Expressing the sense of the House of Representatives that the general aviation industry should be recognized for its contributions to the United States.

Mr. Speaker, H. Res. 508 recognizes the contributions of general aviation and encourages general aviation activities. General aviation is a little recognized, major sector of the airline industry, which contributes $150 billion to United States direct and indirect economic output. I also want to mention the Transportation Security Administration Reauthorization Act of 2009, which included an important section setting up a general aviation working group within the Aviation Security Advisory Committee, to advise the Transportation Security Administration (TSA) on security issues in general aviation. This advisory group was established after the TSA began rulemaking on the Large Aircraft Security Program that threatened to swallow general aviation amidst burdensome and unnecessary regulations, suited for large commercial aircraft. Longstanding unattended issues and insufficient attention to the nation's important General Aviation sector are finally getting the attention they deserve. Along with other members of the House Committee on Homeland Security, I intend to see that General Aviation security issues are treated uniquely for the sector they administer.

However, as most members who have sat in on any hearing with the FAA, TSA, DHS or any other security agency may now know, the District of Columbia's main airport, the Ronald Reagan Washington National Airport (DCA), is uniquely hampered by impossibly restrictive regulations that have destroyed general aviation in the nation's capital, and arbitrary practices may be spreading to others. In the Homeland Security Committee, we have taken the important first steps to give detailed attention to this major section of the airline industry to the new administration.

After 9/11 the restrictions on General Aviation in the nation's capital, in particular, became symbolic of arbitrary action against general aviation that could happen anywhere. Even though New York City was the epicenter of 9/11, the nation's capital is the only location that suffers under unique restrictions that have crippled general aviation here. In fact, there was no general aviation for four years. After joining in my complaints at hearings, the former Chairman of the Transportation and Infrastructure Committee, Don Young, threatened to subpoena any agency that did not comply with a bill that aimed to compel the resumption of general aviation flights at DCA and to hold them in contempt if they refused to appear before the committee to report on progress. As a result, a plan finally was put in place with requirements, but the DCA Access Standard Security Program (DASSP) was almost worse than no plan at all. Before 9/11, general aviation activity at DCA accounted for \1/3\ (approximately 30,000) of the total annual operations at DCA. In contrast, in October 2005 when program DASSP began, operations averaged about one flight per week. Today, activity averages about three to four flights per day, about 1000 a year. The requirements in the DASSP include:

General aviation operators must adopt a security program, background checks on flight crews, identify a security coordinator, and train on security procedures

All DASSP flights must carry an armed security officer

(ASO) on board (very few such accredited officers are available.)

Flights must depart from one of 27 TSA approved DASSP gateway airports. Full departure screening of crew, passengers, baggage, and aircraft by TSA security inspectors

Flights must request permission to operate in DCA no sooner than 72 hours in advance of the flight (due to DCA slot requirements) and no later than 24 hours in advance of the flight (for TSA security reviews) for each flight into DCA.

These same screening procedures must be used for flights departing

Mr. Speaker, H. Res. 508 recognizes the contributions of general aviation and encourages general aviation activities. General aviation is a little recognized, major sector of the airline industry, which contributes $150 billion to United States direct and indirect economic output. I also want to mention the Transportation Security Administration Reauthorization Act of 2009, which included an important section setting up a general aviation working group within the Aviation Security Advisory Committee, to advise the Transportation Security Administration (TSA) on security issues in general aviation. This advisory group was established after the TSA began rulemaking on the Large Aircraft Security Program that threatened to swallow general aviation amidst burdensome and unnecessary regulations, suited for large commercial aircraft. Longstanding unattended issues and insufficient attention to the nation's important General Aviation sector are finally getting the attention they deserve. Along with other members of the House Committee on Homeland Security, I intend to see that General Aviation security issues are treated uniquely for the sector to administer.

However, as most members who have sat in on any hearing with the FAA, TSA, DHS or any other security agency may now know, the District of Columbia's main airport, the Ronald Reagan Washington National Airport (DCA), is uniquely hampered by impossibly restrictive regulations that have destroyed general aviation in the nation's capitol, and arbitrary practices may be spreading to others. In the Homeland Security Committee, we have taken the important first steps to give detailed attention to this major section of the airline industry to the new administration.

After 9/11 the restrictions on General Aviation in the nation's capitol, in particular, became symbolic of arbitrary action against general aviation that could happen anywhere. Even though New York City was the epicenter of 9/11, the nation's capitol is the only location that suffers under unique restrictions that have crippled general aviation here. In fact, there was no general aviation for four years. After joining in my complaints at hearings, the former Chairman of the Transportation and Infrastructure Committee, Don Young, threatened to subpoena any agency that did not comply with a bill that aimed to compel the resumption of general aviation flights at DCA and to hold them in contempt if they refused to appear before the committee to report on progress. As a result, a plan finally was put in place requirements but the DCA Access Standard Security Program (DASSP) was almost worse than no plan at all. Before 9/11, general aviation activity at DCA accounted for \1/3\ (approximately 30,000) of the total annual operations at DCA. In contrast, in October 2005 when program DASSP began, operations averaged about one flight per week. Today, activity averages about three to four flights per day, about 1,000 a year. The requirements in the DASSP include:

General aviation operators must adopt a security program, background check flight crews, identify a security coordinator, and train on security procedures.

All DASSP flights must carry an armed security officer (ASO) on board (very few such accredited officers are available).

Flights must depart from one of 27 TSA approved DASSP gateway airports. Full departure screening of crew, passengers, baggage, and aircraft by TSA security inspectors.

Flights must request permission to operate in DCA no sooner than 72 hours in advance of the flight (due to DCA slot requirements) and no later than 24 hours in advance of the flight (for TSA security reviews) for each flight into DCA.

These same screening procedures must be used for flights departing

Mr. Speaker, I rise in support of H. Res. 508, which recognizes the general aviation industry for its many and valuable contributions to our country. As a member of the Congressional General Aviation Caucus and as a representative from Kansas, I have special appreciation for the contributions of this industry.

In Kansas, the aviation industry accounts for about 20 percent of the state's manufacturing employment and employs tens of thousands of Kansans. Nationwide, the general aviation industry employs nearly 1.3 million people and contributes more than $150 billion to U.S. direct and indirect economic output.

While these numbers are impressive and significant, the industry's impact on our economy is even greater than the value of the products it produces.

General aviation connects businesses and facilitates economic growth. It is estimated that 65 percent of general aviation flights are conducted for business and public services. Especially for businesses located in rural communities that do not have access to commercial aviation, general aviation aircraft help American businesses stay connected with customers and allow companies in small towns to compete across the country.

It is important that my colleagues understand this. I was troubled in January during consideration of the TARP Reform and Accountability Act, that provisions to limit businesses from leasing or using general aircraft for business purposes were almost included in the final legislation. Doing so would have hampered economic activity, lowered national aviation production, and hurt workers everywhere, but especially in Kansas, where a large portion of our country's aviation products are manufactured. Congress must remember the importance of the general aviation industry to not only our national economy but to so many local and regional economies within the country.

That is why I am pleased that we are taking up this resolution today. Like most all industries, general aviation has not been spared by the recession. During difficult times like these, it is especially important for Congress to support general aviation. I urge my colleagues to support this resolution and oppose any future proposal that would damage the general aviation industry.

Mr. Speaker, I move to suspend the rules and agree to the resolution (H. Res. 508) expressing the sense of the House of Representatives that the general aviation industry should be recognized for its contributions to the United States.

Mr. Speaker, I ask unanimous consent that all Members have 5 legislative days within which to revise and extend remarks and to include extraneous material on H. Res. 508.

Mr. Speaker, I yield myself such time as I may consume.

Mr. Speaker, I rise in strong support of H. Res. 508, introduced by the gentleman from Nebraska (Mr. Fortenberry) and urge its adoption by the House today. H. Res. 508 recognizes the contributions made to the United States by the general aviation industry. Current data indicate this industry contributes more than $150 billion

to the United States economy and provides good paying jobs to nearly 1.3 million people in a range of professions.

Approximately 300 U.S. communities have scheduled air service. For the remainder of our Nation's communities, general aviation provides the only option for the movement of persons or cargo by air. General aviation also provides specialized air services such as air ambulance and traffic patrol services to communities that do have scheduled air service.

A recent study commissioned by the Maryland Aviation Administration found that in 2005 general aviation activities at the 34 general aviation commuter airports in Maryland supported nearly 7,000 direct, indirect and induced jobs. General aviation in Maryland also generated nearly $400 million in direct, indirect and induced consumption expenditures and personal income in my State.

As a member of the Committee on Transportation and Infrastructure, I support my colleague's resolution and agree that general aviation makes a significant contribution to the national economy because it fulfills transportation needs which cannot otherwise be met. I urge all of my colleagues to support this resolution.

I reserve the balance of my time.

Mr. Speaker, we have no other speakers, so we would reserve.

Mr. Speaker, I would just urge my colleagues to vote for this very, very important resolution.

I yield back the balance of my time.

Mr. Speaker, I am pleased as well to rise today in support of this resolution that recognizes the contributions of general aviation in the United States. The general aviation industry employs nearly 1.3 million Americans throughout the country. General aviation, which includes all civilian flying except scheduled passenger airlines, contributes more than $150 billion in direct and indirect economic output in our country.

The resolution we are considering today celebrates the many areas in which general aviation plays an important role in the lives of everyday Americans. But, unfortunately, many of these contributions are often overlooked. Well beyond the services it provides for businesses of all sizes, the general aviation industry has a significant impact on our society. Across the Nation, 500,000 licensed pilots fly general aviation aircraft, and each year 170 million Americans use personal aviation. The 1.3 million Americans who work in the field hold high- skill jobs in aircraft manufacturing, avionics and technology development, flight training, maintenance, modification as well as technical support.

Mr. Speaker, in my own home State of Nebraska, more than 5,000 people are employed in air transportation, and general aviation airports generate $720 million annually within our State. Additionally, general aviation is used to perform essential services necessary for our safety and well-being, such as aiding law enforcement through patrolling highways, apprehending suspects, monitoring national borders or locating lost children. General aviation also helps to save lives through emergency transport of patients, supplies and other time- critical items.

The aviation industry protects the environment by assisting with the surveying of wildlife, mapping of wetlands and the patrolling of parklands. And, in addition, it serves as a vital tool for agricultural producers who often rely on air service for crop planting as well as crop protection.

For these reasons, Mr. Speaker, and others laid out in the resolution, I encourage my colleagues to join me today in recognizing the great importance of general aviation to America's families and communities.