the service of the country are afforded the best possible equipment in performing their duties, the U.S. government has the responsibility to make the necessary investments in research and development. In recent years we have seen a drastic cuts in the programs designed for this purpose. Technology and innovation are always moving forward, the government needs to expend the resources to keep the U.S. at the forefront of those efforts. The civilian airline and aeronautics industry has largely been dominated by the United States since its beginning. Recent news reports have shown however that this phenomenon is changing. Countries around the world are making great progress in building larger, more efficient commuter airlines at a cheaper price. This new competition has jeopardized the jobs of thousands of highly trained engineers and works in this country. Keeping pace with the competition and working to maintain the lead over other aircraft providers is essential if we want to keep this important segment of the work force employed. Losing global contracts means job cuts. To turn this trend around we must commit to the research and development that leads to innovation in commercial aviation. Only then will we secure the existing jobs in this country and build the need for more jobs. To make this legislation law we will have to make some difficult choices and priorities. Current economic conditions dictate that we cannot fund every desirable program. However, even in the face of the circumstances, I feel strongly that we can no longer complacently wait to make the changes outlined in this legislation. Making the United States the unquestioned leader in aeronautics research and development is in the best interest of our military, our civilian airline industry, quality jobs and balance of trade. The aviation industry affects the lives of almost all Americans. For these reasons, we ask our colleagues to carefully review the current condition of U.S. aeronautics and the implications of its continued decline. I am confident they will concur that this legislation is needed now without delay. Our security, competitive position, jobs and future are sitting on the runway needing our fuel for the aeronautics industry to take off into the future. Mr. President I ask unanimous consent that the text of this bill be printed in the Record.

Mr. ALLEN

Mr. ALLEN. Mr. President, I ask unanimous consent that the resolution and the preamble be agreed to, the motion to reconsider be laid upon the table, and any statements regarding the resolution be printed in the Record.

Mr. ALLEN

Mr. ALLEN. Mr. President, I ask unanimous consent that the Senate proceed to executive session to consider the following nominations on the Executive Calendar: No. 22, Paul McHale, to be Assistant Secretary of Defense; and No. 23, Christopher Henry, to be Deputy Under Secretary of Defense for Policy; I further ask consent that the nominations be confirmed, the motions to reconsider be laid upon the table, the President be immediately notified of the Senate's action, any statements relating to the nominations be printed in the Record, and that the Senate then resume legislative session, with all of the above occurring en bloc.

Mr. ALLEN

Mr. ALLEN. Mr. President, I ask unanimous consent that the Senate proceed to a period of morning business.

Mr. ALLEN

Mr. ALLEN. Mr. President, I share my colleague's comments in relation to the guest Chaplain, Dr. William Carl. It is a pleasure for us all he is here.

Mr. ALLEN. Mr. President, before the minority assistant leader arrives and I do final closing business, I want to commend the senior Senator from Virginia, my mentor, my ally, my good friend, for his outstanding statements, and for his experiences throughout his life--in many wars, in many tragedies--and through it all with his experience, as he always has the right things to say. He crafts those words himself. And he is proud of them. He is an artist. He is an artist not only on canvas but also an artist with the gift of language, of sentiments, and of love and care for his fellow human beings. And he has been a hero himself, in many wars--in time of war and in time of peace--a leader in the civilian sector, and one who I, every single day, in every single moment that I am with him, learn something good and beneficial to improve myself. So I thank my colleague, my dear friend, Senator Warner, for those wonderful remarks that I think mean a great deal to the family of Captain Brown and to all the families, but also to the spirit of innovation, of that gung-ho spirit as far as the military is concerned, but also understanding the historic nature from the very beginnings of the cradle of liberty in Jamestown, on through the Lewis and Clark expeditions, and others throughout mankind. He is really a wonderful Virginia gentleman. Some call him ``The Squire.'' I call him a living hero. I thank the Senator for his comments.