Floor Statements

Madam Speaker, I move to suspend the rules and pass the bill (H.R. 4853) to amend the Internal Revenue Code of 1986 to extend the funding and expenditure authority of the Airport and Airway Trust Fund, to amend title 49, United States Code, to extend authorizations for the airport improvement program, and for other purposes.

Madam Speaker, I ask unanimous consent that all Members may have 5 legislative days within which to revise and extend their remarks and to include extraneous materials on H.R. 4853.

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

Madam Speaker, I rise in support of H.R. 4853, the Federal Aviation Administration Extension Act of 2010. I want to thank Chairman Levin and Ranking Member Camp, as well as Chairman Oberstar and Ranking Members Mica and Petri for bringing this to the floor today.

The FAA has been operating under a series of short-term extensions for 2\1/2\ years since the last FAA reauthorization bill expired. Short-term extensions and uncertain funding levels can be disruptive to the aviation industry, airports, and local communities because they do not allow them to plan for long-term growth. Frankly, every month that goes by without a long-term FAA authorization is a lost opportunity to improve aviation safety and security and to create and maintain jobs around the country.

Madam Speaker, the House did its job and passed H.R. 915, the FAA Reauthorization Act of 2009, a 3-year authorization of FAA programs. For 8 months, we have been waiting on the other body to bring a bill to the floor and pass it. The Senate bill is now being debated in the other body, and we look forward to passage of that bill so that we can complete our work and begin with the reauthorization of the FAA bill.

However, the Airport and Airways Trust Fund will expire on March 31, 2010, and the bill before us today, H.R. 4853, extends aviation taxes and expenditure authority, and the Airport Improvement Program contract authority, until July 3, 2010.

H.R. 4853 also provides for a total of $3 billion in AIP contract authority through early July, which translates to an annualized amount of $4 billion for fiscal year 2010. This level of funding is consistent with the annual levels provided by the House and the Senate reauthorization bills, as well as the fiscal year 2010 concurrent budget resolution. These additional funds will allow airports to continue critical safety and capacity enhancement projects.

Additionally, the bill provides $7 billion for FAA operations, $2.2 billion for facility and equipment programs, and $144 million for research, engineering, and development programs. When translated to yearly amounts, these figures equal the funding levels passed for these programs by the fiscal year 2010 Consolidated Appropriations Act.

In addition, the 3-month bill extends aviation excise taxes through July 3, 2010. These taxes are necessary to support the Airport and Airways Trust Fund, which funds a large portion of the FAA's budget. Any lapse in these taxes could drain the trust fund's balance, so it is important that we act now, pending the passage of a longer-term reauthorization bill.

Aviation is too important to our Nation's economy, contributing $1.2 trillion in output and approximately 11.4 million jobs, to allow the taxes or the funding for critical aviation programs to expire. Congress must ensure that this extension passes today to reduce delays and congestion, improve safety and efficiency, stimulate the economy, and create jobs.

I urge my colleagues to support the bill.

I reserve the balance of my time.

At this time, Madam Speaker, I recognize our friend who is a member of the subcommittee, the gentleman from California (Mr. Garamendi).

At this time, Madam Speaker, I would yield 2 minutes to a member of the full committee, Mr. Sires from New Jersey.

Madam Speaker, at this time I recognize for such time as he may consume the chairman of the full Transportation Committee, Chairman Oberstar.

Madam Speaker, I have no further requests for time. I ask my colleagues to support the legislation, and I yield back the balance of my time.

Madam Speaker, I rise today to ask my colleagues to join me in recognizing the 100th Anniversary of Truelight Baptist Church in East St. Louis, Illinois.

In 1910, a small congregation was formed under the leadership of the Reverend James Alfred Lampley. This was the founding of Truelight Baptist Church in East St. Louis, Illinois. Serving with Pastor Lampley as the original church officers were Deacons John Wright and Charles King, Clerk Mary King, and Treasurer Frank Settles.

Originally located at 14th Street and Baker Avenue, Truelight Baptist Church would move several times as the requirements and size of the congregation grew, while always staying within the same East St. Louis neighborhood. When the current, brick church at 1535 Tudor Avenue was under construction, the congregation met for a time at the funeral home of one of its members. When the first floor of the church was completed, the congregation marched from the funeral home to the new church building.

Upon the death of founding Pastor Lampley in 1956, Reverend Henry Nicholson was chosen as pastor at the very young age of 23. Pastor Nicholson continues to serve as pastor to this day. It is a rare blessing that Truelight Baptist Church has had only two pastors in its 100 year history.

Truelight Baptist Church has grown and expanded since its humble beginnings. Several parishioners have moved but continue to return for services. The congregation has started several ministries and has developed an active participation in social, political and educational issues while remaining rooted in its spiritual foundation.

Madam Speaker, I ask my colleagues to join me in honoring the 100th Anniversary of Truelight Baptist Church and to wish the congregation the best for many years to come.

Madam Speaker, I rise today to ask my colleagues to join me in recognizing Melvin Frierson as he retires after 23 years of service to the U.S. House of Representatives.

Mel began his federal career as a staff member for Congressman Mel Price, in 1986. When Congressman Price passed away in 1988 and I was elected to fill the vacant seat, Mel remained as one of my senior staff members and he has served loyally and with distinction ever since.

In addition to his work as a member of my Congressional staff, Mel has long been involved in local politics and was a precinct committeeman in East St. Louis for over 30 years. Mel is a 33d degree Mason and has been involved in Freemasonry for 40 years. He was the Grand Master of the Most Worshipful Prince Hall Grand Lodge Free and Accepted Masons of the State of Illinois for 2 terms, from 1985 to 1986 and is currently Deputy of the Orient for the Scottish Rite, Masonry, Prince Hall Affiliation in the State of Illinois.

Mel's community and charitable involvement has been extensive. For years, he has delivered food to needy families during the holidays, often covering the cost himself. He has also participated in the Toys for Tots campaign as well as the Relay for Life which supports the American Cancer Society.

Mel's faith and his family have always been his cornerstones. He is a long-time member of the Mount Zion Missionary Baptist Church, in East St. Louis. Mel's family, including daughters, Ingrid and Kimberly, son Brett and grandchildren have been a source of great pride and will no doubt see a good deal more of their father and grandfather now that he is retiring.

Madam Speaker, I ask my colleagues to join me in an expression of recognition and appreciation for a loyal staff member and good friend.

Mr. Speaker, I rise in support of H.R. 4217, Fiscal Year 2010 Federal Aviation Administration Extension Act. I want to thank Chairman Rangel and Ranking Member Camp as well as Chairman Oberstar and Ranking Member Mica and Mr. Petri for bringing this to the floor today.

The FAA has been operating under a string of short-term extensions for over 2 years, since the last FAA reauthorization bill expired. Short-term extensions and uncertain funding levels can be disruptive to the aviation industry and to communities because they do not allow them to plan for long-term growth. Every month that goes by without a long- term FAA authorization is a lost opportunity to improve aviation safety, security, and to create and maintain jobs around the country.

Mr. Speaker, the House did its job and passed H.R. 915, the FAA Reauthorization Act of 2009, a 3-year authorization of the FAA programs. For several months, we have been waiting on the other body to bring a bill to the floor and to pass it. The Airport and Airways Trust Fund will expire on December 31, 2009, and the bill before us today, H.R. 4217, extends aviation taxes and expenditures authority and the Airport Improvement Program contract authority until March 31, 2010.

H.R. 4217 also provides an additional $2 billion in AIP contract authority, resulting in an annualized amount of $4 billion for fiscal year 2010. Four billion dollars for AIP is consistent with the House and Senate reauthorization bills, as well as the fiscal year 2010 concurrent budget resolution. These additional funds will allow airports to continue critical safety and capacity enhancement projects.

Congress must ensure that this extension passes to reduce delays and congestion, improve safety and efficiency, stimulate the economy and create jobs. Mr. Speaker, I urge my colleagues to support this bill.

Madam Speaker, I rise today to ask my colleagues to join me in honoring one of my constituents, Dan Callahan, the head baseball coach at Southern Illinois University, and congratulate him on being awarded the Missouri Valley Conference's Most Courageous Award. This award honors those that have demonstrated unusual courage in the face of personal illness, adversity, or tragedy.

In his 16 years at SIU, Coach Callahan has contributed a great deal to the community. He is well-known and respected for not just his coaching skills, but also for his ability to inspire off of the field.

Three years ago, Coach Callahan was diagnosed with a very rare and very serious form of skin cancer. Despite undergoing treatment for the cancer, including surgery, Coach Callahan did not miss a game that season. Sadly, the cancer continued to grow. He faced more intense treatments, but was given hope when his oncologist recommended a new drug, Avastin, that can stop the spread of cancer and in some cases even shrink tumors. His doctor tried it on him and it worked. However, his insurance company will not cover the cost of the drug that is keeping Dan Callahan alive.

He now has no choice regarding his treatment. He cannot afford what his doctor recommends and his insurance company will not cover it. He cannot get new insurance because of his history of cancer. This could happen to anyone.

His experiences are well documented in the St. Louis Post-Dispatch editorial that I would like added to the record.

I wanted to make my colleagues aware of Dan's situation, congratulate him on his award, and wish him luck on the baseball field and especially in his recovery.

I submit an editorial from the St. Louis Post-Dispatch which was published November 6, 2009, relating to Dan Callahan's case.

Costly New Drugs: A Crisis for One Family, a Quandry For U.S.

It began with a little black spot on Dan Callahan's lower

lip. He didn't think it was

anything to worry about. His doctor thought it was cancer.

The doctor was right.

It was neurotropic melanoma, a very rare--and very

serious--type of skin cancer. Even after the little black

spot was successfully removed six years ago, the cancer

remained. And grew.

Last October, doctors at Barnes-Jewish Hospital began

chemotherapy. They used a three-drug cocktail that indudes

Avastin, one of a new generation of anti-cancer drugs. It

works by blocking the formation of new blood vessels that

feed and nourish tumors. Until just a few years ago, that

kind of treatment was the stuff of science fiction.

For patients battling advanced cancer like Mr. Callahan,

Avastin represents something as important as food or water:

It is time in a vial.

This is what it cost: $13,686 per treatment. Mr. Callahan

has received six so far. Total price: $82,116.

What's it worth? That's a much more difficult question.

About 10 miles up Illinois Route 13 east of Carbondale,

Ill.--just above Crab Orchard Lake--lies a little town called

Carterville. Mr. Callahan lives there with his wife, Stacy,

and two daughters. Alexa, 18, is a student at the University

of Illinois. Carty, 13, is in eighth grade.

You can buy a three-bedroom house in Carterville for about

what Mr. Callahan's six infusions of Avastin cost. For about

$100,000--the price of a year's treatment--you can get a

dassic bungalow with a screened-in front porch, a long,

shaded driveway and a two-bedroom cottage out back.

The Callahans both have good jobs and health insurance.

Stacy works for a credit union. Dan is the head baseball

coach at Southern Illinois University-Carbondale.

Their insurance paid for minor surgery to remove the little

black spot from Mr. Callahan's lip. It paid for more

extensive surgery in April, when doctors removed the right

side of his jaw trying to stop the cancer's spread.

And it paid for yet another operation in September, when

infection forced doctors to remove the prosthetic device they

had implanted to replace his missing jaw.

But Mr. Callahan's insurance won't pay for Avastin.

The U.S. Food and Drug Administietion approved Avastin in

2004 to treat advanced colon cancer. Since then, it has been

cleared for breast and lung cancers. Doctors are free to

prescribe it for other forms of cancer. It is being tried on

30 other cancers, induding melanoma, but those uses

technically are experimental.

Because many experimental treatments don't pan out,

insurance companies in Illinois and most other states do not

have to cover them. The major health care bills pending in

Congress would not change that. For the first time, they

allow generic versions of so-called biologic drugs like

Avastin. But only after 12 years on the market, twice as long

as other drugs.

For thousands of Americans, including the Callahans, that

means many newer cancer drugs are out of reach. ``When they

told me the insurance wouldn't cover it, I said well just pay

for it ourselves,'' Mrs. Callahan recalled last week. ``Then

they told me how much it cost.''

The Callahans scraped together about $27,000 from friends

and family members--enough to cover the cost of two

treatments. They got a grant from Washington University to

pay for four more. They are appealing the insurance company

denial, so far without success. The grant expires at the end

of December. After that?

Mrs. Callahan paused. ``We don't know what we'll do.''

Despite the high prices and higher hopes, Avastin has been

shown to extend cancer patients' lives by only a few months.

Many patients and oncologists say it improves quality of

life and shrinks tumors--or at least prevents them from

growing.

Mr. Callahan's doctor said it has slowed the progression of

his tumor.

That is no small achievement for patients with advanced

cancer. But stopping the progression of cancer is not the

same as curing it. A study published in January followed 53

melanoma patients who received Avastin. After 18 months, 13

were alive.

The company that makes Avastin, Genentech, spent about

$2.25 billion to develop it. It spends another $1 billion a

year testing it on new cancers. Avastin has been a

blockbuster success. It had $2.7 billion in sales in the

United States last year and more than $3.5 billion worldwide.

Genentech says Avastin's price reflects its value. Another

cancer drug, Erbitus, costs even more, and it hasn't been

shown to extend life at all. In March, Swiss pharmaceutical

giant Roche agreed to buy Genentech for $46.8 billion.

Avastin is a big reason the company was sold for so much

money.

Not everyone agrees that Avastin is worth the price.

Experts in Britain recommended against covering it. A drug

that costs as much as a house and extends life for just a few

months isn't worth the money, they said.

Some people go to pieces when they find out they've got

cancer. Mr. Callahan went to work.

He has coached the Salukis for 14 years. ``I try to carry

on like I'm going to be here next week and next month,'' he

said. ``I think about coaching in 2010, about going to my

daughters' college graduations and their weddings.''

His 2009 team finished with 24 wins and 28 losses. Coach

Callahan was too sick to travel to away games. But he was in

the dugout each time the Salukis took the field in

Carbondale.

From the beginning, the Callahans have made it a point not

to ask doctors about his prognosis. ``We don't want to know

it, and we don't want our kids to know it,'' Mrs. Callahan

said. ``We just wanted to live our lives as normally as

possible, with no time line.''

Coach Callahan thinks it is inherently unfair that patients

can be denied treatment simply because of a drug's high

price. It's like giving one team an extra at-bat.

But the game is not over. Even with two outs in the ninth

inning, even with two strikes against you, there's hope. And

a question: Who sets the price of victory?

Madam Speaker, I rise today to ask my colleagues to join me in recognizing Jay Harrington, coach of the Southwestern Illinois College Blue Storm, who posted his 700th victory as a college men's basketball coach on November 13, 2009.

Jay Harrington began his coaching career as an assistant at Western Kentucky University for one year followed by a year as an assistant coach at the University of Arkansas at Little Rock. Jay's first position as head coach was at Wabash Valley College where he coached for three years. He next took over as head coach at Southwestern Illinois College, then Belleville Area College, where he has been for the past 30 years. Last season, Coach Harrington posted his 600th victory as the coach of Southwestern Illinois College.

Coach Harrington entered the 2009-2010 season with a career total of 696 wins. He posted his 700th victory with a 64-49 win over Highland College before the home crowd at the Blue Storm Basketball Classic at Southwestern Illinois College. With typical modesty, Jay deflected accolades over this milestone, preferring instead to discuss the good performance of his players.

Jay Harrington is enshrined in both the Illinois Coaches Hall of Fame and the National Junior College Athletic Association, NJCAA, Basketball Coach's Hall of Fame. He has been named the Junior College Athletic Director of the Year by the National Association of Collegiate Directors of Athletics and Co-Coach of the Year for Junior Colleges by the Illinois Basketball Coaches Association.

Madam Speaker, I ask my colleagues to join me in congratulating Jay Harrington on his milestone 700th victory as a men's college basketball coach.

Madam Speaker, I rise today to ask my colleagues to join me in recognizing Harry Statham who, on November 13, 2009, posted his 1,000th victory as coach of the McKendree Bearcats, the first coach of a men's 4-year college basketball program to reach that mark.

Harry Statham began his career at McKendree College in 1966 after 5 years as a high school coach. Forty-four years later, coaching in the basketball court that bears his name, Coach Statham is still at McKendree, now McKendree University, and has built an impressive program on the guiding principle of, ``You win games by getting the right kids.'' And Harry Statham's criteria for ``the right kids'' should be a model for other coaches in all sports. ``We want good people, good students and good basketball players--in that order,'' he says.

Harry Statham has been the career wins leader for a 4-year men's basketball program since passing Dean Smith with his 880th victory in 2004. His record, after the 79-49 win over East-West University on November 13, was 1000-318.

Harry Statham's career is not marked solely by an impressive number of victories. He was named the 2001-02 NAIA Men's Basketball Coach of the Year and has received the AMC Coach of the Year award eight different times. He was a six-time recipient of the NAIA District 20 Coach of the Year, has been named the NAIA-Illinois Basketball Coaches Association Men's Basketball Coach of the Year 12 times, was the recipient of the National Association of Basketball Coaches, NABC, Guardians of the Game Leadership Award and received the Distinguished Service Award from the United States Sports Academy.

Madam Speaker, I ask my colleagues to join me in congratulating Harry Statham on his milestone 1,000th victory as the men's basketball coach at McKendree University and to thank him for his many contributions to his sport, his university and his community.

Madam Speaker, I rise today to ask my colleagues to join me in honoring the 100th anniversary of Local 360 of the United Association of Plumbers and Gasfitters, headquartered in Collinsville, Illinois.

The Plumbers and Gasfitters Local 360 was chartered in 1909 in East St. Louis, Illinois. Situated on the Mississippi River, across from St. Louis and with a number of rail lines passing through it, the East St. Louis area early in the 20th Century was developing into a major industrial center. With commercial and residential development booming as families came to the region in search of work in the factories and stockyards, there was a need for skilled labor and for unions to represent those workers.

Under the original charter, Local 360 represented plumbers, steamfitters, gasfitters, and steamfitter helpers. The original officer was William J. Stewart, who served as secretary for the new local until November 20, 1909.

Local 360 has grown through the years and now represents 230 members in Madison and St. Clair counties. In addition to providing a strong voice for its members and providing the highest quality of labor, Local 360 also is committed to giving back to the communities where its members live and work. The Local provides support for a number of charitable organizations, such as the Shriners, Salvation Army and the Special Olympics.

In 1994, Local 360 moved its headquarters to Collinsville, Illinois. Current leadership is provided by William Hayes, business manager/ financial secretary-treasurer; Matthew Popov, recording secretary; Paul Koehne, president; and Thomas Kowalski, vice president. Through their continued commitment to quality representation for their members and community involvement, Local 360 is a positive example of organized labor in southwestern Illinois.

Madam Speaker, I ask my colleagues to join me in congratulating the leadership and members of Local 360 of the United Association of Plumbers and Gasfitters as they celebrate their 100th anniversary.

Mr. Speaker, today is a historic day in the House of Representatives, and will be one of a handful of votes that can be deemed the most important of our careers. We are considering today how to improve the provision of health care in America. Spiraling costs, insurance limitations and a lack of insurance coverage continue to impact families, our economy, and ultimately our way of life. It is for this reason that after careful consideration, I will vote in favor of

Madam Speaker, I rise today to express my concern over the Report of the United Nations Fact Finding Mission on the Gaza Conflict and in support of H. Res. 867.

On October 16, 2009, the United Nations Human Rights Council endorsed the findings of the Report of the United Nations Fact Finding Mission on the Gaza Conflict, commonly referred to as the Goldstone Report. The Goldstone report unfairly documents the events that occurred during Operation Cast Lead, or the Gaza conflict, from December 27, 2008, to January 18, 2009, determining that Israel deliberately attacked Gaza civilians.

As a member of the Tom Lantos Human Rights Commission, I am deeply committed to ending human rights violations and holding the perpetrators accountable for their actions. However, I join my colleagues and over 15 member states of the United Nations Human Rights Council, who believe that this report is biased and deeply flawed.

As a cosponsor of H. Res. 867, I agree that the Obama administration should not endorse the Goldstone Report because it unfairly castigates Israel's actions during the Gaza conflict. For example, the report recommends that the U.N. General Assembly establish a reparation fund to compensate Palestinians who have suffered loss during the Gaza conflict. However, the report ignores any need that a similar escrow fund be established for Israelis who have suffered years of violence and destruction at the hands of Hamas and other militant groups in Gaza.

Finally, the report fails to recognize the repeated violent attacks committed against Israeli citizens and its unequivocal right to defend itself. Israel has the right and the responsibility to defend its people and ensure its security. That right should be fully acknowledged.

Madam Speaker, there is an urgency to reach a workable peace between Israel and Palestine. It is my hope that these two nations are able to find a lasting peace in the near term to circumvent further violent conflicts, and I believe this report does not move us closer to that goal. I urge my colleagues to join me in opposing the Goldstone Report and supporting H. Res. 867.

Mr. Speaker, I move to suspend the rules and pass the bill (H.R. 3371) to amend title 49, United States Code, to improve airline safety and pilot training, and for other purposes, as amended.

Mr. Speaker, I ask unanimous consent that all Members have 5 legislative days within which to revise and extend their remarks and to include extraneous material on H.R. 3371.

I yield myself as much time as I may consume.

Mr. Speaker, I thank you, and I rise in support of H.R. 3371, the Airline Safety and Pilot Training Improvement Act.

This legislation will improve aviation safety, and it is one of the strongest aviation safety bills in decades. The bipartisan legislation is authored by Chairman Oberstar, Ranking Member Petri, and me. I would like to thank them for their leadership and hard work to bring this legislation to the floor today.

I also want to thank the families of those who perished in the Colgan accident in Buffalo for their input, cooperation, and persistence. Some of them are here with us today.

In addition, the subcommittee worked very closely with the pilot groups, the airlines, the National Transportation Safety Board, the Department of Transportation inspector general, and members of the Aviation Subcommittee, as well as other Members of Congress, such as Congresswoman Louise Slaughter, Congressman Brian Higgins and Congressman Christopher Lee, who also helped shape the legislation.

At our Aviation Subcommittee hearing on June 11, I stated that we would not wait on the FAA to go forward with the rulemaking process. Rather, we would move legislation through the Congress to improve safety and to improve pilot training, and that is exactly what we did. On July 30, H.R. 3371 was reported favorably out of the Transportation and Infrastructure Committee. The bill has many cosponsors from both sides of the aisle.

Mr. Speaker, today is an important day for aviation safety. Ranking Member Petri and I held an Aviation Subcommittee hearing on June 11 on ``Regional Air Carriers and Pilot Workforce Issues.'' The testimony we heard was nearly unanimous--that Congress and the FAA must raise the bar on the current minimum pilot training standards. At the end of the hearing, I stated our intention to pursue legislation.

The bill before us fulfills our commitment to address these safety issues, and we will continue to conduct rigorous oversight to ensure that these measures are implemented after the bill is enacted.

Regional airlines have been involved in the last six fatal U.S. airline accidents, and pilot performance has been implicated in three of these accidents, not including Colgan. It is time to strengthen pilot training requirements and qualifications. Those, among other important issues, are addressed in this legislation.

To address pilot qualifications, the bill increases the minimum flight hours required to be hired as an airline pilot. Currently, individuals only need a commercial pilot's license to be a commercial pilot, which is a minimum of 250 flight hours. Based on the witnesses' testimonies in our hearing, meetings and a roundtable discussion with airline pilots, there is a consensus that 250 hours simply is not enough experience to be an airline pilot, and that safety would be improved by raising the standard.

Under H.R. 3371, all airline pilots must obtain an Airline Transport Pilot license, which is currently needed to be an airline captain. It requires a minimum of 1,500 flight hours, additional aeronautical knowledge, crew resources management, and greater flight proficiency testing.

In addition to the ATP, the bill goes a step further to put in place new statutory requirements to strengthen the qualitative minimum requirements a pilot must have to qualify for an ATP. For example, an individual must be able to function effectively in a multi-pilot environment. We also require pilots to be trained to fly in adverse weather conditions, including icing.

The subcommittee is looking at this issue very closely. In fact, Ranking Member Petri and I are convening a roundtable tomorrow to discuss what steps can be taken to mitigate ground and in-flight icing and how icing can affect commercial and general aviation aircraft.

In addition, because pilot groups, the FAA administrator and flight education universities have all cited the need to strengthen pilot academic training, the bill allows the FAA administrator to give credit towards the 1,500-flight-hour requirements if a flight school or a university provides academic training that exceeds the strengthened minimum ATP requirements in the bill.

To reiterate, this bill, one, will require all pilots to hold an ATP certificate; two, will strengthen the minimum requirements for an ATP; and

three, will provide a flight-hour credit for coursework that exceeds the strengthened minimum requirements. In addition, the administrator can only award these credits on the basis that specific academic courses will enhance safety more than flight experience.

H.R. 3371 goes a long way to strengthening both the qualitative and quantitative training requirements to become an airline pilot.

The bill mandates several outstanding NTSB recommendations related to pilot training that were discussed at the hearing, such as stall and upset recovery, and remedial training. We require the FAA to convene a multidisciplinary panel on stick pusher training and for the FAA to act on the panel's recommendations. We are also mandating that the Secretary of Transportation must provide Congress with an annual report on each open NTSB recommendation.

To address concerns regarding professional standards, the bill requires regional and major airlines to create pilot mentoring programs pairing highly experienced pilots with junior pilots. New-hire pilots and pilots in command are required to receive leadership training and must undergo instruction on compliance with sterile cockpit regulations.

Also, the bill creates a task force of experts to evaluate best practices in the airline industry regarding mentoring, pilot training and intercarrier information sharing. The task force will report to Congress every 180 days on the progress of implementing these best practices.

To ensure that airlines can make informed hiring decisions, the bill also requires the FAA to create and maintain an electronic pilot records database.

The database will allow airlines to quickly assess and have access to the pilot's comprehensive record for the purposes of hiring only. The database will have records of the pilot's license, aircraft ratings, check rides, notice of disapproval, and other flight proficiency tests.

Fatigue has been on the NTSB's ``most wanted list'' since 1990. The bill directs the FAA to implement a new pilot flight and duty time rule. An updated rule will more adequately reflect the operating environment of today's pilots and will reflect scientific research on fatigue. In addition, the bill requires air carriers to create fatigue risk management systems to proactively mitigate fatigue.

Many of us are concerned about the relationship between pilot commuting and fatigue. This is an issue that needs to be looked at more closely. Therefore, the bill directs the National Academy of Sciences to conduct a study on the impact of commuting on pilot fatigue. The bill requires all Internet Web sites that sell airline tickets to show on the first Web page display which air carrier is operating the flight, including multiple flight segments.

Finally, to recap, the bill increases the minimum flight hours required to be hired as an airline pilot to 1,500 hours and an ATP license. Now an individual needs only 250 hours to receive their commercial pilot's license and fly in the left seat of a cockpit as a First Officer. The bill requires the First Officer to have at least 1,500 hours and an ATP.

We are strengthening the ATP by requiring strong qualitative requirements such as knowing how to fly in a multi-pilot environment, being trained to fly in adverse weather conditions, including icing. It mandates several outstanding NTSB recommendations related to pilot training and requires the Secretary of Transportation to provide an annual report to Congress on each NTSB recommendation that is still open.

It mandates regional and major airlines to create pilot mentoring programs, it requires the FAA to create and maintain an electronic pilot database to ensure that airlines can make informed hiring decisions. It directs the FAA to implement the flight and duty time rules and requires airlines to create fatigue management systems.

It directs the National Academy of Science to study the relationship between pilot commuting and fatigue. It requires all Internet Web sites that sell airline tickets to explicitly say which air carriers are operating the flight, including multi legs of flight.

Mr. Speaker, this is most comprehensive safety bill that has come before this Congress in many, many years. It provides important steps to address many safety concerns raised at our hearing. I urge my colleagues to support this legislation.

I reserve the balance of my time.

Mr. Speaker, at this time I yield 2 minutes to the chairperson of the Rules Committee, the gentlewoman from New York, Congresswoman Slaughter.

Mr. Speaker, at this time I yield 2 minutes to the gentleman from New York who was instrumental in working with us to craft this bill, Congressman Higgins.

Mr. Speaker, at this time, I yield 2 minutes to the gentleman from Ohio, who is a member of the subcommittee, who is an experienced pilot and who made invaluable contributions to this legislation, Mr. Boccieri.

Mr. Speaker, at this time, I yield to the distinguished chairman of the full committee, Chairman Oberstar, as much time as he may consume.

I would ask the ranking member if he would yield 30 seconds to me, since I am out of time.

I thank the ranking member for yielding 30 seconds to me.

In closing, let me reiterate that this is the strongest aviation and pilot training bill, as Chairman Oberstar said, in over half a decade. It is a good bill. It deserves our support. I urge my colleagues to support this legislation.

Mr. Speaker, on that I demand the yeas and nays.

Mr. Speaker, I move to suspend the rules and agree to the concurrent resolution (H. Con. Res. 138) recognizing the 40th anniversary of the George Bush Intercontinental Airport in Houston, Texas.

Mr. Speaker, I ask unanimous consent that all Members have 5 legislative days within which to revise and extend their remarks and to include extraneous material on H. Con. Res. 138.

Mr. Speaker, I rise in support of H. Con. Res. 138, introduced by the gentlewoman from Texas (Ms. Jackson-Lee).

The concurrent resolution recognizes the 40th anniversary of the George Bush Intercontinental Airport in Houston, Texas, and congratulates officials of the airport and the City of Houston for the airport's service to Houston's citizens and the national air transportation system.

Houston Intercontinental Airport is the largest airport in Houston, serving over 43 million passengers in 2008, and is the eighth largest airport in the United States. The airport has grown to become a world- class international gateway and is a regional and world leader in air cargo processing, consolidation, and distribution.

Finally, the airport supports more than 151,000 jobs and contributes over $24 billion annually to the Houston regional economy.

Mr. Speaker, I urge my colleagues to join me in supporting H. Con. Res. 138.

I reserve the balance of my time.

Mr. Speaker, I yield 4 minutes to the author of this legislation, the gentlelady from Texas (Ms. Jackson-Lee).

I yield the gentlelady an additional minute.

Mr. Speaker, we have no further requests for time. I urge my colleagues to support this legislation.

I yield back the balance of our time.

Mr. Speaker, I move to suspend the rules and agree to the resolution (H. Res. 719) commending Russ Meyer on his induction into the National Aviation Hall of Fame, as amended.

Mr. Speaker, I ask unanimous consent that all Members may have 5 legislative days within which to revise and extend their remarks and to include extraneous materials on H. Res. 719.

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

Mr. Speaker, I rise in support of H. Res. 719, introduced by the gentleman from Kansas (Mr. Tiahrt). The resolution recognizes Russell W. Meyer, Jr., for his achievements and lifetime of service to the aviation industry and commends him on his induction into the National Aviation Hall of Fame.

As a leading proponent of aviation, Russ demonstrated strong leadership as the former chairman and chief executive officer of Cessna Aircraft Company. He was instrumental in supporting innovative aviation programs and played a key role in the development of the Be A Pilot program that resulted in tens of thousands of new pilots and contributed more than $200 million to the economy.

Russ has served on three Presidential commissions and was one of the principal architects of the General Aviation Revitalization Act of 1994.

In 1995 he received one of aviation's most prestigious individual honors, the Wright Brothers Memorial Trophy. It is awarded annually on the anniversary of the Wright brothers' first powered flight.

Mr. Speaker, I urge my colleagues to join me in honoring one of America's pioneers in aviation by supporting H. Res. 719.

I reserve the balance of my time.

Mr. Speaker, we have no further speakers on our side.

I reserve the balance of our time.

Mr. Speaker, we have no further requests for time. I urge passage of this legislation.

I yield back the balance of our time

Madam Speaker, I rise today to ask my colleagues to join me in recognizing the 200th anniversary of Bethel Baptist Church of Caseyville, Illinois.

The year 1809 was important in the history of our Nation and the State of Illinois. While James Madison was inaugurated as our young Nation's fourth President and Robert Fulton received a patent on his new invention, the steam boat, the Illinois Territory was formed by an Act of Congress and Abraham Lincoln was born in the backwoods of Kentucky. At the same time, a group of Christians who had concerns about the pro-slavery position of some members of their former church formed the Baptist Church of Christ, Friends to Humanity, which would later become Bethel Baptist Church of Caseyville.

James Lemen, Sr., was the first pastor of the new church and the congregation would meet in the houses of members, traveling up to 36 miles by horseback to attend services. As the congregation grew, the need for a permanent church structure became apparent and the first meeting house was built in 1825.

During the church's early years, members continued to hold strong abolitionist positions. The church building was used as a station along the Underground Railroad, with fugitive slaves hiding in a crawl space under the church floor. To commemorate this important period, when a new floor was installed in the 1940s, a trap door was installed so the original trap door, through which the fugitive slaves would enter their hiding place, could be seen.

Many changes occurred during the history of the church, many of which mirrored what was going on as our Nation grew. Wars and economic disasters took their toll on the congregation and, for a period during the Great Depression, the church was closed. During that time, concerned parishioners would gather the children of the area into their homes to continue to spread the Word of God.

Responding to the needs of the flock, the church membership was reorganized and the church reopened in 1938. Due to the efforts of many in the congregation, the church rebounded and membership grew.

As they celebrate their past during this historic anniversary year, the congregation of Bethel Baptist Church of Caseyville also looks forward to the future. Their strong commitment to their faith, their families and their community is reflected in their invitation for their bicentennial observance, ``Celebrate God's Goodness with Us!''

Madam Speaker, I ask my colleagues to join me in honoring the 200th anniversary of the Bethel Baptist Church of Caseyville and wishing them the best for many years to come.

Madam Speaker, I rise today to ask my colleagues to join me in recognizing Rick Schewe and congratulating him on being named the ``George R. Badgley Labor Man of the Year'' for the Southwestern Illinois Central Labor Council.

Rick Schewe comes from a union family. In fact, his father was honored with this same award in 1978. Upon joining the Laborers Union in 1973, Rick quickly assumed a leadership role within his local. He served as Secretary-Treasurer for 29 years, assistant business manager for nine years and business manager for 13 years. Rick has represented his local at seven International Conventions and currently is president of the Twelve Counties Southwestern Illinois Laborers District Council.

In addition to his many activities and responsibilities in representing the working men and women of our area, Rick has found time to volunteer within his community, including organizing blood drives and volunteering for the Salvation Army fund-raising campaign.

Madam Speaker, I ask my colleagues to join me in an expression of appreciation and congratulations to Mr. Rick Schewe, a true champion of organized labor.