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"regulations" promulgated under its air traffic control authority. [[footnote 96]]

The Congressional posture obviously presents a dilemna for airport operators. They are strongly committed to Federal legislation, but to legislation which will exercise Federal pre-emption of jurisdiction and legal responsibility for aircraft noise. On the other hand, they are also strongly committed to Federal regulation of aircraft manufacturers and aircraft operators for noise abatement. 

From FAA's preliminary descriptions of the legislation, it is apparent that the FAA does not regard it as pre-empting jurisdiction and responsibility for aircraft noise. However, it is clear that the FAA does intend to certificate aircraft for noise, granted the requisite statutory authority. 

The difficulty for the airport operator apparently is in deciding whether to exercise concurrent regulation. For, if the Federal Government does not pre-empt the field, the airport operator continues

[[footnote 96]] E.g., the charges in "The Airways Traveler," ("official publication of the Airways Club, Inc.,"), September, 1963, that the FAA noise abatement regulations require airline pilots "to climb their aircraft at speeds less than recommended maneuvering speeds". Cf. the statement of Captain Charles H. Ruby, President, Airline Pilots Association, that power reduction on takeoff can be dangerous when done by the larger aircraft, because they are "generally loaded to capacity wth passengers and fuel for longer flights." (Washington Post, April 18, 1966)