"FAA Reauthorization Act of 2024: Stakeholder Perspectives on Implementation One Year Later"
Hearing•House Transportation and Infrastructure Subcommittee on Aviation•Jun 4, 2025 · 10:00 AM
Summary
House Transportation and Infrastructure Subcommittee on Aviation held a hearing on Jun 4, 2025 at 10:00 AM in Rayburn House Office Building, Room 2167. 5 witnesses appeared.
Record
The meeting has its video, its transcript, witnesses and documents on the record.
Video
The proceedings, as the committee streamed them.
Transcript
The transcript runs to 8,031 lines and 478,740 characters, as the Government Publishing Office printed it.
1[House Hearing, 119 Congress]2[From the U.S. Government Publishing Office]34 FAA REAUTHORIZATION ACT OF 2024: STAKE-5 HOLDER PERSPECTIVES ON IMPLEMENTATION6 ONE YEAR LATER78=======================================================================910 (119-23)1112 HEARING1314 BEFORE THE1516 SUBCOMMITTEE ON17 AVIATION1819 OF THE2021 COMMITTEE ON22 TRANSPORTATION AND23 INFRASTRUCTURE24 HOUSE OF REPRESENTATIVES2526 ONE HUNDRED NINETEENTH CONGRESS2728 FIRST SESSION29 __________3031 JUNE 4, 202532 __________3334 Printed for the use of the35 Committee on Transportation and Infrastructure3637 [GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]3839 Available online at: https://www.govinfo.gov/committee/house-40 transportation?path=/browsecommittee/chamber/house/committee/41 transportation42 ______4344 U.S. GOVERNMENT PUBLISHING OFFICE454661-463 PDF WASHINGTON : 20254748 COMMITTEE ON TRANSPORTATION AND INFRASTRUCTURE4950 Sam Graves, Missouri, Chairman51 Rick Larsen, Washington, Ranking Member52Eric A. ``Rick'' Crawford, Eleanor Holmes Norton,53 Arkansas, Vice Chairman District of Columbia54Daniel Webster, Florida Jerrold Nadler, New York55Thomas Massie, Kentucky Steve Cohen, Tennessee56Scott Perry, Pennsylvania John Garamendi, California57Brian Babin, Texas Henry C. ``Hank'' Johnson, Jr.,58David Rouzer, North Carolina Georgia59Mike Bost, Illinois Andre Carson, Indiana60Doug LaMalfa, California Dina Titus, Nevada61Bruce Westerman, Arkansas Jared Huffman, California62Brian J. Mast, Florida Julia Brownley, California63Pete Stauber, Minnesota Frederica S. Wilson, Florida64Tim Burchett, Tennessee Mark DeSaulnier, California65Dusty Johnson, South Dakota Salud O. Carbajal, California66Jefferson Van Drew, New Jersey Greg Stanton, Arizona67Troy E. Nehls, Texas Sharice Davids, Kansas68Tracey Mann, Kansas Jesus G. ``Chuy'' Garcia, Illinois69Burgess Owens, Utah Chris Pappas, New Hampshire70Eric Burlison, Missouri Seth Moulton, Massachusetts71Mike Collins, Georgia Marilyn Strickland, Washington72Mike Ezell, Mississippi Patrick Ryan, New York73Kevin Kiley, California Val T. Hoyle, Oregon74Vince Fong, California Emilia Strong Sykes, Ohio,75Tony Wied, Wisconsin Vice Ranking Member76Tom Barrett, Michigan Hillary J. Scholten, Michigan77Nicholas J. Begich III, Alaska Valerie P. Foushee, North Carolina78Robert P. Bresnahan, Jr., Christopher R. Deluzio, Pennsylvania79 Pennsylvania Robert Garcia, California80Jeff Hurd, Colorado Nellie Pou, New Jersey81Jefferson Shreve, Indiana Kristen McDonald Rivet, Michigan82Addison P. McDowell, North Laura Friedman, California83 Carolina Laura Gillen, New York84David J. Taylor, Ohio Shomari Figures, Alabama85Brad Knott, North Carolina86Kimberlyn King-Hinds, Northern87 Mariana Islands88Mike Kennedy, Utah89Robert F. Onder, Jr., Missouri90Jimmy Patronis, Florida9192 Subcommittee on Aviation9394 Troy E. Nehls, Texas, Chairman95 Steve Cohen, Tennessee, Ranking Member96Thomas Massie, Kentucky Sharice Davids, Kansas97Scott Perry, Pennsylvania Hillary J. Scholten, Michigan98Brian J. Mast, Florida Robert Garcia, California99Pete Stauber, Minnesota Henry C. ``Hank'' Johnson, Jr.,100Tim Burchett, Tennessee Georgia101Dusty Johnson, South Dakota Andre Carson, Indiana102Jefferson Van Drew, New Jersey Julia Brownley, California103Tracey Mann, Kansas Frederica S. Wilson, Florida104Burgess Owens, Utah Mark DeSaulnier, California105Tony Wied, Wisconsin, Vice Valerie P. Foushee, North Carolina106 Chairman Christopher R. Deluzio, Pennsylvania107Tom Barrett, Michigan Nellie Pou, New Jersey,108Nicholas J. Begich III, Alaska Vice Ranking Member109Robert P. Bresnahan, Jr., Laura Gillen, New York110 Pennsylvania Eleanor Holmes Norton,111Jeff Hurd, Colorado District of Columbia112Jefferson Shreve, Indiana Dina Titus, Nevada113Addison P. McDowell, North Salud O. Carbajal, California114 Carolina Greg Stanton, Arizona115Brad Knott, North Carolina Jesus G. ``Chuy'' Garcia, Illinois116Kimberlyn King-Hinds, Rick Larsen, Washington (Ex Officio)117 Northern Mariana Islands118Robert F. Onder, Jr., Missouri119Jimmy Patronis, Florida120Sam Graves, Missouri (Ex Officio)121122 CONTENTS123124 Page125126Summary of Subject Matter........................................ vii127128 STATEMENTS OF MEMBERS OF THE COMMITTEE129130Hon. Troy E. Nehls, a Representative in Congress from the State131 of Texas, and Chairman, Subcommittee on Aviation, opening132 statement...................................................... 1133 Prepared statement........................................... 3134Hon. Steve Cohen, a Representative in Congress from the State of135 Tennessee, and Ranking Member, Subcommittee on Aviation,136 opening statement.............................................. 3137 Prepared statement........................................... 5138Hon. Sam Graves, a Representative in Congress from the State of139 Missouri, and Chairman, Committee on Transportation and140 Infrastructure, prepared statement............................. 97141142 WITNESSES143144Darren Pleasance, President and Chief Executive Officer, Aircraft145 Owners and Pilots Association, oral statement.................. 6146 Prepared statement........................................... 8147Edward M. Bolen, President and Chief Executive Officer, National148 Business Aviation Association, oral statement.................. 13149 Prepared statement........................................... 15150Michael Robbins, President and Chief Executive Officer,151 Association for Uncrewed Vehicle Systems International, oral152 statement...................................................... 20153 Prepared statement........................................... 22154Captain Jody Reven, President, Southwest Airlines Pilots155 Association, oral statement.................................... 33156 Prepared statement........................................... 35157Sara Nelson, International President, Association of Flight158 Attendants--CWA, AFL-CIO, oral statement....................... 37159 Prepared statement........................................... 39160161 SUBMISSIONS FOR THE RECORD162163Letter of May 23, 2025, to Hon. Steve Womack, Chairman, and Hon.164 James E. Clyburn, Ranking Member, Subcommittee on165 Transportation, Housing and Urban Development, and Related166 Agencies, House Committee on Appropriations, from Eight167 Congress Members from New York and New Jersey, Submitted for168 the Record by Hon. Laura Gillen................................ 70169Statement of Cade Clark, Chief Government Affairs Officer,170 Vertical Aviation International, Submitted for the Record by171 Hon. Troy E. Nehls............................................. 97172173 APPENDIX174175Questions to Edward M. Bolen, President and Chief Executive176 Officer, National Business Aviation Association, from Hon.177 Julia Brownley................................................. 101178179[GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]180181 May 30, 2025182183 SUMMARY OF SUBJECT MATTER184185 TO: LMembers, Subcommittee on Aviation186 FROM: LStaff, Subcommittee on Aviation187 RE: LSubcommittee Hearing on ``FAA Reauthorization Act188of 2024: Stakeholder Perspectives on Implementation One Year189Later''190_______________________________________________________________________191192 I. PURPOSE193194 The Subcommittee on Aviation of the Committee on195Transportation and Infrastructure will meet on June 4, 2025, at19610:00 a.m. ET in 2167 Rayburn House Office Building to receive197testimony at a hearing entitled, ``FAA Reauthorization Act of1982024: Stakeholder Perspectives on Implementation One Year199Later.'' The hearing will provide representatives of the200aerospace industry an opportunity to share their perspectives201on the progress made by the Federal Aviation Administration202(FAA or Agency) and the Department of Transportation (DOT) in203implementing the FAA Reauthorization Act of 2024. The204Subcommittee will hear testimony from the Aircraft Owners and205Pilots Association, National Business Aviation Association,206Association of Uncrewed Vehicle Systems International,207Southwest Airlines Pilots Association, and Association of208Flight Attendants--CWA, AFL-CIO.209210 II. BACKGROUND211212 On May 16, 2024, President Biden signed H.R. 3935, the FAA213Reauthorization Act of 2024 (P.L. 118-63) into law.\1\ FAARA2142024 reauthorizes civil aviation programs within the FAA215through fiscal year 2028. Enactment of FAARA 2024 followed a216series of four short-term extensions of authorizations after217the previous reauthorization law, the FAA Reauthorization Act218of 2018 (FAARA 2018; P.L. 115-254), expired on October 1,2192023.\2\ Support for final passage of H.R. 3935 was220overwhelmingly bipartisan. The Senate passed an amendment to221H.R. 3935 by a vote of 88 yeas to 4 nays and the House agreed222to the amendment by a vote of 387 yeas to 26 nays.\3\223---------------------------------------------------------------------------224 \1\ Press Release, The White House, Bill Signed: H.R. 3935, (May22516, 2024), available at https://bidenwhitehouse.archives.gov/briefing-226room/statements-releases/2024/05/16/press-release-bill-signed-h-r-2273935/.228 \2\ Div. B, Title II of the Continuing Appropriations Act, 2024 and229Other Extensions Act, Pub. L. No. 118-15, 137 Stat. 71; Airport and230Airway Extension Act of 2023, Part II, Pub. L. No. 118-34; Airport and231Airway Extension Act of 2024, Pub. L. No. 118-41; Airport and Airway232Extension Act of 2024, Part II, Pub. L. No. 118-60.233 \3\ CONCUR IN THE S. AMDT TO H.R. 3935, CLERK, UNITED STATES HOUSE234OF REPRESENTATIVES, Roll Call 200, 118th Cong., 2nd Session, (May 15,2352024), available at https://clerk.house.gov/Votes/2024200.; H.R. 3935,236As Amended, CLERK, UNITED STATES SENATE, Roll Call 162, 118th Cong.,2372nd Session, (May 9, 2024), available at https://www.senate.gov/238legislative/LIS/roll_call_votes/vote1182/vote_118_2_00162.htm.239---------------------------------------------------------------------------240241 III. KEY PILLARS OF THE FAA REAUTHORIZATION ACT OF 2024242243 In developing FAARA 2024, the Committee on Transportation244and Infrastructure received over 2,100 unique requests from245Members of Congress and aviation industry stakeholders and held246five hearings focused on reauthorizing civil aviation programs247in the first four months of the 118th Congress. FAARA 2024248contains approximately 500 requirements for the FAA, including249mandates to take various actions, procure certain equipment,250issue regulations, prepare reports to Congress, and conduct251studies, among other responsibilities. As we move past the one-252year anniversary of FAARA 2024 being signed into law, the FAA253continues to implement the provisions of FAARA 2024. This memo254reflects the status of some of FAARA 2024's mandates and key255programs within the law.256257UPHOLDING AVIATION SAFETY258259 The United States experienced one of the safest periods in260commercial aviation on record from 2012 through 2024, during261which three fatalities occurred on scheduled domestic air262carriers, compared to 140 passenger fatalities in the previous263decade.\4\ Tragically, our aviation ecosystem has experienced264several accidents this year that underscore the importance of265continued progress on aviation safety. On January 29, 2025,266American Eagle flight 5342 collided with an Army UH-60 Black267Hawk helicopter while on final approach to Ronald Reagan268Washington National Airport (DCA). This collision resulted in269the tragic loss of 67 lives after both aircraft crashed into270the Potomac River.\5\271---------------------------------------------------------------------------272 \4\ NTSB, U.S. Civil Aviation Statistics (2021), available at273https://www.ntsb.gov/safety/Pages/research.aspx, (last visited Dec. 4,2742024).275 \5\ NTSB, Aviation Investigation Preliminary Report (2025),276available at https://www.ntsb.gov/investigations/Documents/277DCA25MA108%20Prelim.pdf.278---------------------------------------------------------------------------279 Furthermore, the United States has also seen several near-280misses at airports in the last few years.\6\ For example, two281aircraft almost collided on February 4, 2023, at Austin-282Bergstrom International Airport, when a FedEx aircraft was283cleared to land on the same runway as a Southwest aircraft,284carrying 128 passengers and crew members, which was cleared to285take off.\7\ A National Transportation Safety Board (NTSB)286report noted the aircraft came within 150 to 170 feet of each287other during this incident and attributed the near-miss to288dense fog and a lack of surface detection equipment that could289have alerted the air traffic controllers to a potential290collision.\8\ Unfortunately, this is just one of many examples.291More recently, there was a loss of separation when an Army292Black Hawk and a Delta Airlines flight, on approach to DCA,293came within less than one mile and 400 feet of one another.\9\294This concerning trend in safety incidents further emphasizes295the need for continued improvements in aviation safety. FAARA2962024 includes nearly 80 provisions aimed at enhancing and297improving America's aviation safety.\10\298---------------------------------------------------------------------------299 \6\ Sydney Ember and Emily Steel, Airline Close Calls Happen Far300More Often Than Previously Known, The New York Times, (Aug. 21, 2023),301available at https://www.nytimes.com/interactive/2023/08/21/business/302airline-safety-close-calls.html.303 \7\ NTSB, Runway Incursion and Overflight, Southwest Airlines304Flight 708, Boeing 737-700, N7827A, and Federal Express Flight 1432,305Boeing 767-300, N297FE (2023), available at https://www.ntsb.gov/306investigations/Pages/DCA23FA149.aspx.307 \8\ Press Release, NTSB, Air Traffic Control Issues, Lack of Safety308Technology Led to Near Collision on Foggy Texas Runway (June 6, 2024),309available at https://www.ntsb.gov/news/press-releases/Pages/310NR20240606.aspx.311 \9\ Phil Helsel, Courtney Kube and Mosheh Gains, 2 planes were312ordered to `go around' because of Army copter near Reagan Airport, NBC313News, (May 3, 2025) available at https://www.nbcnews.com/news/us-news/3142-planes-ordered-go-army-copter-reagan-airport-rcna204588.315 \10\ FAA Reauthorization Act of 2024, Pub. Law. No. 118-63.316[hereinafter FAARA 2024].317---------------------------------------------------------------------------318319ZERO TOLERANCE FOR NEAR-MISSES AND INCURSIONS320321 Section 347 of FAARA 2024 requires the FAA to establish the322Runway Safety Council to develop strategies to address airport323surface safety risks, among other tasks, to improve surface324safety.\11\ Additionally, the FAA is tasked with identifying325and deploying technologies, equipment, and systems, such as326surface surveillance and detection systems, that improve327onboard situational awareness for flight crewmembers and328enhance the safety of ground operations at all medium hub,329large hub, and other airports that lack surface surveillance330capabilities.\12\ This section requires airport surface331surveillance systems to be deployed and operational at all332medium and large hub airports within five years.\13\333---------------------------------------------------------------------------334 \11\ Id. at Sec. 347, 138 Stat. 1104.335 \12\ Id.336 \13\ Id.337---------------------------------------------------------------------------338 While the requirements under this section are segmented339over the course of five years, to date, the Agency has340established a Runway Safety Council and consulted with relevant341stakeholders to identify viable technologies that may provide342enhanced surface surveillance capabilities as well as improve343onboard situational awareness for crewmembers.\14\ In June3442024, the FAA deployed the Surface Awareness Initiative (SAI),345which provides timely and accurate depictions of both aircraft346and vehicles that are transmitting Automatic Dependent347Surveillance-Broadcast (ADS-B) on the surface movement areas of348an airport in all weather conditions.\15\ As of February 2025,349SAI is currently operational at 18 airports; and the FAA plans350to have 32 additional sites operational by December 31,3512025.\16\ In March 2024, the FAA launched the Approach Runway352Verification (ARV) system to provide controllers with visual353and audible alerts if an approaching aircraft is lined up to354land on the wrong airport surface. As of April 2025, ARV is355operational at 102 facilities, and the FAA expects it will be356operational at an additional 50 facilities by end of 2025.\17\357In March of 2025, the FAA deployed Runway Incursion Devices358(RID), a memory aid controllers use to provide additional359situational awareness of occupied and closed runways, at 74360airports.\18\361---------------------------------------------------------------------------362 \14\ Briefing from FAA to Subcomm. on Aviation Staff, 2024 FAA363Reauthorization Hill Update (Apr. 10, 2025, 12:00pm EST) (Slides on364file with Comm.) [hereinafter Hill Update].365 \15\ FAA, Surface Safety Portfolio (March 19, 2025), available at366https://www.faa.gov/surface-safety-portfolio.367 \16\ Briefing from FAA to Subcomm. on Aviation Staff, Airport368Surface Detection and Surveillance Systems Timeline & Action Plan (May36916, 2025) (slides on file with Comm.).370 \17\ Id.371 \18\ Supra note 15.372---------------------------------------------------------------------------373 Additionally, as part of Congress' budget reconciliation374effort, the House Committee on Transportation and375Infrastructure approved the appropriation of $500 million for376the FAA to carry out runway safety and airport surface377surveillance projects identified in section 347.\19\378---------------------------------------------------------------------------379 \19\ H. Comm. on Transp. & Infrastructure, Committee Print,380providing for reconciliation pursuant to H. Con. Res. 14, the381Concurrent Resolution on the Budget for Fiscal Year 2025 (as reported382on Apr. 30, 2025) [hereinafter Committee Print].383---------------------------------------------------------------------------384385AVIATION SAFETY INFORMATION ANALYSIS AND SHARING PROGRAM386387 To encourage the voluntary sharing of safety information,388the FAA introduced the Aviation Safety Information Analysis and389Sharing (ASIAS) system. ASIAS is a comprehensive database of390safety data and analysis from government and industry sources.391Section 348 requires the FAA to implement improvements to the392ASIAS program with respect to safety data sharing and risk393mitigation.\20\ Specifically, the new law requires the FAA to:394develop predictive capabilities to anticipate emerging safety395risks, establish a robust process for prioritizing request for396safety information, identify industry segments not yet included397in the program to increase the rate of participation, establish398processes for obtaining and analyzing aggregate data, and399integrate safety data obtained from unmanned aircraft systems400(UAS) operators.\21\401---------------------------------------------------------------------------402 \20\ FAARA 2024, supra note 10 at Sec. 348, 138 Stat. 1107.403 \21\ Id.404---------------------------------------------------------------------------405 The Agency conducted an initial briefing on its efforts406with Committee staff, in line with the statutory requirements,407on November 12, 2024, where it outlined ASIAS metrics, safety408improvements, and how they are using aggregate data for safety409analysis.\22\ Additionally, the FAA asserted that it will410implement a new advanced technology tool to more rapidly411process safety data and produce relevant safety intelligence.412The FAA projects to fully implement section 348 by the 2027413statutory requirement.\23\414---------------------------------------------------------------------------415 \22\ Briefing from FAA to Subcomm. on Aviation Staff, FAA416Reauthorization Act of 2024, Sec. 348: Improvements to Aviation Safety417Information Analysis and Sharing Program (Dec. 19, 2024 at 2:45pm EST)418(Slides on file with Comm.).419 \23\ Hill Update supra note 14.420---------------------------------------------------------------------------421422DON YOUNG ALASKA AVIATION SAFETY INITIATIVE423424 Aviation is essential in Alaska, as 82 percent of the425state's communities are inaccessible by road.\24\ However,426aviation operators in Alaska face unique challenges compared to427operators in the contiguous states due in large part to the428state's challenging geography and topography, unpredictable429weather, and relative lack of aviation and air traffic control430infrastructure. Recognizing the aviation safety challenges in431Alaska, section 342 establishes the Don Young Alaska Aviation432Safety Initiative (DYAASI).\25\ The objective of the DYAASI is433to reduce the number of fatal accidents in Alaska and the434territories by 90 percent from 2019 to 2033 and eliminate fatal435accidents for Part 135 operations by 2033. DYASSI requires the436FAA to install reliable automated weather systems at certain437airports, install and continually assess the state of weather438cameras, and implement certain NTSB recommendations.\26\ The439FAA submitted their annual report to the Committee on May 16,4402025, and continues to work on completing the additional441mandates in this provision which are segmented out over the442course of three years.\27\443---------------------------------------------------------------------------444 \24\ Alaska Dept. of Transp. and Pub. Facilities, Statewide445Aviation, available at https://dot.alaska.gov/stwdav/.446 \25\ 49 U.S.C. Sec. 44745.447 \26\ Id.448 \27\ See e.g. Email from FAA to H. Comm. on Transp. and449Infrastructure Staff (May 16, 2025, 8:57 p.m. ET)450---------------------------------------------------------------------------451452DETERRING CREWMEMBER INTERFERENCE453454 Due to troubling incidents involving unruly passengers in455recent years, FAARA 2024 helps ensure flight crews and456passengers are protected.\28\ Section 432 directs the FAA to457convene a task force to develop standards and best practices458relating to suspected interference with cabin or flight crew,459security screening personnel, or flight attendants.\29\ This460section also requires the FAA to modify the required pre-flight461briefings to inform passengers that it is against Federal law462to assault or threaten to assault any individual onboard an463aircraft or to interfere with duties of a crewmember.\30\464Furthermore, section 435 requires airlines to establish formal465policies protecting airline personnel and passengers from466sexual assault and harassment.\31\ The FAA continues partnering467with the Transportation Security Administration (TSA) and has468leveraged the existing Inflight Security Work Group to jointly469develop best practices to comply with this section.\32\470---------------------------------------------------------------------------471 \28\ Mark Walker, F.A.A. Refers More Unruly Passenger Cases to472Justice Department, N.Y. Times, (Aug. 21, 2024), available at https://473www.nytimes.com/2024/08/21/us/politics/faa-unruly-passengers-fbi.html.474 \29\ FAARA 2024, supra note 10 at Sec. 432, 138 Stat. 1173.475 \30\ Id.476 \31\ Id. at Sec. 435, 138 Stat. 1175.477 \32\ 2024 FAA Reauthorization, Implementation Update, FAA, Power478Point Presentation to H. Comm. on Transp. and Infrastructure staff479(Oct. 8, 2024) (on file with Comm.).480---------------------------------------------------------------------------481482GROWING THE AVIATION WORKFORCE483484 FAARA 2024 incorporates several provisions to address the485hiring and training bottlenecks most commonly affecting pilots,486aircraft mechanics, air traffic controllers, aviation safety487inspectors, and other key aviation roles. These aviation488professions are closely regulated, require significant training489and experience to achieve FAA certification and are essential490to the safe operation of the National Airspace System (NAS).491The provisions included in FAARA 2024 related to improving FAA492services and regulatory processes are likely to be highlighted493during the hearing as the aviation industry's growth is highly494dependent on adequate staffing, robust investment in FAA495resources, and timely decision-making. Provisions of interest496to aviation stakeholders range from directing the FAA to497promulgate rulemakings in a timely manner, leveraging various498Federal training initiatives, and issuing airmen and operator499certificates, among other responsibilities and authorities500carried out by the Agency.501502AIR TRAFFIC CONTROLLER STAFFING503504 For several years, the FAA and the aviation industry505reported a need for a right-sized and qualified FAA workforce506commensurate with the Agency's responsibilities. The pandemic507exacerbated the challenges felt by the Agency's Air Traffic508Organization (ATO), which faces significant challenges in509hiring and training controllers at a rate necessary to meet510increased travel demand.\33\ In the latest Aerospace forecast511for the 2024-2044 period, the FAA notes that ``with robust air512travel demand growth in 2024 and steady growth thereafter, [the513FAA] expect[s] increased activity growth that has the potential514to increase controller workload.'' \34\515---------------------------------------------------------------------------516 \33\ Turbulence Ahead: Consequences of Delaying a Long-Term FAA517Bill: Hearing Before the Subcomm. on Aviation of the H. Comm. on518Transp. and Infrastructure, 118th Cong., (Nov. 30, 2023) (statement of519Rich Santa, President, National Air Traffic Controllers Association).520 \34\ Fed. Aviation Admin., Forecast Highlights (2024-2044) at 4,521available at https://www.faa.gov/dataresearch/aviation/522aerospaceforecasts/2024-forecast-highlights.pdf.523---------------------------------------------------------------------------524 To address the controller workforce bottleneck in the525aviation system, section 437 directs the FAA to set the minimum526hiring target for new air traffic controllers, for each of527fiscal years 2024 through 2028, to the maximum number of528individuals trained at the FAA Air Traffic Control Academy.\35\529Additionally, this section directs the Transportation Research530Board (TRB) to identify the most appropriate staffing model for531future air traffic controller workforce needs and requires the532FAA to revise its staffing standards to adopt this staffing533model, and allows the FAA to implement any other necessary TRB534recommendations. As the TRB study is conducted, the section535requires the FAA to adopt the staffing methodologies developed536by the Collaborative Resource Workgroup (CRWG), a joint FAA and537National Air Traffic Controllers Association (NATCA) entity. To538date, the FAA has entered into an agreement with the TRB to539conduct the study and expects the TRB to submit the required540report to the FAA and Congress in the summer of 2025.\36\ The541FAA is continuing to work to meet the mandates set forth in542FAARA 2024.\37\543---------------------------------------------------------------------------544 \35\ FAARA 2024, supra note 10 at Sec. 437, 138 Stat. 1176.545 \36\ Hill Update supra note 14.546 \37\ Id.547---------------------------------------------------------------------------548 Relatedly, Secretary of Transportation Sean Duffy has549announced several reforms aimed at ``supercharging'' the hiring550of air traffic controllers. Among the Department's efforts, the551FAA will increase the starting salaries for candidates who552attend the FAA's ATC Academy by 30 percent. Additionally, the553Administration modified the hiring process for controllers,554with the goal of expediting the hiring timeline by555approximately four months.\38\ Furthermore, on May 1, 2025,556Secretary Duffy announced the FAA will begin offering incentive557packages to (1) keep experienced controllers from retiring, (2)558provide new opportunities for veteran military controllers559looking to transition into the civil side of air traffic560control, and (3) expand the number of instructors at the FAA's561Air Traffic Control Academy in Oklahoma.\39\ These reforms have562garnered bipartisan support and work to fulfil the563Congressional intent of section 437 of FAARA 2024.\40\ The FAA564projects to hire at least 2,000 controllers this year and has565referred more than 8,320 candidates to take the Air Traffic566Skills Assessment (ATSA).\41\567---------------------------------------------------------------------------568 \38\ Press Release, Dep't of Transp., U.S. Transportation Secretary569Sean P. Duffy Announces Air Traffic Control Hiring Supercharge at FAA570Academy (Feb. 27, 2025), available at https://www.transportation.gov/571briefing-room/us-transportation-secretary-sean-p-duffy-announces-air-572traffic-controller-hiring.573 \39\ Id.574 \40\ FAARA 2024, supra note 10 at Sec. 411, 138 Stat. 1176.575 \41\ Press Release, FAA, U.S. Transportation Secretary Sean P.576Duffy Unveils New Package to Boost Air Traffic Controller Workforce577(May 1, 2025), available at https://www.faa.gov/newsroom/us-578transportation-secretary-sean-p-duffy-unveils-new-package-boost-air-579traffic-controller.580---------------------------------------------------------------------------581582AIRMAN MEDICAL CERTIFICATE MODERNIZATION583584 Pilots must obtain and maintain an FAA medical certificate585to operate aircraft, and for commercial pilots, it is a586requirement for employment.\42\ Section 411 establishes a587working group to review the FAA's medical processes, policies,588procedures, and make recommendations to the Administrator to589ensure the timely and efficient certification of airmen. Among590its tasks, this working group will assess the FAA's special591issuance process, determine the appropriateness of the list of592medical conditions under which an Air Medical Examiner (AME)593can issue a medical certificate, and review mental health594protocols and approved medications, including any actions taken595resulting from recommendations by the Mental Health and596Aviation Medical Clearances Aviation Rulemaking Committee.\43\597It is expected that the FAA will respond to the working group's598findings by taking necessary action to streamline the medical599certification process and breakdown barriers for600applicants.\44\ The FAA established the working group, as601required by section 411, in November 2024. Within the working602group, the FAA also established an Aviation Workforce Mental603Health Task Group who held their last meeting on April 18,6042025, and are currently working on developing more detailed605project plans.\45\ The FAA expects to meet the deadlines for606all requirements of this section.607---------------------------------------------------------------------------608 \42\ FAA, Mental Health & Aviation Medical Clearances ARC609Recommendation Report (Apr. 1, 2024), available at https://www.faa.gov/610sites/faa.gov/files/Mental_Health_ARC_Final_611Report_RELEASED.pdf.612 \43\ FAARA 2024, supra note 10 at Sec. 437, 138 Stat. 1156.613 \44\ Hill Update supra note 14.614 \45\ Id.615---------------------------------------------------------------------------616617FEDERAL AVIATION WORKFORCE DEVELOPMENT PROGRAMS618619 FAARA 2018 established the Aviation Workforce Development620(AWD) Grants program to fund outreach and educational efforts621focused on growing the United States aircraft pilot and622aviation maintenance workforce. This program enjoys broad623support from aviation stakeholders, as it encourages624collaboration between government, industry, and local entities625to address skills gaps, while encouraging more Americans to626pursue good-paying careers in aviation.\46\ Section 440 of627FAARA 2024 builds on the successes of the AWD Grants program by628establishing a new eligibility for aviation manufacturing to629ensure the manufacturing sector has a robust talent pool to630recruit from in the coming decades.\47\ FAARA 2024 authorizes631funding levels for the aviation maintenance, aircraft pilot,632and aviation manufacturing development programs at $20 million633respectively for each of fiscal years 2025 through 2028.\48\634This section also invests $12 million annually in the new Willa635Brown Aviation Education Program to expand outreach and636aviation education opportunities in low-income and637underrepresented communities.\49\ In January 2025, the FAA638released the Notice of Funding Opportunity (NOFO) for the639aviation maintenance and aircraft pilot grant programs; \50\640however, the aviation manufacturing grant program has not yet641been established.\51\642---------------------------------------------------------------------------643 \46\ Pub. L. No. 115-254 Sec. 625, 132 Stat. 3405.644 \47\ FAARA 2024, supra note 10 at Sec. 440, 138 Stat. 1179.645 \48\ Id.646 \49\ Id.647 \50\ FAA, Aviation Workforce Development Grants, (March 3, 2025),648available at: https://www.faa.gov/about/office_org/649headquarters_offices/ang/grants/awd.650 \51\ Update from FAA to Subcomm. on Aviation Staff, FAA Quarterly651Briefing on 2024 FAA Reauthorization Implementation (December 1, 202465211:22am EST) (Email on file with Comm.).653---------------------------------------------------------------------------654655IMPROVING SAFETY-CRITICAL STAFFING AT FAA656657 The FAA's Flight Standards Service (FSS) and Aircraft658Certification Service (AIR) aviation safety inspectors are659responsible for the certification, education, oversight, and660enforcement of the NAS.\52\ Given increased compliance661requirements on manufacturers and operators, ongoing supply662chain quality issues, enhanced scrutiny of safety culture663across the aviation ecosystem, and the emergence of more664advanced aerospace technologies in United States airspace, it665is critical that this safety workforce be fully staffed to meet666current and future industry demand. Sections 429, 430, and 431667of FAARA 2024 collectively require a wholistic review of FAA's668safety critical workforce, including staffing for safety669inspectors, to ensure the agency can efficiently and670effectively fulfill its aviation safety mission.\53\671Furthermore, section 428 directs the FAA to utilize its672existing direct hire authorities to hire more individuals for673positions related to aircraft certification and aviation674safety, including in positions that support the safe675integration of new airspace entrants.\54\ To date, FAA has not676provided an update on implementation on these provisions.677---------------------------------------------------------------------------678 \52\ Strengthening the Aviation Workforce: Hearing Before the S.679Comm. on Commerce, Space and Transportation, 118th Cong. (Mar. 16,6802023) (statement of David Spero, National President, Professional681Aviation Safety Specialists).682 \53\ FAARA 2024, supra note 10 at Sec. 429, Sec. 430, Sec. 431,683138 Stat. 1171, 1172, 1173.684 \54\ Id. at Sec. 428, 138 Stat. 1170.685---------------------------------------------------------------------------686687IMPROVING THE PASSENGER EXPERIENCE688689 The COVID-19 pandemic caused major difficulties for the690airline industry, with airline revenue passenger miles falling691by 96 percent from January 2020 to April 2020.\55\ As COVID-19692restrictions began to lift, air carriers experienced a greater693than anticipated increase in air travel demand. This led to694capacity and staffing constraints, which can pose significant695operational challenges.\56\ Additionally, staffing shortages at696air traffic control facilities, severe weather, and post-697pandemic driven changes in air traffic further contributed to698delays and cancellations across the country.\57\ As the airline699industry continues to navigate air travel post COVID-19700pandemic, the Committee understands the importance of701continuing to improve the comprehensive travel experience for702all passengers to ensure that travelers arrive at their703destination safely and efficiently. FAARA 2024 includes over 30704provisions to enhance the passenger experience and make flying705more accessible for individuals with disabilities.\58\706---------------------------------------------------------------------------707 \55\ Air Passenger Revenue Miles, Federal Reserve Bank of St.708Louis, available at https://fred.stlouisfed.org/series/AIRRPMTSID11.709 \56\ Michael B. Baker, Airlines Prepare for Operational Challenges710as Demand Rebounds, Business Travel News, (Aug. 4, 2021), available at711https://www.businesstravelnews.com/Transportation/Air/Airlines-Prepare-712for-Operational-Challenges-as-Demand-Rebounds.713 \57\ Taylor Rains, Flight cancellations are spiking in part because714this air traffic control center in Florida is severely understaffed,715airline group says, Business Insider, (June 24, 2022), available at716https://www.businessinsider.com/air-traffic-control-staffing-shortage-717causing-flight-cancellations-alpa-2022-6. [hereinafter Business718Insider].719 \58\ FAARA 2024, supra note 10 at Sec. 517, 138 Stat. 1198, 1199.720---------------------------------------------------------------------------721722PASSENGER EXPERIENCE ADVISORY COMMITTEE723724 For commercial airline passengers, the air transportation725journey often begins at the curb or parking lot of the726departure airport and ends at the same point at the destination727airport. During that timeframe, a passenger's unique experience728is affected by factors including, but not limited to, airlines,729airports, airport contractors and vendors, and air traffic730management system and operations. Section 517 creates a731Passenger Experience Advisory Committee tasked with evaluating732and providing recommendations to improve the comprehensive733passenger experience.\59\ The DOT has not provided an update on734the establishment of the advisory committee.735---------------------------------------------------------------------------736 \59\ Id.737---------------------------------------------------------------------------738739ACCESSIBILITY740741 The United States Census Bureau estimates that 44.1 million742Americans, over 13 percent of individuals, have a disability,743which may include those related to physical mobility, hearing,744vision, or cognition.\60\ FAARA 2024 includes several745requirements for the DOT to improve travel and access for746people with disabilities. For instance, sections 542 and 543747direct the DOT to issue rulemaking to develop minimum training748standards for airline personnel and contractors who assist749passengers with disabilities using wheelchairs when boarding or750deplaning, as well as standards regarding the stowage of751scooters and wheelchairs used by passengers with disabilities752onboard commercial aircraft.\61\ In December 2024, DOT issued a753final rule in compliance with the reauthorization law.\62\754---------------------------------------------------------------------------755 \60\ United States Census Bureau, Anniversary of Americans With756Disabilities Act: July 26, 2024, (July 26, 2024), available at https://757www.census.gov/newsroom/facts-for-features/2024/disabilities-act.html.758 \61\ FAARA 2024, supra note 10 at Sec. 542, 138 Stat. 1201 and759Sec. 543, 138 Stat. 1202.760 \62\ Ensuring Safe Accommodations for Air Travelers With761Disabilities Using Wheelchairs, 89 Fed. Reg. 102938 (Dec. 17, 2024) (to762be codified at 14 C.F.R. pt. 382).763---------------------------------------------------------------------------764765AIRSPACE MODERNIZATION766767 The FAA's Air Traffic Organization (ATO) is responsible for768operating the ATC system, which includes maintaining the769technical and physical infrastructure necessary to operate the770NAS, and employing and training highly skilled workers to771ensure the proper and safe functioning of the NAS.\63\772Approximately 14,000 air traffic controllers, 4,100 air traffic773supervisors and air traffic managers, 2,200 engineers, and7745,800 maintenance technicians make up ATO's workforce.\64\775FAARA 2024 contains several provisions to improve the ATC776system, including modernizing aging ATC systems and777technologies, and expediting the deployment of airspace778modernization technologies and procedures.779---------------------------------------------------------------------------780 \63\ FAA, Budget Estimates Fiscal Year 2025 88 (2024), available at781https://www.transportation.gov/sites/dot.gov/files/2024-03/782FAA_FY_2025_Budget_Request_508-v5.pdf.783 \64\ FAA, Air Traffic by the Numbers (Sept. 9, 2024), available at784https://www.faa.gov/air_traffic/by_the_numbers.785---------------------------------------------------------------------------786787NEXTGEN PROGRAMS788789 To meet an anticipated growth in air traffic, in 2007, the790FAA launched a series of initiatives to revamp the Nation's ATC791system known as ``NextGen.'' \65\ Specifically, NextGen792initiatives aim to reduce the required separation between793aircraft, resulting in more efficient routes and decreased794congestion. These initiatives should provide a better795experience for the traveling public.\66\ However, NextGen796programs have been vulnerable to delays and cost-overruns.\67\797According to a September 2024 GAO report, NextGen activities'798initial completion dates of 2025 have been delayed to 2030.\68\799Although anticipated costs for NextGen programs have fallen800back in line with original estimates, challenges remain for801FAA's continued implementation, including uncertainty of future802funding, unanticipated system requirements, and aircraft803owners' equipage to fully utilize NextGen improvements, FAA's804leadership stability, and cybersecurity issues.\69\805---------------------------------------------------------------------------806 \65\ FAA, Next Generation Air Transportation System (NextGen) (last807updated Jan. 14, 2025), available at https://www.faa.gov/nextgen.808 \66\ Id.809 \67\ U.S. Gov't Accountability Off., GAO-17-241R, Next Generation810Air Transportation System: Information on Expenditures, Schedule and811Cost Estimates, Fiscal Years 2004-2030 (2016).812 \68\ U.S. Gov't Accountability Off., GAO-24-107001, Air Traffic813Control: FAA Actions Are Urgently Needed To Modernize Aging Systems814(Sept. 2024).815 \69\ U.S. Gov't Accountability Off., GAO-17-450, Air Traffic816Control Modernization: Progress and Challenges in Implementing NextGen817(2017).818---------------------------------------------------------------------------819 In recognition of the ongoing challenges and delays of the820NextGen program, section 206 instructs the FAA to821operationalize the programs under NextGen by the end of 2025822and then sunset the Office of NextGen.\70\ If the FAA does not823operationalize such key NextGen programs by the deadline824stated, section 206 transfers the duties, activities, and825personnel of the office to the new Airspace Modernization826Office created in section 207 of FAARA 2024, the ATO, the827Office of Aviation Safety, and other appropriate offices of the828Administration.\71\ The FAA expects to meet the statutory829deadline under this section.\72\830---------------------------------------------------------------------------831 \70\ FAARA 2024, supra note 10 at Sec. 206, 138 Stat. 1044.832 \71\ Id.833 \72\ Briefing from FAA to Subcomm. on Aviation Staff, 2024 FAA834Reauthorization Hill Update (Oct. 8, 2024) (slides on file with Comm.).835---------------------------------------------------------------------------836 Furthermore, section 619 of FAARA 2024 requires the FAA to837expedite the implementation of the following programs and838capabilities previously under the NextGen brand: Performance839Based Navigation (PBN), Data Communications, Terminal Flight840Data Manager (TFDM) and Aeronautical Information841Management.\73\ This requirement includes deadlines for each842program and the FAA must notify Congress regarding any failure843to meet them.\74\ Furthermore, the FAA is directed to task the844NextGen Advisory Committee with providing recommendations on845ways to expedite, prioritize, and fully implement NextGen846programs to realize the operational benefits.\75\ To date, FAA847has not provided an update on implementation of these848provisions.849---------------------------------------------------------------------------850 \73\ FAARA 2024, supra note 10 at Sec. 619, 138 Stat. 1231.851 \74\ Id.852 \75\ Id.853---------------------------------------------------------------------------854855AGING ATC INFRASTRUCTURE856857 Much of the FAA's air traffic infrastructure is several858decades old, which decreases efficiency and jeopardizes the859reliability of critical navigation and surveillance services860provided to aircraft operating in the NAS. The challenges with861the FAA's efforts to swiftly modernize ATC programs remain a862serious concern for the Committee and pose a critical risk to863the safety of the NAS if left unaddressed. FAARA 2024 set the864foundation to expedite the modernization of the FAA's legacy865ATC system by requiring the agency to develop a plan to866accelerate the replacement of any legacy system identified as867outdated, insufficient, unsafe, or unstable.\76\ It also868directs the FAA to develop a list of unfunded facility and869equipment needs that were not included in the President's870budget.\77\871---------------------------------------------------------------------------872 \76\ Id. at Sec. 622, 138 Stat. 1237.873 \77\ Id. at Sec. 213.874---------------------------------------------------------------------------875876AIRPORT INFRASTRUCTURE877878 Each year, hundreds of millions of passengers pass through879our Nation's airports. Regardless of size, airports connect our880communities and drive economic development across major cities881and rural towns alike. The FAA estimates there are882approximately 14,400 private and 5,000 public-use airports,883heliports, and seaplane bases in the United States.\78\ FAARA8842024 contains a robust airport title that prioritizes funding885for airport infrastructure, including increasing investments886for small and general aviation airports, streamlined processes887to expedite project deliveries, and provided new funding and888programs to strengthen airport safety.\79\889---------------------------------------------------------------------------890 \78\ FAA, Airport Categories (last updated Dec. 7, 2022), available891at https://www.faa.gov/airports/planning_capacity/categories.892 \79\ FAARA 2024, supra note 10, 138 Stat. 1245.893---------------------------------------------------------------------------894895AIRPORT IMPROVEMENT PROGRAM (AIP) MODIFICATIONS AND FUNDING896897 FAARA 2024 made a significant number of revisions to the898AIP's apportionment formulas, discretionary categories, and899project eligibilities. For example, the law increases the AIP900minimum primary apportionment from $1 million to $1.3 million901and increased the non-primary airport apportionment from 20902percent of total funding to 25 percent. Additionally, the law903reduces the amount of AIP funding that medium and large hub904airports were required to turn back in exchange for imposing a905passenger facility charge from 75 percent to 60 percent.\80\ To906account for the legislative changes to the AIP, the FAA has907traditionally issued program guidance letters that provide908airports with direction on how the bill will be implemented.909Section 733 of FAARA 2024 requires the FAA to issue program910guidance letters accounting for all changes made to the AIP911within one year of the date of enactment of the Act.\81\ While912the FAA has issued eight letters so far, they do not913comprehensively explain the implementation of all AIP-related914provisions in FAARA 2024.\82\915---------------------------------------------------------------------------916 \80\ Id.917 \81\ FAARA 2024, supra note 10 at Sec. 733, 138 Stat. 1273.918 \82\ FAA, Program Guidance Letters (PGLs) and Program Information919Memorandums (PIMs) for the Airport Improvement Program (AIP), (last920updated Friday, May 23, 2025), available at https://www.faa.gov/921airports/aip/guidance_letters#r-pgls.922---------------------------------------------------------------------------923924ENVIRONMENTAL PROGRAMS AND STREAMLINING925926 FAARA 2024 contains provisions intended to streamline927environmental review of airport projects, expand low-emission928airport technologies and mitigate the effects of aircraft noise929on communities near airports. Section 782 streamlines and930expands the Voluntary Airport Low Emission (VALE) program to931airports in non-attainment areas.\83\ Section 783 significantly932revised existing streamlining environmental procedures for933certain important categories of airport projects, while section934788 establishes a new categorical exclusion for airport935projects receiving less than $6 million in Federal funding.\84\936While the FAA has promulgated field guidance for these937provisions, it has not indicated a timeline for revision FAA938Order 1050.1F, which governs the FAA's procedures for939implementing the National Environmental Policy Act.\85\940---------------------------------------------------------------------------941 \83\ FAARA 2024, supra note 10 at Sec. 782, 138 Stat. 1302.942 \84\ FAARA 2024, supra note 10 at Sec. 783, 138 Stat. 1302; FAARA9432024, supra note 9 at Sec. 788, 138 Stat. 1314.944 \85\ Briefing from FAA to Subcomm. on Aviation Staff, Discussion on945Airport Provisions (Apr. 24, 2025, 3:00pm EST) (Slides on file with946Comm.).947---------------------------------------------------------------------------948 Sections 786 and 792 of FAARA 2024 direct the Administrator949to update the FAA's noise standards and establish an Aircraft950Noise Advisory Committee to advise the FAA on the effects of951aircraft noise exposure and FAA noise policies,952respectively.\86\ The FAA has not completed the process of953updating its noise standards. A charter for the advisory954committee was issued on January 14, 2025.\87\ To date, no955members of the advisory committee have been appointed, and no956initial meeting has been scheduled.957---------------------------------------------------------------------------958 \86\ FAARA 2024, supra note 10 at Sec. 786 and 792, 138 Stat.9591316.960 \87\ FAA, Charter of the Aircraft Noise Advisory Committee (2025),961available at https://www.faa.gov/regulationspolicies/rulemaking/962committees/aircraft-noise-advisory-committee/charter.pdf.963---------------------------------------------------------------------------964965REVITALIZING GENERAL AVIATION966967 General aviation (GA) is commonly referred to as the968backbone of the aviation system as it underpins the aviation969industry and is an important part of our National economy.970According to a 2025 study, GA supported more than 1.3 million971jobs and generated $339 billion in total output, a sizeable972increase from the previous iteration of the study conducted in9732018. As new entrants, such as powered-lift aircraft, begin to974integrate in the NAS, GA's global economic output is projected975to continue to grow.\88\ Given GA's importance to the aviation976ecosystem, FAARA 2024 includes the first-ever GA title focused977on revitalizing the GA community and improving the services FAA978provides to general aviators.979---------------------------------------------------------------------------980 \88\ Press Release, National Business Aviation Association, General981Aviation Provides Robust Contribution to US Economy (Feb. 19, 2025),982available at https://nbaa.org/2025-press-releases/general-aviation-983provides-robust-contribution-to-u-s-economy/.984---------------------------------------------------------------------------985986EXPANDING BASICMED987988 In 2016, Congress established BasicMed, a medical989qualification that allows private pilots to be approved by a990state-licensed physician to exercise flying privileges in lieu991of receiving a third-class medical certificate.\89\ Section 828992expands the application of BasicMed by amending the rules that993govern pilots operating under a BasicMed credential.994Specifically, it expands the pool of eligible aircraft by995increasing the number of allowable passengers from five to six,996increasing the number of occupants from six to seven, and997increasing the maximum takeoff weight from 6,000 pounds to99812,500 pounds, while excluding certain transport category999rotorcraft.\90\ Additionally, section 815 allows Designated1000Pilot Examiners (DPEs) administering proficiency checks or1001tests to airman to be able to do so under BasicMed so long as1002the aircraft the flight test is being conducted in is eligible1003for purposes of a BasicMed operation.\91\ The FAA issued a1004final rule updating parts 61 and 68, of Title 14, Code of1005Federal Regulations, on November 15, 2024, updating BasicMed1006regulations to reflect the changes made by sections 828 and1007815.\92\ Additionally, the Agency remains on track to brief1008Congress on changes to small aircraft activity and safety1009incidents by the 2028 due date.\93\1010---------------------------------------------------------------------------1011 \89\ FAA Extension, Safety, and Security Act of 2016, Pub. L. No.1012114-190, 130 Stat. 641.1013 \90\ FAARA 2024, supra note 10 at Sec. 828, 138 Stat. 1336.1014 \91\ Id. at Sec. 815, 138 Stat. 1328.1015 \92\ Regulatory Updates to Basic Med; Correction, 89 Fed. Reg.1016105446 (Dec. 27, 2024) (to be codified at 14 C.F.R. pt. 61).1017 \93\ Hill Update supra note 14.1018---------------------------------------------------------------------------10191020FLIGHT EXAMINATIONS10211022 Several GA operators and flight schools assert there is a1023Nationwide shortage of DPEs necessary to meet the needs of1024student pilots and pilots seeking additional certifications and1025ratings.\94\ Section 833 requires the FAA to establish an1026office to provide oversight and facilitate national1027coordination of DPEs. It is expected that the FAA is in the1028process of setting up an office to focus on DPE oversight as1029well as working towards fulfilling the reporting requirement1030found in FAARA 2024.1031---------------------------------------------------------------------------1032 \94\ Janice Wood, How much did you pay for your check ride?,1033General Aviation News, (Oct. 31, 2022), available at https://1034generalaviationnews.com/2022/10/31/how-much-did-you-pay-for-your-check-1035ride/.1036---------------------------------------------------------------------------10371038PART 135 AIR CARRIER CERTIFICATE BACKLOG10391040 Following the COVID-19 pandemic, the FAA faced a1041significant backlog of several services, including1042certification of new applicants.\95\ The backlog resulted in1043the potential for applicants having to wait two or even three1044years for FAA to initiate a certification process.\96\ Section1045818 requires the FAA to reduce the backlog of air carrier1046certificate applications under Part 135 of Title 14, Code of1047Federal Regulations.\97\ Specifically, the FAA must set a goal1048to maintain an average certificate processing time of less than104960 days within one year of enactment and a goal to maintain an1050average of less than 30 days processing time within two years1051of enactment.\98\ As of April 15, 2025, the average acceptance1052and rejection timeframe for all part 135 applications is 311053days.\99\1054---------------------------------------------------------------------------1055 \95\ Kerry Lynch, FAA Cutting Lengthy Backlogs for Registration,1056Certification, Aviation Int'l News, (June 22, 2023), available at1057https://www.ainonline.com/aviation-news/business-aviation/2023-06-22/1058faa-cutting-lengthy-backlogs-registration-certification.1059 \96\ Id.1060 \97\ FAARA 2024, supra note 10 at Sec. 818, 138 Stat. 1328.1061 \98\ Id.1062 \99\ Briefing from FAA to Subcomm. on Aviation Staff, FAA1063Reauthorization Act of 2024 (P.L. 118-63); Section 818(c) Part 135 Air1064Carrier Certificate Backlog (May 2, 2025, 12:00pm EST) (Slides on file1065with Comm.).1066---------------------------------------------------------------------------10671068HARNESSING ADVANCED AVIATION10691070 The FAA has the responsibility to certify, oversee, and1071regulate the safety and operations of the civil aviation1072sector, including integrating new entrants like Unmanned1073Aircraft Systems (UAS) and Advanced Air Mobility (AAM) aircraft1074into the NAS.\100\ Title IX of FAARA 2024 incorporates1075provisions to foster the safe, efficient, and timely1076integration of new entrant technologies into the NAS. UAS, also1077known as drones, and electric vertical takeoff and landing1078(eVTOL) powered-lift aircraft, commonly referred to as AAM1079vehicles or air taxis, have the potential to change the way we1080travel and transport goods. FAARA 2024 ensures that the FAA is1081properly positioned to support the safe integration of these1082new entrant technologies into the NAS while supporting American1083innovation.1084---------------------------------------------------------------------------1085 \100\ 49 U.S.C. Sec. 106(f)(3).1086---------------------------------------------------------------------------10871088BEYOND VISUAL LINE OF SIGHT DRONE OPERATIONS10891090 UAS operating beyond a remote pilot's visual line of sight1091(commonly referred to as BVLOS) presents unique challenges to1092the FAA's existing regulatory framework.\101\ While the FAA has1093made some progress in approving BVLOS operations over the past1094several years, the Agency has faced challenges in promulgating1095regulations to allow greater BVLOS operations. Section 930 of1096FAARA 2024 directs the FAA to issue a notice of proposed1097rulemaking (NPRM) establishing a performance-based regulatory1098pathway for UAS to operate BVLOS by September 16, 2024,1099however, the Agency has yet to comply with the law. This1100critical rule, issued in a timely manner, will provide1101regulatory stability and certainty for the UAS industry.\102\1102During the Biden Administration, a proposed rule made it1103through the regulatory review process and to the Office of1104Management and Budget (OMB) for final approval, however, it was1105not cleared before the change in Administration. In February of11062025, the proposed BVLOS rule was resubmitted for Executive-1107level review under the Trump Administration, and the Agency1108expects the proposed rule to be published Summer 2025; still1109long after the required timeline under FAARA 2024.\103\ On May111014, 2025, Secretary Duffy announced that the proposed BVLOS1111rule was submitted to the Office of Information and Regulatory1112Affairs (OIRA) for final approval. Following final approval,1113the proposed rule will be published in the Federal Register and1114open to public comments.\104\ The FAA is planning for the1115issuance the final BVLOS rule in March of 2027.\105\1116---------------------------------------------------------------------------1117 \101\ FAA Aviation Rulemaking Comm., Unmanned Aircraft Systems1118Beyond Visual Line of Sight, Final Report at 8, (Mar. 10, 2022),1119available at https://www.faa.gov/regulations_policies/rulemaking/1120committees/documents/media/UAS_BVLOS_ARC_FINAL_1121REPORT_03102022.pdf.1122 \102\ FAARA 2024, supra note 10 at Sec. 930, 138 Stat. 1366.1123 \103\ Briefing from FAA, DHS, & DOJ to Subcomm. on Aviation Staff,1124House of Representatives Spring 2025 Semi-annual 6 U.S.C. 124n C-UAS1125briefing (Apr. 3, 2025, 10:00am EST) (Notes on file with Comm.).1126[hereinafter 124n C-UAS Briefing].1127 \104\ Press Release, Dep't of Transp., Trump's Transportation1128Secretary Sean P. Duffy Announces Progress on Key Drone Rules as Part1129of His Innovation Agenda (May 14, 2025), available at https://1130www.transportation.gov/briefing-room/trumps-transportation-secretary-1131sean-p-duffy-announces-progress-key-drone-rules-part.1132 \105\ 124n C-UAS Briefing, supra note 94.1133---------------------------------------------------------------------------11341135ENVIRONMENTAL REVIEW AND NOISE CERTIFICATION11361137 As UAS regulations continue to mature, the commercial use-1138case for these technologies will exponentially grow. Section1139909 of FAARA 2024 directs the FAA to publish UAS specific1140environmental review guidance and implementation procedures.1141Additionally, the FAA is directed to engage with the Council on1142Environmental Quality (CEQ) to identify actions eligible for a1143new categorical exclusion to more easily allow for safe1144commercial operations of UAS.\106\ The FAA briefed the1145Committee on August 13, 2024, in line with the 90-day statutory1146requirement, and anticipates meeting all the deadlines of this1147section.\107\1148---------------------------------------------------------------------------1149 \106\ FAARA 2024, supra note 10 at Sec. 909, 138 Stat. 1344.1150 \107\ Briefing from FAA to Subcomm. on Aviation Staff, FAA1151Reauthorization Act of 2024 (P.L. 118-63): Section 909 Environmental1152Review and Noise Certification Briefing (Aug. 13, 2024, 2:00pm EST)1153(Slides on file with Comm.).1154---------------------------------------------------------------------------11551156POWERED-LIFT OPERATIONS FOR AAM AIRCRAFT11571158 Currently, several AAM aircraft manufacturers are in the1159process of certifying the design of their aircraft with FAA and1160plan to enter service upon this certification. AAM aircraft1161operators expected to use existing operating procedures for1162traditional aircraft, the FAA has faced challenges in1163leveraging existing aviation rules for a new class of aircraft.1164To meet entry into service target dates for AAM manufacturers1165and operators, and to establish a clear regulatory safety1166framework for powered-lift aircraft, in 2023, the FAA declared1167that it would publish a final Special Federal Aviation1168Regulation (SFAR) for AAM aircraft by ``the fourth quarter of11692024.'' \108\ Section 955 of the FAARA 2024 required the FAA to1170publish a final Powered-Lift SFAR no later than November 16,11712024, the FAA accomplished the task a month early, announcing1172the final SFAR on October 22, 2024.\109\1173---------------------------------------------------------------------------1174 \108\ Revise Airplane Definition to Incorporate Powered-lift1175Operations, RIN 2120-AL72, Unified Agenda, Office of Information and1176Regulatory Affairs; FAA Reauthorization: Enhancing America's Gold1177Standard in Aviation Safety, Hearing Before the Subcomm. on Aviation of1178the H. Comm. on Transp. and Infrastructure, 118th Cong. (Feb. 7, 2023)1179(statement of David Boulter, Acting Assoc. Admin. for Aviation Safety,1180FAA).1181 \109\ Press Release, FAA, With New Rule, FAA is Ready for Air1182Travel of the Future, (Oct. 22, 2024) available at https://www.faa.gov/1183newsroom/new-rule-faa-ready-air-travel-future.11841185---------------------------------------------------------------------------1186 Electric Aircraft Infrastructure Pilot Program11871188 Some AAM operators will leverage existing aviation1189infrastructure, such as airports and heliports, while others1190may require new facilities, such as vertiports, to accommodate1191growing operations.\110\ Section 745 establishes a five-year1192pilot program allowing up to ten eligible airports to acquire,1193install, and operate equipment to support the operations of AAM1194vehicles and to construct or modify related infrastructure to1195support such equipment.\111\ On May 12, 2025, FAA issued a1196program guidance letter (PGL) for this pilot program to provide1197information on how airports may prepare for participation;1198however, it does not include a timeline for applications.\112\1199---------------------------------------------------------------------------1200 \110\ FAA, Advanced Air Mobility Infrastructure, (Oct. 15, 2024),1201available at https://www.faa.gov/airports/new_entrants/1202aam_infrastructure.1203 \111\ FAARA 2024, supra note 10 at Sec. 745, 138 Stat. 1202.1204 \112\ FAA, Reauthorization Program Guidance Letter (R-PGL) 25-06:1205Planning and Project Eligibility, (May 12, 2025), available at https://1206www.faa.gov/airports/aip/guidance_1207letters/R-PGL-25-06-Planning-Project-1208Eligibility#::text=This%20Reauthorization1209%20Program%20Guidance%20Letter,eligibility%20for%20various%20project%20c1210osts.1211---------------------------------------------------------------------------12121213 IV. WITNESSES12141215 LMr. Darren Pleasance, President and Chief1216Executive Officer, Aircraft Owners and Pilots Association1217 LMr. Edward M. Bolen, President and Chief1218Executive Officer, National Business Aviation Association1219 LMr. Michael Robbins, President and Chief1220Executive Officer, Association of Uncrewed Vehicle Systems1221International1222 LCaptain Jody Reven, President, Southwest Airlines1223Pilots Association1224 LMs. Sara Nelson, International President,1225Association of Flight Attendants--CWG, AFL-CIO1226 ----------12271228 Addendum to SSM for Aviation Subcommittee Hearing on ``FAA1229Reauthorization Act of 2024: Stakeholder Perspectives on1230Implementation One Year Later''12311232 FAA Reauthorization Act of 2024--Completed & Notable In-Progress Provisions1233----------------------------------------------------------------------------------------------------------------1234 Section # Section Title Progress Notes1235----------------------------------------------------------------------------------------------------------------1236Sec. 214............................. Chief Technology Complete............... Effective as of1237 Officer. September 26, 2024.1238----------------------------------------------------------------------------------------------------------------1239Sec. 215............................. Definition of Air Complete............... Effective as of1240 Traffic Control System. November 13, 2024.1241----------------------------------------------------------------------------------------------------------------1242Sec. 219............................. Authority to Use Complete............... Effective as of July 1,1243 Electronic Services. 2024.1244----------------------------------------------------------------------------------------------------------------1245Sec. 224............................. FAA Participation in Complete............... Effective as of March1246 Industry Standards 4, 2024.1247 Organizations.1248----------------------------------------------------------------------------------------------------------------1249Sec. 227............................. Administrative Services Complete............... Effective upon1250 Franchise Fund. Enactment.1251----------------------------------------------------------------------------------------------------------------1252Sec. 229............................. Advanced Aviation Delayed................ FAA has failed to meet1253 Technology and the statutory deadline1254 Innovation Steering in this section.1255 Committee.1256----------------------------------------------------------------------------------------------------------------1257Sec. 301............................. Helicopter Air Complete............... Briefing held December1258 Ambulance Operations. 17, 2024.1259----------------------------------------------------------------------------------------------------------------1260Sec. 304............................. Training of In Progress............ FAA is finalizing a1261 organization notice that will1262 delegation authority require ODA holders to1263 unit members. have a recurrent1264 training program.1265----------------------------------------------------------------------------------------------------------------1266Sec. 305............................. Clarification on safety Complete............... Effective as of May 16,1267 management system 2024.1268 information disclosure.1269----------------------------------------------------------------------------------------------------------------1270Sec. 308............................. Scalability of Safety Complete............... Effective as of July1271 Management Systems. 11, 2024.1272----------------------------------------------------------------------------------------------------------------1273Sec. 309............................. Review Final Safety Complete............... Effective as of June1274 Management System Rule. 25, 2024.1275----------------------------------------------------------------------------------------------------------------1276Sec. 325............................. National Simulator In Progress............ GAO remains on track to1277 Program Policies and meet the deadline.1278 Guidance.1279----------------------------------------------------------------------------------------------------------------1280Sec. 310............................. Improvement of Delayed................ FAA has failed to meet1281 certification process. the statutory deadline1282 in this section.1283----------------------------------------------------------------------------------------------------------------1284Sec. 314............................. Risk Model for In Progress............ FAA will brief Congress1285 Production Facility no later than July1286 Inspections. 2025.1287----------------------------------------------------------------------------------------------------------------1288Sec. 315............................. Review of FAA Use of In Progress............ Contract officially1289 Aviation Safety Data. awarded to a third-1290 party vendor in1291 February 2025.1292----------------------------------------------------------------------------------------------------------------1293Sec. 323............................. Study on impacts of In Progress............ National Academies of1294 temperature in Sciences, Engineering,1295 aircraft cabins. and Medicine is1296 working to comply with1297 this requirement.1298----------------------------------------------------------------------------------------------------------------1299Sec. 328............................. Restricted Category Complete............... Effective as of May 16,1300 Aircraft Maintenance 2024.1301 and Operations.1302----------------------------------------------------------------------------------------------------------------1303Sec. 331............................. Update of FAA Standards Complete............... Effective as of July1304 to Allow Distribution 15, 2024.1305 and Use of Certain1306 Restricted Routes and1307 Terminal Procedures.1308----------------------------------------------------------------------------------------------------------------1309Sec. 337............................. Flight Service Stations Complete............... Effective as of October1310 11, 2024.1311----------------------------------------------------------------------------------------------------------------1312Sec. 340............................. Study on FAA Use of In Progress............ GAO remains on track to1313 Mandatory Equal Access meet the deadline.1314 to Justice Act Waivers.1315----------------------------------------------------------------------------------------------------------------1316Sec. 342............................. Don Young Alaska In Progress............ Annual Report Submitted1317 Aviation Safety to CST and T&I on May1318 Initiative. 16, 2025.1319----------------------------------------------------------------------------------------------------------------1320Sec. 344............................. Changed Product Rule In Progress............ Changed Product Rule1321 Reform. ARC launched in June1322 2024, and a report was1323 provided to the1324 Administrator in1325 December 2024 which is1326 currently in FAA1327 review.1328----------------------------------------------------------------------------------------------------------------1329Sec. 345............................. Administrative Complete............... Effective upon1330 authority for civil Enactment.1331 penalties.1332----------------------------------------------------------------------------------------------------------------1333Sec. 347............................. Zero Tolerance for Near- In Progress............ FAA remains on track1334 Misses, Runway with required1335 Incursions and Surface deadlines.1336 Safety Risks.1337----------------------------------------------------------------------------------------------------------------1338Sec. 348............................. Improvements to In Progress............ ASIAS program will soon1339 Aviation Safety begin implementation1340 Information Analysis of a new advanced1341 and Sharing Program. technology tool to1342 more rapidly process1343 safety data and1344 produce safety1345 intelligence.1346----------------------------------------------------------------------------------------------------------------1347Sec. 350............................. Secondary Cockpit In Progress............ FAA is on track to1348 Barriers. submit the report in1349 July 2025.1350----------------------------------------------------------------------------------------------------------------1351Sec. 355............................. Tower Marking Notice of Complete............... FAA issued notice to1352 Proposed Rulemaking. implement section 21101353 of the FAA Extension,1354 Safety and Security1355 Act of 2016; Effective1356 as of November 18,1357 2024.1358----------------------------------------------------------------------------------------------------------------1359Sec. 356............................. Promotion of Civil Complete............... Effective as of July1360 Aeronautics and Safety 10, 2024.1361 of Air Commerce.1362----------------------------------------------------------------------------------------------------------------1363Sec. 357............................. Educational and Complete............... Effective as of1364 Professional September 27, 2024.1365 Development.1366----------------------------------------------------------------------------------------------------------------1367Sec. 359............................. Availability of Complete............... Effective as of1368 Personnel for February 5, 2025.1369 Inspections, Site1370 Visits, and Training.1371----------------------------------------------------------------------------------------------------------------1372Sec. 366............................. 25-Hour Cockpit Voice In Progress............ Draft rule is currently1373 Recorder. in the regulatory1374 review process.1375----------------------------------------------------------------------------------------------------------------1376Sec. 372............................. Enhanced Qualification Delayed................ FAA has failed to meet1377 Program for Restricted the statutory deadline1378 Airline Transport in this section.1379 Pilot Certificate.1380----------------------------------------------------------------------------------------------------------------1381Sec. 391............................. Findings............... Complete............... Effective upon1382 Enactment.1383----------------------------------------------------------------------------------------------------------------1384Sec. 392............................. Aerospace Product Complete............... Effective as of August1385 Safety. 28, 2024.1386----------------------------------------------------------------------------------------------------------------1387Sec. 393............................. Federal Aviation Complete............... Effective as of1388 Administration February 13, 2024.1389 regulations, policy1390 and guidance.1391----------------------------------------------------------------------------------------------------------------1392Sec. 396............................. GAO Report on In Progress............ GAO remains on track to1393 Cybersecurity of meet the deadline.1394 Commercial Aviation1395 Avionics.1396----------------------------------------------------------------------------------------------------------------1397Sec. 401............................. Repeal of duplicative Complete............... Effective upon1398 or obsolete workforce Enactment.1399 programs.1400----------------------------------------------------------------------------------------------------------------1401Sec. 403............................. Bessie Coleman Women in Delayed................ FAA has failed to meet1402 Aviation Advisory the statutory deadline1403 Committee. in this section.1404----------------------------------------------------------------------------------------------------------------1405Sec. 407............................. Airman's Medical Bill Complete............... Effective as of January1406 of Rights. 28, 2025.1407----------------------------------------------------------------------------------------------------------------1408Sec. 408............................. Improved Designee Complete............... Effective as of1409 Misconduct Reporting February 26, 2025.1410 Process.1411----------------------------------------------------------------------------------------------------------------1412Sec. 411............................. Aeromedical Innovation In Progress............ FAA formed the1413 and Modernization workgroup in November1414 Working Group. 2024, and its report1415 is due in November1416 2025.1417----------------------------------------------------------------------------------------------------------------1418Sec. 414............................. Study of High School In Progress............ GAO remains on track to1419 Aviation Maintenance meet the deadline.1420 Training Programs.1421----------------------------------------------------------------------------------------------------------------1422Sec. 416............................. Air Traffic Controller In Progress............ MITRE study is1423 Instructor complete, and the FAA1424 Recruitment, Hiring, is developing the1425 and Retention. implementation plan.1426----------------------------------------------------------------------------------------------------------------1427Sec. 421............................. Crewmember Pumping Complete............... Effective as of January1428 Guidance. 16, 2025.1429----------------------------------------------------------------------------------------------------------------1430Sec. 422............................. GAO Study and Report on In Progress............ GAO remains on track to1431 Extent and Effects of meet the deadline.1432 Commercial Aviation1433 Pilot Shortage on1434 Regional/Commuter1435 Carriers.1436----------------------------------------------------------------------------------------------------------------1437Sec. 425............................. Joint aviation Delayed................ FAA is finalizing the1438 employment training charter and then will1439 working group. move to membership1440 solicitation.1441----------------------------------------------------------------------------------------------------------------1442Sec. 428............................. Direct hire authority Delayed................ FAA has failed to meet1443 utilization. the statutory deadline1444 in this section.1445----------------------------------------------------------------------------------------------------------------1446Sec. 432............................. Deterring crewmember In Progress.1447 interference.1448----------------------------------------------------------------------------------------------------------------1449Sec. 433............................. Use of Biographical Complete............... Effective as of1450 Assessments. September 20, 2024.1451----------------------------------------------------------------------------------------------------------------1452Sec. 434............................. Employee Assault Complete............... Effective as of1453 Prevention and September 27, 2024.1454 Response Plan1455 Standards and Best1456 Practices.1457----------------------------------------------------------------------------------------------------------------1458Sec. 437............................. Air Traffic Control Delayed................ FAA does not anticipate1459 Workforce Staffing. Transportation1460 Research Board will1461 submit their report to1462 FAA & Congress until1463 summer 2025.1464----------------------------------------------------------------------------------------------------------------1465Sec. 438............................. Airport Service In Progress............ GAO remains on track to1466 Workforce Analysis. meet the deadline.1467----------------------------------------------------------------------------------------------------------------1468Sec. 439............................. Federal Aviation In Progress............ Plan submitted to CST1469 Administration Academy and T&I on May 16,1470 and Facility Expansion 2025.1471 Plan.1472----------------------------------------------------------------------------------------------------------------1473Sec. 440............................. Improving Federal In Progress............ FAA released the Notice1474 Aviation Workforce of Funding Opportunity1475 Development Programs. in January 2025 for1476 the pilot and1477 maintenance technician1478 grants, but has not1479 yet established the1480 manufacturing1481 workforce grant.1482----------------------------------------------------------------------------------------------------------------1483Sec. 514............................. GAO Study on In Progress............ GAO remains on track to1484 Competition and meet the deadline.1485 Consolidation in the1486 Air Carrier Industry.1487----------------------------------------------------------------------------------------------------------------1488Sec. 515............................. GAO Study and Report on In Progress............ GAO remains on track to1489 the Operational meet the deadline.1490 Preparedness of Air1491 Carriers for Certain1492 Events.1493----------------------------------------------------------------------------------------------------------------1494Sec. 519............................. Seat Dimensions........ Complete............... Effective upon1495 Enactment.1496----------------------------------------------------------------------------------------------------------------1497Sec. 608............................. Consideration of Small Complete............... Effective as of July1498 Hub Control Towers. 26, 2024.1499----------------------------------------------------------------------------------------------------------------1500Sec. 612............................. Briefing on Radio Complete............... Briefing on December1501 Communications 18, 2024.1502 Coverage Around1503 Mountainous Terrain.1504----------------------------------------------------------------------------------------------------------------1505Sec. 616............................. Briefing on LIT VORTAC Complete............... Briefing on December1506 Project. 18, 2025.1507----------------------------------------------------------------------------------------------------------------1508Sec. 619............................. NextGen programs....... Delayed................ FAA has failed to meet1509 the statutory1510 deadlines in this1511 section.1512----------------------------------------------------------------------------------------------------------------1513Sec. 620............................. Contract tower program. In Progress............ FAA is finalizing the1514 technical requirements1515 for approved1516 controller situational1517 awareness tools.1518----------------------------------------------------------------------------------------------------------------1519Sec. 622............................. Audit of legacy systems In Progress............ FAA entered into1520 agreement with MITRE1521 and plans to have the1522 report within 151523 months of enactment.1524----------------------------------------------------------------------------------------------------------------1525Sec. 628............................. Required Consultation Complete............... Effective as of1526 with National Parks February 3, 2025.1527 Overflights Advisory1528 Group.1529----------------------------------------------------------------------------------------------------------------1530Sec. 631............................. Update to FAA Order on Complete............... Effective as of1531 Airway Planning December 19, 2024.1532 Standard.1533----------------------------------------------------------------------------------------------------------------1534Sec. 704............................. Extension of Complete............... Effective as of May 16,1535 competitive access 2024.1536 report requirement.1537----------------------------------------------------------------------------------------------------------------1538Sec. 715............................. Special carryover Complete............... Effective as of March1539 assumption rule. 6, 2025.1540----------------------------------------------------------------------------------------------------------------1541Sec. 717............................. Revision of Complete............... Effective as of April1542 discretionary 4, 2025.1543 categories.1544----------------------------------------------------------------------------------------------------------------1545Sec. 722............................. Long-term management Complete............... Effective as of April1546 plans. 4, 2025.1547----------------------------------------------------------------------------------------------------------------1548Sec. 726............................. General aviation Complete............... Report submitted to CST1549 airport runway and T&I, Effective as1550 extension pilot of April 4, 2025.1551 program.1552----------------------------------------------------------------------------------------------------------------1553Sec. 732............................. Populous counties Complete............... Effective upon1554 without airports. Enactment.1555----------------------------------------------------------------------------------------------------------------1556Sec. 736............................. Transportation Demand In Progress............ GAO remains on track to1557 Management at Airports. meet the deadline.1558----------------------------------------------------------------------------------------------------------------1559Sec. 739............................. Reclassification of Complete............... Effective as of1560 unclassified relievers. September 30, 2024.1561----------------------------------------------------------------------------------------------------------------1562Sec. 742............................. Increasing Energy In Progress............ FAA intends to meet the1563 Efficiency of Airports requirements of this1564 and Meeting Current section by May 16,1565 and Future Energy 2025.1566 Power Demands.1567----------------------------------------------------------------------------------------------------------------1568Sec. 743............................. Review of Airport Complete............... Effective as of October1569 Layout Plans. 3, 2024.1570----------------------------------------------------------------------------------------------------------------1571Sec. 747............................. Notice of funding Complete............... Effective as of1572 opportunity. September 30, 2025.1573----------------------------------------------------------------------------------------------------------------1574Sec. 749............................. Airport Diagram Complete............... Effective as of July1575 Terminology. 30, 2024.1576----------------------------------------------------------------------------------------------------------------1577Sec. 751............................. Minority and Complete............... Effective as of1578 disadvantaged business September 26, 2024.1579 participation.1580----------------------------------------------------------------------------------------------------------------1581Sec. 755............................. GAO Study on Transit In Progress............ GAO remains on track to1582 Access. meet the deadline.1583----------------------------------------------------------------------------------------------------------------1584Sec. 760............................. Washington, DC Complete............... Report submitted to CST1585 Metropolitan Area and T&I, Effective as1586 Special Flight Rules of May 16, 2025.1587 Area.1588----------------------------------------------------------------------------------------------------------------1589Sec. 761............................. Study on Air Cargo In Progress............ GAO remains on track to1590 Operations in Puerto meet the deadline.1591 Rico.1592----------------------------------------------------------------------------------------------------------------1593Sec. 762............................. Progress Reports on the In Progress............ FAA continues to1594 National Transition provide required1595 Plan Related to a progress reports.1596 Flourine-Free1597 Firefighting Foam.1598----------------------------------------------------------------------------------------------------------------1599Sec. 767............................. PFAS-Related Resources In Progress............ FAA stood up the1600 for Airports. implementation team1601 and is preparing to1602 launch the program1603 after receiving1604 appropriations.1605----------------------------------------------------------------------------------------------------------------1606Sec. 773............................. Homestead Joint Use.... Complete............... Effective as of1607 September 13, 2024.1608----------------------------------------------------------------------------------------------------------------1609Sec. 774B............................ Study on Improvements In Progress............ GAO remains on track to1610 for Certain Nonhub meet the deadline.1611 Airports.1612----------------------------------------------------------------------------------------------------------------1613Sec. 782............................. Repeal of burdensome Complete............... Effective as of April1614 emissions credit 4, 2025.1615 requirements.1616----------------------------------------------------------------------------------------------------------------1617Sec. 784............................. Subchapter III Complete............... Effective upon1618 definitions. Enactment.1619----------------------------------------------------------------------------------------------------------------1620Sec. 785............................. Pilot program extension Complete............... Effective as of April1621 4, 2025.1622----------------------------------------------------------------------------------------------------------------1623Sec. 788............................. Categorical exclusions. Complete............... Effective as of1624 December 19, 2024.1625----------------------------------------------------------------------------------------------------------------1626Sec. 790............................. Recommendations on In Progress............ GAO remains on track to1627 Reducing Rotorcraft meet the deadline.1628 Noise in District of1629 Columbia.1630----------------------------------------------------------------------------------------------------------------1631Sec. 809............................. Ensuring Safe Landings Complete............... Effective as of1632 During Off-Airport September 24, 2024.1633 Operations.1634----------------------------------------------------------------------------------------------------------------1635Sec. 813............................. Temporary Airman Complete............... Effective as of1636 Certificates. September 24, 2024.1637----------------------------------------------------------------------------------------------------------------1638Sec. 814............................. Letter of Deviation Complete............... FAA issued an Advisory1639 Authority. Circular, Effective1640 October 2, 2024.1641----------------------------------------------------------------------------------------------------------------1642Sec. 815............................. BasicMed For Examiners Complete............... Regulatory updates to1643 Administering Tests or BasicMed effective as1644 Proficiency Checks. of November 18, 2024.1645----------------------------------------------------------------------------------------------------------------1646Sec. 817............................. Deadline to Eliminate Complete............... Effective as of May 9,1647 Aircraft Registration 2024.1648 Backlog.1649----------------------------------------------------------------------------------------------------------------1650Sec. 820............................. Flight Instructor Complete............... Removed expiration date1651 Certificates. on flight certificate.1652 Effective as of1653 October 1, 2024.1654----------------------------------------------------------------------------------------------------------------1655Sec. 822............................. Application of Complete............... Effective upon1656 policies, orders and Enactment.1657 guidance.1658----------------------------------------------------------------------------------------------------------------1659Sec. 825............................. Exclusion of gyroplanes Complete............... Effective upon1660 from fuel system Enactment.1661 requirements.1662----------------------------------------------------------------------------------------------------------------1663Sec. 826............................. Public aircraft flight Complete............... Completed October 2,1664 time logging 2024.1665 eligibility.1666----------------------------------------------------------------------------------------------------------------1667Sec. 828............................. Expansion of Basic Med. Complete............... FAA promulgated rules1668 to enact changes to1669 Basic Med in November1670 2024. FAA remains on1671 track to brief1672 Congress in 2028.1673----------------------------------------------------------------------------------------------------------------1674Sec. 830............................. Charitable Flight Fuel Complete............... Effective upon1675 Reimbursement Enactment.1676 Exemptions.1677----------------------------------------------------------------------------------------------------------------1678Sec. 902............................. Unmanned Aircraft in Complete............... Effective upon1679 the Arctic. Enactment.1680----------------------------------------------------------------------------------------------------------------1681Sec. 903............................. Small UAS Safety Complete............... Effective upon1682 Standards Technical Enactment.1683 Corrections.1684----------------------------------------------------------------------------------------------------------------1685Sec. 904............................. Airport Safety and Complete............... Effective upon1686 Airspace Hazard Enactment.1687 Mitigation and1688 Enforcement.1689----------------------------------------------------------------------------------------------------------------1690Sec. 906............................. Electronic Conspicuity In Progress............ GAO remains on track to1691 Study. meet the deadline.1692----------------------------------------------------------------------------------------------------------------1693Sec. 912............................. Drone infrastructure Delayed................ DOT has failed to meet1694 inspection grant the statutory deadline1695 program. in this section.1696----------------------------------------------------------------------------------------------------------------1697Sec. 915............................. Termination of the Complete............... Meetings cancellation1698 Advanced Aviation notice published in1699 Advisory Committee. Federal Register on1700 May 30, 2024.1701----------------------------------------------------------------------------------------------------------------1702Sec. 916............................. Unmanned and Autonomous In Progress............ FAA is finalizing the1703 Flight Advisory charter and then will1704 Committee. move to membership1705 solicitation.1706----------------------------------------------------------------------------------------------------------------1707Sec. 922............................. Extension of Know Complete............... Effective upon1708 Before You Fly Enactment.1709 Campaign.1710----------------------------------------------------------------------------------------------------------------1711Sec. 923............................. Public aircraft Complete............... Effective upon1712 definition. Enactment.1713----------------------------------------------------------------------------------------------------------------1714Sec. 926............................. Public Safety Use of Complete............... Effective upon1715 Tethered UAS. Enactment.1716----------------------------------------------------------------------------------------------------------------1717Sec. 927............................. Extending Special In Progress............ FAA is on track to1718 Authority for Certain develop related1719 Unmanned Aircraft guidance for UAS1720 Systems. operators by summer1721 2025.1722----------------------------------------------------------------------------------------------------------------1723Sec. 929............................. Applications for Delayed................ FAA has failed to meet1724 Designation. the statutory deadline1725 in this section.1726----------------------------------------------------------------------------------------------------------------1727Sec. 930............................. Beyond Visual Line of Delayed................ FAA has failed to meet1728 Sight Operations for the statutory deadline1729 Unmanned Aircraft in this section.1730 Systems.1731----------------------------------------------------------------------------------------------------------------1732Sec. 931............................. Acceptable Levels of Complete............... Methodology published1733 Risk and Risk in September 2024.1734 Assessment Methodology.1735----------------------------------------------------------------------------------------------------------------1736Sec. 935............................. Protection of Public Complete............... Effective upon1737 Gatherings. Enactment.1738----------------------------------------------------------------------------------------------------------------1739Sec. 955............................. Rules for Operation of Complete............... FAA published SFAR in1740 Powered-Lift Aircraft. October 2024.1741----------------------------------------------------------------------------------------------------------------1742Sec. 961............................. Center for Advanced Complete............... FAA announced on April1743 Aviation Technologies 23, 2025 that Texas1744 (CAAT). A&M will be managing1745 the CAAT.1746----------------------------------------------------------------------------------------------------------------1747Sec. 1004............................ National aviation Complete............... Effective upon1748 research plan Enactment.1749 modification.1750----------------------------------------------------------------------------------------------------------------1751Sec. 1005............................ Advanced Materials Complete............... Effective upon1752 Center of Excellence Enactment.1753 enhancements.1754----------------------------------------------------------------------------------------------------------------1755Sec. 1006............................ Center of Excellence Complete............... Effective upon1756 for Unmanned Aircraft Enactment.1757 Systems.1758----------------------------------------------------------------------------------------------------------------1759Sec. 1013............................ Contract Weather Complete............... Effective upon1760 Observers program. Enactment.1761----------------------------------------------------------------------------------------------------------------1762Sec. 1018............................ Next Generation Radio Delayed................ FAA has failed to meet1763 Altimeters. the statutory deadline1764 in this section.1765----------------------------------------------------------------------------------------------------------------1766Sec. 1017............................ Center of Excellence Complete............... Effective upon1767 for Alternative Jet Enactment.1768 Fuels and Environment.1769----------------------------------------------------------------------------------------------------------------1770Sec. 1106............................ Prohibition on mandates Complete............... Effective upon1771 Enactment.1772----------------------------------------------------------------------------------------------------------------1773Sec. 1107............................ COVID-19 vaccination Complete............... Effective upon1774 status. Enactment1775----------------------------------------------------------------------------------------------------------------17761777 FAA REAUTHORIZATION ACT OF 2024: STAKE-1778 HOLDER PERSPECTIVES ON IMPLEMENTA-1779 TION ONE YEAR LATER17801781 ----------17821783 WEDNESDAY, JUNE 4, 202517841785 House of Representatives,1786 Subcommittee on Aviation,1787 Committee on Transportation and Infrastructure,1788 Washington, DC.1789 The subcommittee met, pursuant to call, at 10:05 a.m., in1790Room 2167, Rayburn House Office Building, Hon. Troy E. Nehls1791(Chairman of the subcommittee) presiding.1792 Mr. Nehls. The Subcommittee on Aviation will come to order.1793 I ask unanimous consent that the chairman be authorized to1794declare a recess at any time during today's hearing.1795 Without objection, so ordered.1796 I also ask unanimous consent that the Members not on the1797subcommittee be permitted to sit with the subcommittee at1798today's hearing and ask questions.1799 Without objection, so ordered.1800 And as a reminder, if Members wish to insert a document1801into the record, please email it to DocumentsTI@mail.house.gov.1802 I will now recognize myself for an opening statement for 51803minutes.18041805 OPENING STATEMENT OF HON. TROY E. NEHLS OF TEXAS, CHAIRMAN,1806 SUBCOMMITTEE ON AVIATION18071808 Mr. Nehls. May 16, 2025, marked the 1-year anniversary of1809the FAA Reauthorization Act of 2024 being signed into law--a1810great, great legislation. Crafting this legislation was a1811monumental task that took place over the course of 2 years and1812involved over 2,100 stakeholder and Member requests.1813 Thanks to the leadership of Chairman Graves, the largest1814and most comprehensive FAA Reauthorization Act was signed into1815law. This legislation touched every major sector of the1816aviation industry and included provisions to ensure that the1817United States remains the global leader in aviation.1818 Specifically, the law maintains aviation safety as the1819FAA's number-one priority, as it should; contains the first-1820ever general aviation title to strengthen America's general1821aviation sector; addresses workforce development challenges for1822qualified workers, including pilots, mechanics, and air traffic1823controllers; invests in our country's airport infrastructure by1824expediting project deliveries and prioritizing investments for1825small and general aviation airports; ensures the safe and1826efficient integration of new technologies, such as drones and1827advanced air mobility; and provides necessary reforms to1828enhance the passenger experience for the traveling public.1829 The FAA Reauthorization Act of 2024 included over 5001830mandates for the FAA and the Department of Transportation to1831implement over the course of 5 years. I am eager to hear from1832our witnesses today about the progress that has or has not been1833made in implementing the law.1834 Today, we have representatives from a broad cross-section1835of aviation stakeholders, including general aviation, new1836entrants, and commercial airlines. It is critical that we hear1837from all of them as we work to ensure that this law is1838implemented as Congress intended.1839 I want to acknowledge upfront that implementing a law of1840this scale, it is no small task. It requires coordination,1841persistence, and a unified effort across Government and1842industry.1843 That said, history tells us that the relevant agencies have1844often struggled; they have struggled to meet such a challenge.1845In fact, numerous provisions of the FAA Reauthorization Act of18462018 and even some policy directives from the 2016 FAA1847extension have yet to be implemented to this day, and, quite1848honestly, that is unacceptable.1849 While the FAA Reauthorization Act of 2024 was1850comprehensive, ambitious, and challenging, it set an achievable1851timeline for implementation and reform.1852 Our reputation as a world leader in aviation is on the1853line, but I am extremely confident that the Trump1854administration, they will get it right. I look forward to1855partnering with both President Trump and Secretary Duffy to1856protect and maintain that hard-earned reputation.1857 And while progress has been made on the implementation of1858the FAA Reauthorization Act of 2024, several important1859provisions have been delayed, such as: section 372, the1860establishment of an enhanced qualification program for1861restricted airline transport pilot, ATP, certificates that1862utilizes best-in-class simulator technology to ensure that we1863have the best trained and safest pilots in the world; section1864930, a rulemaking that will allow for scaled, safe, beyond1865visual line of sight operations for unmanned aircraft systems1866in United States airspace; and section 1110, a report that1867provides an update on the creation of Federal and international1868policies that would establish the United States as the global1869leader in civil supersonic aircraft.1870 It is essential that this subcommittee, along with the1871broader aviation community, hold the DOT and FAA accountable to1872achieve the goals set forth in our legislation.1873 I want to thank our witnesses for being here today. I look1874forward to working with each one of you to ensure this pivotal1875law gets implemented on time and as intended.1876 [Mr. Nehls' prepared statement follows:]18771878 Prepared Statement of Hon. Troy E. Nehls of Texas, Chairman,1879 Subcommittee on Aviation1880 May 16, 2025, marked the one-year anniversary of the FAA1881Reauthorization Act of 2024 being signed into law. Crafting this1882legislation was a monumental task that took place over the course of1883two years and involved over 2,100 stakeholder and Member requests.1884Thanks to the leadership of Chairman Graves, the largest and most1885comprehensive FAA reauthorization act was signed in to law.1886 This legislation touched every major sector of the aviation1887industry and included provisions to ensure that the United States1888remains the global leader in aviation.1889 Specifically, the law maintains aviation safety as the FAA's number1890one priority; contains the first ever general aviation title to1891strengthen America's general aviation sector; addresses workforce1892development challenges for qualified workers, including pilots,1893mechanics, and air traffic controllers; invests in our country's1894airport infrastructure by expediting project deliveries and1895prioritizing investments for small and general aviation airports;1896ensures the safe and efficient integration of new technologies, such as1897drones and advanced air mobility; and provides necessary reforms to1898enhance the passenger experience for the traveling public.1899 The FAA Reauthorization Act of 2024 included over 500 mandates for1900the Federal Aviation Administration (FAA) and the Department of1901Transportation (DOT) to implement over the course of five years. I am1902eager to hear from our witnesses today about the progress that has, or1903has not, been made in implementing the law.1904 Today, we have representatives of a broad cross section of aviation1905stakeholders, including general aviation, new entrants, and commercial1906airlines. It is critical that we hear from all of them as we work to1907ensure that this law is implemented as Congress intended.1908 I want to acknowledge up front that implementing a law of this1909scale is no small task. It requires coordination, persistence, and a1910unified effort across government and industry. That said, history tells1911us that the relevant agencies have often struggled to meet such a1912challenge. In fact, numerous provisions from the FAA Reauthorization1913Act of 2018, and even some policy directives from the 2016 FAA1914extension, have yet to be implemented to this day.1915 While the FAA Reauthorization Act of 2024 was comprehensive,1916ambitious, and challenging, it set an achievable timeline for1917implementation and reform.1918 Our reputation as a world leader in aviation is on the line, but I1919am extremely confident that the Trump Administration will get this1920right. I look forward to partnering with both the President and1921Secretary Duffy to protect and maintain that hard-earned reputation.1922 And while progress has been made on the implementation of the FAA1923Reauthorization Act of 2024, several important provisions have been1924delayed, such as section 372, the establishment of an Enhanced1925Qualification Program (EQP) for restricted airline transport pilot1926(ATP) certificates that utilizes best-in-class simulator technology to1927ensure that we have the best trained and safest pilots in the world;1928section 930, a rulemaking that will allow for scaled, safe beyond-1929visual-line-of-sight operations for unmanned aircraft systems (UAS) in1930United States airspace; and section 1110, a report that provides an1931update on the creation of federal and international policies that would1932establish the United States as a global leader in civil supersonic1933aircraft.1934 It is essential that this subcommittee, along with the broader1935aviation community, hold the DOT and FAA accountable to achieve the1936goals set forth in our legislation.1937 I want to thank our witnesses for being here today, and I look1938forward to working with each of you to ensure this pivotal law gets1939implemented on time and as intended.19401941 Mr. Nehls. I now recognize Ranking Member Cohen for 51942minutes for an opening.19431944 OPENING STATEMENT OF HON. STEVE COHEN OF TENNESSEE, RANKING1945 MEMBER, SUBCOMMITTEE ON AVIATION19461947 Mr. Cohen. Thank you, Mr. Chair.1948 A little over a year ago, we passed the bipartisan FAA1949Reauthorization Act of 2024. It was a big, beautiful bill. It1950was landmark legislation to strengthen every facet of our1951aviation ecosystem.1952 We met with all of the groups involved, the private sector,1953and we incorporated your suggestions, and we got it all in1954there. There were a few things that were open for quite a few1955years that were all included. Eighty provisions specifically1956aimed at improving aviation safety in the U.S., while other1957provisions will advance innovation and build upon the strength1958of our U.S. aviation economy.1959 But laws and words do not save lives. It is the timely and1960accountable implementation that is so important. And, today,1961sadly, the stakes are higher than ever. The tragic collision1962over the Potomac earlier this year really brought it to our1963attention. The disturbing rise in near-misses has exposed1964additional serious vulnerabilities in the system. They are1965stark reminders that work to modernize and secure our aviation1966infrastructure cannot wait, and we must remain vigilant in the1967existing law's execution as well as be on the lookout for1968solutions to new problems.1969 One of our most urgent needs today is to modernize our air1970traffic control system. FAA data and recent assessments show1971that too many of our systems are outdated, and the controller1972staffing shortages are stretching an already strained1973workforce, increasing operational risk.1974 And our previous administration tried to bring $8 billion1975in to work on that. The timing didn't work and the coordination1976with the Senate didn't work, but they saw the problem and had1977that $8 billion request to start upgrading--continue1978upgrading--they had already started with $1 billion a year--the1979air traffic control system.1980 Nowhere has this been clearer than Newark Airport, where1981ATC equipment failures and staffing challenges have disrupted1982operations and raised safety concerns. Apparently, United says1983that they have the best on-schedule performance of any airports1984in the New York metropolitan area recently and they have the1985runway completed and things should be fine in Newark. Let's1986hope so.1987 Congress gave the FAA clear directives through the 20241988reauthorization to modernize critical infrastructure, expedite1989deployment of new technologies, and hire and train the next1990generation of air traffic controllers. This was not a1991suggestion, it was a mandate, and we need to see results.1992 The Chair puts on an appearance, a facade, of being a nice,1993friendly, easygoing guy. He's not. He wants this done and done1994now. He will be on your case if you don't do it.1995 At the same time, we must ensure that the FAA keeps pace1996with emerging technologies like advanced air mobility, drones,1997and autonomous systems. The 2024 reauthorization laid the1998groundwork, but delays in regulatory action risk ceding1999America's leadership in aviation innovation to global2000competitors. We cannot afford to fall behind.2001 Equally important is growing our aviation workforce. From2002pilots and mechanics to controllers and flight attendants, the2003aviation sector depends on a highly trained, highly skilled2004workforce. For this reason, Congress included numerous reforms2005and new programs in the FAA law to help recruit and develop the2006next generation of aviation professionals and keep them safe.2007Too many violent attacks on flight attendants and in the2008airplanes. It needs to stop, and hopefully that will--we will2009find out where we stand with that.2010 Unfortunately, the administration has moved swiftly in the2011wrong direction, downsizing and terminating the very people and2012technical expertise responsible for the law's implementation.2013How much of this was the new transportation/FAA administration?2014How much of it was DOGE and Mr. Musk? And maybe it was a bad2015day; maybe his drugs weren't balanced or something. But they2016eliminated a lot of people we needed, and that is one of the2017problems we have.2018 It is critical that the FAA reverse this ill-conceived2019course and move quickly to implement the carefully constructed2020provisions of the law.2021 I look forward to working with Chair Nehls and our2022committee leaders Graves and Larsen to begin developing a2023bipartisan ATC modernization package that ensures our aviation2024system is the safest, innovative, and is the most resilient in2025the world.2026 I appreciate the witnesses for joining us today. I look2027forward to hearing your perspectives on progress made and2028challenges that remain as we continue our oversight of the FAA.2029 I yield back.2030 [Mr. Cohen's prepared statement follows:]20312032 Prepared Statement of Hon. Steve Cohen of Tennessee, Ranking Member,2033 Subcommittee on Aviation2034 Thank you, Chairman Nehls.2035 A little over one year ago, we passed the bipartisan FAA2036Reauthorization Act of 2024--a landmark law we designed to strengthen2037every facet of our aviation ecosystem.2038 This law includes nearly 80 provisions specifically aimed at2039improving aviation safety in the U.S., while other provisions will2040advance innovation and build upon the strength of the U.S. aviation2041economy.2042 But laws and words alone do not save lives. They require timely and2043accountable implementation.2044 And today, sadly, the stakes are higher than ever.2045 The tragic collision over the Potomac earlier this year and a2046disturbing rise in near-misses have exposed additional serious2047vulnerabilities in our system.2048 These are stark reminders that our work to modernize and secure our2049aviation infrastructure cannot wait--and that we must remain vigilant2050in the existing law's execution, as well as be on the lookout for2051solutions to new problems.2052 One of our most urgent needs today is to modernize our air traffic2053control system.2054 FAA data and recent assessments show that too many of our systems2055are outdated, and that controller staffing shortages are stretching an2056already strained workforce, increasing operational risk.2057 Nowhere has this been clearer than at Newark Airport, where ATC2058equipment failures and staffing challenges have disrupted operations2059and heightened safety concerns.2060 Congress gave the FAA clear directives through the 20242061Reauthorization to modernize critical infrastructure, expedite2062deployment of new technologies, and hire and train the next generation2063of air traffic controllers.2064 That was not a suggestion--it was a mandate. We need to see2065results.2066 At the same time, we must ensure that the FAA keeps pace with2067emerging technologies like Advanced Air Mobility, drones and autonomous2068systems.2069 The 2024 reauthorization laid the groundwork, but delays in2070regulatory action risk ceding America's leadership in aviation2071innovation to global competitors. We cannot afford to fall behind.2072 Equally important is growing our aviation workforce. From pilots2073and mechanics to controllers and flight attendants, the aviation sector2074depends on a highly trained, highly skilled workforce. For this reason,2075Congress included numerous reforms and new programs in the FAA law to2076help recruit and develop the next generation of aviation professionals.2077 Unfortunately, the Administration has moved swiftly in the wrong2078direction, downsizing and terminating the very people and technical2079expertise responsible for the law's implementation. It is critical that2080the FAA reverse this ill-conceived course, and move quickly to2081implement the carefully constructed provisions of the law.2082 I look forward to working with Chairman Nehls and our committee2083leaders--Chairman Graves and Ranking Member Larsen--to begin developing2084a bipartisan ATC modernization package that ensures our aviation system2085is the safest, innovative and most resilient in the world.2086 I appreciate the witnesses for joining us today and look forward to2087hearing their perspectives on the progress made and the challenges that2088remain as we continue our oversight of FAA implementation.20892090 Mr. Nehls. Thank you, Steve, for your kind words.2091 I would like to now welcome our witnesses and thank them2092for being here today. Thank you all.2093 I will take a moment to explain our lighting system. Three2094lights in front of you. Green, go, obviously. Yellow, you are2095running out of time. And red, please wrap up your remarks.2096 I ask unanimous consent that the witnesses' full statement2097be included into the record.2098 Without objection, so ordered.2099 I also ask unanimous consent that the record of today's2100hearing remain open until such time as our witnesses have2101provided answers to any questions that may be submitted to them2102in writing.2103 Without objection, so ordered.2104 I also ask unanimous consent that the record remain open2105for 15 days for any additional comments and information2106submitted by Members or witnesses to be included in the record2107of today's hearing.2108 Without objection, so ordered.2109 As your written testimony has been made part of the record,2110the subcommittee asks that you limit your oral remarks to 52111minutes.2112 With that, Mr. Pleasance, you are recognized for the 52113minutes.21142115 TESTIMONY OF DARREN PLEASANCE, PRESIDENT AND CHIEF EXECUTIVE2116 OFFICER, AIRCRAFT OWNERS AND PILOTS ASSOCIATION; EDWARD M.2117BOLEN, PRESIDENT AND CHIEF EXECUTIVE OFFICER, NATIONAL BUSINESS2118 AVIATION ASSOCIATION; MICHAEL ROBBINS, PRESIDENT AND CHIEF2119 EXECUTIVE OFFICER, ASSOCIATION FOR UNCREWED VEHICLE SYSTEMS2120 INTERNATIONAL; CAPTAIN JODY REVEN, PRESIDENT, SOUTHWEST2121 AIRLINES PILOTS ASSOCIATION; AND SARA NELSON, INTERNATIONAL2122 PRESIDENT, ASSOCIATION OF FLIGHT ATTENDANTS--CWA, AFL-CIO21232124 TESTIMONY OF DARREN PLEASANCE, PRESIDENT AND CHIEF EXECUTIVE2125 OFFICER, AIRCRAFT OWNERS AND PILOTS ASSOCIATION21262127 Mr. Pleasance. Great. Thank you, Chairman, and thank you,2128Ranking Member Cohen and the rest of the members of the2129committee.2130 I am Darren Pleasance. I am the president and CEO of the2131Aircraft Owners and Pilots Association, or AOPA, and I am2132privileged and pleased to be here to provide testimony back on2133our view on how the FAA Reauthorization Act of 2024 is being2134implemented.2135 Just for level-setting, general aviation is essentially all2136aviation that is not military and not commercial aviation. So2137it is a very vibrant and diverse portion of our aviation2138ecosystem. There are over 5,000 public airports, 14,000 landing2139strips, heliports, and other landing facilities that make up2140this important and critical part of our national infrastructure2141around the country.2142 I would like to commend, as the chairman said, full2143committee Chairman Graves and Ranking Member Larsen and this2144broader committee for your great work last year, bipartisan2145work, in passing the FAA reauthorization bill of 2024. It was a2146landmark piece of legislation, as was alluded to a few moments2147ago.2148 A particularly important part of that was that it included2149a very specific call-out for general aviation that had never2150been a part of the bill in the past. And in there, there were2151specific policies and programs that directly benefit and2152enhance the vitality of general aviation in this country. And2153we feel very grateful for that, that work being done.2154 This hearing gives us the opportunity today to speak about2155what is happening with the implementation, but also follows2156nicely on the other work that is happening with President Trump2157and with Secretary Duffy on the work to modernize ATC. It2158wasn't a specific part of the bill, but it is an important2159part, as Ranking Member Cohen alluded to, to ensuring that we2160maintain preeminence in the world. So I look forward to being2161able to speak to that.2162 We also appreciate--I specifically appreciate this2163committee's work on creating a downpayment, let's call it, the2164$12\1/2\ billion funding, to help at least get the2165modernization effort going. So I appreciate that.2166 AOPA is a member of the Modern Skies Coalition, which is a2167group of many aviation organizations across the country who are2168stacking hands and aligning on the importance of ATC2169modernization. And we meet regularly, and we are fully behind2170the efforts of this committee to help take that from concept to2171reality.2172 We do currently--and I think this is important not to lose2173sight of--we have the safest aviation ecosystem in the world.2174It remains the safest in the world. That doesn't mean we can't2175be better. And so we feel strongly, as AOPA, in partnership2176with others up here, that we need to continue to work together2177to help make it even better into the future.2178 There are too many areas within the FAA Reauthorization Act2179for me to speak to all of them, so I thought I would just call2180out a few of them and provide perspective back on those.2181 One is around privacy. It is very important to pilots to be2182able to maintain privacy. And there was an aspect of the bill2183that required the FAA to put in place the means for pilots to2184withhold their personal information and separate it, in a2185sense, from the aircraft registry. That work has been done and2186was just recently implemented about a month and a half ago or2187so, so we feel pleased with that.2188 Conversely, though, we do still have concerns around the2189area of ADS-B. And that has unfortunately become a term that I2190suspect most of you know about because of the DC accident not2191that many months ago, where ADS-B is the technology that plays2192such a critical role in ensuring aircraft don't run into each2193other. And, increasingly, we are seeing that technology being2194used for things other than safety, whether it is collecting2195fees of some sort or frivolous lawsuits or other sorts of FAA2196enforcement action, which, in our view, goes counter to the2197primary premise of ADS-B, which was safety. And anything that2198occurs that puts safety at risk or deters people from2199implementing this technology is concerning to us. So we think2200there is more work to do there.2201 BasicMed is an area this committee, years ago, partnered2202with AOPA and others in the industry to create an easier way2203for pilots to get their medical so they can fly. And this2204committee was able to create BasicMed in a way that allowed2205more than 90,000 pilots now to take advantage of that without2206any reduction in safety. The most recent FAA reauthorization2207bill enhanced that, and that has been implemented, so we are2208quite happy with where BasicMed has arrived today. Still more2209work to be done, in partnership with Canada and others, but we2210feel good about where that is.2211 Fee transparency is an area of concern. The GAO, as part of2212the authorization bill, was required to go out and basically2213ensure that the fixed-base operators around the country are, in2214fact, establishing transparency with their fees and pricing so2215that, as pilots use this national airspace infrastructure, we2216are able to ensure they have visibility into what those fees2217will be. We would like to partner with the GAO to help them do2218that. We get calls almost every day on this topic, and we are2219concerned about some of the egregious fees we are starting to2220see at specific airports.2221 One other thing I will call out is aeromedical. While the2222FAA ATC system needs to be enhanced and modernized, so does the2223FAA aeromedical. Dr. Susan Northrup has done a tremendous job,2224we believe, in moving things forward and making significant2225progress. However, there is more to do, and there is a lot of2226technology involved to help her and her team do what they need2227to do.2228 So, with that, I would like to again thank the committee2229for allowing us to present and opine on how things are going.2230And I look forward to questions from the committee over the2231balance of the morning.2232 [Mr. Pleasance's prepared statement follows:]22332234 Prepared Statement of Darren Pleasance, President and Chief Executive2235 Officer, Aircraft Owners and Pilots Association2236 Chairman Nehls, Ranking Member Cohen, and Members of the2237Subcommittee, thank you for the opportunity to provide the Aircraft2238Owners and Pilots Association's (AOPA) perspective on the2239implementation of the FAA Reauthorization Act of 2024.2240 AOPA is the world's largest aviation membership organization,2241representing General Aviation interests of more than 300,000 aircraft2242owners and pilots across the country. General Aviation consists of all2243operations that are not military or commercial. These include2244operations for personal use, recreational, business, medevac, law2245enforcement, agriculture, firefighting, disaster assistance, just to2246name a few. Our members operate at airports in thousands of communities2247in every State and support the local economies in these areas.2248 The General Aviation fleet in the United States is the largest in2249the world and consists of well over 200,000 active aircraft including2250piston, turbine, and jets. To help illustrate the enormous size of this2251aviation sector, in comparison, the U.S. commercial airline fleet has2252about 6,000 airplanes.2253 For 86 years, AOPA has stayed true to its mission of protecting the2254freedom to fly and I am proud and humbled to be only the 6th President2255serving the Association since its inception in 1939. Guiding,2256protecting, and promoting this uniquely American experience, so we can2257pass it along, better than we received it, to the next generation of2258aviators.2259 I would like to commend Chairman Graves, Ranking Member Larsen and2260all members of the Committee for the bipartisan work in passing a 5-2261year FAA reauthorization in the last Congress. The FAA Reauthorization2262Act of 2024, Public Law 118-63, is both historic and transformative for2263the GA industry, as it included the first ever General Aviation title2264which gives undivided attention to programs and policies that directly2265impact the unique needs of aircraft owners and pilots.2266 This hearing is timely given the efforts being put forward to2267implement provisions included in last year's FAA Reauthorization, as2268well as the recent announcement by President Trump and Transportation2269Secretary Sean Duffy calling for a completely new and modern air2270traffic control system.2271 AOPA is a member of the Modern Skies Coalition, which represents2272all sectors of the aviation industry including airlines, general2273aviation, airports, labor, and manufacturers. The coalition strongly2274supports this modernization effort, and we look forward to2275collaborating with the Committee, Congress, and the Administration to2276make this proposal a reality.2277 Having the entire aviation industry behind this effort is both2278important and unique. The time to upgrade this system is now and we2279applaud the downpayment this Committee and the House of Representatives2280put forward in the recent House passed Budget Reconciliation bill,2281commonly referred to as the ``One Big Beautiful Bill Act.''2282 The leadership this Committee has shown in this area of air traffic2283control modernization is commendable, appreciated, and needed.2284Developing and deploying a new air traffic control system will require2285constant leadership, vigilance, accountability, milestones,2286benchmarking, incentives, and penalties if necessary. We cannot fail in2287getting this done.2288 Procurement and acquisition processes also need to be streamlined,2289and this effort will also require transparency and strong oversight.2290With the Trump Administration, Congress, and the entire aviation2291industry unified, we can and must get this done. Ensuring the FAA has2292the most updated equipment and well-trained controllers is vital to2293maintaining the safest, largest, and most complex system in the world.2294 And without a doubt, we do have the safest aviation system in the2295world, and it has never been safer. But that does not mean it cannot be2296safer than it is today. And we owe it to all who utilize this national2297airspace system to make it as safe as it can be and to invest in the2298technology and the staffing it requires to achieve that.2299 Impact of General Aviation2300 General aviation in the United States provides a significant2301economic impact both nationally and to the communities in which we all2302live--a $339 billion dollar industry supporting more than 1.3 million2303jobs.2304 Through the network of more than 5,000 public-use airports across2305the country as well as over 14,000 privately owned landing facilities,2306heliports, and airstrips nationwide, general aviation is an integral2307part of our nation's transportation system.2308 As I mentioned earlier, General Aviation also provides significant2309and critical public benefits. These vital operations include emergency2310medical personnel and supplies delivery, disaster relief and recovery,2311search and rescue, humanitarian assistance, law enforcement,2312agricultural aviation activities, and much, much more.2313 General Aviation Safety2314 While aircraft accidents often make headline news, what does not is2315the enormous size and scope of General Aviation, which comprises more2316than twenty-six million flight hours per year, representing more than2317thirty million takeoffs and landings by hundreds of thousands of2318General Aviation pilots.2319 The AOPA Air Safety Institute publishes safety data annually, which2320reviews General Aviation accidents and analyzes trends in the data. In2321fact, General Aviation has seen a declining accident and fatality rate2322for more than 30 years. Since the early 1990s, the accident rate has2323dropped 45 percent, and the rate of fatal accidents has fallen even2324more--55 percent.23252326 General Aviation Accident and Fatal Accident Rates (1993 2022)23272328[GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]23292330 The graph shows the total accident and fatal accident rates for2331 general aviation since 1993. Source: AOPA Air Safety Institute and2332 National Transportation Safety Board.23332334 According to the most recent FAA General Aviation and Part 1352335Activity survey, there were more than 214,000 active General Aviation2336aircraft in the fleet. The FAA calculates that General Aviation pilots2337collectively fly about 28.5 million hours each year--more than 78,0002338hours per day.2339 At AOPA, we are always working to educate and inform pilots to2340further improve aviation safety. On April 1st, the AOPA Air Safety2341Institute--with support from more than two dozen other organizations2342and the FAA--launched the National Pause for General Aviation Safety.2343Over a six-month period, pilots are being asked to take a timeout to2344focus on safety and review a variety of videos, courses, and articles2345that cover every type of GA flying. Pilots are encouraged to visit2346GAsafe.org to learn more.2347 FAA Reauthorization Implementation2348 Implementing the provisions from the 2024 FAA Reauthorization Act2349is imperative to address the challenges facing the aviation industry2350and I will briefly discuss the status and implementation of a number of2351key provisions that directly and positively impact General Aviation.2352 Pilot and Aircraft Privacy2353 Pilot and aircraft privacy is an important issue. As you know,2354FAA's 2020 Automatic Dependent Surveillance-Broadcast (ADS-B) out2355mandate required pilots flying in most controlled airspace to equip2356their aircraft with this safety enhancing technology. More than 112,0002357General Aviation aircraft are now equipped at a direct cost of more2358than half a billion dollars.2359 ADS-B out is an aviation surveillance technology that identifies2360the position of an aircraft and regularly broadcasts its position to2361controllers and other aircraft that have an ADS-B in receiver. The2362broadcast also provides altitude, speed, direction, and the aircraft's2363N-number. AOPA fully supported the 2020 mandate as we were assured ADS-2364B data would only be used to improve air traffic safety and airspace2365efficiency.2366 Unfortunately, we are now seeing ADS-B data being used for many2367other non-safety related areas including enforcement actions, frivolous2368lawsuits where complainants are suing for nuisance, trespass, and2369intentional infliction of emotional distress for aircraft flying in2370full compliance with FAA requirements.2371 Pilots are now being forced to pay expensive legal fees to defend2372themselves against these questionable enforcement actions and frivolous2373lawsuits.2374 Moreover, a cottage industry has emerged, and companies are now2375contracting with public-use airports to collect fees from pilots by2376gleaning ADS-B data, specifically the N number and then running it2377against the FAA's aircraft registry to obtain the name and address of2378the pilot.2379 These actions bring numerous safety and individual privacy concerns2380and are a strong deterrent for other pilots to equip with this safety2381technology.2382 In Montana, legislation to prohibit the use of ADS-B data for fee2383collection was recently signed into law by the governor. Similar2384legislation was also introduced in Minnesota. In order to avoid a2385patchwork of laws across the country, we strongly encourage the2386Committee to act in developing a national policy that ensures ADS-B2387data is not used for fee collection but used for its intended purpose,2388air traffic safety and airspace efficiencies.2389 To also help address the privacy concerns of aircraft owners, this2390committee included a key provision, section 803, in the FAA2391Reauthorization Act of 2024. The act required the FAA administrator to2392establish, no later than 2 years after enactment, a procedure for a2393private aircraft owner or operator to withhold from broad dissemination2394or display by the FAA, the registration number and other similar2395identifiable data such as personally identifiable information of the2396aircraft owner or operator.2397 In response to section 803, the FAA announced this past March that2398the Civil Aviation Registry Electronic Services (CARES) system now2399allows aircraft owners to voluntarily request that their name and2400contact information be withheld from public access. This is a good step2401forward and we applaud the Committee for including this provision in2402the FAA Reauthorization Act of 2024 and the FAA's prompt action.2403 Pricing and Fee Transparency2404 The FAA Reauthorization Act of 2024 requires the Government2405Accountability Office (GAO) to conduct a study on the efforts of Fixed2406Based Operators (FBOs) to meet their voluntary commitment to improve2407the online transparency of prices and fees for all aircraft. AOPA has2408routinely heard from pilots across the country who are frustrated when2409they are levied with unexpected fees or are required to submit their N2410number in order to find out what they will be charged.2411 Most airports and FBOs across the country provide services to2412pilots at a fair and reasonable price. But for years, we have received2413complaints nearly every day from pilots being charged with egregious2414fee pricing.2415 The types of fees charged to pilots by some FBOs may include tie-2416down fees, overnight parking fees, facility fees, infrastructure fees,2417access fees, security fees, handling fees, habitat fees, and special2418event fees. Some of these fees may be waived with the purchase of fuel2419but pilots are simply asking for fair and reasonable fees and prices,2420in conformance with FAA grant assurance requirements.2421 AOPA led a voluntary industry campaign known as ``Know Before You2422Go'' to encourage FBOs to make their fees publicly available and while2423a vast majority of FBOs now openly disclose their pricing, many still2424do not.2425 We are hopeful the GAO will reach out to AOPA as it develops its2426report, as required by the FAA Reauthorization Act of 2024, to access2427industry compliance with this voluntary program. The report is due to2428Congress later this year.2429 In 2024, Signature Aviation, the largest FBO chain in the United2430States with more than 130 locations and owned by a private equity firm,2431took a positive step forward in responding to AOPA's call for fair and2432reasonable fees by lowering and standardizing its handling fees for2433piston aircraft at nearly all its locations. We applaud this effort and2434hope to see other large chain FBOs develop similar fair and reasonable2435pricing models for all non-commercial operators, regardless of aircraft2436type.2437 As you know, during last year's FAA Reauthorization process, AOPA2438was joined by nearly six hundred aviation organizations across the2439country in calling for fair and reasonable FBO fees in conformance with2440current FAA requirements. Unfortunately, this bipartisan commonsense2441amendment, offered by Representative Jay Obernolte (R-CA) and2442Representative Matt Cartwright (D-PA), was tabled in the Rules2443Committee.2444 We understand airports have financial needs, but we also believe2445they should be held accountable to FAA grant assurances that require2446any fees collected, either by an airport or a FBO, to be fair and2447reasonable.2448 Expansion of BasicMed2449 AOPA has and continues to advocate tirelessly for medical reform.2450We are pleased the FAA Reauthorization Act of 2024 includes the2451expansion of BasicMed (section 828). The law Increased the maximum2452certified takeoff weight of a covered aircraft to 12,500 pounds (up2453from 6,000 pounds), increased the number of allowable passengers in a2454covered aircraft to six (up from five), and increased the allowable2455number of seats in a covered aircraft to seven (up from six). Since the2456program's inception in 2017, more than 90,000 pilots have qualified to2457safely fly with BasicMed privileges. The FAA's final rule implementing2458the expansion of BasicMed went into effect on November 18, 2024.2459 It is important to point out that in its congressionally mandated2460reports, the FAA concluded BasicMed has no statistically significant2461impact on safety when comparing pilots flying under BasicMed to those2462with a third-class medical certificate.2463 Interestingly enough, many countries, large and small, have medical2464standards that, similar to BasicMed, allow licensed medical physician2465to conduct a physical exam on private pilots. Moreover, Mexico, The2466Bahamas, Dominican Republic, Puerto Rico, U.S. Virgin Islands, American2467Samoa, Commonwealth of the Northern Mariana Islands, Federated States2468of Micronesia, Guam, Republic of the Marshall Islands, and the Republic2469of Palau all authorize private pilots to fly with BasicMed privileges.2470AOPA continues to work to expand acceptance of BasicMed to Canada and2471appreciates the Committees inclusion of language in the FAA2472Reauthorization encouraging the FAA to pursue this issue with Canada.2473 We also appreciate the Committee including a provision requiring2474the FAA to stand up an Aviation Medical Working Group to develop2475recommendations intended to modernize the agency's medical processes2476and systems for pilots. This is an area that needs significant2477attention, especially the need to address extensive delays many pilots2478are experiencing with their medical applications. I am pleased,2479however, to report that the FAA has stood up this Working Group, as2480outlined in the FAA Reauthorization, and I commend the leadership of2481Federal Air Surgeon, Susan Northrup, for tackling this issue head on.2482 Expiration Date on a Flight Instructor Certificate2483 Another provision that was fully supported by AOPA is the2484expiration date on a flight instructor certificate. The FAA2485Administrator was directed to issue a final rule for the rulemaking2486activity titled `Removal of the Expiration Date on a Flight Instructor2487Certificate' no later than 18 months after enactment. The final rule2488went into effect on December 01, 2024, removing the expiration date2489from flight instructor certificates, while maintaining recurrency and2490recent experience requirements.2491 Issuance of Letters of Authorization to Airmen2492 As a result of section 806 of the FAA Reauthorization Act of 2024,2493championed by Chairman Graves, the FAA has updated its guidance on2494authorizations to fly piston warbird airplanes by giving certain2495experienced pilots an easier path to add type-specific privileges. This2496is a positive step for this historical and highly active segment of2497General Aviation.2498 Eliminate Aircraft Registration Backlog2499 In recent years, the FAA's aircraft registration system caused2500significant delays with a chronic backlog of aircraft registration2501hitting a peak of 190 days in 2022. We appreciate the leadership of2502this Committee by including language in the FAA Reauthorization Act2503requiring the FAA to take necessary actions to reduce the aircraft2504registration backlog at the Civil Aviation Registry. The FAA recently2505testified that it has addressed the backlog and is now processing2506applications within an average of ten business days or less.2507 Unleaded Fuel and EAGLE Initiative2508 As you know, the FAA and industry stakeholders representing every2509corner of aviation have a vested interest in the safe transition to2510unleaded fuel for general aviation aircraft. Working together through2511the FAA and industry Eliminate Aviation Gasoline Lead Emissions (EAGLE)2512initiative, our goal is to remove lead from all aviation fuel no later2513than December 31, 2030.2514 However, until there is a viable unleaded fuel available fleet2515wide, it is imperative that 100LL (low lead) fuel remain available. We2516appreciate the leadership of this Committee for including a provision2517in the FAA Reauthorization Act of 2024 that requires airports that2518offered 100LL aviation gasoline for sale in 2022 to continue offering2519the sale of 100LL until 2030 or the date on which the FAA certifies an2520unleaded aviation gasoline alternative is available for purchase or use2521by all GA aircraft operators.2522 Modernization of Special Airworthiness Certificates (MOSAIC)2523 The expansion of light sport aircraft and sport pilot privileges2524has been a top priority for AOPA and the general aviation community.2525The FAA's Modernization of Special Airworthiness Certificates (MOSAIC)2526initiative was introduced in July 2023, and the FAA Reauthorization Act2527of 2024 requires the FAA to issue a final rule for MOSAIC, no later2528than 2 years after enactment. The FAA is currently reviewing more than25291,300 comments and is expected to issue a final rule in mid-2025, which2530if issued in July would meet the 2-year reauthorization requirement. We2531are very encouraged and supportive of this effort.2532 Development of Portable Low-Cost Voluntary ADS-B2533 The FAA Reauthorization Act of 2024 also requires the FAA2534Administrator to prepare a report no later than 2 years after enactment2535on the development of a suitable position reporting system for2536voluntary use in covered airspace to facilitate traffic awareness and2537solicit advice from industry groups including pilots and aircraft2538owners.2539 We are aware the FAA is currently evaluating some electronic2540conspicuity (EC) devices (low-power ADS-B Out), and we are expecting a2541decision this year as to whether they and the FCC will approve of their2542use in the US.2543 Conclusion2544 As we look to the future, the FAA Reauthorization Act of 2024 sets2545us on the right path to improve the safety and efficiency of our2546national airspace system. This historic legislation, with the first2547ever title dedicated to General Aviation, will benefit aircraft owners2548and pilots for years to come.2549 We appreciate the leadership of this Committee, FAA Acting2550Administrator Chris Rocheleau, and those at the FAA that have had a2551hand in implementing many of these important provisions in a timely2552manner.2553 I would like to thank the Subcommittee again for holding this2554important hearing and providing me with the opportunity to share AOPA's2555perspective on the status and implementation of the FAA Reauthorization2556Act of 2024.25572558 Mr. Nehls. Thank you, Mr. Pleasance.2559 With that, Mr. Bolen, you are recognized for 5--well,2560correction: I think Tracey Mann. Tracey would like to introduce2561our next witness.2562 Mr. Mann. Thank you, Mr. Chairman.2563 I am honored to introduce our next witness, Mr. Ed Bolen.2564 Ed is the president and CEO of the National Business2565Aviation Association, a position he has held since 2004, and is2566also from my hometown of Salina, Kansas, and a graduate of2567University of Kansas.2568 Through his role at NBAA, Ed represents more than 11,0002569aviation companies and professionals who rely on general2570aviation aircraft, advocating for the advancement of new2571technologies and products, enhancing safety, and recruiting a2572skilled workforce, all to strengthen the future of American2573aviation.2574 Ed is also a past president and CEO of GAMA, as well.2575 So, thanks to his extensive knowledge and experience during2576his distinguished career, and I appreciate him being willing to2577share with us here this morning.2578 Thanks for being here, Ed.25792580 TESTIMONY OF EDWARD M. BOLEN, PRESIDENT AND CHIEF EXECUTIVE2581 OFFICER, NATIONAL BUSINESS AVIATION ASSOCIATION25822583 Mr. Bolen. Well, thank you for that kind introduction.2584 Like Congressman Mann, I am enormously proud to be a son of2585Kansas and to have an opportunity to represent a great American2586industry as we work together to do something really important2587for this country.2588 Mr. Chairman, I want to begin by acknowledging a couple2589things have been mentioned about safety and about the accident2590on January 29th. And certainly that galvanizes us, helps us2591understand the importance and the urgency of the work that we2592are doing today.2593 I think when you discussed last year's bill, you mentioned2594that it was large and that it was comprehensive. It was also2595very forward-leaning. Parts of the bill, including the general2596aviation title, the efforts to foster emerging technologies,2597the attention to the medical records and encouraging pilots to2598get help, the foundation laid on NOTAMs, and all of the efforts2599on workforce are really critical.2600 And I think now that that bill is the law of the land, we2601have a clear pathway on where we go from here.2602 First, it is critical that we implement that bill. And I2603commend you for the hearing that was held on the 1-year2604anniversary and continuing those hearings today.2605 I think what we are seeing is, there are parts of that bill2606that are being moved out on and moved out quickly. We are2607enormously pleased, for example, that the SFAR related to2608advanced air mobility and the pilot training has been done, and2609we are looking forward to those aircraft being certified soon.2610And BVLOS was mentioned; we are anticipating action on that. So2611I think a lot of good work is being done.2612 I think all of us need to commit to making sure that great2613bill is implemented. So, that is step number one.2614 Step number two is, we need to move forward on the plan2615that was laid out on May 8 by the Secretary and by the FAA2616Administrator. I think what we recognize is that what was being2617proposed, what is on the table, is something that is unique in2618its scope, in its specificity, and its accountability, and,2619importantly, its timelines.2620 The proposal focuses on modernizing by investing in people,2621facilities, and equipment. And, to that end, we have the2622Secretary who has called for 14,000 air traffic controllers--2623highly skilled, highly motivated--and we see steps being taken2624to make that a reality. That is a critical issue.2625 With regard to facilities, he has laid out investments that2626need to be made: 6 air traffic control centers, deployment of262715 TRACONs, 15 new towers. He has made it clear that we want to2628increase connectivity with broadband, with cellular, with2629satellite. And he has made sure that we are focused on bringing2630in the latest generation of radios and radars. And, in fact,2631yesterday, I saw that he announced bringing in industry for a2632conversation on how we can get this done.2633 I think it is really important to underscore that the2634entire industry is united in this proposal under the Modern2635Skies banner. I think this is probably as united as our2636community has been for an investment in our air transportation2637system since the creation of the Airport and Airway Trust Fund2638in 1970.2639 I think, importantly, the community is united on getting2640this done and not being distracted with debates that look to2641others, including Canada with their overhyped and2642underperforming models. I think what we see is the opportunity2643for American innovation and American ingenuity to lead the way.2644 And I can't imagine a more fitting way to honor the legacy2645of the families and the victims of the 29th of January accident2646than having us make sure that the United States continues to2647have the largest, the safest, the most diverse mix of aircraft2648and operations anywhere in the world.2649 We want to lead and continue to have the United States be2650the gold standard for all things aviation.2651 [Mr. Bolen's prepared statement follows:]26522653 Prepared Statement of Edward M. Bolen, President and Chief Executive2654 Officer, National Business Aviation Association2655 Chairman Nehls, Ranking Member Cohen, and members of the2656Subcommittee on Aviation, thank you for holding this hearing to address2657aviation safety and the bipartisan 2024 FAA Reauthorization bill. On2658behalf of the National Business Aviation Association's (NBAA's) 11,000-2659member companies, I am honored to testify at this hearing.2660 I would like to start by acknowledging the heartbreaking accident2661that took place in the shadow of our nation's Capital on January 29th.2662As members of the aviation community we feel and mourn the loss of2663every crewmember and every passenger. Our hearts go out to the victims2664and their families. Every incident and accident is a solemn reminder2665that our work to improve safety in the national airspace system (NAS)2666is not done.2667 A year ago, Congress, led by this Committee, laid the foundation2668for a safer, more efficient NAS with a comprehensive, bipartisan five-2669year FAA Reauthorization bill that:2670 Included the first ever General Aviation (GA) Title;2671 Enhances flight security;2672 Ushers in the next generation of aircraft;2673 Modernizes medical standards, allowing crewmembers to get2674the help they need;2675 Upgrades the NOTAM system; and2676 Develops the future workforce.26772678 With the Reauthorization bill now the law of the land, the path2679forward is clear.2680 One, we must ensure the implementation of the bill. The good news2681is that, with the strong oversight of this Committee, that is beginning2682to happen. For example, the FAA has already published the rules for2683operating powered-lift air taxis and evaluated check pilot2684requirements.2685 Two, we urgently need to make a massive investment in our national2686airspace system--in people, facilities, and equipment.2687 On May 8th, Secretary Duffy unveiled the Administration's Air2688Traffic Control (ATC) Modernization Plan. It is a plan that is unique2689from any before it--in its scope, specificity, accountability, and the2690fact that it establishes a clear deadline. By the end of 2028, the plan2691calls for an investment in people that will provide the United States2692with over 14,000 well-trained and highly skilled air traffic2693controllers. The plan calls for us to invest in facilities by building2694six new state-of-the-art air traffic control centers, and new radars,2695radios, and other equipment.2696 The investment in people, facilities, and equipment that the2697Administration is proposing is a national imperative. The system is2698under stress. We are at a unique moment in time--one that calls us to2699honor the legacy of those we've lost and to meet the challenges with2700American innovation, ingenuity and decisive action.2701 The entirety of the aviation industry, including airlines, general2702aviation, airports, and labor has come together, through the Modern2703Skies Coalition, in support of the ATC modernization plan. Not since2704the establishment of the Airport & Airway Trust Fund in 1970 has the2705entire aviation industry been this united and focused in its support2706for major investment in our air transportation system.2707 Importantly, the Coalition has stated that it opposes any effort2708that would distract from the Administration's plan. That includes any2709effort to model the U.S. system on the type of overhyped and2710dramatically underperforming models in Canada and the United Kingdom.2711 We are world leaders in every aspect of aviation. We have the2712opportunity to ensure that is true for decades to come.2713 GA Action on Safety2714 These recent events serve as a stark reminder of the critically2715important role of safety. The business aviation industry holds safety2716as a core value guiding our actions every day and every flight. Despite2717the perception based on recent high-profile events, fatal accidents are2718trending down. Preliminary data indicates there were fewer fatal2719accidents in the first part of 2025 than 2024. This continues a longer2720trend. Over the past 30 years, the GA fatal accident rate fell by 60%.2721Still, NBAA and the general aviation community are committed to further2722reducing the fatal accident rate. The General Aviation Joint Safety2723Committee set a goal in 2019 to reduce the fatal accident rate by an2724additional 10%. The community remains on pace to exceed that safety2725goal.2726 The business aviation community works hard not only to be safe, but2727to be perceived as safe. In response to incidents and accidents this2728year, the general aviation community launched a National Pause for2729General Aviation Safety to reflect on safety and commit to working2730together towards further improvements.2731 NBAA and others have teamed up to make tools and resources2732available. For instance, the Aviation Safety Information Analysis and2733Sharing (ASIAS) program allows the entire aviation community to pool2734data for beneficial safety improvements. As data analysis tools become2735more accessible, we expect this tool to become even more important.2736NBAA is also supporting increased use of data sharing to continually2737refine safety training; recommitment to a just-culture framework for2738accident assessment; and continued adoption and implementation of2739safety management systems (SMS).2740 Modernizing ATC: A National Imperative2741 The ATC system is in urgent need of an infrastructure overhaul and2742staffing support. In addition to the implementation of the FAA2743Reauthorization Act of 2024, Congress and the administration can help2744improve the safety and efficiency of the NAS by advancing DOT's ATC2745modernization plan.2746 Modernizing America's ATC infrastructure is essential for enabling2747the numerous advantages of business aviation in the United States. We2748thank you for committing $12.5 billion as a downpayment towards2749infrastructure improvements and air traffic controller hiring. It will2750enable the modernization of critical infrastructure such as air traffic2751control towers, terminal approach facilities and centers, radar and2752ground stations, telecommunications hardware, and automation software.2753It will help retain and recruit controllers, and accelerate training2754for new recruits--strengthening a workforce that is stretched thin.2755However, the system needs $18.5 billion in additional funding over the2756next three years, to make these urgent capital improvements and realize2757the benefits of modern technology or we will repeat the failures of the2758past. Minor investments over multiple decades led to a system that2759required the ``dumbing down'' of new technology to integrate into old2760legacy systems, never allowing the NAS to enjoy the full benefit of2761cutting edge tools and equipment.2762 NBAA and the Modern Skies Coalition are unified in our support for2763this historic funding infusion. However, the Coalition is aligned2764against privatizing the air traffic control system. Privatized foreign2765air traffic control systems held up as models of modernization suffer2766from controller shortages, massive system delays, technology2767breakdowns, and repeated calls for transparency and leadership. Most2768alarmingly, the International Civil Aviation Organization recently2769found that Canada's safety oversight of Nav Canada has fallen2770dramatically over the past twenty years, assigning a ``C'' grade to the2771agency. Instead, we are committed to investing in the safety and2772efficiency of the nation's air transportation system.2773 These investments ensure the FAA has the tools, facilities,2774workforce and equipment it needs to safely manage 50,000 flights daily,2775transporting more than 2.9 million passengers across 29 million square2776miles of airspace.2777 It will enable business aviation to continue transporting people2778and cargo, conducting air medical flights for organs and patients,2779providing natural disaster response and helping businesses be more2780competitive--connecting communities in every state and nearly every2781congressional district, especially those with little or no airline2782service. Business aviation bolsters our national economy with 1.32783million American jobs and $340 billion in economic output.2784 Prioritizing FAA Reauthorization Implementation2785 As important as ATC modernization is the implementation of the FAA2786Reauthorization Act of 2024, which recognizes the importance of the2787General Aviation sector and the safe integration of new entrants, it2788also ensures that America will continue to lead the world in aviation2789safety, security, sustainability, innovation, workforce development and2790investment in airports.2791 Overdue Overhaul of NOTAM System2792 The FAA is in the midst of making long-needed improvements to the2793Notice to Airmen (NOTAM) system. When the nation's air traffic came to2794a halt for the first time since 9/11, it became clear we could not wait2795to overhaul the FAA's primary tool for notifying pilots and flight2796planners about hazards en route or at their destination. The FAA2797expects to deploy the new version of this critical system by September27982025. The welcome upgrade will ensure reliability and better2799information for flight crews, resulting in higher levels of safety, and2800there are valuable lessons to be learned in the context of ATC2801modernization, from the agile acquisition process that was used to2802implement the new system.2803 Strengthening Flight Security--Sec. 8032804 In the FAA Reauthorization Act of 2024, Congress recognized the2805importance of flight security by directing the FAA to restrict the2806publication of personally identifying information that could compromise2807security. The FAA announced in March an option to not disclose personal2808security information on the aircraft registry. This action mitigates2809threats to security, while maintaining the ability to perform necessary2810functions, such as maintenance, safety checks, and regulatory2811compliance. The business aviation community is engaging in public2812comment to ensure the enactment of this provision avoids any unintended2813consequences, such as restricting access to important information2814necessary to conduct aircraft transactions and meet other regulatory2815requirements.2816Maintain U.S. Leadership in Advanced Air Mobility--Title IX, Subtitle B2817 The FAA Reauthorization Act of 2024 includes the first-ever2818Advanced Air Mobility (AAM) Subtitle. This accomplishment recognizes2819the impact of new entrants. As the U.S. competes to lead the world in2820the era of air taxis, decisive and ambitious action is needed by the2821FAA, and this bill provides the foundation to do so.2822 It is crucial to our nation's ability to maintain global2823competitiveness and leadership in aerospace that innovation be safely2824and efficiently brought to market in the U.S. The FAA Reauthorization2825Act of 2024 expressed Congress's desire for the United States to2826position itself as a global leader in AAM, and directed the FAA to work2827with manufacturers, prospective operators, and other relevant2828stakeholders to ensure the safe, expeditious rollout of these aircraft.2829The FAA must dedicate appropriate staffing to meet this pressing need.2830Autonomous AAM operations are already happening in China. To maintain2831our edge, the industry needs established certification standards and2832the FAA must meet Congress's mandate to work transparently with2833industry and stick to certification timelines. Only with diligence,2834transparency, and collaboration will this technology be made in the2835USA.2836Center for Advanced Aviation Technologies--Sec. 9612837 Senator Cruz recently announced the FAA's new Center for Advanced2838Aviation Technologies will have a home in Texas. The center of2839excellence will support the testing and advancement of new and emerging2840aviation technologies, including autonomous AAM. The support has been2841welcomed by the innovative new entrants coming to our airspace. Yet,2842the FAA must accompany the center of excellence with the required2843demonstration zones and testing corridors, which will allow them to2844validate technologies and air traffic requirements, or risk falling2845behind foreign competition.2846FAA Research and Development--Sec. 10442847 The Reauthorization bill required the FAA to submit a report by2848February 2025 on the FAA's actions and progress using research and2849development to inform FAA certification guidance and regulations for2850autonomous flight and remotely piloted operations beyond visual line of2851sight (BVLOS). To fully unlock the potential of these new technologies2852and keep pace with foreign regulators, we need an update on the status2853of this report and assurance from the FAA that they are prioritizing2854the integration of autonomous and BVLOS operations.2855Powered Lift Special Federal Aviation Regulation--Sec. 9552856 The FAA made significant progress in ushering in the next2857generation of aircraft in October 2024, when they published the Powered2858Lift Special Federal Aviation Regulation (SFAR) in accordance with2859Section 955 of the Reauthorization at NBAA's Business Aviation2860Convention and Exhibition. The SFAR included standards for pilot2861qualifications, established energy reserve requirements, and provided a2862mechanism for future performance-based rules. While creating the first2863new aircraft category in two generations is a welcome step, the FAA2864must continue to ensure requirements match reality as these aircraft2865gain experience in the years to come.2866Autonomous Operations2867 America has long been the world leader in aviation and innovation.2868However, our competitive edge is at risk. Other countries are flying2869powered lift vehicles, and China is conducting autonomous operations.2870In addition to establishing a national airspace lab like the Center for2871Advanced Aviation Technologies, the FAA must take steps to ensure2872autonomous operations will seamlessly integrate into the airspace. Only2873with appropriate staffing and clear certification guidelines will the2874FAA facilitate timely entry into service of this historic new aircraft2875type.2876 These provisions, with Congress's ongoing oversight and leadership,2877ensure that America remains the world leader in innovation and2878aerospace.2879 Facilitate Scalable SMS Implementation--Sec. 3082880 The FAA's Part 5 SMS regulation provides a structured framework for2881operators of all sizes to manage safety risks systematically and2882effectively. The updated FAA Part 5 SMS regulations expand the2883requirement for implementing an SMS to more organizations, including2884Part 91.147 air tour operators and Part 135 on-demand, air charter2885operators. NBAA and the FAA provide numerous resources to guide2886operators through the SMS implementation process, aiding compliance2887with national and international standards in the next two years.2888 It is imperative that every SMS policy reiterate the scalable2889nature of SMS. The rule itself is high-level, requiring operators to2890address the four pillars of SMS: safety policy, safety risk management,2891safety assurance, and safety promotion. But, the devil is in the2892details. Alongside the Part 5 regulations, the FAA also updated its2893advisory circular, inspector guidance, and safety assurance system.2894Each of these documents must reinforce scalability.2895 The complexity of policies safety inspectors deem acceptable will2896drive the burden of this regulation. What works for one operation may2897not be appropriate for another. Policies that work for a major airline2898may not be appropriate for a charter operator with a single aircraft2899and a single Pilot in Command. Regulators may have difficulty2900understanding what a small--or very small--organization is capable of2901doing, and how to adjust and adapt the framework so that it can work2902for everybody2903 For example, some businesses elect to certificate their flight2904department under part 135, opting for the oversight and higher safety2905standards. When, prior to the mandatory rule, some of these2906certificated business flight departments opted to seek FAA approval of2907voluntary SMS, some FAA inspectors had difficulty understanding that2908these organizations were different from 121 air carriers. The2909inspectors balked at scaled policies and unique reporting structures.2910It took months to sort out. Rather than focus on implementing the2911safety program, these flight departments were forced to divert2912resources to fight unclear, unscaled policies.2913 Getting bogged down in bureaucratic policies will detract from the2914safety-enhancing capability SMS can provide to flight operations.2915Congress must continue to oversee the FAA's implementation of scalable2916SMS requirements.2917 Embrace Modern Medical Protocols--Sec. 411 and 4132918 Medical processes and understanding continuously undergo review and2919evaluation. They evolve with modern science. However, the FAA's2920protocols and standards remain woefully outdated and in need of reform.2921Fortunately, the Reauthorization bill directed the FAA to begin2922modernizing.2923 The medical modernization efforts are already underway. The FAA2924concluded a pilot mental health rulemaking committee last year with2925leadership from NBAA. And, this spring, the FAA kicked off two working2926groups that will support reviewing medical processes, policies and2927procedures, ensuring timely and efficient certification of airmen. The2928modernization effort will result in updates to the Guide for Aviation2929Medical Examiners. The updates will in turn provide better insight for2930pilots into what medical examiners are looking for and what might cost2931the pilot his or her medical.2932 The medical modernization effort and sufficient staffing of the2933office remain critical to safety. Pilots and others holding FAA medical2934certificates must be confident in the medical certification process to2935feel comfortable seeking the help and treatment they need. An outdated2936system risks pilots flying with undiagnosed or untreated maladies. An2937understaffed medical office means pilots needlessly wait for paperwork2938to be reviewed. A modern, adequately staffed medical certificate2939program can provide pilots confidence that they will be able to return2940to the cockpit after visiting a doctor.2941 Withholding a pilot's medical certificate for mental health or2942other issues means not only that the pilot cannot pursue a livelihood,2943it means they cannot feed their families. When a pilot visits a doctor2944today, the pilot does not know if or when he or she will be able to2945return to flying. The FAA's head medical professional, Dr. Susan2946Northrop, has often said that if we can track a delivery pizza order,2947we should be able to track something so much more important--the review2948and approval of medical certificates. Congress should continue to2949monitor the development of this secure medical certification portal and2950tracker, which will provide insight on if and when pilots can return to2951their profession.2952 Harmonize Supplemental Oxygen Rules--Sec. 8342953 It remains critical that the FAA continue to modernize safety2954regulations, including regulations related to supplemental oxygen. Sec.2955834 directs the FAA to issue a notice of proposed rulemaking that would2956harmonize part 135 supplemental oxygen requirements with the rules for2957part 121. Harmonization will enhance communication, decrease the2958chances of spreading contagions, reduce fatigue, and reflect the2959reliability of modern aircraft.2960 Embrace Digitization and Bring FAA into the 21st Century--Sec. 2202961 The FAA must continue to modernize. Congress required the FAA to2962bring three paper based certification processes into the digital era.2963Within six months of the bill, the FAA must identify three2964certification processes that could be replaced with internet-based data2965management processes that allow applicants and the FAA to track2966progress. Outdated, bureaucratic processes remain a barrier to2967aerospace innovation and efficient aviation operations. The FAA must2968begin stepping into the modern era by digitizing analog processes to2969reduce backlogs and ensure American aviators and American businesses2970keep up with foreign competitors.2971 Elevate the Office of Rulemaking--Sec. 2022972 Congress required the FAA to elevate the agency's rulemaking2973function by establishing an Assistant Administrator for Rulemaking and2974Regulatory Improvement. The role is critical for improving safety;2975establishing priorities aligned with the Administration; reviewing2976burdensome and inefficient or outdated rules; coordinating with other2977Federal entities; and promulgating regulatory updates that are in the2978best interest of the public. The FAA repeatedly claims they only have2979the capacity to pass a handful of rules each year, so it is imperative2980that a leader ensures the process is efficient and well prioritized.2981 Bolster the Aerospace Workforce--Title IV2982 I commend Congress for its bipartisan collaboration with NBAA and2983others to include workforce-focused provisions in the FAA2984Reauthorization Act of 2024. Investing in a highly trained and2985dedicated workforce is absolutely paramount not just for industry, but2986for the citizens, companies and communities that depend on it. By2987dedicating all of Title IV to workforce development, Congress2988recognized the importance of addressing the aerospace workforce. This2989legislation addresses and removes barriers for individuals pursuing2990careers in aviation, broadens the industry's workforce pipeline, and2991improves training standards.2992 Analysts predict that hundreds of thousands of aviation2993professionals with a diversity of skill sets will be needed in the2994coming decades. However, barriers to growing the needed workforce2995include financial obstacles, cultural barriers, and limited access to2996information. The Youth Access to American Jobs in Aviation Task Force,2997Bessie Coleman Women in Aviation Advisory Committee, and national2998strategic plan for aviation workforce development underscore the2999importance of recruiting, retaining and engaging aviation talent. These3000initiatives will energize the work needed to remove existing barriers3001and ensure a large, qualified and diverse cohort of professionals is3002equipped to lead the industry into the future.3003 Meeting the Moment3004 America has the safest, largest, most diverse, and most efficient3005aviation system in the world. Yet, the system is under stress, which3006increases risk and decreases efficiency. We must take action. Last3007year, Congress passed comprehensive, bipartisan legislation that would3008repair historic systems, reinforce current programs, and pave the way3009for the future. We stand ready to help the Congress and the3010Administration take additional steps to make an urgent investment in3011ATC modernization.3012 Thank you to the subcommittee for holding this hearing. NBAA looks3013forward to working alongside Congress and the FAA to maintain and3014improve safety in air transportation and ensure the U.S. remains the3015global leader in aviation.30163017 Mr. Nehls. Thank you, Mr. Bolen.3018 Mr. Robbins, you are recognized.30193020 TESTIMONY OF MICHAEL ROBBINS, PRESIDENT AND CHIEF EXECUTIVE3021OFFICER, ASSOCIATION FOR UNCREWED VEHICLE SYSTEMS INTERNATIONAL30223023 Mr. Robbins. Thank you, Chairman Nehls, Ranking Member3024Cohen, and distinguished members of the committee.3025 I am Michael Robbins. I am the president and CEO of AUVSI.3026We are the world's largest trade association representing the3027uncrewed systems, robotics, and autonomy industry. And I am3028delighted to be here with you today representing our members in3029the UAS, or drone, and advanced air mobility industries.3030 It is a particularly significant week for our industry,3031particularly the drone side, as we expect that the Trump3032administration will release a series of Executive orders on the3033drone industry this week, reflecting the growing national3034priority placed on uncrewed systems.3035 And while we await the official details, AUVSI has been3036working closely with the administration, engaged throughout3037this process, and stands ready to work with both the White3038House and Congress to accelerate safe integration, enhance3039security, and strengthen U.S. leadership.3040 AUVSI, like our colleagues, commends this committee's3041leadership in crafting and passing the FAA Reauthorization Act3042of 2024, which obviously represents a strong, bipartisan3043commitment to strengthening safety, fast-tracking innovation,3044and preserving U.S. leadership in global aviation.3045 And our industry, in particular, welcomed the clarity and3046direction the law provided in specific titles which will guide3047the safe and scalable integration of drones and AAM3048technologies into the national airspace, including mandating3049performance-based rulemaking and expanding certification3050pathways.3051 But, as mentioned, legislation is only the beginning. The3052promise of this reauthorization and its impact on jobs and3053public safety, infrastructure, and, importantly, global3054leadership and competitiveness depends entirely on how well and3055how quickly the law is implemented.3056 Today, we are going to highlight where the FAA is making3057progress, where it is falling behind, and how this committee's3058continued oversight is critical to meeting the full potential3059of the law.3060 So, a few key points.3061 First, we appreciate the FAA's recent momentum in approving3062more waivers and exemptions for beyond visual line of sight, or3063BVLOS, operations. These approvals are indeed driving real-3064world value in public safety, infrastructure inspection,3065agriculture, disaster response, and more.3066 However, these case-by-case waivers are not a substitute3067for a comprehensive rule, and they do not allow the industry to3068scale. This delays investment, operational planning, and public3069benefit.3070 As Chairman Nehls mentioned, section 930 of the3071reauthorization law set firm deadlines for the long-awaited3072part 108 BVLOS rule. The first of those deadlines has been3073missed, and it has been missed, as of today, by 261 days. And,3074yep, we are counting, because every day matters to our3075industry.3076 We got very close last year after a valiant effort by the3077FAA to move the rule forward, but, ultimately, bureaucracy won.3078Today, due to the leadership of Secretary Duffy and3079Administrator Rocheleau, the draft rule is back at the White3080House for the interagency review, and we have urged the3081immediate release of the draft.3082 And, again, it is a draft. We have repeatedly reminded the3083regulators that this is only a step in the process and it is by3084no means the end of the rulemaking. And, accordingly, perfect3085should not be the enemy of the good for a draft.3086 We urge the administration to maintain momentum and deliver3087a final rule as close as possible to the original statutory3088deadline.3089 And that same urgency applies to section 2209 of the 20163090FAA Extension Act, reaffirmed in section 929 of the 20243091reauthorization, directing the FAA to establish a process for3092critical infrastructure operators to petition for restrictions3093on drone flights near sensitive sites. Nearly a decade later,3094that process still doesn't exist.3095 Beyond rulemaking, the FAA must also move quickly to3096implement section 906, which directs the agency to study and3097adopt electronic conspicuity solutions.3098 In an increasingly complex airspace, especially at lower3099altitudes, situational awareness is vital. As my colleague at3100AOPA mentioned, ADS-B coverage is limited and not mandated in3101all airspace, and many types of aircraft lack broadcast3102capability.3103 But electronic conspicuity technologies available in the3104marketplace today and used elsewhere in the world can help3105scale and close that gap, enhancing safety and driving us3106towards a zero-collision airspace. This technology enables3107mutual awareness between all aircraft, protecting safety and3108privacy, while enhancing operational flexibility. And the FAA3109should move swiftly to approve and promote these technologies.3110 We would also like to thank this committee, as well as3111Secretary Duffy and Administrator Rocheleau, for moving boldly3112with plans to upgrade our aging air traffic control system.3113AUVSI is also a proud member of the Modern Skies Coalition, and3114we urge that modernization investments include low-altitude3115airspace awareness and digital infrastructure investments to3116ensure the future national airspace can safely accommodate both3117crewed and autonomous operations at scale.3118 Thank you for your leadership and for holding this3119important oversight hearing. The FAA Reauthorization Act offers3120a bold roadmap for the future of aviation. Now it is time to3121execute.3122 Thank you. I look forward to your questions.3123 [Mr. Robbins' prepared statement follows:]31243125 Prepared Statement of Michael Robbins, President and Chief Executive3126 Officer, Association for Uncrewed Vehicle Systems International3127 Introduction3128 Thank you, Subcommittee Chairman Nehls, Subcommittee Ranking Member3129Cohen, Full Committee Chairman Graves, Full Committee Ranking Member3130Larsen, and distinguished members of the Committee and Subcommittee for3131the opportunity to testify before this important hearing.3132 My name is Michael Robbins, and I am the President & CEO of the3133Association for Uncrewed Vehicle Systems International (AUVSI), the3134world's largest industry association representing the uncrewed systems,3135robotics, and autonomy industry. Our members create systems that3136operate in the air, on the ground, and in the water across the civil,3137commercial, and defense domains. Today, I am honored to appear before3138the Aviation Subcommittee representing our members in the Uncrewed3139Aircraft Systems (UAS or drones) and Advanced Air Mobility (AAM)3140industries, as well as the UAS Detection & Mitigation industry, and3141enabling and supporting technologies of these industries. On behalf of3142AUVSI, thank you for the opportunity to testify on the progress and3143implementation of the Federal Aviation Administration (FAA)3144Reauthorization Act of 2024 (P.L. 118-63) from the stakeholder3145perspective. We also commend this Committee, and your colleagues on the3146Senate Commerce, Science, and Transportation Committee, for recently3147holding hearings to receive testimony from government witnesses on the3148progress and implementation of P.L. 118-63.3149 We are at a pivotal moment in aviation history, with drones and AAM3150aircraft offering the potential to unlock significant benefits in both3151safety and technological leadership. With those benefits will come3152tremendous economic activity and workforce opportunities. Drones offer3153a safe, cost-effective solution for critical operations including3154public safety, precision agriculture, utilities maintenance,3155infrastructure inspections, medical and package delivery, and much3156more. AAM, which includes both regional and urban passenger and cargo3157carrying applications, is revolutionizing propulsion systems, battery3158technology, and flight controls, unlocking new opportunities in both3159metropolitan and rural areas not served by traditional aviation, and3160enhancing workforce productivity and safety. Companies are opening3161high-rate production facilities and creating thousands of high-quality3162manufacturing jobs at an increasing rate.3163 P.L. 118-63 was a landmark achievement for aviation policy and is3164helping to drive the drone and AAM industry forward. The law reflects a3165strong, bipartisan commitment to safety, innovation, and U.S.3166leadership in the rapidly evolving domains of drones and AAM. AUVSI is3167deeply grateful to Members of this Committee and your staff for your3168sustained leadership in crafting and passing this forward-looking3169legislation. Now, swift implementation of this legislation is critical3170to ensuring the meaningful integration of safe, secure, and scalable3171uncrewed and advanced aviation technologies into American skies. We are3172therefore grateful that the Committee is holding this hearing to gather3173stakeholder perspectives on implementation, executing its chief mandate3174of overseeing the FAA and Department of Transportation (DOT).3175 We are encouraged by the law's emphasis on risk-based, performance-3176oriented regulatory principles. This approach is essential to enabling3177innovation without compromising safety. The inclusion of dozens of key3178provisions, particularly throughout Titles IX and X, ensures the FAA is3179directed to modernize its rulemaking authority, accelerate integration3180of emerging technologies, and invest in workforce development. AUVSI is3181closely monitoring all of these provisions, as these elements are3182critical to ensuring U.S. leadership in global aviation, and3183specifically in the drone and AAM industries, for decades to come.3184 As we evaluate implementation to date, however, we remain concerned3185by slow progress in several key areas that are vital to the future of3186uncrewed and autonomous flight.3187 Below are key P.L. 118-63 sections AUVSI urges the Aviation3188Subcommittee, and broader Transportation and Infrastructure Committee,3189and the FAA, to focus on as implementation continues:3190 Section 930--Beyond Visual Line of Sight Operations (BVLOS) for3191 Unmanned Aircraft Systems3192 Directs the FAA to issue notice of proposed rulemaking (NPRM) on3193BVLOS within four (4) months of enactment to establish a performance-3194based regulatory pathway for UAS to operate BVLOS. Section 930 also3195directs the Administrator to issue a final rule within sixteen (16)3196months of the draft rule.3197 The drone industry stands on the precipice of a new era. With the3198appropriate risk-based regulatory framework, the United States will3199lead the world in drone innovation, safety, and integration. Central to3200this opportunity is the timely issuance of an enabling rule for BVLOS3201operations, frequently referred to as Part 108. Studies project that3202drones will contribute billions to the U.S. economy over the next3203decade, enhance public safety, and create new, good-paying jobs.3204However, without the BVLOS rule in place, much of that potential3205remains unrealized.3206 Industry delivered to the FAA the FAA-chartered UAS BVLOS Aviation3207Rulemaking Committee (ARC) report in March of 2022--thirty-nine (39)3208months ago--however, we do not yet have a draft rule from the FAA.\1\3209AUVSI appreciates the oversight of Congress on the Part 108 rulemaking,3210specifically Section 930 of P.L. 118-63.3211---------------------------------------------------------------------------3212 \1\ https://www.faa.gov/regulations_policies/rulemaking/committees/3213documents/index.cfm/document/information/documentID/54243214---------------------------------------------------------------------------3215 This oversight is key, as, unfortunately, the Congressional3216statutory deadline to issue a BVLOS NPRM within four months of3217enactment was missed. Pursuant to Section 930, that deadline was3218September 16, 2024, or two hundred and sixty-one (261) days ago. Yes,3219we are counting. Every single day matters. This delay is impacting the3220industry's ability to scale critical operations in public safety,3221disaster response, infrastructure inspection, agriculture, delivery,3222and other critical missions, and make informed business decisions.3223 The NPRM as drafted by the FAA was sent to DOT for review in late3224July of 2024 in an attempt to meet the Congressional deadline of3225September 16, 2024. AUVSI applauds the efforts of the FAA to stick to3226the timeline to the greatest extent possible. Unfortunately, despite3227aggressive efforts by AUVSI to unlock the rule from DOT, there it3228remained until mid-November 2024, an unusually long timeline,3229especially for a draft rule. Once released from DOT, the NPRM began3230interagency review by the White House Office of Management and Budget3231(OMB) Office of Information and Regulatory Affairs (OIRA) last year.3232AUVSI, alongside our member companies and other industry stakeholders,3233held multiple engagements with OMB and OIRA urging its immediate3234release.\2\3235---------------------------------------------------------------------------3236 \2\ November 22, 2024 Meeting--AUVSI and Commercial Drone Alliance3237(CDA) Leadership; December 2, 2024 Meeting--Public Safety/Law3238Enforcement/Physical Security Sector Companies; December 3, 20243239Meeting--Third Party Service Providers; December 4, 2024 Meeting--3240Agriculture Sector Companies; December 5, 2024 Meeting--Critical3241Infrastructure/ Utilities/Energy Sector Companies; December 5, 20243242Meeting--Package Delivery/Healthcare Sector Companies; December 6, 20243243Meeting--Newsgathering/Filmmaking/Entertainment Sector Companies3244---------------------------------------------------------------------------3245 Unfortunately, the previous Administration did not release the3246draft before the end of their term, the change in Administration, and3247the temporary moratorium on new rulemakings that followed.3248 Under the new Administration, and the leadership of acting FAA3249Administrator, Chris Rocheleau, and DOT Secretary, Sean Duffy, the NPRM3250was sent back to OIRA on May 13, 2025.\3\ AUVSI urges its immediate3251release and is once again meeting with OIRA staff and the interagency3252team to make our case for releasing the draft rule quickly.3253---------------------------------------------------------------------------3254 \3\ https://www.reginfo.gov/public/do/eoDetails?rrid=9445123255---------------------------------------------------------------------------3256 We have repeatedly reminded regulators that the NPRM represents3257only a step in the process and is by no means the end of the3258rulemaking. Accordingly, perfect should not be the enemy of the good in3259a draft, and instead, progress should continue to be made in the3260process allowing industry, government, and other stakeholders an3261opportunity to review the draft and offer feedback. Then, the FAA will3262have time to adjudicate the comments and edit the rule before the3263entire process of DOT, interagency, and OIRA review occurs again before3264publishing a final rule.3265 Section 930 allows for sixteen (16) months between the NPRM and the3266final rule for adjudication of comments received and for the3267interagency process ahead of final issuance. That timeline is now also3268off track, however, as this timeline assumed a four-month timeline to3269the NPRM, which is now more than eight and a half (8.5) months off3270track.3271 Next Steps: AUVSI asks Congress to maintain direct and regular3272oversight of the FAA, DOT, and the interagency to:3273 Issue the Part 108 NPRM immediately.3274 Maintain a tight timeline for NPRM comments with no3275extensions provided if requested.32763277 We also request Congress embolden the FAA to make every effort to3278stick to the statutory deadline in Section 930 for final rule issuance3279to the greatest extent possible and to maintain the same encouragement3280of DOT, the interagency, and OIRA, as we appreciate that the FAA does3281not have full control over the final rule's release once they have3282completed their work. AUVSI believes that with a tight NRPM comment3283deadline, the incorporation of artificial intelligence (AI) tools to3284help sort comments for adjudication, and a streamlined interagency OIRA3285process, a two hundred and forty (240) day timeline from NPRM to final3286rule is feasible and should be the goal. This would put the final rule3287close to meeting Congress' original statutory deadline set in Section3288930.3289 The continued stagnation on Part 108 threatens to stall broader3290innovation and economic growth. Current BVLOS operations require3291costly, time-consuming, case-by-case FAA approvals and rulemaking that3292hinder scalability and investment. That said, for now, these waivers3293and exemptions are the only way forward until the final rule is3294published. Accordingly, to maintain momentum, the FAA must continue3295issuing waivers and exemptions under the current framework to allow3296risk- and performance-based BVLOS operations in the interim. This is3297essential to enable planning, investment, and operational growth.3298 Positively, we have seen a dramatic increase in the rate and speed3299of these BVLOS waivers and exemptions for many types of operations,3300including infrastructure inspection, delivery, and public safety. This3301is a great example of FAA and DOT using their own flexibility to bring3302drone technology forward, which is having direct and tangible results3303in 2025. AUVSI and our members applaud the FAA for their great work in3304this area.3305 Section 202--Assistant Administrator for Rulemaking and Regulatory3306 Improvement3307 Creates an Office of Rulemaking and Regulatory Improvement, led by3308an Assistant Administrator, to enhance accountability and transparency3309in the FAA's rulemaking process.3310 Slow, opaque rulemaking has delayed critical UAS and AAM3311regulations, creating uncertainty and discouraging investment.3312Elevating the rulemaking function will help set clear priorities, track3313progress, and address systemic and bureaucratic bottlenecks within the3314FAA. Without regulatory agility, the U.S. risks falling behind in the3315race for aviation leadership, with countries like the People's Republic3316of China (PRC) moving aggressively to deploy and export UAS and AAM3317solutions.3318 Next Steps: AUVSI strongly supports the creation of the Office of3319Rulemaking and Regulatory Improvement and urges the FAA to:3320 Fully stand up the office with adequate resources and3321staffing.3322 Appoint a qualified Assistant Administrator with a clear3323mandate to prioritize UAS and AAM rules.3324 Publicly track timelines for rulemakings and stakeholder3325engagement.33263327 This reform is critical to restoring confidence in the FAA's3328ability to regulate at the speed of innovation.3329 Sections 229 and 916--Advanced Aviation Industry Committees3330 Section 229 of the FAA Reauthorization Act establishes a3331leadership-level steering committee to coordinate across the FAA's3332lines of business and develop a cohesive strategy for integrating3333advanced aviation technologies. This steering committee is required to3334be in place by early 2025, yet to date, there has been no public update3335on its structure, priorities, or membership.3336 In parallel, Section 916 directs the FAA to form a new ``Unmanned3337and Autonomous Flight Advisory Committee,'' replacing the former3338Advanced Aviation Advisory Committee, which P.L. 118-63 directed the3339FAA to sunset, which happened in May 2024. This new advisory body is3340intended to serve as a formal mechanism for collaboration between the3341FAA and industry experts on policy and guidance for safe autonomous3342aircraft operations. Again, to date, there has been no public update on3343this new committee from the FAA. To ensure the two committees'3344effectiveness, we strongly recommend that the FAA engage with AUVSI and3345other industry stakeholders in advance to identify key issues and3346confirm that the group includes senior leaders with the authority to3347drive cross-agency alignment.3348 Next Steps: We respectfully urge the Committee to confirm the FAA's3349timeline for establishing the advisory committees and to ensure that3350adequate resources are committed to support their formation and ongoing3351work. These two provisions and the industry advisory committees they3352mandate are essential for establishing a clear FAA direction and3353ensuring industry alignment as we enter the next phase of uncrewed3354aviation.3355 Section 745--Electric Aircraft Infrastructure Pilot Program3356 Establishes guidance and eligibility under the Airport Improvement3357Program (AIP) for a pilot program to fund ground infrastructure and3358support equipment for AAM operations.3359 Some AAM aircraft require new ground support systems, including3360charging stations and maintenance facilities. Federal support through3361AIP ensures that smaller and regional airports can participate in AAM3362development opening access to more markets, users, and use cases. Pilot3363programs enable demonstration of emerging technologies while ensuring3364public investment aligns with community needs.3365 Next Steps: The FAA should issue clear program guidance and3366eligibility criteria, enabling airports to apply for funding and begin3367preparing for AAM integration.3368 Section 906--Electronic Conspicuity (EC) Study3369 Directs the FAA to conduct a comprehensive study on EC3370technologies, with the goal of improving situational awareness,3371enabling safer UAS integration into the national airspace system (NAS),3372and supporting scalable, cooperative operations at low altitudes.3373 AUVSI supports a future where there are zero air or ground aircraft3374collisions. Universal adoption of EC is a way to bring this into3375reality by giving all users of the NAS situational awareness of other3376local users so that they can be detected and avoided.3377 Today, in the increasingly complex environment of the NAS,3378particularly at lower altitudes where both crewed and uncrewed aircraft3379routinely operate, the need for enhanced situational awareness is3380intensifying. ADS-B, however, is not mandated for all airspace users3381and in all airspace. While ADS-B Out is required in certain controlled3382airspace under 14 CFR 91.225, large portions of the NAS user community3383remain unequipped with ADS-B, with many general aviation (GA) aircraft,3384as well as gliders, balloons, parachuters, ultralights, and some aerial3385applicators, facing practical or technical limitations that make ADS-B3386Out installation impractical. To address these gaps, there is a3387pressing need for an FAA approved low-cost, low-power EC solution that3388enables aircraft to broadcast their position and be detected by others3389nearby, supporting safe operations across all airspace users.3390 Low-power, low-cost, portable EC solutions available on the3391marketplace now, but not yet FAA approved, could ensure all users can3392participate in a cooperative safety environment. It is noteworthy that3393portable low-power EC devices are approved in other nations, including3394the United Kingdom, Australia, South Africa, and New Zealand.3395Importantly, low-power EC supports pilot autonomy while protecting3396operator privacy and discouraging misuse of location data for3397enforcement or fees. This is a key issue for adoption among certain3398segments of the aviation community.3399 Universal EC offers a realistic, scalable path to eliminating air3400and ground collisions by enabling shared visibility and mutual3401situational awareness among all airspace users. As detailed in the3402BVLOS ARC, drone operators are committed to yielding right-of-way to3403manned aircraft broadcasting EC signals--but cannot avoid aircraft they3404cannot electronically ``see.''3405 Next Steps: AUVSI asks Congress to ensure the FAA:3406 Expedites the Section 906 study and engage GA, UAS, and3407public safety stakeholders to ensure diverse operational needs are3408considered.3409 Uses study findings to define performance-based EC3410standards that promote adoption, enhance safety, and support long-term3411scalability across the NAS.3412 Adopts low-power, low-cost, portable EC technologies for3413use in the NAS and drives towards a universal adoption mandate.34143415 Universal EC is a foundational enabler of safe, cooperative flight.3416Swift implementation of Section 906 will help deliver a more connected,3417collaborative, and collision-free future for American aviation.3418 Section 907--Remote Identification (Remote ID) Alternative Means of3419 Compliance3420 Requires the FAA to establish a process for accepting alternative3421methods of compliance with Remote ID regulations.3422 Remote ID compliance is presently hovering around 50%, which is a3423strong indication that the current model is not working as intended.3424Allowing alternative compliance pathways could promote technological3425innovation while maintaining safety and accountability. Clear guidance3426from the FAA on acceptable alternatives will reduce regulatory3427uncertainty, improve airspace awareness, and encourage compliance.3428 Next Steps: The FAA must develop, in coordination with3429stakeholders, a framework for evaluating and approving alternative3430compliance mechanisms, supported by clear, risk-based criteria.3431Furthermore, as it relates to the existing standard for broadcast3432Remote ID, industry, the FAA, and other U.S. government agencies have3433demonstrated through multiple test environments that broadcast Remote3434ID can be cost-effective tool for airspace awareness and safety.3435Improvements are required, however, including minimum broadcast power3436standards. Furthermore, the FAA should explore, with partner agencies3437like the Department of Justice (DOJ), enforcement actions for3438noncompliance.3439 Section 908--Part 107 Waiver Improvements3440 Mandates improvements to the waiver process under Part 107 to3441ensure it is more efficient, transparent, and predictable.3442 This section was key, as lengthy and burdensome waiver reviews3443hinder commercial operations and discourage innovation. Many waiver3444requests are for common operations with well-understood risk profiles.3445These should be fast-tracked with past waiver data leveraged with the3446implementation of AI tools to improve the speed and predictability of3447approvals and reduce administrative burdens for industry and the FAA.3448 Since passage of P.L. 116-83, we have seen a significant3449acceleration in the FAA's approval of BVLOS waivers and exemptions,3450particularly for public safety operations, enabling broader adoption of3451drone technologies that are already contributing to crime reduction3452nationwide. This progress reflects the FAA and DOT's effective use of3453existing authorities. AUVSI commends Congress for the inclusion of3454Section 908 and the FAA for this positive shift, which demonstrates how3455regulatory flexibility can deliver real-world results.3456 Next Steps: The FAA should continue to develop and implement AI-3457powered automated workflows for routine waivers, publish clear approval3458criteria, and frequently engage stakeholders to continuously refine the3459process like the categorical exclusions (CATEXs) and summary grants3460already seen across other UAS operations.3461 Section 912--Drone Infrastructure Inspection Grant (DIIG) Program3462 Establishes a grant program under DOT to support the use of drones3463for inspecting, repairing, and constructing critical infrastructure.3464Eligible recipients include state, tribal, and local governments,3465metropolitan planning organizations, or consortiums of such entities.3466Grants will help recipients use drones to increase operational3467efficiency, lower costs, enhance worker and community safety, reduce3468carbon emissions, and address other infrastructure priorities. DOT is3469required to report to Congress on the program's effectiveness within3470two (2) years of the first grant award. To date, funds have not been3471appropriated to allow DOT to make grants.3472 Drones can dramatically reduce inspection times and improve data3473accuracy, leading to more responsive and cost-effective infrastructure3474management. Replacing manual inspections with drones can reduce risks3475to workers, especially in hazardous or hard-to-reach environments.3476Further, by minimizing the need for heavy machinery and long field3477operations, drones can lower greenhouse gas emissions. The DIIG Program3478will be a winning program for drone manufacturers, drone operators, and3479governments that are in dire need of safer and more efficient3480infrastructure inspection--but Congress must fund the program to get it3481going now that it has been authorized.3482 Next Steps: AUVSI asks Congress to:3483 Fund the program fully at $12 million for fiscal years34842026-2028 to maximize long-term cost savings and safety gains.3485 Ensure timely program launch with early engagement of3486eligible entities and industry stakeholders.3487 Promote UAS adoption in disaster-prone regions to bolster3488infrastructure resilience.3489 Section 913--Drone Education and Workforce Training Grant Program3490 Directs the DOT to establish a Drone Education and Workforce3491Training Grant Program, authorizing $5 million annually from fiscal3492years 2025-2028 to support small UAS workforce development through3493grants to educational institutions.3494 As the UAS and AAM industries expand, there is a widening gap in3495skilled personnel, including maintenance technicians, data analysts,3496and systems engineers. Community colleges, universities, and3497credentialing organizations are poised to deliver UAS, AAM and3498autonomous operations-specific training at scale, if provided the3499necessary resources. This grant program provides a vital pathway for3500underserved communities and young professionals to access high-paying,3501future-oriented jobs in aviation.3502 Next Steps: AUVSI asks Congress to hold the FAA to the intent of3503Section 913 and:3504 Expedite program launch and deploy grant resources in3505close coordination with industry needs.3506 Prioritize partnerships with institutions demonstrating3507inclusive access and strong job placement potential.35083509 We urge Congress, through the House Transportation, Housing and3510Urban Development, and Related Agencies Appropriations bill, to fully3511fund Section 913 to ensure the success of this critical workforce3512development initiative.3513 AUVSI commends this Committee for previously holding a hearing on3514this topic on July 10, 2024, titled, ``Eliminating Bottlenecks:3515Examining Opportunities to Recruit, Retain, and Engage Aviation3516Talent,'' which AUVSI was honored to testify at.\4\3517---------------------------------------------------------------------------3518 \4\ https://transportation.house.gov/uploadedfiles/07-10-35192024_aviation_hearing_-_michael_robbins_-_testimony.pdf3520---------------------------------------------------------------------------3521 Section 914--Drone Workforce Training Program Study3522 Directs the Government Accountability Office (GAO) to evaluate the3523effectiveness of the FAA's UAS Collegiate Training Initiative (CTI)3524program, originally authorized in the FAA Reauthorization Act of 20183525FAA (P.L. 115-254). The program recognizes educational institutions3526that prepare students for careers in uncrewed aviation through3527technical instruction and industry engagement.3528 Over one hundred and forty (140) colleges and universities,3529including four (4) Minority Serving Institutions, currently participate3530in the CTI program, making it a critical pipeline for building a3531skilled, diverse UAS workforce. CTIs align closely with employer needs,3532engaging with FAA, industry, and public safety agencies to ensure3533students are prepared for UAS careers with a strong foundation in3534operational safety and regulatory compliance. Programs like AUVSI's3535Trusted Operator align with CTIs to deliver advanced, standardized3536training and safety credentials valued by employers, and have already3537produced more than one thousand six hundred (1,600) certified3538operators.\5\3539---------------------------------------------------------------------------3540 \5\ https://www.auvsi.org/trusted-operator3541---------------------------------------------------------------------------3542 Next Steps: AUVSI asks Congress to insist that the FAA and GAO:3543 Engage CTI institutions and industry stakeholders during3544the GAO review to identify successes, gaps, and opportunities for3545program improvement.3546 Use the study to establish metrics and best practices3547that can be scaled nationally, ensuring consistency in safety, skills,3548and workforce readiness.3549 AUVSI also recommends Congress ensure sustained support3550and future investment in the UAS-CTI program as a foundational element3551of national workforce development and aviation innovation.3552 Section 922--Know Before You Fly (KBYF)3553 Extends the KBYF initiative, which is now more important than ever.3554KBYF, established through a partnership between the FAA, AUVSI, the3555Academy of Model Aeronautics (AMA), and the Consumer Technology3556Association (CTA), is a Congressional Directive authorized by P.L. 115-3557254.\6\ KBYF supports educational initiatives by providing drone kits3558and lesson plans to teachers for classroom and extracurricular use,3559fostering a culture of safety and innovation from a young age to ensure3560future generations are proficient in safe drone operations. KBYF-funded3561activities also focus on Public Service Announcements (PSAs),3562education, and outreach concerning safety topics such as drone3563registration, Remote ID compliance, the Recreational UAS Safety Test3564(TRUST), and drone participation in the Aviation Safety Reporting3565System (ASRS).3566---------------------------------------------------------------------------3567 \6\ https://knowbeforeyoufly.org/home3568---------------------------------------------------------------------------3569 We are encouraged that P.L. 118-63 extends the KBYF program through35702028 and encourage Congress to appropriate full funding for the program3571to ensure that ongoing education, particularly as it relates to key3572issues like airspace awareness, drone registration, and Remote ID3573compliance are well understood and adhered to. Examples of recent KBYF3574PSAs include:3575 Remote ID--Are You Compliant? \7\3576---------------------------------------------------------------------------3577 \7\ https://youtu.be/5_a-5prhiBM?si=RhB6XRVSzt_w1Myu3578---------------------------------------------------------------------------3579 Remote ID--What is a FRIA? \8\3580---------------------------------------------------------------------------3581 \8\ https://youtu.be/-_ijZAIHCnI?si=ecpWANj3xrNl3SGk3582---------------------------------------------------------------------------3583 How do I Register My Drone? \9\3584---------------------------------------------------------------------------3585 \9\ https://youtu.be/pkEjAamki80?si=MA0X8Plre1aRaPsw3586---------------------------------------------------------------------------3587 Register It--Don't Regret It \10\3588---------------------------------------------------------------------------3589 \10\ https://youtu.be/aOxe_e6hjXg?si=NM5DCV_7HNRTMrOP3590---------------------------------------------------------------------------3591 Section 929--Fixed-Site Facility UAS Restrictions3592 Section 2209 of the FAA Extension, Safety, and Security Act of 20163593(P.L. 114-190) mandated the establishment of a process allowing3594operators of fixed-site facilities--such as critical infrastructure,3595oil refineries, chemical plants, stadiums, and amusement parks--to3596petition the FAA to restrict or prohibit UAS operations in close3597proximity to their facilities. Despite the statutory requirement for3598the FAA to implement this process within one hundred and eighty (180)3599days of the Act's enactment, the agency has yet to even release a draft3600of the regulation nearly a decade later. Section 929 of P.L. 118-633601reinforces Congress' desire to see this provision from the 2016 law3602implemented with tight timelines for action, the first deadline of3603which has already been missed again, and direction to also include3604state prisons in the rulemaking.3605 This delay has led to a fragmented regulatory landscape, with3606various states enacting their own drone restrictions, resulting in a3607patchwork of laws that complicates compliance for drone operators and3608infrastructure stakeholders. AUVSI has worked to mitigate this3609patchwork of state rules through its Drone Prepared campaign at the3610state and local level.\11\3611---------------------------------------------------------------------------3612 \11\ https://droneprepared.org/home3613---------------------------------------------------------------------------3614 The Section 2209 rulemaking has been tied to the BVLOS rulemaking,3615and like the Part 108 NPRM, is currently at OIRA for review. We believe3616this rule may move from NPRM direct to Interim Final Rule (IFR), though3617that is still yet unconfirmed as of the timing of this hearing.3618 Section 932--Third-Party Service Approvals3619 Directs the FAA to develop a streamlined process for approving3620third-party service providers that support UAS, AAM, and autonomous air3621operations, such as Remote ID providers, UAS Traffic Management (UTM)3622systems, ground-based detect and avoid (DAA), secure command and3623control (C2) links, and other critical digital infrastructure services.3624The statutory deadline for action on this section passed earlier this3625month on the one-year anniversary of the bill being signed into law.3626 The future of advanced aviation depends on a healthy ecosystem of3627third-party services to deliver core safety, navigation, and compliance3628functions. Today, many service providers stand ready to support3629operations, but FAA approval bottlenecks are stalling deployment.3630Meanwhile, other countries, including the PRC, are rapidly3631institutionalizing such ecosystems. Delayed action will cede leadership3632in this fast-evolving domain.3633 Next Steps: The FAA must publish a clear and accelerated approval3634process for third-party service providers, with transparent criteria,3635defined timelines, and ongoing industry consultation to ensure3636scalability and safety.3637 Section 934--Operations Over High Seas3638 Directs the FAA to issue regulations enabling UAS operations over3639international waters, consistent with U.S. obligations under the3640Chicago Convention.3641 This is an issue AUVSI has been working on with the FAA for many3642years to resolve, as U.S.-based UAS operators need clear authority to3643conduct long-range and maritime operations in international airspace.3644Prior to a change in FAA posture and interpretation of International3645Civil Aviation Organization (ICAO) rules, these operations were3646occurring safely and routinely from the U.S. over the High Seas. That3647changed when FAA overturned past precedent and ended operations over3648the High Seas for U.S.-based operators; however, not all nations made3649that same decision, putting U.S. companies at a competitive3650disadvantage.3651 Enabling operations over the High Seas supports critical missions3652including border patrol, maritime domain awareness, search and rescue,3653shipping logistics, offshore energy, and environmental monitoring. This3654is a high priority mission set for key U.S. government agencies,3655including the U.S. Coast Guard (USCG) and Customs and Border Protection3656(CBP), as well as for industry. By implementing Section 934, the U.S.3657can shape global norms and standards for UAS operations in3658international airspace, showcasing leadership and ensuring our3659priorities are at forefront of global aviation policy.3660 Next Steps: Congress should encourage the FAA to authorize UAS3661operations over the High Seas in circumstances where the aircraft3662already operate in U.S. sovereign airspace under existing approvals.3663This would be straightforward, especially considering that third-party3664risk in these areas can be demonstrated to be even lower than in3665domestic operations where flights are occurring safely and routinely3666now.3667 We are encouraged by the FAA's understanding of two important3668distinctions:3669 First, between UAS certificated under a Special3670Airworthiness Certificate (SAC) and those not required to hold any3671certificate of airworthiness (such as those operating under Part 107 or3672a 44807 exemption).3673 Second, between UAS used for commercial operations and3674those operating for experimental purposes, including research and3675development (R&D) and market surveys.36763677 These distinctions present a meaningful opportunity for near-term3678progress. Specifically, we believe the FAA can approve UAS operations3679over the High Seas within U.S.-delegated Flight Information Regions3680(FIRs), airspace over the High Seas where the U.S. has been delegated3681responsibility by ICAO to provide air traffic control and flight3682information services, even though that airspace is outside U.S.3683territorial limits, under a Special Airworthiness Certificate--3684Experimental Category (SAC-EC) and Certificate of Waiver or3685Authorization (COA), consistent with the purpose authorized in those3686approvals. This step would:3687 Directly benefit operators that currently are unable to3688operate over the High Seas out of the U.S. but can do so in some case3689out of other nations.3690 Provide clear national security advantages.3691 Demonstrate publicly that the FAA is taking a safe,3692incremental approach, setting an example for other nations.36933694 AUVSI also wants to emphasize the critical importance of U.S.3695leadership at ICAO and in bilateral and multilateral efforts to develop3696comprehensive frameworks for UAS operations over the High Seas.3697Continued FAA engagement and leadership at the key ICAO panels, within3698relevant ICAO forums, and in collaboration with international partners3699at the ICAO Assembly is essential to progress.3700 Section 936--Covered Drone Prohibition3701 Prohibits DOT from entering into, renewing, or extending contracts3702or awarding grants involving the operation, procurement, or contracting3703of UAS, related systems, or counter-UAS technologies manufactured by3704covered foreign entities, including those from the PRC. These3705prohibitions apply across all DOT offices and programs.3706 UAS systems from covered foreign entities pose significant3707cybersecurity, data privacy, and supply chain risks.\12\ Section 9363708promotes the transition to trusted domestic or allied technology3709suppliers for critical infrastructure and aviation applications and3710supports broader federal efforts to reduce reliance on adversarial3711technology in sensitive government operations.3712---------------------------------------------------------------------------3713 \12\ https://www.cisa.gov/news-events/news/release-cybersecurity-3714guidance-chinese-manufactured-uas-critical-infrastructure-owners-and-3715operators3716---------------------------------------------------------------------------3717 More can be done by DOT to better educate grant recipients on the3718ban on grant funds being used in connection with PRC drones, and3719associated replacement of existing covered drones that are owned and3720operated by the agency. The full implementation of this section will3721undoubtedly support these goals.3722 Next Steps: AUVSI asks Congress to uphold the intent of Section 9363723and:3724 Support DOT in identifying and transitioning to secure,3725U.S.-based or allied alternatives.3726 Fund the authorized replacement program to ensure3727continued operational capability during the transition.3728 Encourage transparency in exemption and waiver processes3729to prevent unintended loopholes.3730 Section 952--U.S. Global Leadership in AAM3731 P.L. 118-63 expressed the sense of Congress that the United States3732should establish itself as a global leader in AAM, and directed the FAA3733to work collaboratively with manufacturers, prospective operators, and3734other relevant stakeholders to ensure the safe integration of AAM3735aircraft into the NAS.3736 Since the enactment of P.L. 118-63, over the last year the AAM3737industry has made significant progress. Leading companies have3738demonstrated that this technology is already capable of safely and3739effectively operating within the NAS, conducting real-world missions3740nationwide. These flights validate both the performance and operational3741readiness of this emerging technology. Maintaining America's global3742leadership in aerospace requires that innovation be brought to market3743efficiently and safely.3744 In recent years, however, the FAA has taken on excessive, under3745resourced direct oversight responsibilities for aircraft certification,3746overwhelming the agency and causing significant delays for innovative3747U.S. companies in the drone, AAM, and autonomy industries. The FAA is3748well-intentioned but not resourced to adequately conduct an ever-3749expanding aircraft certification mission. The FAA does not have the3750personnel and expertise necessary to certify these new aircraft within3751a timeframe that aligns with industry needs for the United States to3752maintain global leadership. Companies building aircraft as diverse as3753sub fifty-five (55) pound drones to electric vertical takeoff and3754landing (eVTOL) craft to autonomous flight systems that enables3755aircraft to be remotely operated by a pilot on the ground are all3756funding and expanding a modernized and scalable scope of aviation3757(while maintaining safety), but are at risk of losing ground to3758international competitors because the FAA does not have the ability to3759certify the aircraft in a timely manner.3760 Next Steps: The FAA must work transparently with industry and3761adhere to clear certification timelines to ensure that AAM technologies3762are developed, produced, and deployed here in the United States--before3763our competitive advantage is lost to global rivals.3764 To keep pace with emerging technologies, the FAA should delegate3765routine approvals and compliance findings to respected industry experts3766and establish a right-sized enabling regulation for approval or3767certification rather than expanding its own workforce. With strong3768leadership and clear guardrails, enhanced delegation authority is3769essential for maintaining U.S. competitiveness. Confidence in the3770Organization Designation Authorization (ODA) Program must be fully3771restored and its use expanded for aircraft certification. By properly3772utilizing and expanding the ODA Program, the FAA can streamline its3773processes, improve efficiency, and significantly reduce taxpayer costs,3774ensuring timely certification without compromising safety and scaling3775the success of similar programs operated under the FAA designated test3776sites.3777 In addition, the FAA should continue with and build on its approach3778to airworthiness approvals for drones using the Criteria for Making3779Determinations (CMD) process under its Section 44807 authority. This3780process has proven to be a successful tool in addressing changes and3781updates to drone platforms.3782 Section 953--Application of National Environmental Policy Act (NEPA)3783 CATEXs for Vertiport Projects3784 Requires the FAA to apply or establish CATEXs under NEPA to3785expedite environmental reviews for vertiports. This is key, as lengthy3786environmental reviews could stall critical AAM infrastructure projects.3787Just as certain road and rail projects benefit from CATEXs, vertiport3788development should similarly be streamlined to encourage sustainable,3789multimodal transportation. Vertiports will drive jobs and connectivity,3790especially in urban and underserved regions--delays in approvals3791undermine these benefits.3792 Next Steps: The FAA should publish clear NEPA guidance, identify3793common low impact vertiport scenarios suitable for CATEXs, and3794collaborate with local authorities to streamline siting and permitting.3795AUVSI's AAM Prepared initiative is designed to serve as a model for3796state and local officials.\13\3797---------------------------------------------------------------------------3798 \13\ https://www.auvsi.org/aam-prepared3799---------------------------------------------------------------------------3800 Section 955--Rules for Operation of Powered-Lift Aircraft3801 AUVSI applauds the FAA for finalizing the Special Federal Aviation3802Regulation (SFAR) to integrate powered-lift aircraft into the NAS,3803including establishing pilot certification and operational3804requirements. The SFAR established an initial path forward, but long-3805term performance-based rules are needed to support certification,3806operations, and training at scale--especially for autonomous and3807remotely piloted AAM aircraft. Accordingly, Section 955 also mandates3808long-term rulemaking and a dedicated ARC to guide future regulation of3809both piloted and autonomous powered-lift aircraft, including commercial3810and cargo operations. This is essential, as countries like the PRC are3811already deploying autonomous AAM systems. Accordingly, delayed3812regulatory pathways for powered-lift aircraft risks ceding U.S.3813leadership in this critical aviation sector, which we cannot allow to3814happen.3815 Next Steps: AUVSI asks Congress to urge the FAA to:3816 Fully implement the Powered-Lift SFAR while accelerating3817the permanent rulemaking process informed by real-world experience,3818ICAO standards, and international best practices.3819 Ensure the regulatory framework supports both near-term3820piloted operations and the transition to autonomy, including standards3821for remote pilot training and certification.3822 Section 1044--FAA UAS and AAM R&D3823 Directs the FAA, in coordination with the National Aeronautics and3824Space Administration (NASA) and other federal agencies, to conduct and3825support R&D, testing, and demonstration activities to enable the safe3826integration of drones and AAM technologies into the NAS. Focus areas3827include BVLOS operations, C2 links, UTM, DAA systems, vehicle-to-3828vehicle standards, and the societal and environmental impacts of AAM3829and UAS. A report to Congress was required within nine (9) months of3830the law's enactment, which is now overdue by over one hundred (100)3831days, unless reported to Congress and not released publicly.3832 UAS and AAM technologies require robust risk-based evaluation3833frameworks to inform future FAA regulations, certification, and3834operational approvals. Research outputs are essential to updating3835current regulations and practices or establishing new ones that3836accommodate complex operations like autonomous BVLOS flight and large3837UAS integration. Section 1044 allows for concurrent deployment and3838research, ensuring that innovation is not delayed while safety research3839continues. Timely execution of Section 1044 will help align regulatory3840policy with technological advancement, ensuring the U.S. maintains3841global leadership in uncrewed and advanced aviation systems.3842 Next Steps: AUVSI urges the FAA to:3843 Accelerate research in collaboration with industry and3844academia, especially in areas that inform near-term BVLOS, large UAS,3845and AAM certification guidance.3846 Utilize ongoing research to update regulatory frameworks3847and operational standards without delaying deployment of safe,3848commercially ready technologies.3849 Submit the required report to Congress and release it3850publicly, providing transparency on costs, progress, and plans for3851expanded operational approvals.3852 Airspace Modernization, Air Traffic Control Investments for Advanced3853 Aviation, and UAS Detection and Mitigation Authorities3854Modern Skies3855 On a related subject not directly relevant to the topic of this3856hearing but nonetheless very important to the future of the NAS, AUVSI3857also offers our thoughts on the challenges and opportunities that exist3858on airspace modernization efforts.3859 AUVSI is a proud member of the Modern Skies Coalition, a group of3860more than fifty (50) wide-ranging aviation and aerospace industry3861organizations, which is highlighting the urgent need across the U.S. to3862hire and retain more air traffic controllers, upgrade FAA technology3863and infrastructure, and further modernize the NAS in a way that ensures3864an equitable and safe airspace for all.\14\ We applaud this Committee,3865along with Secretary Duffy and Administrator Rocheleau, for moving3866boldly to upgrade the nation's dated air traffic control (ATC) system.3867AUVSI urges Congress to act swiftly in response to modernization plans3868by leveraging the budget reconciliation process, appropriations3869process, and standalone legislation as needed to keep this3870modernization effort on track.3871---------------------------------------------------------------------------3872 \14\ https://modernskies.com3873---------------------------------------------------------------------------3874 Specific to the advanced aviation segment of the industry, AUVSI3875believes that advancements in technology integration and investments in3876modern low altitude awareness systems should be part of the near-term3877implementation plan. As noted, AAM aircraft have the potential to3878transform how people and goods move by enabling safer, faster, more3879efficient transportation within and between urban and rural areas. AAM3880aircraft can reduce congestion, cut commute times, and lower3881emissions--making transportation safer, cleaner, and more accessible.3882AAM also supports new economic opportunities by creating high-tech3883manufacturing jobs, expanding aviation services to underserved3884communities, and fostering innovation in energy storage, automation,3885and aerospace engineering. Yet, while we are confident that AAM3886aircraft can be integrated into the NAS now with existing ATC3887technology, to truly scale the industry to meet the promise of the3888technology, advancements in technology integration will be needed. Many3889AAM operators envision high-frequency, low-altitude operations, often3890in dense urban areas, which existing ATC systems are not equipped to3891manage. Traditional airspace management relies on fixed routes and3892voice communications, but integrating AAM at scale demands dynamic,3893data-driven systems capable of real-time coordination across both3894crewed, and in the future, uncrewed aircraft. It also requires seamless3895transitions between low-altitude and controlled airspace, greater3896automation, and predictive tools to manage complex traffic patterns3897safely and efficiently. Without these improvements, AAM operations will3898remain constrained, and the broader societal and economic benefits of3899this next-generation aviation will go unrealized.3900 With respect to drones, we encourage Congress to ensure the FAA is3901implementing Section 911 of P.L. 118-63, which requires DOT to initiate3902a pilot program to supplement the department's oversight and inspection3903activities using UAS, including the inspection of ground-based aviation3904infrastructure, to increase employee safety, enhance data collection,3905improve the accuracy of inspections, and reduce the costs associated3906with such inspections. A great way to modernize our ATC system is to3907ensure the new infrastructure lasts longer and using drones for3908inspection is a proven method for cost reduction and improved safety.3909 Greater attention from the FAA should also be directed toward the3910development and approval of ground-based safety and security systems,3911which depend on robust physical and digital infrastructure, as noted3912above related to Section 932 implementation. This infrastructure is3913critical to supporting the growth of certain BVLOS drone and autonomous3914aircraft operations, as it will provide the ground locations for safe3915and secure launch and recovery, maintenance, temporary operations, and3916public safety missions such as drone as a first responder (DFR)3917programs. These designated areas will serve both routine and off-3918nominal needs, helping to ensure operational reliability and public3919trust. In sensitive or high-risk environments, ground-based sensors can3920provide critical situational awareness by detecting all aircraft3921operating in low-altitude airspace, regardless of whether they are3922broadcasting their position electronically.3923 As noted, drones deliver tremendous value to society--enhancing3924public safety, enabling efficient infrastructure inspection, and3925driving economic growth. They support first responders with real-time3926situational awareness during emergencies, aid in disaster recovery, and3927help maintain critical infrastructure like bridges, power lines, and3928pipelines. Across sectors such as agriculture, logistics, and media,3929drones are also creating high-skill jobs and fostering technological3930innovation. Yet, recent high-profile drone activity, such as the3931reported drone sights in New Jersey, which have now largely been3932discredited and demonstrated to be aircraft other than drones, has3933spotlighted significant gaps in low-altitude airspace awareness.\15\3934This surge in attention has underscored how low Remote ID compliance,3935limited investment in low altitude airspace awareness capabilities, and3936outdated regulations make it difficult for authorities to differentiate3937between authorized operations, negligent behavior, and potential3938threats. This uncertainty jeopardizes public trust and risks3939constraining a rapidly growing industry. Accordingly, AUVSI believes3940that innovation and security must advance in lockstep.3941---------------------------------------------------------------------------3942 \15\ https://reason.com/2025/05/09/what-the-feds-knew-about-the-3943new-jersey-drone-scare/3944---------------------------------------------------------------------------3945 Our current ATC system is not designed for low altitude airspace3946awareness. Plainly speaking, most U.S. ground-based radar is good at3947tracking things at high altitude going very fast. Most UAS operate at3948low attitude at much lower speeds, which current FAA ATC infrastructure3949is not optimized for. Accordingly, as investments are made to upgrade3950ATC technologies, addressing this gap will require investment in3951modern, ground-based and networked surveillance systems--including3952radar, acoustic sensors, and cooperative data-sharing platforms--as3953well as support for digital infrastructure such as Remote ID, UTM, and3954real-time telemetry integration. Without a foundational layer of3955airspace awareness at low altitudes, efforts to enable safe, routine,3956and secure drone operations in the United States will remain3957constrained.3958 AUVSI's Blueprint for Autonomy calls on Congress and federal3959agencies to prioritize these investments as part of a national strategy3960for airspace modernization.\16\ The Blueprint outlines the need to3961accelerate FAA's efforts to establish a regulatory and operational3962framework for digital airspace services, enable certification of3963airspace service providers, and fund infrastructure that supports safe3964and scalable integration of autonomous aircraft. Without decisive3965action, the U.S. risks falling behind global competitors that are3966already investing in the digital infrastructure needed to lead in3967autonomous aviation.3968---------------------------------------------------------------------------3969 \16\ https://www.auvsi.org/sites/default/files/Blueprint-for-3970Autonomy-Building-Blocks-for-Our-Collective-Future.pdf3971---------------------------------------------------------------------------3972UAS Detection and Mitigation3973 The current UAS detection and mitigation framework presents many3974critical gaps that limit our ability to respond effectively to3975malicious or reckless drone activity, and, as noted, can lead to3976misunderstanding and falsely identified ``drone sightings'' due to a3977lack of low altitude airspace awareness. Many federal agencies, as well3978as all state, local, tribal, and territorial (SLTT) law enforcement,3979and National Guard units, lack statutory authority to deploy and3980operate UAS detection and mitigation equipment. This absence of3981authority hampers timely response to drone threats at large public3982events, near critical infrastructure, or in emergency situations--gaps3983repeatedly identified by national security stakeholders, including the3984White House and the National Football League (NFL), which has3985emphasized the urgency of enabling local response during major sporting3986events and other significant gatherings.3987 Select federal agencies currently operating under temporary3988authorities granted by Section 124n of the fiscal year 2018 National3989Defense Authorization Act (NDAA) still lack permanent statutory3990authority. Without enduring authorization, these agencies face3991uncertainty in planning and operational continuity, limiting proactive3992threat mitigation efforts. As AUVSI has noted, sustained and3993predictable authority is essential to building an effective national3994UAS detection and mitigation architecture. Further, the FAA has also3995not yet taken sufficient steps to evaluate detection and mitigation3996technologies which offer a promising solution for identifying, and in3997very extreme cases, mitigating malicious drones in congested airspace,3998including without kinetic force. Testing such technologies is essential3999to determine their safety, effectiveness, and compatibility with the4000broader airspace ecosystem, and has been called for in White House and4001Department of Homeland Security (DHS) counter-drone strategy documents.4002 This Committee has previously worked on legislation to address4003these gaps, and AUVSI encourages work to continue to pass legislation4004in 2025 which moves the UAS detection and mitigation policy landscape4005forward in a meaningful way. Security, like safety, it not a barrier to4006integration--it is a foundation of it.4007 To address these challenges and seize opportunities, the United4008States must act decisively. Low altitude airspace awareness, air4009traffic control modernization, the incorporation of digital flight4010rules, and expanded UAS detection and mitigation authorities are all4011essential to building the ATC and NAS of the future and ensuring4012situational awareness at all altitudes.4013 Conclusion4014 P.L. 118-63, is a bold, comprehensive roadmap for the future of4015American aviation. Yet legislation alone is not enough. Congress must4016continue exercising strong, regular oversight to ensure that the FAA4017delivers on the mandates in a timely, transparent, and accountable4018manner.4019 AUVSI and our members stand ready to support the FAA, DOT, and this4020Committee in ensuring that the promise of UAS and AAM technologies is4021fully realized, and the U.S. maintains the gold standard of aviation4022safety and global aviation leadership. We are committed to a future4023where U.S. innovation leads the world--where safety, security,4024performance, and progress go hand in hand.4025 Thank you for your leadership and the opportunity to appear before4026you today.40274028 Mr. Nehls. Thank you, Mr. Robbins.4029 Captain Reven, you are recognized.40304031TESTIMONY OF CAPTAIN JODY REVEN, PRESIDENT, SOUTHWEST AIRLINES4032 PILOTS ASSOCIATION40334034 Mr. Reven. Chairman Nehls, Ranking Member Cohen, members of4035the subcommittee, thank you for the opportunity to testify and4036share the perspective of more than 11,000 commercial airline4037pilots of Southwest Airlines Pilots Association.4038 My name is Jody Reven. I am a current 737 captain at4039Southwest Airlines and president of SWAPA. SWAPA is one of the4040largest independent pilot unions in the world and is the sole4041bargaining unit for the professional pilots of Southwest4042Airlines. SWAPA has been dedicated to aviation safety and4043security since 1978.4044 I am pleased to participate in today's discussion about the40452024 FAA reauthorization and air traffic systems, personnel,4046and aviation safety.4047 Let me begin by saying that the pilots of Southwest4048Airlines are heartbroken by the tragedy in DCA in January. We4049share our deepest condolences with the families and passengers4050of the crew of American 5342 and PAT 25.4051 We are committed to working with this committee, Congress,4052and all aviation stakeholders to ensure a similar tragedy never4053happens again. Safety and operational excellence are not4054guaranteed. Our system relies on industrywide collaboration.4055 SWAPA is proud to be a leader in safety data collection and4056analysis, risk identification and mitigation.4057 Southwest pilots are among the most productive in the4058world, operating over 4,000 flights a day to 120 domestic and4059international airports.4060 SWAPA partners with the FAA, labor partners, airlines, and4061the industry with one goal, and that is to keep the National4062Airspace System the safest and most efficient in the world. We4063carry 1.5 million passengers a year, and the SWAPA pilots4064depend on that safety.4065 SWAPA supports immediate actions to implement long-overdue4066technology upgrades, increase air traffic control staffing, and4067equip the FAA to recapitalize its systems and processes to meet4068the demands of an increasingly complex airspace.4069 The pilots of Southwest Airlines are industry leaders in4070incorporating technology that increases awareness and provides4071tools to help pilots and controllers make safe decisions.4072Unfortunately, the system's potential is not fully realized.4073 Recent high-profile issues have demonstrated that ATC4074facilities are not properly equipped or staffed. All aircraft,4075including rotorcraft and advanced air mobility systems, must4076properly be equipped with technology that provides ATC and4077other pilots with critical situational awareness to mitigate4078risks.4079 The incidents, including a recent one at Chicago Midway4080Airport where two Southwest pilots recognized safety and4081avoided a hazardous runway incursion, has reinforced that we4082have to have a minimum complement of two pilots in every4083cockpit.4084 In discussions with Secretary Duffy after this incident4085took place, we made the point, there is really no technological4086solution that can overcome the risks introduced by reducing the4087flight deck complement. The flight deck and ATC technology are4088support tools and never a replacement for experienced and4089rested, fully trained pilots and air traffic controllers and4090flight attendants.4091 SWAPA thanks the committee for the 5-year bipartisan FAA4092reauthorization bill that expedites the hiring of air traffic4093controllers, strengthens the aviation workforce while4094protecting experience requirements, and accelerates the4095development and deployment of advanced technologies, including4096the new surface safety technology, runway and taxi signage, and4097lighting systems.4098 We also want to thank this committee and the FAA for their4099commitment to increasing transparency and efficiency in the4100FAA's Office of Aerospace Medicine. Expanding the number of4101aerospace medical examiners and reducing the processing times4102for aeromedical certificates are essential steps to maintaining4103a strong pipeline of well-trained and experienced pilots.4104 SWAPA fully supports this administration's budget, which4105funds the FAA's technology and facilities account at $44106billion. The system urgently needs sustained, robust budget4107requests and immediate infusion of funding.4108 SWAPA also applauds Chairman Graves' critical first step in4109moving forward with the $12.5 billion of funding.4110 We would like to thank this administration and this body4111for making our Nation's air traffic control system a priority.4112We look forward to working with the administration and Congress4113to make this a reality.4114 I look forward to answering your questions.4115 [Mr. Reven's prepared statement follows:]41164117Prepared Statement of Captain Jody Reven, President, Southwest Airlines4118 Pilots Association4119 Chairman Graves, Ranking Member Larsen and Members of the4120Subcommittee, thank you for the opportunity to testify and share the4121perspective of the more than 11,000 commercial airline pilots of the4122Southwest Airlines Pilots Association. My name is Jody Reven, and I am4123a current 737 Captain at Southwest Airlines and President of SWAPA.4124 SWAPA is one the largest independent pilot unions in the world and4125is the sole bargaining unit for the professional pilots of Southwest4126Airlines. SWAPA has been dedicated to aviation safety and security4127since 1978. We are grateful to offer our perspective on the 2024 FAA4128Reauthorization and air traffic systems, personnel, and aviation4129safety.4130 The pilots of Southwest Airlines are heartbroken by the tragedy at4131Reagan National Airport (DCA) in January. We share our deepest4132condolences with the families of the passengers and crew of American4133Airlines 5342 and PAT 25. We are committed to working with this4134committee, Congress and all aviation stakeholders to ensure a similar4135tragedy never happens again.4136 Safety and operational excellence are not guaranteed, and our4137system relies on industry-wide collaboration. SWAPA is proud to be a4138leader in safety data collection and analysis, risk identification, and4139mitigation. Southwest pilots are among the most productive in the4140world, operating over 4,000 flights each day to 120 domestic and4141international airports. SWAPA partners with the FAA, aviation labor,4142airlines, and the industry with one goal: to keep the National Airspace4143System the safest and most efficient in the world. The 1.5 million4144passengers that SWAPA pilots carry each year depend on it.4145 SWAPA supports immediate actions to implement the 2024 FAA4146Reauthorization and make long overdue technological upgrades, increase4147air traffic controller staffing, and equip FAA to recapitalize its4148systems and processes to meet the demands of increasingly complex4149airspace.4150 The pilots of Southwest Airlines are industry leaders in4151incorporating technology that increases situational awareness and4152provides tools to help pilots and controllers make safe decisions.4153Unfortunately, the system's potential is not fully realized.4154 To maintain and enhance the safety and efficiency of the National4155Airspace System (NAS), we must make technological and infrastructure4156improvements now. This includes ongoing development of advanced4157automation tools, improved airport infrastructure, and modernized gate-4158to-gate operations that reduce delays and improve passenger flow. The4159evolving landscape of air travel--which includes commercial carriers,4160unmanned aerial systems (UAS), urban air mobility, and space flight--4161demands a NAS that can accommodate greater complexity safely and4162efficiently.4163 SWAPA has partnered with the FAA, aviation labor, and industry to4164advance air traffic modernization and recapitalization efforts. Key4165components of advanced technology--performance-based navigation, data4166communication, and Automatic Dependent Surveillance-Broadcast (ADS-B)--4167enhance pilot and controller decision-making and situational awareness.4168However, not all aircraft are equipped to fully utilize these4169technologies. A significant percentage of participating aircraft lack4170the navigation capabilities required to benefit from new procedures,4171forcing controllers and pilots to use inefficient workarounds.4172Standardized equipage across the fleet is essential for the NAS to4173achieve its full potential.4174 Advanced navigation procedures, which improve efficiency and reduce4175noise and emissions, cannot become standard unless a greater portion of4176participating aircraft are properly equipped. Attempting to compensate4177with increased pilot workload undermines the intended safety and4178efficiency benefits. Moreover, there is no substitute for two fully4179trained, qualified and rested pilots on the flight deck. Automation4180should support pilots, not replace them. FAA studies confirm that4181roughly 20% of normal flights experience anomalies requiring human4182intervention, reinforcing the need for pilot redundancy.4183 Communication, Navigation, Surveillance/Air Traffic Management4184(CNS/ATM) integration is another critical area that FAA must4185accelerate. Enhanced communication, navigation, and surveillance4186systems increase situational awareness, reduce carbon emissions,4187support fuel savings, and reduce flight times. Tools like ADS-B,4188Airport Surface Detection Equipment, Model X (ASDE-X), and Airport4189Surface Surveillance Capability (ASSC) improve runway safety, yet these4190systems are not available at all airports. SWAPA urges the FAA to4191rapidly deploy surface safety systems at all airports with airline4192operations. We are encouraged by the Surface Awareness Initiative4193(SAI), which is now expanding to more airports.4194 Unfortunately, a large percentage of FAA's current equipment and4195communications systems are outdated and not up to the task of handling4196the current airspace system, let alone future demands. The Government4197Accountability Office (GAO) recently conducted an operational risk4198assessment of FAA's Air Traffic Organization (ATO). It found ``that of4199FAA's 138 systems, 51 (37 percent) were unsustainable and 54 (394200percent) were potentially unsustainable.'' FAA must move faster to4201address these concerns.4202 SWAPA pilots operate at some of the most complex, mixed-use4203airports in the United States. Mixed-use airports have additional risk4204factors that must be considered. Airports that serve primarily air4205transport aircraft only do a good job with traffic flows, deconfliction4206and procedures. High density airports that serve air transport, light4207civil aircraft, business jets and helicopters are at the highest risk4208of another midair collision. The tragedy at Reagan National Airport4209must not be repeated, and SWAPA urges FAA to conduct an immediate4210safety assessment at Hollywood Burbank (BUR), Long Beach (LGB), and4211Orange County-John Wayne (SNA) airports to ensure processes and4212deconfliction procedures are adequate.4213 Terminal automation enhancements, such as Approach Runway4214Verification (ARV), improve alignment accuracy for arriving aircraft.4215We also commend efforts to install automation displays to boost4216controller situational awareness where radar coverage is limited.4217 We also support space-based ADS-B as a critical supplement to the4218ground network, offering real-time aircraft tracking over oceanic4219airspace. This will improve safety by eliminating delays in locating4220aircraft in emergencies and enhance surveillance where traditional4221ground infrastructure is not viable.4222 Data Comm, which allows digital messaging between pilots and4223controllers, reduces miscommunication and increases efficiency.4224However, implementation has been uneven. FAA should continue efforts to4225roll out Data Comm and ensure max participation of all aircraft.4226 Future NAS demands include real-time data exchange and improved4227integration of space launch operations. The FAA must also develop a4228robust Unmanned Traffic Management (UTM) system to manage growing low-4229altitude drone traffic. All aircraft--including rotorcraft and advanced4230air mobility systems--must be equipped with technology that gives ATC4231and other pilots critical situational awareness to help mitigate risks.4232 Recent high-profile incidents highlight that ATC facilities are4233inadequately equipped and staffed, and reinforce the fact that safety4234depends on experienced and well-rested pilots and controllers. These4235incidents, including at Chicago's Midway Airport where two Southwest4236Pilots recognized and safely avoided a hazardous runway incursion,4237reinforce that we must have a minimum of two pilots on the flight deck4238to ensure added awareness, expertise, and experience. There is no4239technological solution that can overcome the risks introduced by4240reducing the flight deck compliment. Flight deck and ATC technology are4241support tools and never a replacement for highly experienced, rested4242and fully trained pilots and controllers.4243 SWAPA thanks this committee and FAA for their commitment to4244increasing transparency and efficiency in the FAA's Office of Aerospace4245Medicine. Expanding the number of Aerospace Medical Examiners (AME) and4246reducing the processing times for aeromedical certificates are4247essential steps to maintaining a strong pipeline of well-trained and4248experienced pilots. Increasing transparency, improving pilot and AME4249education, and reducing wait-times for medical certifications is4250critical. FAA has an opportunity to revolutionize the aeromedical4251process, and we encourage the creation of an Airman's Medical Portal4252where digital, secure delivery of required documents by both pilots and4253AMEs could increase efficiency for both pilots and the regulator.4254 Finally, despite congressional authorization for multiyear4255modernization projects, FAA budget projections often fall short,4256particularly in facilities and equipment funding. This underestimation,4257paired with frequent budget disruptions, hampers effective planning and4258implementation. While Congress has supported FAA funding through annual4259appropriations and reauthorization, budget shortfalls, funding4260disruptions and continuing resolutions have hampered progress. A4261stable, multi-year funding strategy is critical to maintaining our4262leadership in global aviation safety.4263 FAA must also provide realistic funding requests that recapitalize4264systems instead of maintaining legacy systems that are decades old in4265some cases. FAA must be accountable for meeting goals and4266implementation deadlines of the 2024 FAA Reauthorization.4267 SWAPA thanks this committee for the five-year bipartisan FAA4268reauthorization bill that expedites the hiring of Air Traffic4269Controllers, strengthens the aviation workforce while protecting4270experience requirements, and accelerates the development and deployment4271of advanced technologies including new surface safety technology and4272runway and taxiway signage and lighting systems. We appreciate the4273Committee's leadership in addressing near-miss incidents, enhancing4274runway safety, and advancing critical technologies. Notable4275improvements include the sustained operation of ASDE-X systems, and4276support for the Runway Safety Council and discretionary grant programs.4277 SWAPA fully supports the Administration's budget which funds the4278FAA's Technology and Facilities account at $4 billion. The system4279urgently needs sustained, robust budget requests and an immediate4280infusion of funding. SWAPA also applauds Chairman Graves' critical4281first step in moving forward on $12.5 billion of funding.4282 We applaud the administration and this body for making our nation's4283air traffic control system a priority, and we look forward to working4284with the Administration and Congress to make this a reality. The pilots4285of Southwest Airlines are committed to continuing our work with the4286Committee, FAA, and industry partners to preserve and improve the4287safety of our national airspace. Thank you for the opportunity to4288testify and for your continued focus on aviation safety and4289implementation of the 2024 FAA Reauthorization.42904291 Mr. Nehls. Thank you, Captain.4292 Ms. Nelson, you are recognized.42934294TESTIMONY OF SARA NELSON, INTERNATIONAL PRESIDENT, ASSOCIATION4295 OF FLIGHT ATTENDANTS--CWA, AFL-CIO42964297 Ms. Nelson. Chair Nehls, Ranking Member Cohen, and members4298of the subcommittee, my name is Sara Nelson. I am the president4299of the Association of Flight Attendants and a 30-year flight4300attendant myself, representing 55,000 flight attendants at 204301different airlines.4302 We are grateful for the opportunity to testify with the4303perspective of aviation's first responders and our sister4304unions representing other aviation workers.4305 The 2024 FAA Reauthorization Act was an incredibly4306important step forward in addressing decades of missed4307opportunities in shoring up our national aviation system. We4308applaud this committee on your efforts to get it passed and4309implemented, and we commend Secretary Duffy on his plans to4310supercharge staffing and modernization.4311 With deep respect for the families of PSA Flight 5342 and4312PAT 25 and lives lost in aviation tragedies in the past, we4313must always put safety and security first and redouble efforts4314to plug holes and mitigate risks in the system. Safety first,4315always.4316 But aviation is also critical for our entire economy and4317connectivity across the country and around the world.4318 My written testimony addresses our safety priorities in the4319law and the status of implementation, including important4320workplace safety that also affects passengers: contaminated4321recirculated air, temperature standards, ramp safety, radiation4322exposure, flight deck secondary barriers, standards for good4323jobs in aviation, mitigating cybersecurity risks, and4324addressing issues with disruptive passengers.4325 With the exception of the work by the National Academy of4326Sciences, much of this has been delayed or sidelined by this4327administration's actions to disband safety advisory committees4328and rulemaking committees.4329 But we are also very concerned that actions to fire4330probationary Federal workers, implement the Deferred4331Resignation Program, put in place hiring freezes, and put in4332jeopardy Federal worker pensions and healthcare with budget4333cuts that come from the bottom to give massive tax cuts to the4334rich who do not need it undermine the work of this committee4335and the diligent efforts of the Secretary to shore up our4336national aviation system.4337 The Wall Street Journal published an article recently that4338highlights concern over staff departures that could affect,4339quote, ``the processing of medical clearances for pilots and4340air traffic controllers, work on runway safety, and the pace of4341licensing in the agency's commercial space offices.''4342 We are also getting direct reports that the loss of4343employees that support the frontline safety professionals is4344taking a toll as HR and security screeners at the FAA have4345taken the Deferred Resignation Program, and this is slowing the4346hiring process, directly harming the focus of this committee4347and Secretary Duffy's plans to supercharge the changes we need.4348 Every worker at the FAA contributes to safety, whether4349deemed essential or not. The staffing cuts, disruptions, and4350distractions to the safety work of those who maintain and4351enforce the standards of our aviation system is simply4352unacceptable.4353 It is also important to recognize that other agencies4354contribute significantly to aviation safety, including the4355National Weather Service, NIOSH, and USAID. The cuts to these4356agencies and personnel are directly undermining efforts to get4357the information and structure we need to keep us safe in all4358airspace, on the ground around the world, and able to keep4359threats to our safety such as Ebola or other communicable4360disease from being spread throughout and by our aviation4361system. DOGE should not be allowed to undermine safety in the4362name of efficiency.4363 As aviation's first responders, we are charged with the4364safety, health, and security of all passengers and crew on our4365flight, and we promise our own families that we will come home4366safely, too. Aviation safety is personal to us, just as it is4367for tens of thousands of Federal workers who take part in4368helping us keep the promise to our families and our loved ones4369in our care.4370 It is the product of hundreds of thousands of workers, from4371engineers to mechanics to safety inspectors, security officers,4372pilots, gate agents, baggage handlers, flight attendants, and4373air traffic controllers, asking all day long, ``Is it safe?''4374 We ask this question with the information we have from4375tragic moments of gaps in safety and promises to the memory of4376those we have lost and the families with whom we grieve that it4377will never happen again. This starts with supporting a thorough4378investigation, continues with advocacy for reform, and lives4379forever in our repeated analysis all day long, ``Is it safe?''4380 Aviation is the safest mode of transportation because we4381demand it, and we built a system that allows us to predict4382risk, produce redundancies, and fill holes to keep tragedy at4383bay. The FAA holds the statutory mandate to ensure the highest4384degree of aviation safety.4385 Our industry has been through many ups and downs. We cannot4386control the weather, but we can commit to steady funding; no4387shutdowns; the highest standards; broad recruitment, including4388the promise of good, steady jobs; and working with the people4389on the front lines who know the system best, how to fix it,4390what it lacks, and what it needs.4391 We applaud and support the subcommittee's focus on the4392safest, most efficient National Airspace System in the world.4393We are committed to fulfilling this mission with you and all of4394our partners in aviation safety, health, and security.4395 Thank you, and I look forward to your questions.4396 [Ms. Nelson's prepared statement follows:]43974398Prepared Statement of Sara Nelson, International President, Association4399 of Flight Attendants--CWA, AFL-CIO4400 Chair Nehls, Ranking Member Cohen, Chair Graves, Ranking Member4401Larsen, and members of the Subcommittee, we are grateful for the4402opportunity to testify with the perspective of aviation's first4403responders and our sister unions representing other aviation workers.4404 The safety and efficiency of our nation's Air Traffic Control (ATC)4405system are vitally important to Flight Attendants. We count on the4406highly trained experts who guide our flights through safe departure,4407cruise altitude, and landing. As aviation's first responders, we are4408charged with the safety, health, and security of all passengers and4409crew on our flight and we promise our own families that we will come4410home safely, too. Aviation safety is personal to us, just as it is for4411tens of thousands of federal workers who take part in helping us keep4412the promise to our families and loved ones in our care.4413 Aviation safety is the product of hundreds of thousands of4414workers--from engineers to mechanics to safety inspectors, security4415officers, pilots, gate agents, baggage handlers, flight attendants, and4416air traffic controllers--asking all day long, ``Is it safe?'' We ask4417this question with the information we have from tragic moments of gaps4418in safety and promises to the memory of those we've lost, and the4419families with whom we grieve, that it will never happen again. This4420starts with supporting a thorough investigation, continues with4421advocacy for reform, and lives forever in our repeated analysis all day4422long--``Is it safe?''4423 Aviation is the safest mode of transportation because we demand it,4424and we built a system that allows us to predict risk, produce4425redundancies, and fill holes to keep tragedy at bay. The FAA holds the4426statutory mandate to ensure the highest degree of aviation safety. We4427support the efforts of the House Aviation Subcommittee to provide4428critical oversight and demand for implementation of plans to recruit,4429train, and staff while modernizing and rebuilding the infrastructure4430necessary to fully staff and resource the experts on the frontlines who4431guide our planes safely. Earlier this year, our union signed a letter4432with groups representing the entire aviation industry stating, ``we are4433aligned on not pursuing privatization of U.S. air traffic control4434services and believe it would be a distraction from these needed4435investments and reforms.''4436 As safety professionals, our training teaches that the first rule in4437 safety is to remove all distractions4438 Our industry has been through many ups and downs. We cannot control4439the weather, but we can commit to steady funding, no shutdowns, the4440highest standards, broad recruitment including: the promise of good,4441steady jobs, and working with the people on the frontlines who know the4442system best, how to fix it, what it lacks, and what it needs. The4443voices of the professionals represented by the National Air Traffic4444Controllers Association (NATCA) and the Professional Aviation Safety4445Specialists (PASS) are critically important to plan and properly4446implement modernization, recruitment, and training. Listen to them and4447engage them consistently.4448 Aviation is safe due to the work of those you see on the frontlines4449and every person doing work in support of those jobs. FAA specialists4450are responsible for repairing air traffic control facilities and4451updating digital maps for pilots. Meteorologists provide critical4452reports that help navigate safe flights and avoid the dangers of4453turbulence that range in harm from air sickness and coffee burns to4454serious injury and even death. Recent layoffs and firings within our4455federal workforce introduce unnecessary risk and stress that distract4456from the mission of ensuring safe flight for both civil and military4457operations. Chaotic workplaces harm recruitment, training, and4458retention of critical personnel. The 35-day government shutdown of 20194459and all the short-term funding bills or continued resolutions harmed4460staffing, recruitment, training, retention, facility maintenance, and4461modernization. Do everything in your power to avoid these disruptions4462and distractions going forward.4463 We applaud and support this Subcommittee's focus on the safest,4464most efficient National Airspace System in the world. Safety and4465security don't just happen. It is the product of our collective mission4466to make it happen. We encourage you to continue to look to the experts4467on the frontlines, promote sufficient and steady funding to staff,4468maintain, and modernize our workplace. The Association of Flight4469Attendants-CWA is committed to fulfilling this mission with you and all4470our partners in aviation safety, health, and security.4471 An Update on the Priorities of our Union in the 2024 FAA4472 Reauthorization Act of 20244473Sec. 321. Turbulence Related Injuries4474 By 2026, the FAA is instructed to review the recommendations by the4475NTSB to enact, as appropriate, these recommendations. Turbulence is a4476serious workplace safety threat for Flight Attendants with severe and4477long-term injuries. We do not have a status report on the progress of4478this instruction from Congress, and we urge this Committee to press the4479FAA to take action on this serious safety issue.4480Sec. 322. Radiation Exposure4481 The bill directs the Secretary to work with the National Academy of4482Sciences to conduct a study on radiation exposure to crewmembers on4483board aircraft types across commercial aviation. While crews are4484classified as radiation workers, we are not offered any education or4485pregnancy protections. A Harvard Flight Attendant Health Study \1\ has4486already indicated radiation contributes to a broad range of health4487impacts, including fertility and viability of pregnancies. There are4488examples from other countries where education and alerts are regulated,4489especially as it relates to pregnancy. We do not have any evidence of4490action on this section of the law, but we would welcome the NAS study4491into suitable radiation protections.4492---------------------------------------------------------------------------4493 \1\ https://www.fahealth.org/4494---------------------------------------------------------------------------4495Sec. 323. Study on Impacts of Temperature In Aircraft Cabins4496 The National Academies of Sciences, Engineering, and Medicine has4497begun its mandated ``1-year study on the health and safety impacts of4498unsafe cabin temperature with respect to passengers and crewmembers4499during each season in which the study is conducted.'' The kickoff4500meeting has been conducted, and the study findings are expected by May45012026, including ``a short consensus report with its findings and4502conclusions, and, as appropriate, recommendations to inform strategies4503for monitoring, assessing, and managing passenger cabin air temperature4504levels and any associated health and safety impacts.'' This is progress4505in terms of implementing the direction of Congress, but our union4506continues to encourage regulators, airlines, airports, and unions to4507work together to implement temperature standards in order to mitigate4508the potential for serious risk to passengers and crew.4509Sec. 350. Secondary Cockpit Barriers4510 This issue is a longtime priority of our union. AFA is serving on4511the rulemaking committee, and a final report from the committee is4512expected to be issued to the FAA this month.4513Sec. 353. Ramp Safety Language4514 The FAA Reauthorization of 2024 includes a Call-to-Action safety4515review of ramp worker safety, which requires the FAA to assess safety4516on the ramp and report to Congress on results and any recommendations4517for action. As a crucial first step, the FAA recently convened an4518aviation stakeholder forum, the Ramp Safety Forum, to foster4519collaboration and enhance safety practices within the industry.4520 While this initial convening was positive, ongoing engagement and4521more substantive action are necessary, particularly with labor4522representatives and frontline workers. Significant training challenges4523persist for ramp workers, including: insufficient investment in4524training, high turnover, rapid onboarding, and redundant and4525ineffective recurrent training.4526 Moving forward, the FAA must proactively address the inherent4527hazards faced by ramp workers and continue to convene diverse4528stakeholders for further dialogue and action. Key areas for immediate4529attention include:4530 Reassess staffing: One critical role per tower agent4531 Conduct risk assessment on multitasking in tower4532operations4533 Review ramp task scheduling for realistic task times4534 Avoid overlapping assignments and rushed transitions4535 Provide more extensive training for allocators4536 Balance safety and efficiency through collaboration with4537safety teams and management4538Sec. 362. Cabin Air Safety4539 This section of the law requires the FAA to finish the study in the45402018 FAA Reauthorization Act on bleed air in six months, develop a4541reporting system for smoke or fume events onboard commercial aircraft4542within 180 days, and by 2027, conduct a study and issue recommendations4543pertaining to cabin air quality and any risk of, and potential for,4544persistent and accidental fume or smoke events onboard a passenger-4545carrying aircraft operating. Finally, the law instructs the FAA to do a4546rulemaking one year after the study to address the safety risks4547identified.4548 The urgency of moving forward on this language cannot be4549understated, and to date, we have not seen movement on this issue. The4550safety risks are already well defined. Crews and passengers continue to4551experience the effects of contaminated bleed air with symptoms that4552range from fatigue, headaches, and nausea to long-term cognitive4553impacts that have ended careers and permanently altered health and4554quality of life. We look forward to working with members of Congress4555and this Subcommittee, who also are exposed to re-circulated cabin air4556when commuting to work, to ensure the air we breathe is safe.4557Sec. 365. Modernization and Improvements to Aircraft Evacuation4558 Our aircraft cabins have become tighter than ever with smaller and4559closer seats, reduced staffing, and new complications including4560electronics, cords, and lithium-ion batteries. Currently, the standards4561for certification of aircraft configuration are determined based on4562out-of-date data. The Administrator was directed to conduct a study on4563``improvements to the safety and efficiency of evacuation standards for4564manufacturers and carriers.'' We expect the report from the National4565Academy of Sciences soon. But we encourage this Subcommittee to do more4566on this issue and urge the FAA to update certification standards for4567safe evacuation of all of the variety of people who fly on our planes.4568Sec. 367. Mandated contents of Emergency Medical Kit (EMK)4569 This section directed the FAA to issue a notice of proposed4570rulemaking to update the EMK contents and training necessary for crews.4571A working group started to address this issue, but DOGE disbanded it.4572As aviation's first responders, charged with the safety, health, and4573security of those in our care, we cannot overstate how concerning this4574is. Without the proper tools to save lives in the air, passengers and4575crew are at risk due to the time it takes to safely get to ground for4576medical response. We urge this Subcommittee to follow up on this and4577ensure DOGE is not in the name of ``efficiency'' undermining safety.4578Sec. 395. Aviation Cybersecurity4579 Not later than one year after passage of the bill, the4580Administrator shall convene an aviation rulemaking committee on civil4581aircraft cybersecurity. We do not have an update on the status of this4582rulemaking, nor actions to begin efforts on this section of the law.4583Our union emphasizes the importance of identifying potential threats4584and establishing standards to mitigate them.4585Sec. 421. Crewmember Pumping Guidance4586 Workers across the economy have the right to express milk at work4587with the means and privacy to do so. Crewmembers, Flight Attendants,4588and Pilots do not have the same assurances. Clear guidelines are4589necessary to ensure safety of flight and proper crew coordination. The4590FAA has issued guidance,\2\ but it does not provide guidance for crews4591working in the cabin, with the exception that ``pumping crewmembers can4592use cloth nursing covers to maintain some privacy and that `wearable4593technology' exists.'' This does nothing to address the crew4594coordination, privacy, health insurance coverage for ``wearable4595technology,'' or suggested location for pumping. We are concerned this4596does not address the concerns related to the health of the infant or4597crewmember.4598---------------------------------------------------------------------------4599 \2\ https://www.faa.gov/other_visit/aviation_industry/4600airline_operators/airline_safety/info/all_infos/InFO25001.pdf4601---------------------------------------------------------------------------4602Sec. 427. Crewmember Self-Defense Training4603 Since September 11, 2001, the importance of crew member self-4604defense training has been identified as critical for national security,4605and the need for these trained skills has only become more acute as4606crews have experienced violent attacks from disruptive passengers. The4607Federal Air Marshals conduct a voluntary program, with authorization4608and funding appropriated by Congress. The 2024 FAA Reauthorization Act4609included instructions to create clear standards for the training and4610more readily available and accessible to crew members, including4611lodging accommodations which removes an economic barrier to attending4612the training. However, this administration disbanded multiple federal4613advisory committees, including the ASAC. The participants included4614stakeholders from across the industry with three decades of experience4615in safety and security advisory by seasoned participants. This is just4616one small example of the security work not taking place due to the4617dismantling of this committee. And it may be one small example, but it4618is no small thing to aviation's first responders who have experienced4619broken limbs, knocked out teeth, head trauma, and persistent threats4620with nowhere to turn in our confined workspace. DHS is now evaluating4621whether to form a new ASAC committee, and we urge this Subcommittee to4622press DHS for swift reinstatement with representation from stakeholders4623across aviation, as was the case for more than three decades.4624Sec. 432. Deterring Crewmember Interference4625 The law called for the Administrator to convene a task force within4626120 days ``to develop voluntary standards and best practices relating4627to suspected violations of the law against interfering with a crew4628member.'' After the bill's passage, the FAA Administrator determined4629that it would be best to conduct this work through the TSA Aviation4630Security Advisory Committee (ASAC). The TSA Aviation Security Advisory4631Committee (ASAC) had been tasked to work on this issue, but again, this4632administration disbanded the committee. In the meantime, this section4633of the law remains in limbo as well.4634Sec. 434 and 435. Employee Assault Prevention and Response Plan4635 Standards4636 Within 90 days, the FAA was directed to provide a briefing to4637Congress on the submission of practices by each carrier. Within 1804638days, passenger carriers are directed to work with labor unions4639representing frontline personnel on a formal policy with respect to4640sexual assault or harassment incidents. It is unclear whether there has4641been any progress on this direction from Congress.4642Sec. 438. Airport Service Workforce Analysis--GJGA Language4643 Airport service workers are the foundation of our air travel4644system. The very people who keep our world moving are, too often, the4645very same workers who are denied a decent wage and benefits like paid4646time off or affordable healthcare, leaving them unable to support their4647families or pay the bills. Because of these conditions, turnover4648remains a huge concern in this workforce. That's why across labor, we4649support standards like the previously introduced ``Good Jobs for Good4650Airports'' legislation, which would ensure every aviation worker is4651paid a fair wage with health care and paid time off, including airport4652service workers. These standards result in lower turnover and more4653highly trained aviation workers, which in turn make airports safer for4654everyone.4655 ATC Infrastructure and Staffing Warnings at Newark Were Overdue4656 A month ago, stories broke about the failure of equipment at Philly4657TRACON, significantly affecting commercial travel at Newark Liberty4658International Airport (EWR). These failures immediately sparked public4659concern about aviation safety at Newark, as passengers and crews4660experienced significant delays and cancellations. Our union released4661the following statement on May 2, 2025:46624663 ``This afternoon a story broke about safety concerns related to4664 the air traffic at Newark. NATCA, the air traffic controllers'4665 union, has warned for decades that infrastructure must be4666 rebuilt and modernized. Our air traffic controllers are the4667 best in the world and they are making sure aviation stays safe.4668 We support every effort to secure the funding necessary to4669 staff up and provide the resources that are a decade overdue4670 for our air traffic controllers to be able to do their jobs. We4671 call on all airlines operating out of Newark to cut planned4672 flights at an equal percentage across airlines in order to4673 support this work, aviation safety, and our jobs. Working4674 together we can solve the problem faster and keep everyone4675 safe.''46764677 It is worth noting that our air traffic controllers also manage4678Teterboro Airport (TEB), Morristown Municipal Airport (MMU), Essex4679County Airport (CDW), Linden Airport (LDJ), which should be part of the4680conversation about capacity controls while Secretary Duffy works with4681all constituencies on short term and long term plans to fix and4682modernize equipment and infrastructure, and support the actions4683necessary to increase to staffing.4684 Help Stop Harmful Cuts and Distractions from Safety4685DOGE Cuts Put Accurate Weather Forecasts at Risk4686 The National Weather Service (NWS) oversees a network of offices4687that provide forecasts, advisories, and warnings in support of aviation4688safety across the United States and its territories. Weather Forecast4689Offices, with 122 locations across the US, issue public warnings for4690things like thunderstorms and provide the Terminal Aerodrome Forecast4691(TAF) for airports.4692 These reports forecast meteorological conditions within a 5-mile4693radius of an airport over a 24- to 30-hour timeframe. These takeoff and4694landing condition forecasts are essential for safety because they4695predict low clouds, visibility, wind, low-level wind shear, and4696weather. This information is essential to set appropriate fuel levels,4697create flight plans, and mitigate takeoff and landing risks.4698Additionally, the Aviation Weather Center in Kansas City issues ICAO4699products across the US for en-route forecasts. This helps pilots and4700air traffic controllers mitigate turbulence, icing, and storms that4701aircraft may encounter. NWS meteorologists are co-located at the Air4702Traffic Control System Command Center (ATCSCC) and 21 Air Route Traffic4703Control Centers (ARTCC) across the country. They notify the FAA of4704hazards that may impact flights in the ARTCC airspace or on the ground.4705When conditions are dangerous, they can even work side by side with a4706controller to tell them when it's safe to move traffic around hazards4707like thunderstorms. These positions are supposed to be staffed 16 hours4708a day, 7 days a week, but cutbacks and firings led by Elon Musk and4709DOGE have created major staffing problems across the system.4710 Drastic cuts and hiring freezes at NWS threaten aviation safety. In4711the last few months, 600 workers were let go or took early4712retirements--that's 12 percent of NWS staff. These sudden and draconian4713cutbacks undermine the accuracy of forecasts and the agency's ability4714to share this essential information to the American public. The NWS4715Center Weather Service Unit in Oakland, California is now down to one4716meteorologist rather than the four that are needed to fully staff the4717facility, and the Trump Administration's hiring freeze means they can't4718bring on new staff to fix the problem. At the System Command Center in4719Warrenton, Virginia, there is one meteorologist vacancy out of a six-4720person staff. The NWS Alaska Center Weather Service Unit is down to4721three Weather Service staff, which puts significant pressure across a4722state where general aviation is extremely important to daily travel by4723residents and tourists alike. The NWS Boston Center Weather Service4724Unit has lost a manager and a meteorologist, leaving two meteorologists4725to staff the facility 16 hours a day, 7 days a week. To its credit, the4726NWS has developed temporary workarounds, including having nearby Center4727Weather Service Unit staff support shorthanded facilities. Still, these4728are just short-term patches that do not offer a reliable solution for4729the industry.4730 I urge members of this Subcommittee to identify where there are4731open positions in the aviation system. Are the ARTCCs and the System4732Command Center all fully staffed by NWS staff? What's the status of NWS4733hiring for these positions? We need to be fully briefed on whether4734airline workers are getting the essential weather information they4735need. And it's also time to lift the draconian hiring freeze so that4736NWS can ensure that flight crews and passengers are protected by the4737most up-to-date and accurate forecasts possible.4738 Cuts to Public and Occupational Health Infrastructure Here and Abroad4739 Put Flight Attendants and Other Critical Workers at Risk4740National Institute for Occupational Safety and Health (NIOSH)4741 The AFA is gravely concerned about the degradation of our nation's4742public health infrastructure resulting from the Administration's cost-4743cutting efforts. The Administration's attempt to effectively eliminate4744the National Institute for Occupational Safety and Health (NIOSH)4745devalues our nation's workers. These cuts put the health and safety of4746flight attendants and other essential workers at risk.4747 And why must these workers bear this risk? To pay for more tax cuts4748for the ultra-rich. This shift away from the needs of working people to4749benefit the few is unconscionable. It is tearing at the social fabric4750of our country and must stop.4751 Here is a sample of some of the programs that have been eliminated4752or effectively gutted through staffing cuts:4753 NIOSH's Health Hazard Evaluation (HHE) program gives4754employers and workers an opportunity to request technical assistance to4755investigate and understand complex health hazards in the workplace.4756NIOSH and this program have helped Flight Attendants by detecting toxic4757chemicals in uniforms and evaluating hazards like noise levels and jet4758fumes in aircraft cabins. NIOSH has studied prolonged radiation4759exposure to flight crews and assisted the industry in addressing4760ergonomic issues. The HHE program relies on world-class subject matter4761experts and testing facilities that can address a range of issues. Most4762of these experts and facilities currently sit idle.47634764 The Administration is eliminating NIOSH programs that4765have provided the airline industry with critical guidance on preventing4766the spread of infectious disease, including pathogens like the measles4767that present a public health risk, as well as chemical and heat4768hazards.47694770 Flight Attendants, who have above-average injury rates,4771benefit from NIOSH's Musculoskeletal Health Program, which helps the4772industry reduce soft-tissue injuries. The Center for Work and Fatigue4773Research has helped our union better understand and address health and4774safety risks from non-standard work schedules common in the airline4775industry. These programs are no longer staffed.47764777 This Administration has also abandoned programs of4778applied science that have demonstrably improved the lives of workers in4779high-hazard industries such as farming, commercial fishing, and oil and4780gas extraction. These programs must be reinstated.47814782 The country will also lose its pipeline of future4783occupational health experts if the Administration proceeds with the4784elimination of NIOSH's 18 Education and Research Centers, which train4785graduate and post-graduate students and conduct critical research and4786occupational health and safety. Recent areas of research include safety4787during hurricane recovery, oil spill cleanup, and protecting healthcare4788workers during outbreaks like Ebola and influenza.47894790 There are some programs that have been partially reinstated under4791public pressure, but their future remains unclear:4792 NIOSH administers the Firefighters Cancer Registry. It4793was shocking to hear that the Administration would no longer collect4794health and occupational information to help us understand cancer risks4795among firefighters, especially at a time when firefighter response to4796wildland and wildland-urban interface fires is at an all-time high.47974798 Coal miners rely on NIOSH research and their extensive4799surveillance programs to support miners' health. While some of the4800staff doing this critical work has been recalled to work, the future of4801some of this work is also unclear. We owe it to the nation's miners to4802fully ensure their health and safety through continued research by4803NIOSH to improve the lives of both retired and working miners.48044805 Another program with an unclear future is the World Trade4806Center Program, monitoring and addressing occupational diseases of4807first responders and construction workers who were at Ground Zero,4808supporting our nation's recovery from the attacks on 9/11. The4809Administration needs to be transparent with the country in assuring4810that the work we owe these heroes will continue.4811 USAID4812 The health and safety risks to Flight Attendants are not limited to4813our borders. A substantial number of AFA's members work4814internationally. Working with public health agencies, airlines are one4815of the first lines of defense in this country in ensuring the4816containment of highly contagious pathogens carried by international4817travelers.4818 However, with the Administration's decision to effectively4819eliminate the United States Agency for International Development4820(USAID), nations throughout the world are losing the capacity for \3\4821basic public health functions like health surveillance programs, early4822detection and containment of infectious disease like Ebola, and even4823basic public health prevention like vaccination programs and4824elimination of waterborne illnesses.4825---------------------------------------------------------------------------4826 \3\ https://www.bu.edu/sph/news/articles/2025/tracking-anticipated-4827deaths-from-usaid-funding-cuts/; https://www.impactcounter.com/4828dashboard?view=table&sort=interval_minutes&order=asc4829---------------------------------------------------------------------------4830 This is a tragedy for the world. By one estimate from researchers4831at Boston University School of Public Health, these cuts have already4832resulted in over 99,000 adult deaths and over 200,000 child deaths4833globally. In addition to mourning this loss of life, we are deeply4834concerned that our nation will be repaid for the shortsightedness of4835eliminating these programs with more and more incidents of dangerous4836diseases on our aircraft, in our airports, and eventually in our4837communities. It is simply a matter of time before we feel the4838implications of this tragic mistake.4839 In eliminating USAID, the Administration has eliminated \4\:4840---------------------------------------------------------------------------4841 \4\ Testimony of Dr. Atul Gawande, former Assistant Administrator4842of Global Health, USAID, Senate Roundtable on the Dangerous4843Consequences of Funding Cuts to U.S. Global Health Programs (April 1,48442025).4845---------------------------------------------------------------------------4846 A 50-nation network of surveillance to detect deadly4847diseases such as bird flu and swine fever4848 An emergency response system that could respond to deadly4849disease outbreaks in 48 hours4850 Programs that reduced or controlled infections from4851tuberculosis and measles, both of which are now more likely to enter4852our country through airports of entry.48534854 Fighting Ebola, or measles, or Mpox overseas is not only a moral4855responsibility, but also a strategic, smart approach that benefits4856Americans by reducing the risk of future deadly outbreaks and pandemics4857here at home. On behalf of more than 50,000 AFA Flight Attendants, I4858urge Congress and the Administration to act immediately to restore4859funding and staffing to NIOSH and USAID, in particular its critical4860life-saving and public health programs.4861 Stop Staffing Cuts and Threats to Federal Worker Benefits4862 The WSJ published an article recently that highlights an FAA4863presentation expressing concern over staff departures that could affect4864``the processing of medical clearances for pilots and air-traffic4865controllers, work on runway safety, and the pace of licensing in the4866agency's commercial-space offices.'' \5\ Every worker at the FAA4867contributes to safety, whether deemed ``essential'' or not. The4868staffing cuts, disruptions, and distractions to the safety work of4869those who maintain and enforce the standards of our aviation system is4870simply unacceptable. We know this Subcommittee is committed to safety4871and a thriving aviation industry. We applaud the passage of the 20244872FAA Reauthorization Act, and encourage the effort that went into4873passage to flow directly to the efforts that are necessary today to4874keep our aviation system the safest in the world.4875---------------------------------------------------------------------------4876 \5\ https://www.wsj.com/business/airlines/faa-staff-shortages-4877challenge, Andrew Tangel, May 28, 20254878---------------------------------------------------------------------------4879 Closing4880 It is an honor to work with each of you, to have you fly with us in4881our workplace, to protect the system that serves as the backbone of our4882economy, and to work with the urgency necessary to honor the lives lost4883like those on PSA Flight 5342. It is in their name, and the names of4884those we will keep from saying by our diligent actions together, that4885we recommit ourselves to aviation safety every day. Thank you.4886 Mr. Nehls. Thank you, Ms. Nelson.4887 And thank you all for your testimony.4888 We will now turn to questions for the panel. I will4889recognize myself.4890 Mr. Bolen, certification delays of business aircraft.4891Business aircraft have long been a concern, particularly with4892the introduction of new technologies such as advanced air4893mobility.4894 Do you believe that the FAA is progressing in modernizing4895and streamlining its certification process, as required in our4896reauthorization of 2024?4897 Mr. Bolen. Well, as you know, the reauthorization bill did4898require some certification reforms, helped digitize a lot of4899the work that is being done. And, certainly, the signing of the4900SFAR last October provided the enabling regulation to be able4901to start those operations.4902 I think we are very interested in seeing the first advanced4903air mobility aircraft certified potentially as early as the end4904of this year, maybe early next year, and beginning operations.4905A number of very exciting demonstration programs have been4906launched, and I think we feel very encouraged about ushering in4907this new era of aviation.4908 Mr. Nehls. Have the delays impacted innovation in your4909sector?4910 Mr. Bolen. I think there is always a critical balance when4911technologies are coming forward, but I think there is a growing4912recognition that innovation and technology makes us safer and4913that safety delayed is not a way for us to promote safety. So I4914think we are on track on focusing on making these things4915happen.4916 Mr. Nehls. Very well.4917 Last month, I introduced the Supersonic Aviation4918Modernization Act, which I firmly believe will foster aviation4919innovation across America.4920 As you know, my bill would direct the FAA to revise and4921issue regulations that permit civil supersonic flights in the4922national airspace, so as long as no boom, no supersonic boom,4923breaks grandma's window on the ground, right? It won't reach4924the ground.4925 Could you explain why it is critically important for the4926FAA to revise the current 1973--you weren't even born in 1973,4927were you [to Representative Cohen]?4928 Mr. Cohen. I was a graduate.4929 Mr. Bolen. Well, the----4930 Mr. Nehls [interrupting]. That prohibits nonmilitary--I4931mean, this is----4932 Mr. Bolen [interposing]. Right.4933 Mr. Nehls [continuing]. We are talking about nonmilitary4934flights----4935 Mr. Bolen [interposing]. Right.4936 Mr. Nehls [continuing]. Over the United States.4937 Mr. Bolen. Yes. The 1973 law, as you know, was based on the4938technology that was understood at that time.4939 Mr. Nehls. Sure.4940 Mr. Bolen. And huge amounts of research and development by4941private companies, by NASA and others have really changed that4942technology.4943 Mr. Nehls. Yes.4944 Mr. Bolen. You are well aware of the Boom flight that has4945been able to go without creating that type of sonic boom that4946was so prevalent in 1973.4947 We all know that what aircraft do is connect people. And4948they are time machines. And so I think our advancements through4949the years have been focused on flying farther, flying safer,4950flying faster, and flying more sustainably.4951 Mr. Nehls. I firmly believe that by the FAA establishing a4952clear, science- and evidence-based framework for civil4953supersonic aviation, while ensuring no noise, safety, or4954environmental concerns, we will allow American industry to4955innovate and maintain leadership in global aviation policy.4956 I appreciate NBAA's support of my legislation, so thank you4957for that. I look forward to working with you to get this4958legislation through Congress.4959 Ms. Nelson, 55,000 flight attendants over 20 airlines. I4960was reviewing your written testimony. I think there are several4961sections, probably 12, 14 of them, that are priorities for your4962union.4963 Section 321 deals with turbulence-related injuries.4964 I think section 323 deals with the temperature. I think4965that is in progress. The FAA is working on that.4966 The cockpit secondary barriers, I believe that is in4967progress as well.4968 Section 432, the crewmember interference, I think that is a4969concern for everybody.4970 I mean, what we are seeing with section 434, too, with4971employee assaults, that is complete, is my understanding. That4972section is complete, with dealing with the employee assault4973precautions.4974 Is that not in--how are you doing? How do you feel the FAA4975is responding to some of the priorities that you have that were4976in our FAA reauthorization?4977 Ms. Nelson. So we have issues here, because the issues that4978deal with security were generally referred to ASAC, which was4979the committee that was disbanded. It had been in place since4980the Pan Am flight crash of over 30 years ago.4981 Mr. Nehls. Mm-hmm.4982 Ms. Nelson. And so, much of that work around the security4983issues has been set aside because that committee is no longer4984in place.4985 Now, we understand that there are efforts to reestablish4986it. We are looking forward to that very much. And we hope that4987it will continue to be representative from across the entire4988aviation industry. We think it was a very important committee4989that provided a lot of important work for our security.4990 Mr. Nehls. Thank you. Thank you so much.4991 I will now recognize the ranking member for 5 minutes.4992 Mr. Cohen. Thank you, Mr. Chair.4993 Ms. Nelson, I will continue with you. How do you feel about4994this proposal or this concern of the safety of flight4995attendants and interactions with unruly passengers being sent4996to a committee that hasn't [sic] existed since Pan American4997airlines was around, which I recall?4998 Ms. Nelson. I hope that I heard you correctly, but this is4999a concern. We need real focus on disruptive passengers.5000 And as our flights are fuller than ever and our staffing is5001at minimums, it is very, very difficult for flight attendants5002to get to the source of a conflict and deescalate with our5003skills. Oftentimes that rises up, and we have had concussions5004and broken teeth and all kinds of problems because we don't5005have enough focus on trying to keep those disruptive passengers5006from getting back on our planes again and coordinating that5007information across the industry.5008 Mr. Cohen. I don't recall these incidents occurring more5009than 5, 6, 7, 8 years ago. Has it been more of a--is it a more5010modern problem, current problem, than in the past?5011 Ms. Nelson. In fairness, Congressman, we were working on5012issues of air rage in the 1990s, and we got some of those first5013fines and jail time in the bill in 2000.5014 But we are seeing this at a rate that we have never seen5015before. So you are correct that we are seeing this at a higher5016rate.5017 Part of that has to do with the conditions on our planes,5018that people are jammed in together. There are a lot more5019bodies; there is a lot less space to move around. People come a5020little upset because they have smaller seats, no place to put5021their bags, and sometimes their bags are taken from them.5022 And so there are a lot of stressors that are added to our5023environment. You add in, in addition to that, alcohol, and it5024is a recipe for real problems up in the air and even during the5025boarding process.5026 Mr. Cohen. Let me follow up on the idea of smaller seats5027and less room to move and being crammed in: the EVAC Act, which5028is something I have been working on for years and has passed,5029but it has never quite been implemented because they don't give5030a representative census of the population of an aircraft.5031Seniors and people with disabilities and youngsters aren't5032included.5033 How do you feel like the FAA is doing on getting that5034reform to see to it that the test that they do to see if the503590-second rule can apply is being carried forth?5036 Ms. Nelson. We are working on getting the study, but this5037has been a direction from the 2018 bill that we are trying to5038continue to press the FAA to move on. And we are still working5039with outdated data in certifying evacuation standards for the5040aircraft. And that is leading to cabins that are jampacked and5041conditions that do not recognize, as you said, the population5042that we have today.5043 We have a larger population; people are generally larger5044today. We have people--our airplanes are open to everyone, so5045we have passengers with disabilities, we have young children.5046And none of this is factored in in the evacuation standards.5047 So both the human factors and also the size of the seats5048and how close they are together, that is not taken into5049consideration for those evacuation standards today, and that5050needs desperately to be updated.5051 Mr. Cohen. Do flight attendants get any training on people5052with specific and medical conditions, like people with autism,5053and how you would deal with them in a situation where you had a5054crash?5055 Ms. Nelson. Are we getting training on that?5056 Mr. Cohen. Yes.5057 Ms. Nelson. Not directly on that. It is mentioned in our5058training, but we do not have direct and specific training on5059that.5060 Mr. Cohen. Thank you very much.5061 Captain Reven, your testimony highlights the need to5062modernize the system. What should the FAA do first to tackle5063the problems in the system and to reduce risks in the National5064Airspace System?5065 Mr. Reven. Thank you for the question, Ranking Member5066Cohen.5067 I think what we are doing is a very good approach. I like5068what was in the bill.5069 One of the biggest things that we talk about is one level5070of safety and one level of security so that our traveling5071public is safe. And we were pleased to see in the bill removal5072of the loophole that allowed part 135 operators to sell 1215073tickets.5074 Also, I think what we have done in security and safety with5075the ground markings, with the ADS-B, with RAAS, it is a good5076first step.5077 Mr. Cohen. My time is about out. I do want to ask you this.5078As a pilot, do you see any problems in the relationship with5079pilots and co-pilots in guiding an airplane safely? Are there5080any interactions that you find to be difficult? Or is that5081dealt with in training, too?5082 Mr. Reven. So I think we deal with three or four5083generations sometimes in a seniority list, and we work through5084those issues. We are trained very well. We have yearly5085discussions about that. Cockpit resource management is of the5086upmost.5087 We have professional aviators out there that--the Midway5088incident is a great teamwork type of example, where a captain5089is very focused on landing on a short runway and the first5090officer is watching an evolving situation. Frankly, jumped in5091and saved the day. So they worked well together up there.5092 Regardless, we have a very standardized procedure so that5093every person that shows up and flies with me in the right seat5094as the singular model on what he is thinking is going to take5095place in the cockpit, how we run checklists, et cetera. So, not5096a lot of problems.5097 Mr. Cohen. So you, as a 737 pilot, realize that pilots and5098co-pilots do work together and that is not a problem in5099aviation.5100 Mr. Reven. Absolutely true. We absolutely----5101 Mr. Cohen [interrupting]. Thank you.5102 Mr. Reven [continuing]. Rely on each other.5103 Mr. Cohen. If the Chair would give me just one more second5104or minute.5105 Mr. Robbins, you are the president of Association for5106Uncrewed Vehicle Systems International. Now, as he mentioned5107[indicating Representative Nehls], 1973, I was around; 1973, we5108wouldn't have had an Association for Uncrewed Vehicle Systems5109International, I don't think.5110 Mr. Robbins. It was the year we were founded, actually.5111 Mr. Cohen. Was it?5112 Mr. Robbins. Yes.5113 Mr. Cohen. The only thing I remember then was, you would5114put some water in a cylinder and you would pull it back and it5115flew. And that was in your yard. You have come a long way.5116 Mr. Robbins. We have.5117 Mr. Cohen. Ukraine had a big week with drones. Are drones5118becoming the most significant military vehicle for the future5119in this world? And do you have members in your organization5120that are working on drones as weapons?5121 Mr. Robbins. Yes, sir. Thank you very much for that5122question.5123 I believe that we do have a number of members--we are both5124a commercial and defense trade association--we do have a number5125of our member companies that are working on various forms of5126military UAVs, whether that is for ISR or weaponization or5127contested logistics.5128 So, certainly, the future of military is autonomous.5129Ultimately, robots don't bleed. And it has been clear from the5130higher echelons throughout the Department of Defense that5131moving towards more autonomous systems not only extends our5132operational reach, it also ensures we are protecting our5133warfighters.5134 So, yes, the future of our military is autonomous, sir.5135 Mr. Cohen. Thank you, sir.5136 And thank you, Mr. Chair.5137 Mr. Nehls. The gentleman yields.5138 I now recognize Mr. Perry for 5 minutes.5139 Mr. Perry. Thank you, Mr. Chairman.5140 Mr. Pleasance, I am going to turn to you for some5141questions. Just to lead up to them, as you note in your5142testimony, ``For 86 years, AOPA has stayed true to its mission5143of protecting the freedom to fly . . . Guiding, protecting, and5144promoting this uniquely American experience, so we can pass it5145along, better than we received it, to the next generation of5146aviators.''5147 And with that in mind, I think now is probably the most5148important time for AOPA's mission and its criticality. As I5149describe, left-wing activists seeking to destroy the ability of5150folks in the United States to travel as they see fit and to5151exercise their freedom in private aviation.5152 And with that in mind, there are efforts being made5153regarding aviation fuel, to seek to make it prohibitively5154expensive in this mindless pursuit for sustainable aviation5155fuels.5156 We have not only attempted to subsidize SAFs--that goes5157back to the Obama administration. We have done that. Among5158other things, it establishes a Government-created market for5159ethanol under the guise of environmentalism. And then, of5160course, we have to have the jobs that--they just have to5161continue for the new market that was created, this Soviet-style5162program.5163 The tax credits are $1.25 per gallon, up to a $1.75. And5164after this January, now we have a production tax credit for 355165cents a gallon as the base, up to a $1.75.5166 And beyond that grift, there is another grift in the IRA,5167which created a $250 million competitive grant program for the5168blending, storage, transportation, et cetera, of FAST, Fueling5169Aviation's Sustainable Transition.5170 We have a long history and a sordid history of subsidies.5171But even after all this, it accounts for 0.3 percent--0.35172percent. And the goal by 2030 is 3 billion gallons, of which we5173are about 93 million gallons. We are far, far from that.5174 And with that in mind, the cost associated, production5175cost, 2 to 10 times that of regular fuel--2 to 10 times.5176Aviation is expensive enough on its own, but paying 2 to 105177times more for fuel just because we can make it, when we have5178abundant fuel otherwise, is--it is--like, quite literally, it's5179crazy.5180 But beyond that, the people that want these fuels don't5181think that that is enough, right? That is not even enough for5182them, particularly for GA pilots. They want you all to fly5183less. And that is the only thing that is going to appease them.5184Let's face it, the only thing that is really going to appease5185them is when you don't fly at all.5186 So, with that in mind, as the leader of AOPA, and thinking5187particularly about the increased price of fuel, which increases5188the cost of flying, what is AOPA's plan to address what I would5189characterize as an insane activism to jack up the price for5190fuel and to have us end this misguided, quixotic mission to use5191something other than what has worked for decades upon decades5192now safely and is abundant and is affordable? What's your plan?5193 Mr. Pleasance. Yes. Thank you, Congressman, for the5194question.5195 And you are right; this is--at AOPA's core is protecting5196our collective freedom to fly. Fees and expenses are just an5197underlying constraint on that mission.5198 And you mentioning SAF and the, I will say, broader set of5199fees, the ones I talked about in my opening statement, whether5200it is the FBO fees, landing fees, insurance, all these costs5201begin to add on top. So we wake up every day looking at how5202those fees are changing over time and what role can we play in5203helping to drive those down.5204 To your specific question, then, I think we take several5205tacks on that. One is, where is the future going? So you talked5206about SAF. Another example would be unleaded fuel, going from5207leaded to unleaded fuel----5208 Mr. Perry [interrupting]. That is my next one, the EAGLE5209initiative, another crazy initiative where literally some5210airports have banned regular fuel, and it has resulted in5211accidents and incidents----5212 Mr. Pleasance [interposing]. Yes.5213 Mr. Perry [continuing]. All for no reason. There is5214absolutely zero reason to do any of this, and it increases the5215cost.5216 So, as the advocates for all GA pilots, like, where do you5217stand on it? You can tell where I stand. Where do you stand?5218 Mr. Pleasance. Yes. Well, so we will resist everything that5219increases the cost to fly, right?5220 Now, that doesn't mean it is going to be zero, because it5221does cost money to run the infrastructure and to produce the5222fuels that we use.5223 In the case of unleaded fuels, that is one that we are5224probably more supportive than not, because there is only one5225producer of tetraethyl lead in the world, over in the U.K., and5226we are concerned about the future of the availability of that5227one----5228 Mr. Perry [interrupting]. Maybe we should subsidize that.5229 Mr. Pleasance. I don't know if we subsidize that.5230 Mr. Perry. No, we should. But that is another story.5231 Mr. Pleasance. But you have one producer in the world who5232makes that. So we, as a country, are beholden on one single5233manufacturer, so, that concerns us. And for those of us who5234have used unleaded fuel, it actually works well in the5235airplanes, in the engine.5236 So, there are constraints between today and being able to5237widely roll a fuel like that out that we are concerned about,5238some safety-related concerns, but we will advocate for that5239transition to be done in a safe and thoughtful way.5240 More broadly to your question, though, around fees, a big5241part of it is pushing back, just like you are. I fully agree5242with--if you look at the full spectrum of fees out there, many5243of them raise serious questions as to, sort of, the viability5244of why such a change would be imposed on what is, as has been5245said earlier, the most vibrant aviation ecosystem in the world.5246 And for someone like me who has traveled the world and seen5247aviation across Europe, across Asia, it is remarkable when you5248come back to this country and see how vibrant it is and how5249widespread the use of general aviation is to support even the5250general public, whether it is medevac or firefighting and all5251of these practices that happen that, unfortunately, most of the5252general public doesn't realize.5253 So, I will end with saying, I think one of the biggest5254things we can do with AOPA is to educate the public on how5255important this infrastructure is that we have and how important5256this world of general aviation is to the economy and to their5257very lives, whether it is teaching the future airline pilots of5258the world to fly, whether it is handling a medevac flight,5259whether it is disaster recovery and delivering supplies to a5260post-hurricane environment. All of those things are general5261aviation.5262 And my hope--and we fight this battle every day--is that,5263as more people hear and appreciate the value that general5264aviation provides, some of the crazy stuff that is happening5265out there gets less momentum, because people do want to support5266what we all know and love so much.5267 Mr. Perry. I yield.5268 Mr. Nehls. The gentleman yields.5269 I now recognize Mr. Garcia.5270 Mr. Garcia of California. Thank you very much, Mr.5271Chairman.5272 And thank you to all of our witnesses here today.5273 I just want to obviously emphasize that all these issues5274that are being discussed today are at the top of mind for a lot5275of folks. Certainly, when I am back home, people talk to me5276about the price of healthcare, they talk to me about the cost5277of goods, and they talk to me about safety at our airports, at5278our airlines, and what is happening at the FAA. It is at the5279top of mind of constituents across my community and, I think,5280across the country.5281 And so these hearings and these questions are really5282important, so I want to thank all of you.5283 I know that, obviously, staffing challenges is a huge issue5284for the FAA, especially for air traffic controllers.5285 As an example, I represent the Long Beach Airport back in5286my home community of Long Beach. This is an airport that is a5287municipal airport run by the city. I served as mayor there for52888 years, and so I know the airport really well. I have had a5289chance to meet and I know much of the staff at the airport: the5290TSA folks, the air traffic controllers, the workers there.5291 You may not know that the FAA has determined for our5292airport that we need 26 certified controllers. We currently5293have 19.5294 Now, these are positions, of course, that, with mistakes,5295with health concerns, if there are issues where folks need to5296take some time off, we are creating a very serious issue at our5297airport and for safety.5298 And I want to be clear, the Long Beach Airport is safe.5299These air traffic controllers are incredibly talented. In my5300opinion, they are heroes. And they work really hard to ensure5301the safety of all people.5302 But I think I speak for a lot of folks when I say the5303biggest priority as we implement the FAA reauthorization is to5304follow through on our promises to build and support our5305workforce, ensuring people know what their roles are and a safe5306experience for all passengers.5307 Now, I think it is really important, of course, that, as we5308have these conversations, we are looking at safety on all5309fronts. It is the safety for air traffic controllers as well as5310our commercial pilots. The FAA, of course--the process of5311clearing someone to return for work for all of these positions5312after a medical or mental health issue is also really5313important, and we know that you are all involved in this work.5314And we all agree that we need to be completely certain it is5315safe before putting someone back in a tower or a cockpit.5316 I know that there was an internal presentation at the FAA5317last month suggesting staff departures could affect the5318processing of medical clearances for pilots and air traffic5319controllers.5320 Captain Reven, can you share what the process of regaining5321your clearance to fly actually entails?5322 Mr. Reven. Thank you, Congressman, for the question.5323 So, as I understand, you are talking about for a lost5324medical. So there are a couple of different avenues there. The5325special issuance is the one where we see the most problems in5326the past, and that has improved. We have been working with Dr.5327Northrup, who is the FAA flight surgeon, on reducing those5328timelines.5329 But, as an example, someone has a failed EKG. And, in the5330past, there were times where the cardiac board was only meeting5331twice a month or quarterly or even longer sometimes. And so5332this person had already been cleared by his AME. Okay, you are5333cleared to go fly; everything is back within the right ranges.5334But he was waiting for that board to meet. So that was 10 years5335ago; this problem has been on our horizon.5336 Now they have gotten those down to an average of 90 days,5337which we are absolutely thrilled with. There will be departures5338here and there, but he works with his AME, who is not an5339employee of the FAA----5340 Mr. Garcia of California [interrupting]. Now, can----5341 Mr. Reven [continuing]. And that paperwork filters up.5342 Mr. Garcia of California. Again, Captain, I have heard5343those same stats. I think that is really impressive, and I5344think as the FAA presentation, the internal presentation that5345was presented, I will talk about staff departures and how they5346could negatively actually impact this process. We have made so5347much progress, and yet these staff departures could really be a5348hindrance to the progress that we have made.5349 Part of last year's FAA reauthorization created a working5350group to recommend ways of improving, of course, some of these5351procedures. The aviation rulemaking committee also put out5352their own recommendations on mental health and aviation medical5353clearances last year.5354 Captain, do you know if any of those recommendations--5355additional recommendations have been adopted by the FAA--and I5356know some of them have, obviously--on the timeline?5357 Mr. Reven. Yes. We are pleased with the progress, but you5358can never do too much. Specifically, you mentioned mental5359health. We have a peer support program at SWAPA, but near and5360dear to my heart, maybe earlier this year, a classmate of mine,5361a 20-year employee of Southwest Airlines, took his own life.5362 So we have got a lot of room to work. We have got a lot5363of--it is a weakness for pilots who feel like I have to ``John5364Wayne'' this. I have got to keep it secret. If I tell somebody,5365``I need to talk to somebody, I am going through this5366problem.''5367 We have also got to get towards a company with a just5368culture that encourages self-reporting, as opposed to having5369some sort of a punishment-type culture. And I do think we are5370making great strides at Southwest Airlines and in the industry,5371that side.5372 Mr. Garcia of California. Thank you. I am out of time. I5373just want to thank you, and just to conclude, just say that5374mental health of all folks and their physical health, whether5375they are pilots, whether they are traffic controllers, whether5376they are flight attendants, is so important, and I just hope5377that we recognize that these reductions are making--ensuring5378that we have a healthy team at all of our airports as possible.5379 So, thank you, Mr. Chairman.5380 Mr. Reven. Thank you.5381 Mr. Nehls. The gentleman yields.5382 I now recognize our fearless leader of the full committee,5383Chairman Graves.5384 Mr. Graves. Thanks, Mr. Chairman. I actually don't have any5385questions.5386 I think I am pretty familiar with the reauthorization, but5387I do want to welcome all my friends here to the committee, and5388we appreciate your testimony, and we appreciate your insight,5389as much as anything else. Thanks.5390 Thanks, Mr. Chairman.5391 Mr. Nehls. Thank you, sir.5392 Ms. Nelson. We appreciate you too, Chairman Graves.5393 Mr. Nehls. Isn't he wonderful? Ms. Nelson, isn't he5394wonderful? We have strong leadership on this committee.5395 I now recognize Mr. Stauber.5396 Mr. Stauber. Thank you very much.5397 Currently, pilots and air traffic controllers who seek5398mental health care are unfairly penalized. While aviation5399professionals are mandated to report if they seek mental health5400care, once they take that step, they are faced with delays,5401confusion, and broad regulations to return to work. This often5402means that relatively minor health concerns result in long wait5403times and derailed careers for safe and well-trained pilots and5404air traffic controllers.5405 As a former police officer, there were two times in my5406career that I needed help with calls for service. I was5407escorted out of the squad room by a commander, Commander5408Lieutenant Bob Brasel, after an individual tried to kill me.5409 Lieutenant Brasel said, Pete, how are you doing? And in5410front of my colleagues, I said, I'm tough, a hockey player. I5411have won fights, I have lost fights. I'm okay.5412 I was crushed inside.5413 I left my night shift after the incident. Sitting on the5414halls, the city step halls of Duluth, Minnesota, watching the5415sunrise over Lake Superior, the most beautiful sunrise I have5416ever seen. The grass was as green as ever, knowing I am alive5417that morning. I needed that help at that moment because when I5418went home, I never told my wife, as she was leaving for work,5419what had happened.5420 I go to rollcall. Bob Brasel met me there. He knew I needed5421help. I needed that police counselor that night, and I got the5422help I needed. And I returned for 22 straight years after that,5423and it was because I had a leader that understood that it is5424not--the stigmatism of mental health must go in this Nation5425because one in four of us, one in four of us adults are going5426to experience that in our lifetime. No matter what we do or5427say, we are going to experience that.5428 And our professional airline pilots are no different. And5429when I hear that our airline pilots, when they ask for help,5430that they are removed, the stigma is there. They are delayed in5431getting help, and some of them can't even get their jobs back5432or are delayed until they get their jobs back, which affects5433their family.5434 That is wrong and that stops right here and right now with5435the Mental Health in Aviation Act that I am proudly sponsoring5436with Representative Casten from Illinois.5437 Ladies and gentlemen, thanks for what you do. Thanks for5438bringing clarity to the situation. It should never happen. And5439once that bill happens, if any of you need help, you will get5440it, the door will be open. And then you will return to your5441jobs, carrying the most precious cargo: people. And you all5442know that.5443 My goal is to have, if it happens, to have the same affect5444that that counseling happened to me as a police officer, to be5445able to work through it, manage through it, because we have5446help for you. And never will you lose your job and never will5447that stigma stay with you, because we are all humans and it5448happens to us, and it happened to me almost 31 years ago. Even5449back then I had a leader in the police department.5450 And you are all leaders in the profession of aviation, and5451I am proud of each and every one of you. I fly a couple times5452every week. We all do. You carry us, and our families and our5453friends depend on you.5454 Make no mistake, this committee, Chairman Graves, Chairman5455Nehls, and my Democrats on the other side of the aisle all5456agree with this bill. This is not a messaging bill. This bill5457is going to get across the finish line in a bipartisan fashion.5458The President is going to sign it, and never again will you5459have to wonder if you should ask for help.5460 I had questions prepared, Mr. Reven, for you, and I am5461sorry I didn't get to them, but I wanted to tell you all my5462personal opinion, my personal experience of asking for help.5463Asking for help is actual strength, and we have to honor that5464and make a commitment. Never again will you have to be forced5465to get into that cockpit if you are dealing with some issues5466around you or your family, because, remember, one in four of us5467in our lifetime as adults will need help. God bless you and5468thanks for carrying us safely.5469 And I yield back.5470 Mr. Reven. Thank you, Congressman.5471 Mr. Nehls. Thank you, Pete. Well said.5472 I now recognize Mr. Johnson for 5 minutes.5473 Mr. Johnson of Georgia. Thank you, Mr. Chairman and Ranking5474Member, for convening this hearing, and thank you to our5475witnesses today for your testimony.5476 The FAA Reauthorization Act of 2024 was a historic5477bipartisan commitment to public safety, modern infrastructure,5478a stronger workforce, and consumer protection, but the law is5479only as strong as its execution, and right now, that execution5480is being sabotaged.5481 A year ago, we came together across party lines to move5482aviation forward, but instead of building on that progress, the5483Trump administration is gutting it. Slashing the FAA and DOT5484workforces while tasking them with over 500 mandates is5485calculated sabotage. You don't modernize aviation by laying off5486the professionals who keep planes in the sky and passengers5487alive. You don't protect safety by sidelining the very people5488who ensure it, unless the goal is to watch the system fail and5489pretend it's not by design.5490 Now, Congress did its job, and the administration now needs5491to do theirs. Stop the sabotage and implement this law fully,5492swiftly, and in good faith.5493 Democrats are watching. We are not backing down, and we5494will not let politics put lives at risk. And I am personally5495happy that Elon Musk has left the scene.5496 Mr. Bolen, the National Business Aviation Association5497represents a wide range of small businesses and operators5498across the country, many of them based at regional airports5499that rely on Federal contracts and grants. Now, the Trump5500administration is trying to dismantle the Disadvantaged5501Business Enterprise program, a longstanding initiative that5502helps minority- and women-owned small businesses fairly compete5503for those contracts.5504 Are you concerned about the impact of eliminating the DBE5505program and what impact that elimination would have on small5506operators in your association and the business opportunities in5507the aviation industry overall?5508 Mr. Bolen. Mr. Johnson, you are correct, business aviation5509does involve a lot of small companies, midsized companies. I5510think 85 percent of our members are small and midsized5511companies. A lot of----5512 Mr. Johnson of Georgia [interrupting]. And some of them are5513disadvantaged businesses as well, correct?5514 Mr. Bolen. That is correct.5515 Mr. Johnson of Georgia. And so shouldn't we be continuing5516the DBE program?5517 Mr. Bolen. There are a number of programs, and I think----5518 Mr. Johnson of Georgia [interrupting]. Shouldn't we be5519continuing those?5520 Mr. Bolen. I think what we want to do is make sure that5521there is access----5522 Mr. Johnson of Georgia [interrupting]. And that is what the5523program--that is what the DBE program tries to make available5524is to be able to get access. What's wrong with that?5525 Mr. Bolen. Probably----5526 Mr. Johnson of Georgia [interrupting]. Is it simply because5527it falls under the DEI category and you don't want to talk5528about that right now to jeopardize whatever you are trying to5529protect? I understand. But let me move on.5530 Ms. Nelson, at our last full committee hearing on the5531implementation of the FAA Reauthorization Act, one thing was5532clear: Our air traffic controllers are working under intense5533pressure, long hours, high stakes, and this atmosphere of fear5534created by constant political games is wearing them down. That5535is a heavy burden for anyone, but I imagine it is just as hard,5536if not harder, for flight attendants who are working exhausting5537hours at 30,000 feet, and they are responsible for the safety5538and well-being of every person on board.5539 Can you speak to how the chaos and instability in these few5540months of the Trump administration has impacted flight5541attendants and others on the front lines of aviation safety?5542 Ms. Nelson. First of all, we count on our air traffic5543controllers, and we are very concerned about the stresses that5544they have been under, and our safety inspectors. This directly5545affects us on the job.5546 If we don't have a system that is supporting us--there are5547questions from flight attendants saying, why are air traffic5548controllers being asked to justify their jobs? Why are they5549getting notices like everyone else, even though it wasn't5550intended for them to leave? And why are their pensions being5551attacked? Because this kind of instability is not supportive of5552keeping people focused on safety.5553 We know--and I appreciate very much your question about5554flight attendants. We are in the middle of bargaining and5555trying to address some of these issues with the airlines. It is5556very difficult to do our jobs when you have all of this5557instability going on and when we also see that demand is5558softening because people don't want to come to the U.S. Ticket5559prices are dropping, and as we are bargaining, that is a real5560concern, too.5561 So everyone is concerned with that instability, and we know5562very well that in order to have a business work, you have to5563have stability in order to invest, in order to staff up, in5564order to be able to do the work. So the attacks on pensions for5565Federal workers and collective bargaining agreements we also5566feel on the job, too, and we feel that transition also into our5567discussions with the airlines.5568 Mr. Johnson of Georgia. Thank you.5569 My time has expired, and I yield back.5570 Mr. Wied [presiding]. The gentleman yields back.5571 I now recognize Mr. Hurd for 5 minutes.5572 Mr. Hurd of Colorado. Thank you very much.5573 I want to thank Chairman Nehls and Ranking Member Cohen for5574holding this hearing.5575 I represent a very large district in western and southern5576Colorado, Colorado's Third Congressional District. It is5577basically half the geographic footprint of the State. One of5578the facts that blew my mind when I was originally running for5579office, and I think surprised a lot of folks back East, is that5580it is larger geographically than the entire State of5581Pennsylvania. So it is a big district. And general aviation5582airports are crucial for accessibility, for emergency services,5583for ag operations, for economic development.5584 I wanted to ask, Mr. Bolen, now that the FAA is 1 year into5585implementing reauthorization, how effectively has it5586implemented provisions intended to support and modernize rural5587aviation infrastructure?5588 Mr. Bolen. Well, I think that was one of the really great5589accomplishments of the FAA Reauthorization Act of 2024. As you5590well know, we saw the funding levels for airports go from $3.355591billion to $4 billion, with a lot of that specifically directed5592toward rural airports. And that is critically important,5593because as you articulated, these airports are lifelines for5594rural communities. They provide medical support, they provide5595emergency relief, they are there in times of disaster.5596 We need to make sure that those airports have an5597opportunity to survive, they have an opportunity to do matching5598grants, and I think that is exactly what this committee had in5599mind, and I think that it is an enormous step for the United5600States to keep its leadership in every aspect of general5601aviation.5602 Mr. Hurd of Colorado. Thank you very much.5603 Yes, it is critical, these services and airports in rural5604parts of the country for sure, and it is important that we make5605sure we continue this implementation to help those rural parts5606of our country.5607 Mr. Pleasance, is the FAA doing enough to ensure general5608aviation airports have sufficient infrastructure funding during5609their implementation of the reauthorization?5610 Mr. Pleasance. Is the FAA doing enough, is that the5611question?5612 Mr. Hurd of Colorado. Yes, sir.5613 Mr. Pleasance. That is a great question. I don't see5614evidence that they are not doing enough. However, some of the5615examples I gave earlier around some of these smaller airports5616that are suffering from some of the fees, you do have examples5617out there where you have got singular FBOs operating in5618locations and, to some extent, take over the economics of that5619airport. And I think our concern from an FAA perspective is not5620as much enforcement of the grant assurance language around fair5621and reasonable fees that ultimately do affect the ability and5622attractiveness of the flying public to use those airports.5623 And it is not every airport, right. This is, by and large,5624a lot of the small airports--call it ``in the middle of5625nowhere'' around the country--are doing just fine, but there5626are a number of airports that are important access points to5627parts of the country, including out in your part of Colorado,5628where we do have concerns that we are seeing increasing5629evidence of fees going up, access to those airports going down,5630and the FAA not doing as much as we believe they should do to5631ensure that the access to those airports remains viable.5632 Mr. Hurd of Colorado. That is very helpful. Thank you.5633 Mr. Bolen, back to you. Workforce development and retention5634are critical issues for rural districts like mine in Colorado's5635Third District. Pilot workforce shortages have particularly5636impacted rural regions who have seen reduced service to their5637communities as a result, and having a strong general aviation5638pipeline is key to ensuring that we have a strong supply of5639commercial pilots.5640 What are some ideas or initiatives that your members have5641considered to address these critical aviation workforce5642shortages to retain talent in our rural communities? And has5643the 2024 reauthorization been helpful in facilitating aviation5644workforce development in rural areas?5645 Mr. Bolen. Well, I think the bill itself did a number of5646really important things. It created some important grant5647programs and provided $20 million for aviation maintenance5648technicians and a pathway to pilots. So those are important5649programs.5650 I think the challenge that we all have is how do we raise5651awareness of what these opportunities are. There are a lot of5652people that have not focused on the opportunities available5653through aviation or see themselves in what they see as5654something different and apart for a different segment of the5655community.5656 I think the efforts to go into high schools, the efforts5657that are being made by organizations like AOPA with their5658curriculum are really important. I think we also need to focus5659on our ability to work with the technical schools and the5660community colleges, another opportunity to make people aware of5661what is out there.5662 So NBAA is working through its members. Fortunately, we5663have got people in every congressional district, and that gives5664us an opportunity to be part of the local community. We5665encourage career days at airports. We encourage going into5666schools. We can't do enough to express the opportunities that5667are available, the life-changing opportunities in aviation and5668specifically general aviation.5669 Mr. Hurd of Colorado. Wonderful. Agreed. Thank you so such.5670 I see my time has expired. Mr. Chairman, I yield back.5671 Mr. Wied. The gentleman yields back.5672 I now recognize Ms. Brownley for 5 minutes.5673 Ms. Brownley. Thank you, Mr. Chairman.5674 Mr. Pleasance, I have a question about so-called aircraft5675kits. About a month ago, there was a fatal crash in Simi5676Valley, California, in my congressional district, which5677involved a home-built kit airplane that crashed into homes and5678killed two people.5679 According to the FAA, the FAA does not certify or approve5680aircraft kits. Can you comment on the current safety5681regulations around aircraft kits and the certification process5682and airworthiness reviews or maybe lack thereof for these5683amateur-built kit aircraft?5684 Mr. Pleasance. Yes, absolutely. So part of what has made5685the U.S. as much of a leader in aviation as it is, is in large5686part because of our willingness to innovate, and the whole--5687they call it experimental aircraft or home-built aircraft--5688movement has become a giant part of this ecosystem.5689 The aircraft you are talking about in Simi Valley was a5690Van's RV-10. I am very familiar with the accident. Van's has5691produced more kit aircraft than any other company, over 11,0005692of them. The vast majority, 99-point-whatever percent, fly5693safely every day.5694 So I am a very strong supporter of that ecosystem. I think,5695to me, it is a great example of how we as a country continue to5696innovate, because many of the innovations that make their way5697into certified aircraft come out of the home-built or5698experimental area.5699 To your point around not being certified, they--you are5700right, they are not certified. However, that does not mean they5701don't have oversight from the FAA. They actually do. So as5702these kits are built, and they are very well-designed kits with5703very well-structured plans and instructions on how to do it,5704each major stage of build has to be overseen by an FAA-licensed5705mechanic to basically authorize it to move on to the next5706stage.5707 So although they don't end up at the end being certified5708like a certified aircraft would be, they do end up with a level5709of inspection that ensures it was built in compliance with the5710manufacturer of the kit's recommendation. So I personally am a5711big fan of it. I think it drives a lot of vitality.5712 Accidents like that one where that was a weather-related5713accident, not an aircraft-related accident, it could have been5714in any other kind of plane. So I guess I would not want the5715general public to think that just since the word either5716``experimental'' or ``home-built'' is used, it implies that5717there is a level of safety that is somehow given up. These5718aircrafts are also a very, very safe aircraft.5719 Ms. Brownley. Well, I don't think NTSB has finished their5720investigation around that crash in my district.5721 Mr. Pleasance. You're right.5722 Ms. Brownley. And I also know that FAA doesn't approve the5723kit manufacturers.5724 I guess what you are saying is the way the system is right5725now is what you would prefer, that there shouldn't be any5726further regulations around aircraft kits, homemade.5727 Mr. Pleasance. That's correct. And if we discover there is5728a problem, a specific problem, of course, I would be very5729supportive of addressing that. But right now, I think the FAA5730oversight and then in partnership with AOPA, also the5731Experimental Aircraft Association in Wisconsin, play a big5732role. We all have a vested interest in those aircraft being as5733safe as possible.5734 Ms. Brownley. Thank you.5735 Ms. Nelson, this hearing is about implementation of the FAA5736Reauthorization Act. So from your perspective, in terms of the5737administration and DOGE cuts and the FAA workforce cuts, can5738you comment on if and how it has slowed down rulemaking and key5739priorities to keep moving forward on implementation?5740 Ms. Nelson. First of all, I just want to note that as5741safety professionals, we learn the first rule in safety is to5742remove all distractions. So while we have--we very, very much5743appreciate the leadership of Secretary Duffy pushing forward on5744trying to modernize and staff up and work with the unions on5745all of that.5746 But at the same time, to have the administration creating5747all of these other distractions, it is undermining the process.5748And in specific areas of the bill that, of course, we are5749concerned about, doing away with committees, doing away with5750rulemaking committees, that is jeopardizing the plans of this5751committee and the direction from this committee and all of5752Congress on what needs to be done in all areas of safety in5753order to lift us up.5754 We are very, very focused, obviously, on the modernization5755and staffing of air traffic control, but there are other5756portions of safety. You can't take any of those for granted,5757and there are a lot of priorities in the bill that are being5758sidelined because of what DOGE has done.5759 Ms. Brownley. Thank you for that.5760 And one quick last question. Captain Reven, I wanted to5761just check in with you on the overseas maintenance stations and5762if you believe there is anything more that needs to be done to5763ensure our safety standards there.5764 Mr. Reven. Thank you for the question, Congresswoman.5765 I can only speak to Southwest Airlines and our methodology.5766We have a very rich and robust safety and inspection where we5767operate and take those planes down in South America. We have5768our check airman corps who are our most highly professional5769overseeing the rest of our pilot group that have a specific5770nonroutine flight operations certification. They go down there5771and do that, and they put those planes through their paces5772after they take them out of maintenance, turn off switches,5773turn on systems, turn them back on. It is operating as it5774should.5775 Ms. Brownley. I think my time is done, so I need to yield5776back. Thank you.5777 Mr. Reven. Okay. I hope I answered your question.5778 Ms. Brownley. Thank you.5779 Mr. Wied. The gentlewoman yields back.5780 I now recognize myself for 5 minutes.5781 I am very proud to represent the great State of Wisconsin,5782and it is home to many great general aviation airports.5783 The municipal airport in Watertown, Wisconsin, for example,5784has experienced issues with the FAA's eligibility requirements5785for a runway expansion project. Specifically, the airport is5786struggling to secure airport improvement program, AIP, funding5787even after conducting necessary environmental studies,5788rerouting a city road, and purchasing additional land for a5789buffer requirement.5790 As the Watertown Airport has worked towards achieving AIP5791eligibility requirements, it is estimated the runway expansion5792project cost has ballooned from $2.5 million in 2005 to nearly5793$15 million today. The small airport fund of the AIP5794establishes a calculation to ensure that a required level of5795discretionary funding is used on small airports.5796 So, Mr. Pleasance and Mr. Bolen, if you both could weigh5797in, what actions could be taken to help make AIP eligibility5798easier to obtain for smaller airports?5799 Mr. Pleasance. So that is definitely not my area of5800expertise. I have got, I will call it sympathy, for what feels5801like increasing levels of bureaucracy and overhead that the5802airports are having to jump through. I think this body putting5803some additional guidelines in the sense of requirements on the5804FAA to impose a level of what I call reasonableness in what is5805required to justify an airport.5806 I see a couple of examples in other parts of the country5807where extra dollars are being spent, in my view, to actually5808make the airport less safe. Reducing the length of a runway,5809for example, or eliminating a cross runway that take dollars to5810accomplish.5811 So I suppose it would be around this body's ability to5812provide greater clarity on the ability to simplify the path to5813improving airports.5814 Mr. Bolen. Yes, I will follow up. I agree with what Mr.5815Pleasance said. I think one of the things that we have5816recognized in the United States is that it is difficult to5817build airports, build runways, and we want to make sure that we5818are able to create as many airports as we can. These are nodes5819in a system. The more nodes we have, the more valuable the5820system becomes.5821 And as aircrafts get bigger, we need longer runways, and we5822need to have the safety buffers built in. So I think what we5823really need to do is very much focus on what the impediments5824are and to address them. Like you are talking about going from5825$2.5 million to $15 million, that has not served anyone, and it5826has not increased the health of Watertown, and it hasn't5827increased the safety in the system.5828 Mr. Wied. All right. Thank you.5829 Mr. Bolen, one for you. How is business aviation being5830integrated into FAA modernization efforts?5831 Mr. Bolen. Well, I think we are part of the Modern Skies5832Coalition, and I think we recognize that the public airspace5833belongs to the public, and making sure that we have access to5834airspace and airports is critical. I think that is one of the5835things that has made the United States unique, and I think that5836that is our real strength.5837 When we talk about things that will increase safety and5838increase efficiency, coordination, communication, connectivity,5839that helps everyone. The more precise we can be in our flights,5840the more clear we can be exactly where we are with clear5841situational awareness, that makes everybody safer, and that is5842why business aviation, general aviation, labor, commercial5843airlines, we are all in this together.5844 Mr. Wied. Is the FAA listening to and incorporating5845noncommercial general aviation airports?5846 Mr. Bolen. I think the airport office recognizes the5847importance of airports. I think as Mr. Pleasance has brought5848up, there are times when we would like to see more aggressive5849use of the part 16 efforts. We know that in some communities,5850developers or others like the idea of the land, but we want to5851make sure that we have a viable national system of airports,5852and that is why we have the whole NPIAS program.5853 Mr. Wied. All right. Thank you.5854 Thank you all for being here today.5855 I yield back.5856 I recognize Mr. DeSaulnier for 5 minutes.5857 Mr. DeSaulnier. Thank you, Mr. Chairman.5858 I want to thank you all for being here. It is a combination5859of anxiety, but we want to be thoughtful to this. I have said5860this before. Mr. Chairman, I do hope that we are communicating5861with the administration. And Secretary Duffy is a former5862colleague. I have heard him say, make some comments after the5863terrible tragedy at DCA that indicated to me that he wasn't5864fully aware of the work we have done and are doing in terms of5865going after more money, which, of course, we would welcome from5866the administration. But just that coordination and the5867wonderful leadership we had from Chairman Graves to get this to5868this point, and I am really appreciative that we are continuing5869to stay on it.5870 Captain, I want to ask you a couple of things. First, in5871the short term, what are you and your pilots seeing on the5872ground about near-misses, new technology that we are trying to5873get in?5874 I know I bring this up all the time because it was my5875introduction to commercial aviation, the near-miss 10 years5876ago, the Air Canada flight at SFO in my area where we came5877within 54 feet. If it wasn't for the copilot of the United5878plane, the first plane on the taxiway, and all the work we put5879into NOTAMs.5880 What are you seeing from that perspective? Now, that is 105881years ago almost. Have those things improved? Are pilots5882reading the NOTAMs? Are they more digestible? And in the nearer5883term, has that created greater safety from the pilots'5884perspective?5885 Mr. Reven. Thank you for the question, Congressman.5886 On the NOTAMs part, it is getting better. They are starting5887to be a little--they are a little more decoded than they used5888to be, starting to be a little more condensed. The packets that5889we tailor are very condensed for the areas that we are going,5890and pilots are very responsible about reading those. Our5891dispatchers are also fantastic for reviewing those and the 1215892operation, making sure that you are safe and prepared for the5893location you are going to.5894 To your question on the ground, it is getting better and5895better with the technology that is out there. We have the RAAS,5896which is a Runway Awareness and Advisory System. I have to look5897at that acronym all the time.5898 Mr. DeSaulnier. I will take some credit for getting that.5899 Mr. Reven. It lets you know, hey, you are getting close to5900a runway, you are getting close to a taxiway. It is in about 835901percent of our aircraft at Southwest Airlines and ahead of5902schedule for being 100 percent instituted. It is just another5903great tool.5904 The concern and what I see out there, the concern that I5905have is with air traffic control manning. One of the pilots5906that was on the Midway flight, he brought up a great example5907with Secretary Duffy. He said, hey, here in Denver, routinely5908on the weekends, they will go to one controller that operates5909both ground and tower frequencies. That's a problem. That's a5910problem, and it's a manning problem. It's not being5911irresponsible; it's just having the coverage to do so.5912 So as you know, every commercial flight is an orchestrated5913event between air traffic control, the pilots, the ground5914operations, the flight attendants to get the passengers safely5915from A to B. So those are some of our concerns, just the5916manning and the coverage.5917 Mr. DeSaulnier. And I have mentioned this, just in the5918tower with the air traffic controllers, again at SFO, and the5919thing that was alarming was retention, the burnout,5920particularly in those areas that have lots of flights in the5921urban areas where the differential isn't enough. So you think5922about attracting people into the field, whether it is pilots or5923air traffic controllers or mechanics.5924 On the pilot side, I have heard from some of my pilots5925talking about the training and that difficulty of the great5926training that so many pilots got in the military and now trying5927to get that in the private sector. And one just anecdotal story5928is younger pilots will start at a training school in Arizona,5929go work for a regional airline, and have never really been in5930bad weather before. Could you--and the anxiety that creates.5931 You have any comments on that kind of scenario and how we5932can improve that?5933 Mr. Reven. Absolutely. I think a good part of that is5934experience, and there are lots of moves to try to reduce--there5935have been in the past, and I applaud this body for maintaining5936the strict 1,500-hour rule for an ATP, but there is no5937substitute for experience. And oftentimes folks will build5938those hours, and they have never been in the weather. So5939keeping that level of experience ensures that people have seen5940multiple, different, challenging environments and platforms.5941 And so we do have fantastic young people that come to our5942airline, and they have seen real weather scenarios, and they5943continue to see those with an experienced guy in the left seat.5944So I think it is working as it should currently, and I applaud5945this body on their decisions.5946 Mr. DeSaulnier. Ms. Nelson, just briefly, your folks are5947right at the retail point. We have had a lot of problems with5948stress and anxiety, COVID and post-COVID. How is that working5949out, just briefly? How are you dealing with customers who are5950stressed?5951 Ms. Nelson. Well, it is a real challenge, and so, more5952education and more communication. We did have very, very clear5953communication from the FAA Administrator repeatedly and from5954the President in the last administration to make it very clear5955that people who acted out were going to jail. That continued5956conversation and leadership from all of our leaders is very,5957very helpful, and we would actually ask for people to continue5958to be talking about that, continue to be talking about the5959consequences and making it very clear what we expect of people5960when they come to the airport.5961 Mr. DeSaulnier. Thank you, Mr. Chairman. I yield back.5962 Mr. Wied. The gentleman yields back.5963 I now recognize Mr. Shreve for 5 minutes.5964 Mr. Shreve. Thank you, Mr. Chairman. I appreciate the lady5965and the gentlemen for sharing time with us today.5966 I represent central and eastern Indiana. I have got the5967Indianapolis Airport in my district. We describe Indy as being5968at the crossroads of America. We have got a nexus of Federal5969highways that traverse there, but as a consequence of that,5970FedEx has their second largest air cargo hub at IND, and that5971is growing by volume.5972 Captain Reven, you move more passenger traffic through IND5973than any other passenger carrier. We were successful in5974securing a $27 million AIP grant and are rebuilding 5R out5975there. We are nearing completion on that, and we will get5976another 40 years out of that runway, and that is just crucial5977to commerce, both cargo and passengers.5978 But I wondered if you could speak from a pilot's5979perspective as to the importance of that hard infrastructure,5980that physical environment that they are bringing aircraft in5981and out of on, please.5982 Mr. Reven. I thank you for the question, Congressman, and5983absolutely support that project.5984 UPS flies in and out of there--or FedEx, excuse me, flies5985in and out of there at high volume. Mostly they do it at night,5986and that gives them some efficiencies when they are more5987heavyweight, when they need a little bit longer runway. It5988makes the flexibility for us much better too with any kind of5989inclement weather.5990 So fully in support. Always excited to see another project5991like that in an option, in a safety environment.5992 Mr. Shreve. Yes. As with both Worldport just down the road5993in Louisville, with UPS and FedEx in Indianapolis, the busiest5994times of the day are in the middle of the night when all that5995traffic is sequencing in through there, and so that5996infrastructure really matters.5997 Captain, I also toured Indy Center, and I have been up in5998the tower before. But we describe ourselves as the crossroads5999of America, but we have got a lot of traffic that Indy Center6000is managing. It moves from Atlanta into the Chicago area at6001different altitudes. And we are short on human talent at Indy6002Center, just as we are across the country.6003 We have heard so much about the challenges in Newark that6004have acutely impacted United. I wondered if from Southwest's6005perspective there were pain points in the system that you would6006draw our attention to other than Newark.6007 Mr. Reven. Sure. There are a lot of pain points in the6008system, and it did not come about in the last 6 months. We have6009been seeing this decline--or this problem with air traffic6010control manning, line of sight restrictions, et cetera, have a6011lot of problems down in Florida.6012 One example where the Homestead Air Force Base radar shuts6013down in the southern tip of Florida, and the whole TRACON at6014Florida shuts down. So they have instituted some great things6015with the slowing down aircraft to doing the ground stop program6016to make sure they get those under control, and we have seen6017definite improvements.6018 The manning continues to be a concern for us, for air6019traffic controllers. And I was talking a bit with NATCA6020yesterday, and they did a great job in this testifying body,6021this last testimony, with the challenges that they have. And we6022are just as supportive of them as we can be. They are absolute6023consummate professionals, the controllers.6024 So we also applaud you for the grants and getting into high6025schools and getting in early and starting to highlight that6026profession and the need for it.6027 Mr. Shreve. We sorely need the talent. It would seem like6028it would be a profession that could be attractive to young6029people that grow up gaming. If the hardware that they are6030working with was brought into the current century, I think that6031we would have the ability to pull young people into these cool,6032dark, windowless, bunkered sort of facilities as they move6033safely people and commerce around our country.6034 But we are struggling with that at the moment, and part of6035that is a function of the very dated hardware, the DOS sort of6036world that they come into and can't identify with. I am6037determined to make some progress with this.6038 Thank you. I yield back.6039 Mr. Wied. The gentleman yields back.6040 I now recognize Mrs. Foushee for 5 minutes.6041 Mrs. Foushee. Thank you, Mr. Chairman, and thank you to the6042witnesses for being with us today.6043 Fume contamination occurs frequently on commercial flights.6044Nearly all commercial aircraft draw outside air through the6045engines into the cabin, which is then recirculated throughout6046the cabin. As we all know, the recent FAA reauthorization bill6047included numerous provisions to help address this issue,6048including a requirement to complete a study on the impacts of6049bleed air, the development of a reporting system for fume6050events that occur on board a commercial aircraft within 1806051days, and the issuance of formal recommendations to mitigate6052the impact of fume contamination on cabin air quality by 2027.6053 Ms. Nelson, while we look forward to the report findings6054and recommendations offered, what can be done now to improve6055flight attendant health and safety in the short term?6056 Ms. Nelson. Thank you very much. And I would also include6057our flight deck partners in this. We actually issue a card to6058all of our members about air quality and what to do, how to6059recognize it and report it when you find it. This would be a6060very simple thing for all airlines to do and to provide it to6061not only all the crewmembers but also maintenance.6062 We have issues today where we will have a flight return to6063the gate because there is a report of dirty socks, the smell6064that you get when you have that contaminated bleed air, a6065report of people feeling headaches, feeling nauseous, and it6066will return. And sometimes when the maintenance crew and the6067crews do not know what is going on with that, they will tow the6068plane away from the gate, deplane the passengers, keep the crew6069on board, and fire up the engine so that the crew, the flight6070attendants are subjected to those fumes again.6071 So if we are providing information to all of the pilots and6072flight attendants and maintenance, we will avoid very serious6073and unnecessary events like that.6074 Mrs. Foushee. We will hear from others if you care to6075speak.6076 Mr. Reven. Obviously, we echo the same concerns. And I6077appreciate the pilots have even one more concern that not6078everyone else deals with and that is the amount of radiation6079that is in the cockpits.6080 So one of the things we have engaged the company, and a lot6081of other carriers have, too, is what comes in the factory, the6082safety information or the safety equipment, and their appeal6083that carriers don't strip that safety equipment off, like6084sunshades and things that can protect you from the UV.6085 And then we look forward to also the outcome of that study6086on the bleed air. So thank you for the question.6087 Mrs. Foushee. Additionally, Ms. Nelson, your testimony6088highlights the danger of radiation exposure to fertility and6089viability of pregnancy. While you mention no action has been6090taken at this time, what would you suggest be done to increase6091radiation exposure education and safety for flight attendants?6092 Ms. Nelson. There is a form on the FAA site that could help6093you track your radiation exposure, but that link is dead now.6094If we could direct the FAA to make that available again and6095then encourage the airlines. There can be encouragement from6096Congress, there can be encouragement from the FAA to provide6097information to flight attendants and pilots to be able to track6098that and make good decisions for themselves.6099 This is something that is done in Europe, and flight6100attendants and pilots can avoid flights when they are pregnant6101or they are trying to get pregnant to be able to avoid that6102radiation exposure because this has been quite an issue, not6103just with fertility, other illnesses as well. But understanding6104your potential risks helps you make choices to be able to avoid6105those risks.6106 Mrs. Foushee. Thank you for that.6107 And finally, we tend to forget that ramp workers play a6108role in commercial air travel because travelers do not interact6109with them directly, but the reality is that countless travelers6110rely on baggage handlers. When you consider the duties that6111they perform, we can see that this work can quickly become6112dangerous.6113 In your testimony, Ms. Nelson, you share that significant6114training challenges and hazard concerns persist for ramp6115workers. Can you share more about these challenges and6116concerns, highlighting which ones you believe are the most6117important or the most urgent for the FAA to address?6118 Ms. Nelson. Sure. A lot of this is about staffing up, of6119course, with the assessment of what is happening across the6120airport, but what can happen right away is that all of the6121airlines can be directed not to have ramp tasking schedules6122that are unrealistic with task times.6123 These are things that are within the airlines' control6124today. Avoid overlapping assignments and rush transition for6125these workers, and, of course, education for everyone.6126 We have had people die over the last several years, and it6127is unacceptable and inexcusable, and it is part of the drive6128towards productivity in very low paying jobs, I will say,6129oftentimes without benefits. And then also asking them to do6130more with less. So this is something that the airlines can6131actually step up on right away and make these situations better6132while the FAA is addressing the rest of the priorities here.6133 Mrs. Foushee. Thank you for sharing that.6134 I yield back.6135 Mr. Wied. The gentlewoman yields back.6136 I now recognize Mr. McDowell for 5 minutes.6137 Mr. McDowell. Thank you, Mr. Chairman.6138 And thank you to the witnesses for being here to testify6139before the subcommittee today.6140 Mr. Bolen, I want to discuss pilot mental health and the6141recommendations in last year's reauthorization bill. As you6142know, aviation professionals, such as pilots and air traffic6143controllers, are required to report if they seek mental health6144care, but admitting to receiving mental health care can result6145in a bureaucratic paperwork shuffle at the FAA that prevents6146pilots from going back to work.6147 This is unintentionally punitive, in my opinion, and it6148eliminates the incentives for aviation professionals to seek6149mental health treatment that they need. With that in mind, how6150would you recommend that the FAA address this issue while6151prioritizing the safety of our airspace first and foremost?6152 Mr. Bolen. Well, I think a couple of things are happening6153in this area, and I think, as we heard earlier, one in four6154adults is impacted by this issue. It is significant in scope6155and the risks are significant. So we have got to do things6156where we understand better what the options are.6157 There was an aviation rulemaking committee, an ARC, put6158together on mental health that completed its work and has made6159recommendations. And then, of course, the FAA Reauthorization6160Act of 2024 focuses on the aeromedical office, but specifically6161focuses on mental health as well. So I think understanding more6162about what we are talking about and understanding those6163treatments.6164 We heard Captain Reven talking about the peer-to-peer focus6165at his airport. I think the important thing is we find ways for6166people to come forward, to destigmatize, and then to take the6167appropriate steps based on what the situation is today, not6168what has happened years ago, or finding new ways to move6169forward.6170 And there has been progress. We have seen medications that6171are now available that were not before. So I think we are6172making progress, but I think this has to remain a front burner6173issue for everyone in the United States, but particularly the6174aviation community.6175 Mr. McDowell. Sure. Thank you.6176 Captain Reven, same question to you. How would you fix6177current policy to ensure that pilots aren't punished for6178seeking help?6179 Mr. Reven. Thank you for the question, Congressman. And I6180agree with much of what Mr. Bolen said. In addition to that, we6181have had some very productive meetings with the FAA flight6182surgeon, Dr. Northrup, and she has been very open to our6183inputs.6184 The 8500, the Form 8500 that you accomplish when you are6185getting ready for your flight physical, that is in need of6186update. There are questions on there that just shouldn't be6187asked. I think that one should be asked differently, that you6188referred to.6189 The amount of lookback that you have to go to to go, okay,6190I have to keep track of each doctor's visit that I did for how6191many years. I told you that last year. So I am just trying to6192do this form correctly. Some of it is just redundant and it is6193overly burdensome on the member.6194 That is probably the most important one to me that you6195mentioned about the pilot mental health question. I think we6196need to look at how we word that and what we do with that6197information.6198 We have a group that meets regularly, and I would be happy6199to provide some bullets. We did this for Secretary Duffy when6200he first kind of came out of the gate after the Midway6201incident. He said, hey, what should we be looking at? And6202through our Government affairs and our subject matter experts,6203we provided a huge list of bullets.6204 I would be really--I would be hopeful that I could do that6205for you in this area too, as far as the Form 8500 and the6206mental health.6207 Mr. McDowell. I appreciate that.6208 And, Captain, I have got another question for you.6209Everybody in this room is familiar with the FAA's issues with6210outdated air traffic control equipment. In your testimony, you6211say that the FAA must move faster to address these concerns.6212But in your view, what, if anything, is preventing the FAA from6213moving quickly to modernize ATC equipment, particularly in6214light of congressional support for equipment modernization and6215recent directives from the Secretary?6216 Mr. Reven. So to me, it is appropriations. So we have got6217the bill. We have decided how much money we have got to spend,6218but now we have got to responsibly put it where it needs to be6219to get those folks--and delays--I have heard this in the6220military a ton of times, and you have all heard this, freedom6221isn't free. But I would say the same thing is even more so6222about safety.6223 We have got to get the funds out there and get the money6224spent and get the projects underway as fast as possible to6225avoid another mishap.6226 Mr. McDowell. Thank you, Mr. Chairman. I yield back.6227 Mr. Wied. The gentleman yields back.6228 I now recognize Ms. Gillen for 5 minutes.6229 Ms. Gillen. Well, thank you, Mr. Chairman, and thank you to6230all of our witnesses here today.6231 Chronic underinvestment and lack of focus on the New York6232airspace poses a serious threat to the safety of our region and6233to our country. Multiple times over the past few weeks, radar6234and communication systems that help controllers direct planes6235in and out of Newark Airport failed for as long as 90 seconds6236at a time, leaving controllers unable to see or talk to planes6237in the area, and resulting in major delays, cancellations, and6238leaving passengers stranded. These failures could have had6239deadly consequences and caused extreme mental anguish to the6240folks working in the TRACON and in the air traffic control6241space.6242 I am proud to represent New York's Fourth Congressional6243District on the South Shore of Long Island and New York's air6244traffic control facilities, including TRACON N90 is in my6245district and is one of the most outdated and understaffed in6246the country. Yet it manages the Nation's most complex airspace.6247 We must do more to address our outdated infrastructure and6248bring New York and our national airspace into the 21st century.6249 I recently led a bipartisan group of my colleagues in6250sending a letter to the House Appropriations Committee urging6251the inclusion of critical language in the fiscal year 20266252appropriation bill to prioritize New York airspace for6253modernization, to increase efficiency, reduce congestion, and6254maximize runway capacity to better serve air traffic needs and6255keep our skies safe.6256 Mr. Chairman, I ask unanimous consent to enter into the6257record this letter.6258 Mr. Nehls [presiding]. Without objection.6259 [The information follows:]62606261Letter of May 23, 2025, to Hon. Steve Womack, Chairman, and Hon. James6262E. Clyburn, Ranking Member, Subcommittee on Transportation, Housing and6263 Urban Development, and Related Agencies, House Committee on6264 Appropriations, from Eight Congress Members from New York and New6265 Jersey, Submitted for the Record by Hon. Laura Gillen6266 Congress of the United States,6267 Washington, DC 20515,6268 May 23, 2025.6269The Honorable Steve Womack,6270Chairman,6271Subcommittee on Transportation, Housing and Urban Development, and6272 Related Agencies, House Committee on Appropriations,6273 Washington, DC 20515.6274The Honorable James E. Clyburn,6275Ranking Member,6276Subcommittee on Transportation, Housing and Urban Development, and6277 Related Agencies, House Committee on Appropriations,6278 Washington, DC 20515.6279 Dear Chairman Womack and Ranking Member Clyburn:6280 As you prepare the Transportation, Housing and Urban Development,6281and Related Agencies Appropriations bill for Fiscal Year 2026, we write6282to request the inclusion of crucial report language to address6283increasing public concerns about the safety and efficiency of the6284northeastern airspace, particularly around New York and New Jersey6285airports and Air Traffic Control (ATC) facilities--including the TRACON6286N90 facility. We recommend the following language that prioritizes6287modernization of our nation's most vulnerable regions including New6288York, while also increasing efficiency, reducing congestion, and6289maximizing runway capacity to better serve air traveler needs.6290 New York's ATC facilities are among the most outdated and6291understaffed \1\ in the country yet manage the nation's most complex6292airspace. The complexity and volume of the New York airspace6293significantly increases the risk of operational disruptions, especially6294given the outdated or unreliable infrastructure. In addition, New York6295ATC facilities are not utilizing \2\ the most modern and efficient6296navigation technology, even though other parts of the country and the6297world have implemented them successfully.6298---------------------------------------------------------------------------6299 \1\ https://www.federalregister.gov/documents/2024/06/11/2024-630012690/staffing-related-relief-concerning-operations-at-ronald-reagan-6301washington-national-airport-john-f6302 \2\ https://rosap.ntl.bts.gov/view/dot/562366303---------------------------------------------------------------------------6304 The lack of investment and focus on New York's airspace poses a6305serious threat to the safety of our region and our country. Outdated6306infrastructure has led to frequent telecommunications outages and6307service interruptions that have brought the region's air traffic6308operations to a standstill. In just the last few weeks, radar and6309communications systems that help controllers direct planes in and out6310of Newark Liberty International Airport failed for as long as ninety6311seconds at a time, leaving controllers unable to see or talk to planes6312in the area, and resulting in major delays and cancellations leaving6313passengers stranded. This catastrophic system failure could have had6314deadly consequences. Such failures represent a system wide6315vulnerability that affects not only the New York area but also the6316broader national airspace. At its peak, flights that interacted with6317the New York airspace accounted for up to 70 percent of delays6318nationwide.6319 To bring the New York airspace into the 21st century, keep our6320flights on time, and keep Americans safe, we ask the Committee to take6321action and include the language below in its FY2026 report.6322 Prioritizing Our Most Vulnerable Facilities for Modernization6323 Initiatives6324 Although the FAA has initiated various modernization projects and6325staffing initiatives across the country, New York's ATC facilities have6326often been left out. This lack of prioritization further delays the6327much-needed upgrades to systems, equipment, and personnel that are6328critical for safe and efficient air traffic management in the most6329vulnerable region of our National Airspace System (NAS). The investment6330in new, modern facilities and other operational improvements in this6331region would yield disproportionate benefits for both domestic and6332international aviation and should be prioritized over other, less6333vulnerable regions.6334 Therefore, we request the inclusion of the following report6335language:63366337 The Committee remains deeply concerned about the vulnerability6338 of aging air traffic control (ATC) infrastructure, particularly6339 in the New York region, which is responsible for managing the6340 most complex and congested airspace in the National Airspace6341 System (NAS). Persistent outages, outdated telecommunications6342 systems, and insufficient staffing in this region have6343 repeatedly triggered national ripple effects, accounting for a6344 significant share of delays across the country. While the FAA6345 has initiated modernization efforts elsewhere, the Committee6346 finds that investment has not been sufficiently prioritized6347 based on systemic risk and operational impact.63486349 The Committee recommends that the FAA update its 20236350 Operational Risk Assessment to identify and rank the most6351 vulnerable ATC facilities, using criteria that include but are6352 not limited to: airspace complexity, delay frequency, system-6353 wide impact, traffic growth, runway limitations, and the6354 region's role as a domestic and international throughput hub.6355 The FAA is further directed to prioritize modernization6356 projects--including telecommunications infrastructure,6357 decision-support tools, facilities upgrades, and staffing and6358 training programs--at facilities that present the highest6359 vulnerability and potential return on investment in terms of6360 operational improvement.63616362 The FAA shall submit a report to the Committees on6363 Appropriations, Committee on Transportation and Infrastructure6364 of the House of Representatives and the Commerce, Science, and6365 Transportation of the Senate within 180 days of enactment of6366 this Act detailing: (1) the updated facility vulnerability6367 assessment, (2) the projects selected for prioritized6368 implementation, and (3) an explanation of how prioritization6369 decisions were made.63706371 This measure would require the FAA to address the most challenging6372sectors of the NAS, rather than those that are the easiest to implement6373in and correspondingly yield less operational improvement. It would6374prioritize investment in the busiest, most complex, and vulnerable6375airspace which would concentrate modernization efforts to where there6376are the most operational disruptions. These requirements would help6377ensure that the significant federal investment in the NAS is being6378optimized.6379 Increasing Efficiency at New York Airports6380 New York ATC facilities are not utilizing the most modern and6381efficient airspace navigation technology, even though airlines have6382invested millions of dollars to equip their aircraft and train their6383pilots with this capability. For example, Required Navigation6384Performance (RNP) technology enables airplanes to follow precise routes6385instead of operating over a broader geography that requires more6386direction from controllers. This established technology is already6387operational in other parts of the country but it is underutilized in6388New York. Most airplanes are already equipped with this technology, and6389the mixed equipment adds to the complexity for already busy air traffic6390controllers. Requiring aircraft to be equipped with RNP or equivalent6391technology during peak hours would streamline operations.6392 Therefore, we request the inclusion of the following report6393language:63946395 The Committee is concerned by the underutilization of advanced6396 air traffic procedures in the New York terminal area, which may6397 improve management of this congested airspace. For instance,6398 Required Navigation Performance (RNP), an advanced form of6399 Performance Based Navigation (PBN), has been successfully6400 deployed in other high-density regions to help enhance safety6401 and operational efficiency by enabling more precise and6402 predictable aircraft routing. Given the chronic controller6403 staffing shortages and complexity of the New York airspace, the6404 Committee believes that implementation of more advanced6405 procedures, such as RNP, during peak traffic periods could6406 yield operational benefits.64076408 The Committee recommends that the Federal Aviation6409 Administration (FAA) establish a pilot to determine the6410 feasibility of using RNP capabilities for aircraft operations6411 during peak hours in New York's airspace. The Committee further6412 directs the FAA to report to the House and Senate Committees on6413 Appropriations, Committee on Transportation and Infrastructure6414 of the House of Representatives and the Commerce, Science, and6415 Transportation of the Senate within 180 days of enactment of6416 this Act on the design and proposed implementation timeline of6417 the pilot program, and to provide an assessment of its6418 operational and safety impacts within one year of initiation.64196420 This pilot program would prompt full implementation of the wide-6421ranging short-term and long-term airspace improvements that have been6422postponed for decades. Limiting this pilot program to peak hours, when6423the highest number of aircraft are moving through the ATC system, would6424boost efficiency at periods when ATC personnel are the most strained,6425while still enabling nonequipped aircraft that require more guidance to6426land in off-peak periods. In the short term, requiring standardization6427in landing and takeoff patterns during high volume traffic periods is6428one way to enhance safety by constructing a more predictable airspace.6429This streamlining of operations could also lead to a reduction of delay6430programs during peak hours.6431 Study on Innovative Arrival Spacing Technology in New York6432 Arrival spacing tools, such as Intelligent Approach, safely6433optimize runway capacity to improve operational resilience and deliver6434better on-time performance. In other parts of the world, Intelligent6435Approach technology is helping controllers to safely increase6436efficiency and maximize available runway capacity. Although this new6437technology is operational outside of the United States, the FAA has6438been reluctant to begin understanding how it can help address crowded6439airspace in areas like New York. The Port Authority of New York and New6440Jersey, operator of John F. Kennedy International Airport (JFK),6441LaGuardia Airport (LGA), and Newark Liberty International Airport6442(EWR), has already advocated for this technology as an eventual6443solution to the limited runway capacity in New York.6444 Therefore, we request the inclusion of the following report6445language:64466447 The Committee notes the international innovative arrival6448 spacing tools in optimizing runway throughput and improving on-6449 time performance in high-traffic environments. However, the FAA6450 has not yet conducted a comprehensive evaluation of this6451 technology for potential use in U.S. airspace. The Port6452 Authority of New York and New Jersey has identified this6453 technology as a potential solution for enhancing operational6454 resilience at its commercial service airports.64556456 The Committee encourages the FAA, in coordination with airport6457 operators, air carriers, labor representatives, and relevant6458 stakeholders, to evaluate and develop an implementation6459 strategy for the potential use of innovative arrival spacing6460 tools, including Intelligent Approach technology, in the New6461 York airspace. The FAA shall report to the Committees on6462 Appropriations, Committee on Transportation and Infrastructure6463 of the House of Representatives and the Commerce, Science, and6464 Transportation of the Senate within one year of enactment of6465 this Act the study, and shall provide a final report within6466 four years outlining findings and recommendations for6467 implementation.64686469 Thank you for your attention to these matters. We look forward to6470working with the Committee to ensure that the New York Airspace, and6471our NAS more broadly, have the resources they need to keep maximize6472efficiency and keep Americans safe.6473 Sincerely,6474Laura A. Gillen, Nydia M. Velazquez,6475 Member of Congress. Member of Congress.6476Nicholas A. Langworthy, Dan Goldman,6477 Member of Congress. Member of Congress.6478Jerrold Nadler, Gregory W. Meeks,6479 Member of Congress. Member of Congress.6480Josh Gottheimer, Thomas R. Suozzi,6481 Member of Congress. Member of Congress.64826483 Ms. Gillen. Thank you.6484 So, Ms. Nelson, you mentioned the recent issues at Newark6485in your testimony. As your union pointed out last month,6486experts have been sounding the alarm for decades that the6487infrastructure must be rebuilt and must be modernized. How have6488your union members been impacted by the chronic underinvestment6489in the New York airspace over the past few years, and what can6490Congress do to further facilitate the modernization effort?6491 Thank you, Ms. Nelson.6492 Ms. Nelson. Thank you. So when flights are delayed or6493canceled, flight attendants are deterred from their schedules6494too. This can have an impact on our pay. It can have an impact6495on just getting home to our families and doing our duties at6496home. And ultimately what happens is that our air traffic6497controllers are not going to run an unsafe system, so they are6498going to slow down the capacity. That will have major economic6499impacts on the New York area and, frankly, on the rest of the6500country. So much of our air traffic flows in and out of the New6501York area.6502 Specifically, the flight attendants who are based there6503have now lost their schedules in many cases because capacity6504had to be cut. That means that they are losing hours and6505opportunity for pay. It also means that they are often delayed6506many, many hours from getting home or rerouted or have other6507disruptions to their lives.6508 So we have concerns, first and foremost, of course, for6509safety, and we thank our air traffic controllers for making6510sure that they always keep that safe for us, but we have got to6511do more.6512 And we support your letter to the Appropriations Committee6513to get this money out and get these programs going as quickly6514as possible. We are way behind here and it is--I am glad that6515everyone is paying attention now, but we have been screaming it6516from the rooftops for over a decade.6517 Ms. Gillen. Thank you. Thank you, Ms. Nelson.6518 Mr. Bolen, in 2022, you submitted written testimony to this6519committee on some of the work your association is doing to6520mitigate the impact of aviation noise on local communities. In6521that testimony, you mentioned the importance of the FAA's Next6522Generation Air Transportation System initiative, or NextGen.6523 In last year's bipartisan FAA Reauthorization Act, Congress6524required the FAA to expedite the implementation of a number of6525NextGen programs and to develop a plan to accelerate the6526acquisition rates of NextGen systems in commercial aircraft6527fleets. Unfortunately, the FAA has failed to meet its deadline,6528leaving communities like mine vulnerable to the harmful impacts6529of aviation noise.6530 How important is it that the FAA implement this provision,6531and what else can we do to mitigate the impacts of aviation6532noise?6533 Mr. Bolen. Well, I think that what we have seen is that6534when we began focusing on flight plans, the idea was to bring6535everything together so that everything would be neat. The6536problem with that is it has exacerbated some of the noise over6537specific areas. So we have done intentional displacements to6538try to spread that and make the impact less significant.6539 But we do see that there are opportunities to potentially6540hold aircraft higher longer is one of the ways that we believe6541that that noise impact can be reduced. We also believe deeply6542in working with the communities to make sure we understand what6543their concerns are and they understand what the pilots are safe6544flying through as well. We don't want to compromise safety, but6545we do want to fly friendly, and that is why we have set up a6546number of working groups at various airports. Teterboro Users6547Group, for example, is one of those where we work to have a6548dialogue, and the FAA has helped facilitate that.6549 But clearly, there is more work to do to find the proper6550balance between flying safely and flying as a good neighbor.6551 Ms. Gillen. Thank you.6552 And just following up on that, in terms of crowded airspace6553like the airspace over my district where you have flights6554coming into LaGuardia, to JFK--also in that airspace is Newark6555as well--is it possible to mitigate noise with rerouting since6556it is such a crowded airspace?6557 Mr. Bolen. Well, obviously, that congestion creates6558challenges, and that is, as you have articulated, some of the6559busiest and most complex airspace in the country. I think,6560again, focusing on how do we operate safely but where can we6561find additional ways to be more neighborly is an appropriate6562endeavor.6563 Ms. Gillen. Thank you. I yield back.6564 Mr. Nehls. The gentlelady yields.6565 I now recognize Dr. Onder for 5 minutes.6566 Dr. Onder. Thank you, Mr. Chairman.6567 Thanks to all the witnesses here today.6568 Mr. Pleasance, you raised serious concerns about the misuse6569of ADS-B data in lawsuits and fee collection. Could you6570elaborate on the privacy and safety risks of these practices?6571 Mr. Pleasance. Absolutely. Aircraft equipped with ADS-B6572basically put out a signal that includes a lot of information.6573It could be altitude, the speed of the aircraft, as well as the6574registration number, the N-Number of the aircraft, and that is6575essentially visible to anybody who has got a receiver to6576receive that data, which is very easily obtained.6577 And we are now beginning to see increasing evidence. There6578was one not that long ago up in the Seattle area, just north of6579Seattle, for example, where an individual was served with a6580lawsuit for an aircraft that had flown over his house, not low.6581He was up at several thousand feet. But because the person on6582the ground is not someone who enjoys aircraft, he got the ADS-B6583data, was able to identify who that was that was flying the6584airplane, and filed a lawsuit for harassment.6585 And he won't win the lawsuit, but that is an example of the6586burden on that pilot where in a sense his privacy has been6587violated, and he is now having to defend what was a completely6588legal activity.6589 Dr. Onder. Yes, I face--I am a pilot myself, and one day, a6590fellow pilot came over to my hangar and told me a story. This6591is Spirit of St. Louis Airport in Chesterfield. And yes, he6592flew about 2,000 feet above a plane, and he got a demand6593letter, not a lawsuit but a demand letter.6594 I understand also there are cases of airports or FBOs using6595ADS-B data to enforce landing fees. Is this----6596 Mr. Pleasance [interrupting]. Correct. There is increasing6597prevalence of that around the country where because the ADS-B,6598as I said earlier, can be collected by essentially anybody,6599that data is being used to assess various forms of fees.6600Oftentimes, it is landing fees.6601 And our concern is less that an airport charges landing6602fees. They are allowed to do that. We do care about them being6603fair and reasonable. Our bigger concern is the fact that ADS-B6604data is being used for that, which creates a deterrent. If you6605are a pilot that has not yet implemented ADS-B in your6606aircraft, you hear these stories, whether it is about these6607frivolous lawsuits or about collection of fees, and it becomes6608a disincentive to employing that technology on your aircraft.6609 And we at AOPA are very supportive of ADS-B. It is a good6610technology. It does increase safety in the airspace system, and6611we would like to see more people choosing to employ it, and6612these kinds of activities are directly against that, which, in6613the end, ultimately reduce safety.6614 Dr. Onder. And, of course, ADS-B--and maybe you could6615elaborate on this--isn't required everywhere.6616 Mr. Pleasance. Correct.6617 Dr. Onder. But, as the AOPA, as a private pilot, the FAA,6618we would like to see pilots using it everywhere. But, in a way,6619we are creating an incentive--this cottage industry6620monetizing--because it is my understanding that businesses are6621coming to FBOs and the airports and saying, ``Look, we will6622help you enforce your landing fees with ADS-B data.'' We are6623creating an incentive for not only pilots who maybe have older6624planes that don't have ADS-B data now, but also planes that do,6625pilots to turn the ADS-B off by flipping the breaker.6626 Mr. Pleasance. Yes. Yes, that can happen. We, of course,6627don't encourage that.6628 Dr. Onder. Of course not.6629 Mr. Pleasance. We don't like that to happen.6630 Dr. Onder. Of course not.6631 Mr. Pleasance. But that does create an incentive in the6632system for those kinds of behaviors.6633 And you are right, ADS-B is not required everywhere. There6634are many places out in the middle of the country that are far6635from other airports and far from other aircraft. And so there6636are still a number of airplanes that do not have ADS-B6637installed. And the kinds of activities that we are talking6638about here are absolutely a deterrent to putting that6639technology in.6640 Dr. Onder. So the AOPA has expressed concern about a6641patchwork of State laws to restrict ADS-B data misuse. How many6642and which States have implemented their own laws to address6643this issue?6644 Mr. Pleasance. It's early days, but Montana, for example,6645just passed a law that prohibits the use of ADS-B for6646collecting of landing fees--or fees in general----6647 Dr. Onder [interposing]. Right.6648 Mr. Pleasance [continuing]. Not just landing fees.6649 I know it is going through the legislature in Minnesota at6650this time. I know there was a hearing on this exact topic in6651Pennsylvania just yesterday. And so it is beginning to6652basically expand around the country.6653 Of course, our concern is that--on one hand, we are happy6654that the States are taking notice of this and are concerned, as6655we are. We are also, though, concerned about a patchwork of6656different laws around the country that just create a level of6657complexity that is not as good as if this was a national----6658 Dr. Onder [interrupting]. So this situation begs for a6659Federal approach?6660 Mr. Pleasance. I think so. Absolutely.6661 Dr. Onder. Thank you.6662 Mr. Pleasance. Thank you.6663 Dr. Onder. I yield back.6664 Mr. Nehls. The gentleman yields.6665 I now recognize Mr. Carbajal for 5 minutes.6666 Mr. Carbajal. Thank you, Mr. Chairman.6667 Ms. Nelson, our Nation's aviation workforce is critical to6668maintaining the safety of our Nation's airspace. This committee6669took action to assert the importance of this workforce by6670including various safety improvements in the bipartisan FAA6671reauthorization.6672 One of the issues that we took action on was the response6673to cabin air safety and dealing with the toxic fumes created by6674engine exhaust and fuel fumes. Congress required the FAA to6675create a system for in-flight crew and mechanics to report fume6676events.6677 Has the FAA moved forward with implementing this6678requirement?6679 Ms. Nelson. No.6680 Mr. Carbajal. And are they going to be doing that in the6681near future?6682 Ms. Nelson. So we hope that they are going to move on this6683more swiftly, because we need this reporting feature right now.6684We are taking those reports in through our union.6685 Mr. Carbajal. Are you aware of any timeline that they have6686come up with?6687 Ms. Nelson. I am not aware.6688 Mr. Carbajal. Thank you.6689 Ms. Nelson, as a member of this committee, we have heard6690from various stakeholders about the impacts the indiscriminate6691budget and staffing cuts have had on aviation safety.6692 One of the issues you flag are the cuts to the National6693Weather Service. For the benefit of everyone here and everyone6694listening, can you elaborate further on how cuts by DOGE to the6695National Weather Service impact safety?6696 Ms. Nelson. Yes. And I have an update to my testimony as6697well, because shining a spotlight on this has appeared that6698there has been an effort to try to restore the vacant positions6699that were created by DOGE with these incentives for people to6700leave. But we are bringing on new people to fill these6701positions who have not been trained, who will have to get up to6702speed.6703 And the problem is that we need to be providing real-time6704updates to ATC and to our pilots and our dispatchers about6705these weather conditions so that we can predict this and start6706planning in advance. So this undercuts our ability to plan and6707also to address issues like trying to plan to avoid turbulence,6708which is a major, major threat in my workplace for very serious6709injury.6710 Mr. Carbajal. So it increases safety risks?6711 Ms. Nelson. It increases safety risks, yes.6712 And I do appreciate, though, the focus on this, because it6713appears that the pressure is working to try to fix this. But in6714an effort to create efficiencies, we have created an incredible6715inefficiency, because now we are replacing these positions with6716people who need to be trained up and get up to speed on how to6717do the work.6718 And so, if they would have just slowed down and talked to6719the people on the front lines about how to make these systems6720better and work efficiently, as we have done in the past, we6721may have had a better outcome here.6722 Mr. Carbajal. Well, thank you. I think you highlight the6723fact that, in the pursuit of finding efficiencies, the process6724was way inefficient to do so. So, I appreciate you sharing6725that.6726 Ms. Nelson. Inefficient and unsafe. It added safety risk, I6727should say.6728 Mr. Carbajal. Thank you very much.6729 Mr. Pleasance, we know that we need to modernize our air6730traffic control system. The system needs to continue to enhance6731safety and promote innovation.6732 Can you elaborate further from your organization's6733perspective on why we need to modernize this system?6734 Mr. Pleasance. Absolutely.6735 The challenges we face today are decades in the making.6736This is not something that occurred since January or even in6737the last 5 or 10 years.6738 We, as a Nation, have built, I call it, a patchwork of6739technologies that enable the airspace system to operate today.6740As has been said earlier, it is the safest airspace system in6741the world, so, it has worked.6742 However, because it is a patchwork and you have got6743technologies some of which are decades old--and I have seen the6744evidence of floppy disks being used--you have got a network--6745and I am an IT guy by background. I spent 20 years in the IT6746industry. We have allowed ourselves, probably because of6747funding-related constraints and others, to build a patchwork of6748technologies that are incredibly expensive to maintain because6749of the gap in new technology and old technology and having to6750have them all work together.6751 And we have not taken, I will call it, a holistic view on6752what should the future of general aviation look like--or, not6753general aviation, but the future of the air traffic control6754system look like, and how do we put in place a system that6755actually is built for a purpose, including eliminating the old6756technologies that, to date, we have dragged along from year to6757year to year and, with it, an enormous amount of overhead and6758maintenance costs.6759 Mr. Carbajal. Thank you.6760 Are you aware that, as part of the reconciliation, the fees6761were raised on hybrids and electric vehicles, but only half of6762the money is going towards modernizing some of our systems, the6763other half is actually going for other things?6764 Mr. Pleasance. I was not aware of that, no.6765 Mr. Carbajal. Thank you.6766 Mr. Chair, I am out of time. I yield back.6767 Mr. Nehls. The gentleman yields.6768 I now recognize Mr. Mann for 5 minutes.6769 Mr. Mann. Thank you, Chairman Nehls, and thanks for having6770this hearing today.6771 Thank you all again for being here and being willing to6772testify.6773 I represent the First District--the Big First district of6774Kansas. Aviation is a critical industry in Kansas, as you all6775know, with roughly 100 general aviation airports, several6776commercial and regional airports, a huge footprint in aviation6777and aerospace manufacturing.6778 The FAA Reauthorization Act of 2024 included critical6779provisions to ensure that our aviation industries are able to6780improve services, bolster our workforce, and promote American6781innovation.6782 Just a handful of questions for you, Mr. Bolen.6783 As you know firsthand, Kansas plays a vital role in general6784aviation, from aircraft manufacturing to training our next6785generation of pilots. As we look back 1 year after FAA6786reauthorization, where do you see the most critical6787opportunities or shortcomings in implementing workforce6788provisions, particularly those workforce provisions aimed at6789strengthening technical education and expanding aviation6790careers in the rural part of our country?6791 Mr. Bolen. Yes, I think the bill was excellent in outlining6792the importance of workforce and in funding certain grant6793programs. The aviation maintenance technician program and the6794pilot pathway program are two outstanding examples of the focus6795on aviation careers that is necessary.6796 And I think what we are seeing in Kansas is a good example.6797Salina particularly, with Kansas State Salina, with its focus6798on emerging technologies--AAM, unmanned systems--shows that, as6799our industry is evolving, so too are the career opportunities.6800 I think the hard part for us is making sure people are6801aware of those opportunities. I think a lot of people do not6802see themselves as part of aviation, but particularly as new6803technologies are coming in, that has the ability to captivate6804and motivate people. I think we are seeing this as advanced air6805mobility is really beginning to draw attention. Drones,6806commercial space launch--there are a lot of opportunities.6807 The more people are aware of it, the more we have an6808ability to recruit, develop, and retain the best and the6809brightest, wherever they are from.6810 Mr. Mann. I agree.6811 Which goes right into my next question. You mentioned6812Salina, where you grew up, my hometown. Salina has become a6813test bed for emerging aviation technologies, including unmanned6814systems and advanced air mobility.6815 A year after FAA reauthorization, how well, in your view,6816has the agency done in supporting innovation hubs like Salina6817by providing the regulatory clarity and infrastructure support6818needed to scale these technologies and ensure long-term6819industry competitiveness?6820 Mr. Bolen. Yes, I think what we are seeing is, the FAA is6821recognizing the importance of innovation and the importance of6822bringing new technologies forward.6823 And so, whether it is signing the SFAR to enable advanced6824air mobility operations or the focus that we are seeing placed6825by this administration on things like the drone technologies,6826coming forward with the BVLOS rules, I think all of that6827suggests that there is a need for hubs, as we like to call6828them, places where industry, academia, and Government can come6829together. And Kansas State Salina is an example of that.6830 Mr. Mann. Yes. Yes.6831 Last question, again for you, Mr. Bolen. A little different6832direction.6833 In your testimony, you discussed the urgent need to6834overhaul our Nation's air traffic control system, which this6835committee has talked a lot about. You brought up the topic of6836ATC privatization. You mentioned Nav Canada is often hailed as6837an example of a system that works but that it actually6838overpromises and underdelivers.6839 What did you mean by that?6840 Mr. Bolen. Well, I think there are a couple things inherent6841in that.6842 One, ICAO, the International Civil Aviation Organization,6843has done a safety audit of Canada, and what they concluded was6844that it was operating, on a scale of 100, at about 65 percent.6845It is the lowest rating of any G7 country, and it is lower than684638 other countries. So safety is an issue. And they talk about6847the inability of Transport Canada to really oversee Nav Canada,6848the air traffic system.6849 We also see reports coming out about terrible shortages in6850air traffic controllers, delays that are coming out. We saw6851just last week a pilot got on the microphone and said, ``We are6852being delayed because we don't have enough air traffic6853controllers.'' And then it focused on an operator and owner of6854a small airport in Vancouver that talked about ``20-minute to68552-hour delays are routine,'' and they are only flying 20-minute6856legs.6857 Mr. Mann. Ah.6858 Mr. Bolen. So I think a lot has gotten ahead of itself6859about what they have in Canada. The reality is, the United6860States has the largest, the safest, the most efficient, and the6861most diverse mix of aircraft and operations in the world. This6862is about finding ways that America, our innovation, and our6863ingenuity can take us forward.6864 Mr. Mann. Yes.6865 Well, thank you for the insights, and thank you all for6866being here.6867 I yield back.6868 Mr. Nehls. The gentleman yields.6869 I now recognize Mr. Garcia for 5 minutes.6870 Mr. Garcia of Illinois. Thank you, Chairman, Ranking6871Member, and, of course, the witnesses here today.6872 Ms. Nelson, I appreciate you including in your testimony an6873update on section 438 of the FAA bill, requiring the GAO to6874complete a review of airport service workforce. And they have6875committed to comply with its due date later this year.6876 I agree with you, airport workers are the foundation of our6877air travel system, and for too long, they have been denied a6878living wage and benefits like paid time off or healthcare.6879 GAO recently updated us on this review, and they stated6880that it would be formally issued in September.6881 Of course, this is just the first step. A public working6882group needs to be convened by DOT to discuss the report's6883findings and inform ways to further support this workforce.6884 Ms. Nelson, why is it important that the Department of6885Transportation convene this working group to discuss the6886analysis, one? And why are better wage and benefit standards,6887as my Good Jobs for Good Airports bill would accomplish,6888important for our air travel system?6889 Ms. Nelson. Thank you very much for the question,6890Congressman Garcia.6891 So, first and foremost, every single person, from the6892people who are working in the kitchens to the people who are6893pushing the wheelchairs, they are all part of the safety6894ecosystem. And, in many cases, these are jobs that are low-6895paid, usually without benefits.6896 What we see is that, when workers can get a credential to6897work at the airport, that oftentimes they will get jobs doing6898several different things in the airport and sleep at the gates6899in between shifts. This is a problem with fatigue, with missing6900something, with making a mistake. It also leaves us vulnerable,6901because people become desperate. And so it is not good safety6902culture to set people up for failure in their lives.6903 And I have real concerns just in terms of aviation and how6904we are lifting everyone up in that space and helping everyone6905understand that we are doing something together. We can't do6906something together when some people are treated as second- and6907third-class citizens, without benefits, without the ability to6908pay for their homes, and without public transportation to be6909able to get back and forth between their homes.6910 They oftentimes will go days without seeing their families6911because they can't afford to go home and come back for these6912shifts that they have to work in order to just keep people fed6913and in a home oftentimes with many families.6914 Mr. Garcia of Illinois. Thank you, Ms. Nelson.6915 Recent incidents, including the tragic collision over DCA,6916remind us how urgent it is for full implementation of the FAA6917bill.6918 At Midway Airport in my district in Chicago earlier this6919year, a Southwest Airlines flight had to perform a go-around to6920avoid a jet that had crossed the runway. I am grateful for the6921pilots and the actions taken to avoid a potential disaster.6922 It is another reminder of the importance of upholding6923strong safety standards in our aviation system. This includes6924updating obsolete equipment. The surface surveillance radar6925used at Midway Airport is composed of parts that are no longer6926being made, forcing the airport to look for replacement parts6927at other airports.6928 Captain Reven, can you tell us what can be done to prevent6929runway incursions like the one that occurred at Midway in the6930future?6931 Mr. Reven. Thank you for the question, Congressman.6932 You hit it on the head to start with. The surveillance6933equipment has got to be updated. The line of sight has got to6934be worked out with the towers.6935 One of the things I heard in the testimony before this body6936last was a very disturbing--we spend 90 percent on our legacy6937equipment and 10 percent on innovation. That has to change.6938 And then the last one I would put the plug for: It is6939absolutely essential to have two pilots in a commercial6940aircraft, a two-pilot complement, this pilot monitoring.6941 And then, also, there were some things that came out of6942that where there was an narrative that, ``Oh, the pilots were6943disregarding somehow the air traffic controller, and they need6944to be punished.'' Like I said, it's a collaboration, it's6945teamwork, it's a positive safety culture of reporting and6946learning from one another--so all of those kind of holistically6947together.6948 But the 90 percent/10 percent was really alarming to hear6949from the air traffic controllers testifying in this last6950hearing. We have to get that shifted.6951 Mr. Garcia of Illinois. Thank you.6952 And, again, thanks to all the witnesses.6953 My time is up. I yield back, Chairman.6954 Mr. Nehls. The gentleman yields.6955 I now recognize Mr. Knott for 5 minutes.6956 Mr. Knott. Thank you, Mr. Chairman.6957 To the witnesses, thank you all for being here. This has6958been a very productive discussion.6959 I have some questions that I would love to ask, but, before6960that, let me just reiterate that, from my district, the 13th of6961North Carolina, there are small airports all over my district,6962all over the State. They are regional airports, North Carolina,6963even international airports. And we certainly appreciate all6964the contributions that each of you make to having a safer6965aviation environment.6966 I will want to discuss this, though. There is obviously the6967need to discuss appropriations, but there is also the need to6968discuss the efficiencies.6969 And, Captain, you just mentioned that we are committed to6970antiquated technologies and so forth. And, internally, it seems6971like there are some very real inefficiencies and some6972sluggishness.6973 And in terms of rebuilding the processes internally so that6974the FAA can have more flexibility, I would love to go down that6975line, if we could.6976 And, Mr. Bolen, I will start with you. Given your6977experience, what are some ways that, I mean, quite literally,6978we can avoid having to require an act of Congress to go from6979floppy disks to cloud servers? Like, how can we give the6980flexibility needed to the agency to modernize and progress?6981 Mr. Bolen. Well, I think the FAA bill gave some pretty6982clear directions on the importance of digitization of a number6983of the processes. We literally had a situation where a piece of6984paper could be buried on a desk and people weren't coming to6985the office so nothing was going anywhere. The digitization is6986going to be a big help.6987 I think some of the leadership is also really important. We6988have talked about the medicals, for example. And I know the6989flight surgeon, Dr. Northrup, has talked about how important it6990is to be able to track where your things are. You shouldn't be6991able to know more about a pizza being delivered to your home6992than where your medical is----6993 Mr. Knott [interposing]. Right.6994 Mr. Bolen [continuing]. In the process. So I think those6995are some of the opportunities.6996 And then I think what has been described as kind of the6997``build the new system'' and be able to gather all of the6998efficiencies from better connectivity, better situational6999awareness throughout the system.7000 Mr. Knott. What are the ways to check and to make sure that7001those implementations are being done efficiently so that we7002don't add to the waste, but we remove waste, in your7003experience?7004 Mr. Bolen. And I think that is exactly what we are doing7005here today. When this oversight committee brings oversight and7006is able specifically, like you were a couple weeks ago, to ask7007the FAA, ``Where is this report that said you will do the7008following things?''7009 And I think what you are asking them to do is very7010intentional to drive results that are going to increase safety7011and increase efficiency.7012 Mr. Knott. Yes.7013 Mr. Pleasance, I want to ask you a few questions. I saw in7014your biography that you are a former bush pilot in Alaska. And7015there are lots of small-plane pilots in North Carolina. I have7016had the chance to use bush pilots in Alaska. They are the best7017pilots in the world, in many respects.7018 In your opinion, is the FAA sufficiently accommodating7019those, sort of, legacy pilots with freedom and flexibility and7020really avoiding the sophistication required to go through a7021bureaucratic rigmarole that seems to be the case for newer,7022younger pilots?7023 Mr. Pleasance. I think so in general. I mean, the current7024environment, especially as MOSAIC, I hope, gets across the line7025this summer, there have been innovations like MOSAIC that will7026make it easier for young pilots to get into aviation and learn7027in small aircraft that lower the overall cost, the burden7028basically, to become a pilot.7029 I think the rules in general so far have remained quite7030open to making it easy for people who do want to do back-7031country flying. You have organizations like the Recreational7032Aviation Foundation whose whole mission is to preserve these7033back-country airports around the world--or, around the country.7034 Mr. Knott. Yes.7035 Mr. Pleasance. And I think they have done a good job. And7036the FAA, from what I have seen, has so far been generally7037supportive of that.7038 Mr. Knott. Great. And if that ever ceases to be the case, I7039trust you will let us know.7040 Mr. Pleasance. Oh, we would raise that very quickly.7041 Mr. Knott. Yes, sir.7042 Mr. Pleasance. One thing I might add, if you don't mind,7043just to Mr. Bolen's comment, too.7044 You asked about efficiency, and from an IT perspective, I7045do think there is a preponderance of intention in the FAA,7046historically at least, to customize what gets put in.7047Everything has to be just exactly the way they need it. And7048having done a lot of work in IT over the years, to the extent7049that they can take more commercial off-the-shelf and not try to7050customize every single thing, that will be an important step7051forward and a more efficient implementation of the systems.7052 Mr. Knott. Yes.7053 Captain Reven, just briefly, I have heard from numerous7054pilots that there is a great need for the medical office reform7055in the FAA, that they still utilize snail mail, which was just7056astounding to me to hear, and that pilots can be placed on7057inadvertent leave for 6, 7 weeks just from a process7058standpoint.7059 How can we improve that process for the pilots?7060 Mr. Reven. Thank you for the question, Congressman.7061 First, I would like to take exception to your comment about7062bush pilots being the best pilots.7063 [Laughter.]7064 After that, I would say that that work is underway. There7065is improvement. And like Ms. Nelson said earlier, these7066problems are 10 years old.7067 Mr. Knott. Yes.7068 Mr. Reven. We are starting to, kind of, see the light. With7069this 53-person coalition, we are all kind of pulling from the7070same side of the rope now, and we are seeing great7071improvements.7072 Some of the ones that we have seen at Southwest Airlines,7073some of our pain points have been deferrals versus denials and7074then just the timeliness of, hey, what do I need to get in to7075make sure that my physical is deferred. And, unfortunately,7076that could come at a time where your physical is due.7077 Mr. Knott. Yes.7078 Mr. Reven. So you are not on any type of benefit, but you7079are sitting at home without a qualification.7080 So, Dr. Northrup's office has been fantastic about trying7081to work these onesie-twosies. But we still have that situation7082in the pipeline where it is one big stack with both general7083aviation and with professional aviators. So we are trying to7084kind of work through that with her office.7085 Mr. Knott. Great. Thank you, sir.7086 My time is over. I yield back.7087 Mr. Nehls. The gentleman yields.7088 I now recognize Ms. Pou for 5 minutes.7089 Ms. Pou. Thank you, Mr. Chairman.7090 I am very happy that this committee is continuing to focus7091on the critical issue of airline safety by ensuring full7092implementation of the FAA Reauthorization Act.7093 Last month, I was proud to join the subcommittee chair, the7094vice chair, and the ranking member in seeking robust funding7095for FAA operations and for the equipment that they use to7096safely direct flights.7097 This is in addition to the emergency supplemental funding I7098called for, with many of my New Jersey colleagues, to address7099the technology and equipment failures that have lead to the7100delays and chaos at the Newark Airport. This funding is7101absolutely vital in helping to resolve the disruption at Newark7102and airports around the country.7103 I appreciate all of our witnesses for highlighting the7104continued need for FAA to implement critical provisions from7105their reauthorization.7106 Mr. Bolen, if I may start with you, I represent Teterboro7107Airport, which is an important business aviation hub. The7108breakdown at the Philadelphia TRACON has impacted airports7109around the Northeast, including Teterboro.7110 Is FAA doing enough to manage the telecom failures in the7111short and long term? And how will modernizing the air traffic7112control improve communication systems and the subsequent7113effects of these systems' breakdown?7114 Mr. Bolen. Well, I think, when we look at Newark, we7115understand that the failure largely was a result of copper7116wires. There were two lines of redundancy. We now are adding a7117third line; we are bringing in fiber optics.7118 So, in that specific instance, I think we are moving7119forward. And I think that's an example of what we need to be7120doing across the country, making sure that we have the7121infrastructure, whether it's fiber, whether it's radios,7122whether it's radar.7123 I do think we will also have an opportunity, because7124situational awareness will improve, we will be able to be more7125precise in how we are moving the aircraft. And while congestion7126is congestion, we will be able to see more opportunities to7127have more precise routings that can allow different options to7128be able to shorten ground holds and to be able to move forward.7129 Ms. Pou. All right. Well, thank you. Thank you for that.7130 Quickly--and I know--I want to just try--I have several7131questions, so I am going to quickly go to Captain Reven.7132 You have advocated for air traffic controllers to have7133access to the flight deck as part of their training. How would7134that improve safety? And how do you believe Congress can help7135in that regard?7136 Mr. Reven. Thank you for the question, Congresswoman.7137 It is about teamwork. As I said earlier, this is an7138orchestrated ground ops, pilots, flight attendants, air traffic7139control all safely taking you from A to B.7140 We do this with our dispatchers. Our dispatchers ride7141upfront. And so the messages they send us, the weight and7142balance they provide, the fuel--they are able to see, when they7143ride on a quarterly basis, what it is we are looking at on our7144side of the radio. And it helps us to form that, sort of,7145shared mental model of how we are doing business.7146 The same thing could be done--and air traffic controllers7147used to be able to do this--where they would ride in the7148cockpit, and they are giving us instructions, but now they can7149see what we see on our screen.7150 Ms. Pou. Right.7151 Mr. Reven. And so it is very helpful for that teamwork type7152of model that we have for them to be able to have that access.7153 So, what you could do would be to expedite the security7154process that they would go through to be able to do that.7155 Ms. Pou. Thank you. Thank you so very much.7156 And, quickly, I have this question for Ms. Nelson.7157 In your testimony, you highlighted two provisions in the7158reauthorization where you aren't aware of any progress from7159FAA, with regards to the turbulence-related injuries and7160radiation exposure.7161 Can you please share how these risks can, in fact, harm7162crewmembers and what type of information you are hoping to see7163included in the required reports?7164 Ms. Nelson. Thank you very much for the question.7165 Turbulence is a very, very serious injury, potential7166injury, in the cabin. And we have a lot of flight attendants7167who are harmed by this. So implementing these procedures and7168best practices is critically important if we want to keep7169injury rates down and if we want to move forward to try to7170avoid the potential of injury for passengers as well.7171 In terms of the radiation, we do almost nothing in this7172country. And as I said earlier, there is a radiation exposure7173form that you could go to and check your potential radiation7174exposure on the FAA site. That link is currently not working.7175So we are going backwards instead of forwards with the bill.7176 Ms. Pou. Well, that is a shame, and we certainly need to do7177something about that. Thank you so very much.7178 Oh, it looks like I still have, real quickly----7179 Mr. Nehls [interrupting]. You are actually on the other7180side of that.7181 Ms. Pou. Oh, I am sorry. No?7182 Mr. Nehls. No. You are over.7183 Ms. Pou. I yield back. Thank you, Mr. Chairman.7184 Mr. Nehls. Thank you so very much.7185 Mr. Begich, you are recognized.7186 Mr. Begich. Thank you, Mr. Chair.7187 Just a few stats about my home State of Alaska. Eighty-two7188percent of communities are not on a road system. Three hundred7189and ninety-one public use airports. We have the second most7190airports of any State in the United States, but we are 48th in7191terms of population. So air service is essential in Alaska.7192 I appreciate the committee holding this important hearing7193on the Federal Aviation Administration, as safe and efficient7194air transportation is important for all Americans.7195 Specifically, I want to point out that Essential Air7196Service is critical for 65 rural and remote communities in my7197home State of Alaska. EAS is vital for rural connectivity,7198access to healthcare, and economic development.7199 This program supports communities across my State like7200Adak, Akutan, and Saint Paul, and many other remote locations7201that lack any viable alternative transportation options. The7202program sustains access to basic services and economic7203opportunities in regions that otherwise would be cut off7204entirely.7205 It is also important to point out that many of the smaller7206and more remote airports in Alaska and in the rest of the7207United States are close to and serve the regions where major7208oil and gas, mineral, timber, fisheries, and other resource7209development activities take place or will take place as we7210unleash our energy potential.7211 So, with that as a backdrop, first, I am going to start7212with Mr. Pleasance.7213 Alaska's unique dependence on aviation for daily life and7214economic activity is unlike any other State, as you are well7215acquainted. What are the most critical FAA investments or7216policy actions that can directly improve safety and service7217reliability for Alaska's rural communities?7218 Mr. Pleasance. Great. Thank you for the question.7219 Yes, there is no more beautiful place in the world than7220Alaska. And I had the privilege of living in Talkeetna for a7221while, and Anchorage, and then essentially getting to see7222almost the entire State--never quite as far as Adak, but almost7223everywhere else.7224 As you said, it is a very expansive geography, and so7225access to weather information is one of the most critical7226technologies that could be implemented. And I know the FAA has7227been doing that, but I think there is more that could be done,7228whether that is the ASOS at airports that provide localized7229weather and real-time weather or the webcams that are7230increasingly being rolled out across the State that just make7231it easier to understand weather, especially through passes that7232get used by virtually every pilot going from west to east or7233east to west across the Alaska Range.7234 Mr. Begich. Thank you.7235 And just to expand on that a little bit, are there any7236policies or implementation areas where rural States like Alaska7237need additional flexibility or targeted resources to meet their7238safety and operational needs?7239 Mr. Pleasance. I mean, the one that I am most aware of7240right now would be around, for instance, this transition to7241unleaded fuels. There are some very unique requirements up in7242Alaska. Fuel is only delivered typically twice a year on barges7243when the rivers aren't frozen. And so getting replacements of7244fuels, as we make this transition to unleaded fuels, Alaska7245needs to be taken into consideration with a very unique7246understanding of the constraints that the State faces.7247 Mr. Begich. You are 100 percent right, and I appreciate you7248bringing that up. That is a top priority for us.7249 One additional question, and this one directed to Mr.7250Robbins.7251 Mr. Robbins, how might we leverage advanced aviation7252technologies like drones or hybrid aircraft to make EAS routes7253more sustainable and reliable in Alaska's challenging weather7254and geography?7255 Mr. Robbins. Yes. Thank you very much for that question,7256Congressman.7257 And, actually, in preparation for this hearing, I connected7258with Cathy Cahill, who is the director of the UAS test site in7259your State and truly--she has testified before this committee7260before--and truly a leader in trying to achieve exactly what7261you are talking about, which is being able to use drones and7262other autonomous systems in places that are otherwise dangerous7263or very hard to reach, whether that is for package delivery,7264whether that is for medical delivery.7265 There are some really unique use cases on emergency7266response as well as search and rescue, being able to put up7267high-altitude, long-range endurance autonomous systems to find7268people that are lost or to deliver something like an AED or7269something like that that's required.7270 So, Cathy is leading the way in Alaska and, frankly,7271throughout the entire country, and we are very proud of her7272leadership.7273 Mr. Begich. Well, I appreciate that, and I appreciate your7274due diligence in reaching out to her. She is a leader. She has7275testified before this committee. We certainly enjoy hearing7276from her when she has comments to share or new research to7277share.7278 And please reach out to our office if you see some ways7279that we could start working on some of these technologies7280together.7281 Mr. Robbins. There are some challenges, so we will reach7282out. Thank you, sir.7283 Mr. Begich. Thank you very much.7284 And, with that, I yield back.7285 Mr. Nehls. The gentleman yields.7286 I now recognize Ms. Scholten for 5 minutes.7287 Ms. Scholten. Thank you, Mr. Chairman and Madam Ranking7288Member.7289 And welcome, to our distinguished panel of witnesses. We7290really appreciate your time today and your commitment to making7291our airways as strong and safe as they can be.7292 I am so proud of our committee's work on the bipartisan FAA7293reauthorization of 2024. At a time of immense gridlock and7294infighting in Washington, I often point to our work on that7295bill as a beacon of hope.7296 And it is more important now than ever that this law is7297swiftly implemented so that that good work does not go to7298waste. We have the safest and most complex aviation system in7299the world, and we have to work together to keep it that way.7300 So the committee's bipartisan FAA reauthorization included7301vital enhancements for the aviation workforce development7302program, as you well know. However, the implementation of this7303critical program seems to be lagging.7304 It is my understanding that the fourth round of7305applications submitted by the February deadline for the7306existing pilot and maintenance grants are now in limbo, with7307applicants being told that they will have to resubmit once a7308revised notice of funding opportunity is issued, whenever that7309may be.7310 Meanwhile, we have seen no movement in standing up the new7311aviation manufacturing elements of the program, something that7312is critically important to my district.7313 Mr. Pleasance, have you or members of your organization7314received any updates or insights from the FAA about the status7315of these workforce development initiatives? And if not, how is7316the delayed implementation hindering workforce development7317efforts that are necessary to bolster aviation safety?7318 Mr. Pleasance. So we have been part of the effort to7319embrace the workforce development intentions behind the7320language that was in the--I think it was the NCAA, National7321Center for the Advancement of Aviation. I don't believe it got7322implemented last year. It got included in what was sent to the7323Senate. So in the final bill, at least as I understand, it was7324not included.7325 However, we have been recipients of the grant coming out of7326those efforts, and we have our high school program, for7327example, that was mentioned earlier. We have had over 100,0007328young individuals, high schoolers, who have gone through that7329program. And it touches on not just becoming a pilot, but all7330the various professions in the world of aviation, including7331maintenance.7332 So, in progress there. However, as I understand, it is7333nowhere near what was intended originally. And from what I7334understand, at least, the FAA is not set up currently to truly7335be able to implement this. They don't have the workforce7336themselves in place, the dedicated resources in place to7337actually execute on the intentions of this plan. So I think7338they are falling short.7339 Ms. Scholten. Yes. And what, if any, impacts do you see7340that currently having now? Or if these delays continue, what7341impacts would you foresee?7342 Mr. Pleasance. Well, I think, yes, there are impacts now,7343in the sense that there are people who are not getting7344opportunities to develop skills that would allow them to7345participate in this aviation ecosystem you just described.7346 And as was said earlier by Mr. Bolen, there are people out7347there today that would absolutely benefit that just don't even7348know about these programs.7349 Ms. Scholten. Yes.7350 Mr. Pleasance. So that is part of what we are doing at7351AOPA, is try to get the word out that there are enormous7352opportunities in the world of aviation.7353 There are programs like our high school program and others7354that seek to help educate these younger folks around the7355opportunities there, but there is a lot more that could be7356done. And I think this program that is not yet fully going is a7357gap.7358 Ms. Scholten. I couldn't agree more, the need in the7359workforce and the incredible opportunity that it would provide7360for so many of our young people. Well, we will keep asking the7361questions----7362 Mr. Pleasance [interposing]. Please.7363 Ms. Scholten [continuing]. And doing what we can to provide7364the oversight to move these programs ahead.7365 One more question. My district is home to several7366innovative domestic aviation manufacturers, as I referenced in7367my question. Unfortunately, the administration's imprecise7368trade policies, including the President's recent calls to7369double tariffs on imported steel and aluminum, are harming the7370very manufacturing base they claim to defend.7371 To help navigate the White House's chaotic, ever-evolving7372trade measures, I am working on legislation to best support7373American workers and manufacturers while lowering costs for7374consumers across the country. This is critical.7375 Mr. Bolen, can you touch on how proposed or implemented7376tariffs are impacting your members' businesses?7377 Mr. Bolen. Well, I think one way to look at it is to look7378at what has happened over the last 45 years when we had over 307379countries operating in basically a duty-free environment.7380 So, the 1980 Agreement on Trade in Civil Aircraft has been7381able to help the United States dominate virtually every aspect7382of aviation. We have $120 billion that comes in every year as a7383result of our exports. The flip of that is we spend about $207384billion. So it is over $100 billion to our economy when we are7385operating with free, fair, reciprocal trade.7386 And that is something that NBAA and, I think, a lot of7387others submitted for comment yesterday as the section 2327388hearings or investigation is underway at the Commerce7389Department and certainly something that we have made clear.7390With that agreement, we have seen that fair, free, reciprocal7391trade allows the U.S. to dominate, as we have in every aspect7392of aviation for decades.7393 Ms. Scholten. Thank you.7394 My time has expired. I yield back.7395 Mr. Nehls. The gentlelady yields.7396 I now recognize Mr. Bresnahan for 5 minutes.7397 Mr. Bresnahan. Thank you, Mr. Chairman.7398 I would like to underscore a major theme of today's7399hearing: safety. Aerospace safety is very personal to me. I am7400a licensed certificate holder for rotorcraft as well as a part7401107 holder. And in the spirit of full transparency, I am a7402dues-paying member of your organization.7403 I represent northeastern Pennsylvania, which is7404approximately 120 miles away from Newark, where we have five7405airports within sight of our congressional district. We have7406Wyoming Valley, Cherry Ridge, Mount Pocono, Wilkes-Barre/7407Scranton International Airport, as well as Hazleton, where I7408also had the privilege of visiting the TRACON over the weekend7409as well as the air traffic control tower and really got to see7410firsthand--it was the first time I was able to put a face to a7411voice of someone I speak to so frequently.7412 And I know safety matters to each of us here and to the7413pilots, the flight attendants, the mechanics, air traffic7414controllers, ground crews, passengers, and the families who we7415all represent. While I wasn't in Congress last year when the7416FAA reauthorization was passed, I am proud to work alongside my7417colleagues this Congress to advance aviation safety.7418 I am also very proud to have supported the $12.5 billion7419funding bump for ATC modernization in H.R. 1, as well as,7420alongside Congressman John Garamendi from California, we are7421leading a bipartisan letter asking the FAA to reject any7422proposal to allow single-pilot operations in commercial airline7423operations.7424 I guess my question really surrounds ADS-B, and perhaps7425maybe with Mr. Robbins and Mr. Pleasance.7426 I am a helicopter pilot. Oftentimes, I fly at relatively7427lower altitudes. And I had read in your testimony, Mr. Robbins,7428about the need for broadcasting on all various different types7429of aircrafts. And I know, obviously, in controlled airspace, we7430are more inclined and regulated to do so.7431 But, Mr. Pleasance, I would be really interested to get7432your perspective on ADS-B in all airspaces. Sometimes,7433northeastern Pennsylvania, predominantly a rural area, sure, we7434have in-and-out, but aircraft comes up relatively quickly,7435specifically in darker environments, sunset environments. And I7436actually agree with the concept that we should be more7437proactive in broadcasting positions, specifically with gliders7438and rotorcraft. And now with the evolution of unmanned7439aircraft, I think it is something that we can--at least me7440personally, I would be happy to support.7441 So, Mr. Pleasance, I would be interested to get your7442perspective from your organization and what you are hearing7443from your pilots.7444 Mr. Pleasance. Yes. Thank you for the question.7445 I think it is an important one, because we all have a7446vested interest in aerial vehicles not encountering each other7447in the sky. And I think ADS-B is a critical technology that7448enables that, enables that separation.7449 And you are right, it is not required in all airspace7450around the country. But, increasingly, a lot of the lower7451altitude airspace, whether it is helicopters, aerial ag planes7452basically, crop dusters, unmanned aircraft that perhaps are out7453in these more remote locations, we want those all to avoid each7454other.7455 So, I am personally and our organization is a proponent of7456ADS-B adoption, with two caveats.7457 One is, I think there is an opportunity to make it easier7458to adopt basic portable ADS-B units. They use these in Europe7459all the time in balloons and hang gliders and powered7460parachutes and so on. There is no electrical system required,7461but they serve the core purpose of emitting a signal that says7462``I'm here'' and allows other aircraft to see them.7463 The second one is the privacy one I mentioned earlier.7464Anything we are doing in this country that dissuades people7465from using that technology, I think, is a step backwards. And7466so, we will continue to advocate for improving the motivation7467for as many pilots as possible to adopt that technology.7468 Mr. Bresnahan. Being from Pennsylvania, I am really excited7469to see the outcome of today's State legislature hearings and7470what actually unfolds behind it.7471 And I also read in your testimony about the privacy7472concerns amongst pilots, and I have heard it, as well, too. And7473there is a very solid campaign right now going around at local7474FBOs about the infringement there.7475 But I was wondering if there were any more concrete7476examples that you could point to where a pilot or an aircraft7477owner received a citation relevant to the ADS-B information7478that was actually sent back to the FAA, and I would be really7479interested to see some of that.7480 Mr. Pleasance. Yes, absolutely. There is a very tangible7481one with a seaplane pilot up in Connecticut that was doing7482touch-and-go's on a river, and somebody called in and reported7483the aircraft for low flying. But it was, of course, taking off7484and landing, so that is what you do, is you go up and you come7485down, and you are typically not very high.7486 And so there was a claim made that this pilot was flying7487exceedingly low, and the only data that was in support of that7488was ADS-B data. And, as you know, ADS-B data is only so7489accurate, because it operates off of pressure altitude and has7490to be adjusted for barometric pressure, and so what you see get7491read by the system may or may not be exactly how high that7492aircraft is off the ground.7493 So that is a very tangible one where that pilot has7494currently lost their license and is fighting to get it back.7495 I also get emails almost every week, one just a week ago or7496so out in the Seattle area, where there is aircraft out there7497doing perfectly legal safety training, basically turns around a7498point, and they are getting--the FAA out there, the FSDO7499office, is getting emails from a neighbor who is just not happy7500with the fact they are doing that. And they are pulling up7501pictures of that airplane and the N-Number and the ownership of7502that airplane every time. And there is not one airplane, there7503are many that go to do the training there.7504 And so I think it is a further example of how--in this7505case, the FAA has not gone after the pilot. They are trying to7506educate the person on the ground. But it is creating a level7507of--a dynamic that is not helpful, let's just say, from both a7508safety as well as the fairness perspective.7509 Mr. Bresnahan. I appreciate that insight.7510 And I appreciate all the witnesses for being here today.7511And aeromedical reform will be a continued conversation since I7512am out of time.7513 And, with that, I yield back. Thanks.7514 Mr. Nehls. The gentleman yields.7515 I now recognize Ms. Norton for 5 minutes.7516 Ms. Norton. Thank you, Mr. Chairman.7517 The tragic collision near DCA earlier this year and several7518recent near-misses at and near airports across the country7519demonstrate that swiftly implementing the safety and workforce7520provisions of the FAA Reauthorization Act of 2024 must be a top7521priority.7522 However, there are actions the Department of Transportation7523and the FAA can take beyond these provisions to improve7524aviation safety.7525 For example, last month, I joined colleagues in sending a7526letter requesting report language in the Transportation7527appropriations bill directing DOT and the FAA to commission an7528independent review of airspace design, civil-military7529coordination, and operational safety in the national capital7530region.7531 Ms. Nelson, do you think such an independent review would7532help improve aviation safety in the national capital region?7533 Ms. Nelson. Yes, I do.7534 Ms. Norton. I was deeply disappointed to hear at this7535committee's hearing last month on the FAA Reauthorization Act7536that the FAA continues to allow military and other Federal7537helicopters near DCA with their ADS-B transponders turned off.7538 Despite the Acting FAA Administrator's announcement at a7539Senate hearing in March that the FAA is now requiring ADS-B7540transponders be turned on for helicopter flights in DCA class B7541airspace, FAA Deputy Chief Operating Officer Franklin McIntosh7542told this committee that helicopter flights relating to law7543enforcement, national security, or the transport of Government7544officials are [sic] required to use ADS-B transponders near7545DCA.7546 Their refusal to implement this critical aviation safety7547change puts the lives of passengers, pilots, and flightcrews at7548risk.7549 Last month, I sent a letter to Transportation Secretary7550Sean Duffy urging DOT to require all helicopters operating near7551DCA to use ADS-B transponders and to prohibit the use of7552helicopters for transporting Government officials in the7553national capital region, except in the case of a national7554emergency or the transport of the President and the Vice7555President.7556 Captain Reven, your testimony highlighted the need to7557upgrade aviation infrastructure to utilize ADS-B transponders.7558Unfortunately, even when ADS-B transponders are present at a7559military or Federal helicopter flying in DCA airspace, there is7560a good chance they will be turned off because of the numerous7561exemptions the FAA continues to permit. Would requiring7562exemptions to turning off ADS-B transponders lower the risk of7563aviation accidents?7564 Mr. Reven. Thank you for the question, Congresswoman. I7565appreciate that. And you are referring to the Automatic7566Dependent Surveillance-Broadcast that we have on our aircraft.7567And two different types, just to say. There is one that7568broadcasts out and one that receives.7569 So, as captains, as pilots, we want every piece of safety7570information we can possibly get, and the more of those that are7571turned on, the better that we can see traffic. There is no7572doubt to that.7573 But as far as those decisions, DOT and Department of7574Defense and FAA--it is a bit above our pay grade as far as7575national security goes. So understand that there have to be7576some balances from time to time.7577 But the simple answer to your question is, the more that7578the ADS-B is turned on, the safer it is.7579 Ms. Norton. Thank you.7580 And I yield back.7581 Mr. Nehls. The gentlelady yields.7582 I now recognize Mr. Van Drew.7583 Dr. Van Drew. Thank you, Mr. Chairman.7584 I wanted to talk about drones. I am going to speak about7585drones in a minute.7586 I was concerned--my good friend from Georgia on the other7587side of the aisle--and he is a good guy, and I consider him a7588friend, and we have a lot of similar committees, so we debate a7589lot in Judiciary. We fancy and think that this is more of a7590nonpartisan committee.7591 But there seemed to be--and, respectfully, Ms. Nelson, even7592on your part--the sense that I had when I was in here a little7593while ago, that chaos has erupted because of the new President7594and the new administration.7595 And there may be some problems. There always are. And not7596everything that happened I agreed with. But let's understand,7597we are where we are for years of past activity. Let's call it7598what it is. And let's just think about the chaos.7599 The chaos is when we didn't install fiber when we needed7600fiber in our airports.7601 The chaos was when I went and visited air traffic7602controllers in towers and they were using floppy disks that you7603couldn't get through any of their normal means of acquisition;7604they had to go to discount stores to see if they could find7605them.7606 The chaos is when you have decaying copper.7607 The chaos is when you moved air traffic control from New7608York, Newark Airport--we moved it from New York to7609Philadelphia--Philadelphia, without the STARS system in place;7610Philadelphia, with decrepit, aging copper in place;7611Philadelphia, where they also, because of the reconstruction of7612the runway, had a lot of different issues and problems there as7613well.7614 And on top of it, what we have had has not just resulted in7615the last 6 months. We have had a shortage of air traffic7616controllers and, for that matter, pilots, for years. We have a7617problem.7618 These are the real problems and the real issues.7619 And, quite frankly--and, again, I am going to be candid;7620that is the way I am--we have been worried over the past years7621about which bathrooms to use, what pronouns to use, whether we7622can call the cockpit the cockpit anymore, I mean, all this7623stuff.7624 This is about infrastructure. It's about science. It's7625about staffing. It's about making sure that we do things the7626right way.7627 There isn't just chaos in the last 6 months. This has been7628going on, really substantive underlying problems that need to7629be addressed. And I particularly wanted to say that because I7630heard that conversation between Ms. Nelson and Congressman7631Johnson.7632 The United States is over a decade behind the rest of the7633world in drone technologies and infrastructure, and we need to7634catch up. On June 1, Ukraine launched 117 long-range, low-cost7635drones, and we saw the damage that they did. And the point of7636that is not that they shouldn't have done it, but how effective7637drones can be. And they say they only cost probably about7638$1,000 each to make.7639 There is not a lot in place that would stop our enemies7640from utilizing these techniques against us as well. We know7641that Iran has drones. Some folks made fun--there is something7642called a mothership. It is not from outer space. It is these7643large ships like aircraft carriers that carry these drones.7644 And we need a clear roadmap to protect our skies, to7645protect our critical infrastructure, to protect our America.7646And we have passed bipartisan laws to deal with this, but we7647have repeatedly missed crucial deadlines. Notably, section76482209, intended to safeguard fixed sites, was enacted in 2016.7649It is 9 years later; still no rule.7650 Mr. Robbins, thank you for being here today.7651 Thank you all for being here.7652 When do you think we can expect a rule for section 2209?7653And what is driving this delay so long?7654 Mr. Robbins. Yes. Thank you very much for that question,7655Congressman. And we appreciate the ongoing dialogue with you7656and your team on this issue.7657 It is our understanding that section 2209 is in a draft7658form and is currently at the White House under review. That7659rule is tied along with the beyond visual line of sight rule.7660So we are hopeful that we are going to see that draft rule7661released in the near future.7662 And we have also heard that it is possible that, through an7663Executive order, the Trump administration may direct the FAA to7664move section 2209 directly to an interim final rule so that it7665takes effect immediately. And then there is an opportunity to7666still perfect the rule, but it goes into effect right away.7667 Dr. Van Drew. And I thank you for that. And the way I say7668things, we are probably doing more now, getting more done this7669year, than has happened since that was enacted years and years7670and years ago, where nothing happened. That's chaos. That's7671chaos.7672 Mr. Robbins. If I could add one other point, sir.7673 Dr. Van Drew. Sure.7674 Mr. Robbins. This committee is the lead committee of7675jurisdiction on expanding UAS detection and mitigation7676authorities. It has been since 2018 that Congress updated the7677UAS detection and mitigation authorities.7678 Dr. Van Drew. Unbelievable. Unbelievable. That's chaos.7679 Mr. Robbins. It is far past time for those authorities to7680be updated and to give our Federal authorities, as well as7681State, local, Tribal, Territorial, the ability to train7682properly and integrate, at the very least, detection7683technologies and, in very-bad-day situations, nonkinetic7684mitigation technologies in the homeland.7685 Dr. Van Drew. We are out of time, but I just want to say,7686record amounts of money are going to be coming into our7687airports and into our FAA.7688 I yield back.7689 Mr. Nehls. The gentleman yields.7690 I now recognize Ms. Titus for 5 minutes.7691 Ms. Titus. Thank you, Mr. Chairman. When you get to me,7692everything has pretty much been asked, but I appreciate that.7693 I am glad there was a lot of emphasis on workforce7694development. I worked with Mr. Molinaro in the bill to get that7695put in there, funding for it and support for it. So I know how7696much it is needed, and I am glad that is moving forward across7697the whole industry.7698 As we look at safety and air traffic controllers, though,7699and improving that system, I want us to be sure we don't forget7700about the contract towers, because some of those, I think, are7701behind in who they are contracting with or how few they have.7702And I want to put that on our list to consider, too.7703 I thank Mr. Van Drew for asking about the drones. Another7704part of that, in terms of bringing us up to date, was a rule I7705got in the FAA that calls for us to look at beyond line of7706sight. That deadline, too, was missed. That was last September.7707But I am hoping that we will see it come this summer.7708 Can somebody--Mr. Robbins, can you address where we are7709with that and talk about why line of sight is so important? We7710see it in Nevada in rescue operations being needed or fixing7711power lines out in the desert where trucks can't go. So could7712you address where we are with that?7713 Mr. Robbins. Yes, absolutely, ma'am. Thank you so much. And7714thank you for your leadership of the UAS Caucus here in the7715House of Representatives.7716 So, along with the section 2209 rule that I just discussed7717with Congressman Van Drew, the beyond visual line of sight rule7718is now at the White House for review as part of the OIRA and7719interagency process.7720 So we are hopeful to see the draft rule published soon. As7721you noted, that draft rule is now 261 days overdue from the7722statutory deadline set in the FAA reauthorization, and that7723puts the final rule deadline at jeopardy as well.7724 So, in the meantime, it is creating a situation where7725public safety officials, agricultural operators, drone7726delivery, medical, others, have to go through a very time-7727intensive, labor-intensive, and very expensive process on a7728case-by-case waiver of rule.7729 Now, the FAA has done a good job of speeding up the waiver7730approval process, particularly for things they have seen before7731and can improve much quicker. So we give the FAA credit for7732that. But this is not a scalable model. Industry needs a rule7733to adhere to that they can then go out and operate to. And we7734stand ready to work with the FAA to implement this as quickly7735as possible.7736 Ms. Titus. Thank you. I hope to see that because there are7737so many good uses, not just the military ones Mr. Van Drew7738talked about.7739 Mr. Robbins. Right. Thank you, ma'am.7740 Ms. Titus. My other question I will go back to, privatizing7741air traffic controllers. Mr. Bolen, you mentioned it, but I7742wanted to ask Ms. Nelson how her folks feel about privatizing7743and why and why not.7744 Ms. Nelson. Absolutely not, we shouldn't have for-profit in7745a safety system, no.7746 Ms. Titus. Just that simple?7747 Ms. Nelson. It is that simple. We are fully opposed to it,7748but so is the entire industry. There was a letter earlier this7749year signed by everyone in the industry. We are all on the same7750page. There is a roadmap in the 2024 FAA reauthorization bill7751for us to move forward without privatization. I think everyone7752is on the same page. We don't need any distractions from7753getting this done.7754 And I would just add that the breakdown of the air traffic7755control system is not just an economic issue and just a jobs7756issue and just a safety issue. What this also has is ancillary7757problems of more disruptive passengers because they are angry,7758they are stuck in the airports, they are stuck on the planes7759for longer. Flight attendants are facing that much more often,7760and flight attendants are also facing fatigue because our days7761are getting longer as these delays are going on.7762 So, there are a lot of problems, but the path forward is7763not privatization. It is moving forward with the bill that you7764passed last year and the plans that Secretary Duffy has put7765forward, too.7766 Ms. Titus. Thank you. I yield back.7767 Mr. Nehls. The gentlelady yields.7768 Any further questions?7769 No, I don't see any.7770 Seeing none, this concludes our hearing for today.7771 I would like to thank each one of you. I think this is good7772stuff. We need to do this more often, right?7773 This committee stands adjourned.7774 [Whereupon, at 1:08 p.m., the subcommittee was adjourned.]77757776 Submissions for the Record77777778 ----------77797780 Statement of Hon. Sam Graves, a Representative in Congress from the7781 State of Missouri, and Chairman, Committee on Transportation and7782 Infrastructure7783 Thank you, Chairman Nehls, and thank you to our witnesses for being7784here today.7785 Last month, the Transportation and Infrastructure Committee held a7786hearing to mark the one-year anniversary of the FAA Reauthorization Act7787of 2024 being signed into law.7788 During the hearing, we heard from the FAA on the progress they've7789made in implementing the largest and most comprehensive FAA7790Reauthorization in history.7791 As a professional pilot and active user of the aviation system,7792this legislation was particularly important to me.7793 I am very proud of the bipartisan work this Committee did to pass a7794major piece of legislation that will benefit every American who uses7795the aviation system.7796 And while the FAA has made progress, there is still a long road7797ahead.7798 Conducting rigorous oversight of the FAA Reauthorization Act is7799imperative if we are to ensure that the FAA follows the letter of the7800law and is held accountable for meeting deadlines.7801 Today, we have the opportunity to hear from stakeholders in the7802aviation community on provisions that are essential to the success of7803their sectors and listen to their perspectives on implementation of the7804law so far.7805 I am grateful for their insight and remain hopeful that, together,7806we can ensure this consequential law gets implemented on time and as7807Congress intended.7808 The proper implementation of the law is critical, as we work in7809concert with the Trump Administration to modernize the air traffic7810control system and provide the necessary boost in staffing at our ATC7811facilities.7812 Thank you, Chairman Nehls. I yield back.78137814 Statement of Cade Clark, Chief Government Affairs Officer, Vertical7815 Aviation International, Submitted for the Record by Hon. Troy E. Nehls7816 Chairman Nehls and Ranking Member Cohen, thank you for the7817opportunity to provide the vertical aviation industry's perspective on7818the implementation of the FAA Reauthorization Act of 2024.7819 VAI is the trade association for the civil vertical aviation7820industry, representing more than 1,000 aviation businesses and 15,0007821aviation professionals in 75 nations. VAI is dedicated to fueling the7822growth of the vertical aviation industry through connection, education,7823advocacy, and safety so that communities around the world are7824strengthened by the power of vertical flight. VAI is unique among7825aviation associations in that our members reflect all sectors of the7826vertical aviation industry, including operators of unmanned aircraft7827systems (UAS), next generation vertical-takeoff-and-landing (VTOL)7828aircraft (often called AAM aircraft), and helicopters, as well as the7829full range of companies that support and supply the industry, including7830manufacturers and education and training, maintenance, and other7831service providers.7832 First, I want to express our appreciation to this Subcommittee for7833your continued recognition of the critical role vertical flight plays7834in our national transportation and emergency response systems. The 20247835FAA Reauthorization Act contains meaningful reforms that support the7836operational needs of today's rotorcraft and powered-lift aircraft while7837laying the groundwork for safe, scalable integration of next-generation7838vertical flight technologies. The Act gives us a solid roadmap--we now7839need to ensure it gets implemented on time and in full.7840 Proper execution of statutory provisions is essential to realizing7841the full potential of the 2024 FAA Reauthorization Act. Section 627, in7842particular, is a pivotal mandate to enhance the safety, predictability,7843and functionality of low-altitude IFR operations for rotorcraft and7844powered-lift aircraft. We urge the FAA to act with urgency and7845clarity--and we ask that Congress maintain rigorous oversight to ensure7846the agency follows both the letter and the intent of the law.7847 Additionally, we encourage the FAA to engage closely with subject7848matter experts, like VAI, as it carries out the implementation of FAA7849Reauthorization. Leveraging the expertise and on-the-ground experience7850of industry partners will be key in ensuring successful and timely7851outcomes.7852 In this testimony, I will address the importance of Section 627 and7853the broader challenges and opportunities facing the vertical aviation7854industry today.7855 Section 627 Implementation7856 Section 627 of the FAA Reauthorization Act directs the FAA to7857initiate a rulemaking process within three years to establish or update7858low-altitude IFR routes and procedures for rotorcraft and powered-lift7859aircraft using performance-based navigation. This mandate arrives at a7860critical juncture. The recent tragic midair collision over Washington,7861D.C. is a solemn reminder of the criticality of ensuring safety in the7862national airspace at all flight levels, including low level flight. The7863FAA must act decisively to ensure its ongoing efforts to improve low-7864altitude safety are meaningfully integrated with the implementation of7865Section 627.7866 To fulfill the intent of Section 627, the FAA must initiate7867internal planning and pre-rulemaking activities without delay and7868clearly communicate its timeline for stakeholder engagement and formal7869rulemaking. We urge the agency to prioritize the most congested and7870operationally complex airspace for early implementation efforts.7871 As part of this mandate, the FAA must modernize the Helicopter7872Route Chart Program by revising outdated routes and improving7873publication practices to reflect performance-based navigation7874capabilities.7875 This work must also be fully integrated with the Department of7876Transportation's broader air traffic control modernization initiatives,7877particularly those focused on enabling digital separation and7878optimizing low-altitude corridors. VAI backs the Administration's Air7879Traffic Control Modernization Plan and is a member of the Modern Skies7880Coalition which strongly supports the Plan. While the Plan7881appropriately focuses on investment in people, equipment, and7882facilities, low-altitude flights must be incorporated in the operations7883considered for modernization initiatives.7884 Finally, the FAA must assess whether it has the technical7885expertise, budgetary support, and staffing levels necessary to carry7886out Section 627 on schedule. If gaps exist, the agency should identify7887and communicate the specific resources required to accelerate7888progress--especially in high-density, mixed-use airspace environments.7889 Essential Service to the American Public7890 Vertical lift aircraft play an irreplaceable role in serving the7891American public across a wide range of missions. Critical missions7892include search and rescue, medical evacuations, firefighting, law7893enforcement, post-disaster access and evacuations, critical7894infrastructure inspection and repair, homeland security, news and7895traffic monitoring, construction and heavy lifting, and forest7896management.7897 Americans saw first-hand the criticality of helicopter response7898during last year's Hurricane Helene which devastated parts of North7899Carolina--many areas were completely inaccessible by road. Over 5067900helicopters were deployed by the National Guard and approximately 10077901helicopters were contributed by private volunteers and organizations.7902These helicopters were critical in conducting search and rescue7903missions, delivering medical supplies, and reaching areas that were7904otherwise completely decimated.7905 A similar call to service was seen with the catastrophic Palisades7906and Eaton fires in the Los Angeles, California area last year. At the7907peak of operations, 60 helicopters were deployed to fight these fires--7908all vital in mitigating the impact of these fires and saving countless7909lives, homes, and businesses.7910 In 2024 alone, the U.S. government contracted 986 helicopters for7911wildfire response, including both large-capacity aircraft (Type 1)7912capable of delivering substantial water or retardant payloads and large7913crew transport and medium/light helicopters (Type 2) utilized for small7914crew transport, reconnaissance and tactical water drops.7915 Vertical aviation continues to grow in aircraft and services7916provided. Clearly defined, up-to-date, and technologically advanced7917routing infrastructure provides increased efficiency and safety to7918vertical lift allowing the industry to better respond to the next7919wildfire, hurricane, or large-scale emergency.7920 Continual Advancement7921 Emerging technology, notably Vertical Takeoff and Landing (VTOL),7922Unmanned Aircraft Systems (UAS), and aircraft with advanced propulsion7923systems, autonomous capabilities, or fly-by-wire systems, are7924positioned to greatly influence the global aviation industry over the7925next decade. Conservative projections value this segment at over $20.87926billion by 2035, signaling a significant expansion of the vertical7927flight ecosystem.7928 The performance, capabilities, and flight profiles of AAM can take7929advantage of and benefit from a low-altitude airspace structure that is7930flexible, data-driven, and aligned with performance-based navigation7931standards. Section 627 mandates the FAA to establish or update IFR7932routes and procedures for rotorcraft and powered-lift aircraft--7933including many AAM and eVTOL platforms--ensuring that tomorrow's7934aircraft have a safe, predictable, and scalable path to integration in7935the National Airspace System.7936 Section 627 is not just about today's helicopters--it is about7937building an airspace environment capable of supporting the next7938generation of vertical flight. If implemented with urgency and7939precision, it will help unlock the full potential of emerging aircraft,7940secure U.S. leadership in advanced air mobility, and support a vibrant,7941high-tech manufacturing sector that benefits communities nationwide.7942 Conclusion7943 The vertical lift industry is and will remain a cornerstone of7944America's economy, public safety infrastructure, and emergency response7945capability. From saving lives during natural disasters to supporting7946daily operations in law enforcement, infrastructure, and logistics, the7947industry enhances the quality of life across the country. As the sector7948evolves with new technologies and growing mission demands, the systems7949that support it--especially low-altitude airspace infrastructure--must7950evolve as well.7951 Section 627 of the FAA Reauthorization Act of 2024 is a critical7952step toward that evolution. Its successful implementation will help7953ensure that rotorcraft and powered-lift aircraft can operate safely,7954predictably, and efficiently in increasingly congested and complex7955environments. It also lays the foundation for integrating advanced7956technologies and aircraft into a more modern, performance-based7957airspace system.7958 VAI appreciates the opportunity to provide input as part of this7959hearing and stands ready to be a constructive partner in ensuring the7960success of Section 627. We welcome continued collaboration with7961Congress, the FAA, and industry stakeholders to implement this Act in a7962way that supports national security, public safety, and the future of7963vertical flight in the United States.79647965 Appendix79667967 ----------79687969 Questions to Edward M. Bolen, President and Chief Executive Officer,7970 National Business Aviation Association, from Hon. Julia Brownley79717972 Question 1. Can you discuss how important it is for the FAA to work7973with industry to quickly identify, review, and approve a safe lead-free7974aviation gasoline that can be adopted fleetwide across the country?7975 Answer. The transition to unleaded aviation gasoline is a matter of7976both environmental responsibility and operational urgency. NBAA7977strongly supports the FAA's continued collaboration with industry7978through initiatives like the Eliminate Aviation Gasoline Lead Emissions7979(EAGLE) program. Achieving a universally adoptable, safe unleaded avgas7980is critical. A coordinated and expedited approach to testing, approval,7981and deployment is essential to avoid disruptions in general aviation7982operations and to ensure that operators, especially those at smaller or7983rural airports, can continue to access the fuel they need to operate7984safely and reliably.79857986 Question 1.a. From a safety perspective, how critical is it that7987any unleaded fuel work seamlessly across the entire general aviation7988fleet without requiring different fuel handling procedures or7989performance considerations for different aircraft types?7990 Answer. From a safety standpoint, fleetwide compatibility is7991paramount. General aviation relies on a diverse mix of aircraft, often7992operating in remote environments and supported by small businesses and7993airports and fixed-base operators with limited infrastructure. A7994universal drop-in fuel would rely on the existing infrastructure,7995without requiring additional investment that most general aviation7996airports cannot afford and ensures consistency in engine performance,7997avoids misfueling risks, and eliminates the need for specialized7998training, signage, or fueling procedures that could introduce human7999error. Anything short of a seamless transition poses real safety8000concerns for pilots, maintenance technicians, and fueling personnel.8001 Additionally, until a universal drop-in unleaded fuel has been8002identified, it is critical that the existing 100LL Aviation Gasoline8003supply and availability remain in place at all airports. Aircraft8004utilizing 100LL gasoline today reflect a broad diversity of disaster8005relief, aero medical, small community air transport, recreational, and8006other missions.80078008 Question 1.b. Many business aviation operators manage diverse8009fleets of aircraft. What operational and financial burdens would be8010created if these operators had to manage multiple fuel types, different8011performance characteristics, and varying availability across their8012route networks?8013 Answer. The introduction of multiple fuel types would impose8014significant logistical and financial burdens on business aviation8015operators. Managing a fleet with different fueling requirements would8016complicate dispatch planning, increase the risk of fuel mismatches, and8017potentially ground aircraft if the correct fuel type is unavailable at8018a destination. Operators would incur added costs for training8019personnel, retrofitting equipment, updating fuel storage8020infrastructure, and developing new operational protocols--all of which8021divert resources from safety and efficiency initiatives. Lack of8022appropriate fuel at the operator's home base airport would require8023additional flights to obtain fuel, adding additional risk. A patchwork8024of fuel availability across the country would further compound these8025challenges, especially for operators who depend on operational8026flexibility to meet time-sensitive missions.8027 NBAA urges the FAA to continue prioritizing a fleetwide solution8028that ensures safety, reliability, and accessibility for all general8029aviation stakeholders.80308031 [all]Witnesses
5 witnesses appeared, with 15 papers on file.
- Witness Statement — HHRG-119-PW05-Wstate-RevenJ-20250604.pdf
- Witness Biography — HHRG-119-PW05-Bio-RevenJ-20250604.pdf
- Witness Truth in Testimony — HHRG-119-PW05-TTF-RevenJ-20250604.pdf
Documents
The committee filed 3 documents for the meeting.