"America Builds: The State of the Advanced Air Mobility (AAM) Industry"

1[House Hearing, 119 Congress]2[From the U.S. Government Publishing Office]34                  AMERICA BUILDS: THE STATE OF THE ADVANCED5                       AIR MOBILITY (AAM) INDUSTRY67=======================================================================89                                (119-30)1011                                HEARING1213                               BEFORE THE1415                            SUBCOMMITTEE ON16                                AVIATION1718                                 OF THE1920                              COMMITTEE ON21                   TRANSPORTATION AND INFRASTRUCTURE22                        HOUSE OF REPRESENTATIVES2324                    ONE HUNDRED NINETEENTH CONGRESS2526                             FIRST SESSION2728                               __________2930                            DECEMBER 3, 20253132                               __________3334                       Printed for the use of the35             Committee on Transportation and Infrastructure3637[GRAPHIC NOT AVAILABLE IN TIFF FORMAT]3839     Available online at: https://www.govinfo.gov/committee/house-40     transportation?path=/browsecommittee/chamber/house/committee/41                             transportation4243                                __________4445                   U.S. GOVERNMENT PUBLISHING OFFICE4662-629 PDF                  WASHINGTON : 20264748-----------------------------------------------------------------------------------4950             COMMITTEE ON TRANSPORTATION AND INFRASTRUCTURE5152  Sam Graves, Missouri, Chairman53 Rick Larsen, Washington, Ranking54              Member55Eleanor Holmes Norton,               Eric A. ``Rick'' Crawford,56  District of Columbia               Arkansas,57Jerrold Nadler, New York               Vice Chairman58John Garamendi, California           Daniel Webster, Florida59Henry C. ``Hank'' Johnson, Jr.,      Georgiaomas Massie, Kentucky60Andre Carson, Indiana                Scott Perry, Pennsylvania61Dina Titus, Nevada                   Brian Babin, Texas62Jared Huffman, California            David Rouzer, North Carolina63Julia Brownley, California           Mike Bost, Illinois64Frederica S. Wilson, Florida         Doug LaMalfa, California65Mark DeSaulnier, California          Bruce Westerman, Arkansas66Salud O. Carbajal, California        Brian J. Mast, Florida67Greg Stanton, Arizona                Pete Stauber, Minnesota68Sharice Davids, Kansas               Tim Burchett, Tennessee69Jesus G. ``Chuy'' Garcia, Illinois   Dusty Johnson, South Dakota70Chris Pappas, New Hampshire          Jefferson Van Drew, New Jersey71Seth Moulton, Massachusetts          Troy E. Nehls, Texas72Marilyn Strickland, Washington       Tracey Mann, Kansas73Patrick Ryan, New York               Burgess Owens, Utah74Val T. Hoyle, Oregon                 Eric Burlison, Missouri75Emilia Strong Sykes, Ohio,           Mike Collins, Georgia76  Vice Ranking Member                Mike Ezell, Mississippi77Hillary J. Scholten, Michigan        Kevin Kiley, California78Valerie P. Foushee, North Carolina   Vince Fong, California79Christopher R. Deluzio, Pennsylvania Tony Wied, Wisconsin80Robert Garcia, California            Tom Barrett, Michigan81Nellie Pou, New Jersey               Nicholas J. Begich III, Alaska82Kristen McDonald Rivet, Michigan     Robert P. Bresnahan, Jr.,83Laura Friedman, California           Pennsylvania84Laura Gillen, New York               Jeff Hurd, Colorado85Shomari Figures, Alabama             Jefferson Shreve, Indiana86Maxwell Frost, Florida               Addison P. McDowell, North87                                     Carolina88                                     David J. Taylor, Ohio89                                     Brad Knott, North Carolina90                                     Kimberlyn King-Hinds,91                                       Northern Mariana Islands92                                     Mike Kennedy, Utah93                                     Robert F. Onder, Jr., Missouri94                                     Jimmy Patronis, Florida9596                        Subcommittee on Aviation9798  Troy E. Nehls, Texas, Chairman99  Andre Carson, Indiana, Ranking100              Member101Sharice Davids, Kansas               Thomas Massie, Kentucky102Hillary J. Scholten, Michigan        Scott Perry, Pennsylvania103Robert Garcia, California            Brian J. Mast, Florida104Henry C. ``Hank'' Johnson, Jr.,      Georgiate Stauber, Minnesota105Julia Brownley, California           Tim Burchett, Tennessee106Frederica S. Wilson, Florida         Dusty Johnson, South Dakota107Mark DeSaulnier, California          Jefferson Van Drew, New Jersey108Valerie P. Foushee, North Carolina   Tracey Mann, Kansas109Christopher R. Deluzio, Pennsylvania Burgess Owens, Utah110Nellie Pou, New Jersey,              Tony Wied, Wisconsin, Vice111  Vice Ranking Member                Chairman112Laura Gillen, New York               Tom Barrett, Michigan113Eleanor Holmes Norton,               Nicholas J. Begich III, Alaska114  District of Columbia               Robert P. Bresnahan, Jr.,115Dina Titus, Nevada                   Pennsylvania116Salud O. Carbajal, California        Jeff Hurd, Colorado117Greg Stanton, Arizona                Jefferson Shreve, Indiana118Jesus G. ``Chuy'' Garcia, Illinois   Addison P. McDowell, North119Val T. Hoyle, Oregon                 Carolina120Rick Larsen, Washington (Ex Officio) Brad Knott, North Carolina121                                     Kimberlyn King-Hinds,122                                       Northern Mariana Islands123                                     Robert F. Onder, Jr., Missouri124                                     Jimmy Patronis, Florida125                                     Sam Graves, Missouri (Ex Officio)126127                                CONTENTS128129                                                                   Page130131Summary of Subject Matter........................................   vii132133                 STATEMENTS OF MEMBERS OF THE COMMITTEE134135Hon. Troy E. Nehls, a Representative in Congress from the State136  of Texas, and Chairman, Subcommittee on Aviation, opening137  statement......................................................     1138    Prepared statement...........................................     2139Hon. Andre Carson, a Representative in Congress from the State of140  Indiana, and Ranking Member, Subcommittee on Aviation, opening141  statement......................................................     3142    Prepared statement...........................................     4143Hon. Rick Larsen, a Representative in Congress from the State of144  Washington, and Ranking Member, Committee on Transportation and145  Infrastructure, opening statement..............................     5146    Prepared statement...........................................     7147148                               WITNESSES149150Kyle Clark, Founder and Chief Executive Officer, BETA151  Technologies, oral statement...................................     8152    Prepared statement...........................................    10153Tyler Painter, Chief Financial Officer, Wisk Aero, oral statement    14154    Prepared statement...........................................    15155Robert W. Rose, Cofounder and Chief Executive Officer, Reliable156  Robotics Corporation, oral statement...........................    16157    Prepared statement...........................................    18158Gregory Pecoraro, President and Chief Executive Officer, National159  Association of State Aviation Officials, oral statement........    23160    Prepared statement...........................................    24161162                       SUBMISSIONS FOR THE RECORD163164Statement of the Association for Uncrewed Vehicle Systems165  International, Submitted for the Record by Hon. Troy E. Nehls..    57166Letter of December 2, 2025, to Hon. Troy E. Nehls, Chairman, and167  Hon. Andre Carson, Ranking Member, Subcommittee on Aviation,168  from Andre Sutton, International Vice President, Air Division169  Director, Transport Workers Union of America, Submitted for the170  Record by Hon. Andre Carson....................................    58171172                                APPENDIX173174Question to Kyle Clark, Founder and Chief Executive Officer, BETA175  Technologies, from Hon. Valerie P. Foushee.....................    61176Questions to Robert W. Rose, Cofounder and Chief Executive177  Officer, Reliable Robotics Corporation, from Hon. Jimmy178  Patronis.......................................................    62179Questions to Gregory Pecoraro, President and Chief Executive180  Officer, National Association of State Aviation Officials, from181  Hon. Valerie P. Foushee........................................    64182183[GRAPHIC NOT AVAILABLE IN TIFF FORMAT]184185                           November 26, 2025186187    SUMMARY OF SUBJECT MATTER188189    TO:      LMembers, Subcommittee on Aviation190    FROM:  LStaff, Subcommittee on Aviation191    RE:      LSubcommittee Hearing on ``America Builds: The192State of the Advanced Air Mobility (AAM) Industry''193_______________________________________________________________________194195                               I. PURPOSE196197    The Subcommittee on Aviation of the Committee on198Transportation and Infrastructure will meet on December 3,1992025, at 10:30 a.m. ET in 2167 Rayburn House Office Buildings200to receive testimony at a hearing entitled, ``America Builds:201The State of the Advanced Air Mobility (AAM) Industry.'' The202hearing will examine the general state of the AAM industry,203including implementation of relevant provisions from the204Federal Aviation Administration Reauthorization Act of 2024205(P.L. 118-63) and relevant regulatory actions. This hearing206will also explore the AAM industry's and state governments'207perspectives on air traffic control (ATC) modernization. At the208hearing, Members will receive testimony from BETA Technologies,209Wisk Aero, Reliable Robotics, and the National Association of210State Aviation Officials.211212                             II. BACKGROUND213214    The primary mission of the FAA is to ensure civil aviation215safety.\1\ In carrying out that mission, the FAA has the216responsibility to certify, oversee, and regulate the safety and217operations of the civil aviation sector, including integrating218new entrants like AAM into the National Airspace System219(NAS).\2\ AAM is an emerging sector of the aviation industry220which aims to develop a new air transportation system that221moves people and cargo between local, regional, intraregional,222and urban locations not previously served or underserved by223traditional aviation utilizing innovative aircraft,224technologies, and operations.\3\ The term ``AAM vehicle'' is an225umbrella term which can include electric vertical takeoff and226landing (eVTOL) powered-lift aircraft, commonly referred to as227air taxis, and highly automated aircraft.\4\228---------------------------------------------------------------------------229    \1\ FAA, Mission, (Jan. 22, 2025), available at https://230www.faa.gov/about/mission.231    \2\ 49 U.S.C. Sec.  106(g).232    \3\ FAA, Next Gen, Concept of Operations, V2.0, UAM, (Apr. 26,2332023), available at https://www.faa.gov/sites/faa.gov/files/234Urban%20Air%20Mobility%20%28UAM%29%20Concept%20of235%20Operations%202.0_0.pdf.236    \4\ FAA, Advanced Air Mobility Infrastructure, (June 23, 2025),237available at https://www.faa.gov/airports/new_entrants/238aam_infrastructure#::text=Advanced%20Air%20Mobility239%20(AAM)%20aircraft,also%20accommodate%20these%20growing%20operations.&t240ext=241Vertiports%20are%20a%20type%20of%20heliport.242---------------------------------------------------------------------------243    Furthermore, advances in technology, such as increased244battery density and distributed electric propulsion, are245allowing for the development of novel aircraft that are246potentially quieter, safe, and sustainable.\5\ These247improvements also led to the emergence of advanced propulsion248systems which leverage all-electric, hybrid- electric,249hydrogen, and hydrogen-electric technologies. Designs for these250aircraft are diverse but can largely be classified as vertical251takeoff and landing (VTOL), short takeoff and landing (STOL),252or conventional takeoff and landing (CTOL) aircraft.253---------------------------------------------------------------------------254    \5\ Id.255---------------------------------------------------------------------------256    Industry reports project tremendous scalability, demand,257and economic growth once these aircraft enter into service.\6\258For example, an industry report estimates that the AAM market259will reach $115 billion annually by 2035, employing more than260280,000 high-paying jobs.\7\ Furthermore, the FAA forecasts261demand for AAM services to start at approximately 42,000 annual262trips in the first year of operations before growing to an263estimated 2.8 million annual trips in the sixth year following264entry into service.\8\265---------------------------------------------------------------------------266    \6\ Lindsey Berckman et al., Advanced air mobility: Achieving scale267for value realization, DELOITTE, (Dec. 11, 2023), available at https://268www.deloitte.com/us/en/insights/industry/aerospace-defense/advanced-269air-mobility-evtol-aircraft.html.270    \7\ Aijaz Hussain, Advanced Air Mobility: Can the United States271afford to lose the race?, DELOITTE, (Jan. 26, 2021), available at272https://www.deloitte.com/us/en/insights/industry/aerospace-defense/273advanced-air-mobility.html.274    \8\ FAA, FAA Aerospace Forecast Fiscal Years 2025-2045, (June 9,2752025), available at https://www.faa.gov/data_research/aviation/276aerospace_forecasts/FY-2025-2045-Full-Forecast-277Document-and-Tables.pdf.278---------------------------------------------------------------------------279280                  III. FAA REAUTHORIZATION ACT OF 2024281282    The FAA Reauthorization Act of 2024 (FAARA24) (P.L. 118-28363), which was signed into law on May 16, 2024, contained284numerous provisions, across multiple titles, geared towards285further enabling these technologies while ensuring the286necessary infrastructure is in place to support operations upon287entry into service. FAARA24 ensures that the FAA is properly288positioned to support their safe integration into the NAS while289fostering American innovation.\9\290---------------------------------------------------------------------------291    \9\ FAA Reauthorization Act of 2024, Pub. L. No. 118-63.292---------------------------------------------------------------------------293294POWERED-LIFT OPERATIONS FOR AAM AIRCRAFT295296    Currently, several AAM aircraft manufacturers are in the297process of certifying the design of their aircraft with FAA and298plan to enter service upon this certification. With AAM299aircraft operators expected to use existing operating300procedures, the FAA has still faced challenges in leveraging301certain existing aviation rules for the new class of aircraft.302To meet entry into service target dates for AAM manufacturers303and operators, and to establish a clear regulatory safety304framework for powered-lift aircraft, in 2023, the FAA declared305that it would publish a final Special Federal Aviation306Regulation (SFAR) for AAM aircraft by ``the fourth quarter of3072024.'' \10\ Section 955 of the FAARA24 required the FAA to308publish a final Powered-Lift SFAR no later than November 16,3092024, and the FAA accomplished the task a month early,310announcing the final SFAR on October 22, 2024.\11\311---------------------------------------------------------------------------312    \10\ Revise Airplane Definition to Incorporate Powered-lift313Operations, RIN 2120-AL72, Unified Agenda, Off. of Info. and Reg.314Affairs; FAA Reauthorization: Enhancing America's Gold Standard in315Aviation Safety, Hearing Before the Subcomm. on Aviation of the H.316Comm. on Transp. and Infrastructure, 118th Cong. (Feb. 7, 2023)317(statement of David Boulter, Acting Assoc. Admin. for Aviation Safety,318FAA).319    \11\ Press Release, FAA, With New Rule, FAA is Ready for Air Travel320of the Future, (Oct. 22, 2024) available at https://www.faa.gov/321newsroom/new-rule-faa-ready-air-travel-future.322---------------------------------------------------------------------------323    The highly anticipated final rule, which is valid for 10324years, addresses operational and pilot certification325requirements for powered-lift aircraft.\12\ Under the final326rule, the FAA determined that existing aircraft certification327requirements were sufficient to issue traditional type328certificates (TC) for powered-lift aircraft under a special329class process.\13\ Issuing TCs for powered-lift aircraft330utilizing the special class process allows the FAA to address331the novel features of unique and untraditional aircraft without332the need for additional and onerous processes. Key elements of333the SFAR include:334---------------------------------------------------------------------------335    \12\ Final Rule for Powered-Lift Ops is Key for AAM, National336Business Aviation Association, (Nov. 2024), available at https://337nbaa.org/news/business-aviation-insider/3382024-11/final-rule-for-powered-lift-ops-is-key-for-aam/.339    \13\ Integration of Powered-Lift: Pilot Certification and340Operations; Miscellaneous Amendments Related to Rotorcraft and341Airplanes, 89 Fed. Reg. 92296 (Nov. 21, 2024) (to be codified at 14342C.F.R. pt. 1, 11, 43, 60, 61, 91, 97, 111, 135, 136, 141, 142, and343194).344---------------------------------------------------------------------------345     LAircraft Maintenance & Safety: Existing aircraft346maintenance rules will apply to powered-lift aircraft. Cockpit347voice recorders are required for powered-lift aircraft with six348or more seats, including aircraft in which two pilots are349required.\14\ Flight data recorders will also be required for350powered-lift aircraft with 10 or more seats.\15\351---------------------------------------------------------------------------352    \14\ Id.353    \15\ Id.354355     LAircraft Energy Reserves: Powered-lift aircraft356are required to have the same energy reserve requirements as357helicopters. However, if the manufacturer can provide pre-358determined aircraft routes, landing approaches and certain359other information, the FAA can allow for a modified energy360reserve requirement.\16\361---------------------------------------------------------------------------362    \16\ FAA, Powered Lift Part 194 SFAR Frequently Asked Questions363(FAQ), (Oct. 22, 2024), available at https://www.faa.gov/air-taxis/FAQ.364365     LOperating Rules: The SFAR incorporates a366performance-based approach that modifies current aircraft367operating rules based on a powered-lift aircraft's unique368capabilities. It also permits powered-lift operations under369private, fractional ownership, commuter/on-demand and air370tours.\17\ Furthermore, existing noise regulations will apply371to powered-lift aircraft.\18\372---------------------------------------------------------------------------373    \17\ Id.374    \18\ Id.375376     LPilot Certification and Training: For a pilot to377legally fly an AAM aircraft, such pilot must (1) obtain an FAA378pilot certificate, (2) obtain a credential, or `type rating,'379that qualifies them to fly a category of aircraft (for AAM it380is referred to as `powered-lift'), and then (3) complete a381---------------------------------------------------------------------------382training program for the specific model of aircraft.383384    The FAA has adopted an alternate framework for meeting385flight time requirements and has expanded the opportunity for386commercial pilots to obtain powered-lift ratings through pre-387existing training programs.\19\ Initially, pilots employed by388AAM manufacturers may obtain experience through test flights389and crew training activities necessary for aircraft390certification, since there is currently no certificated391powered-lift aircraft or related training program. These pilots392will form of an initial group of powered-lift instructors and393pilots.\20\ Once the initial training programs are established,394an eligible commercial pilot with an instrument rating for395another category of aircraft will be able to utilize one of the396following alternate pathways to gain flight experience for397pilot certification:398---------------------------------------------------------------------------399    \19\ Id.400    \20\ Id.401---------------------------------------------------------------------------402     LFirst Option: Training in a powered-lift aircraft403with a single set of flight controls that are accessible by404both the student and flight instructor and allow for the405instructor to immediately intervene if necessary.\21\406---------------------------------------------------------------------------407    \21\ Id.408409     LSecond Option: A combination of solo flight410experience in an aircraft with expanded use of level C or411higher full flight simulator (FFS), which is a simulator with412six-degree motion systems, realistic cockpit replicas, and413advanced avionics.\22\ For pilots already holding a commercial414pilot certificate and seeking a powered-lift rating, the final415rule reduced the pilot in command (PIC) flight time416requirements from 50 hours to 35 hours, of which 15 may be417accrued in a Level C or higher full flight simulator (FFS).\23\418While no flight simulators for powered-lift aircraft are419currently qualified, the FAA anticipates movement in the short420term to provide for more flight training opportunities through421simulation.\24\422---------------------------------------------------------------------------423    \22\ Id.; Briefing from FAA to Subcomm. on Aviation Staff, Powered424Lift Briefing (Oct. 22, 2024, 1:00pm EST) (Slides on file with Comm.).425    \23\ Id.426    \24\ Id.427428     LThird Option: AAM companies can apply for an429alternative compliance, known as deviation authority, in which430the FAA would consider future technological advancements that431would guarantee a flight training instructor and the PIC could432still take immediate full control of the aircraft.\25\433---------------------------------------------------------------------------434    \25\ Id.435---------------------------------------------------------------------------436437ELECTRIC AIRCRAFT INFRASTRUCTURE PILOT PROGRAM438439    Some AAM operators will leverage existing aviation440infrastructure, such as airports and heliports, while others441may require new facilities, such as vertiports, to accommodate442growing operations.\26\ Section 745 of FAARA24 establishes a443five-year pilot program allowing up to ten eligible airports to444acquire, install, and operate equipment to support the445operations of AAM vehicles and to construct or modify related446infrastructure.\27\ On May 12, 2025, the FAA issued a program447guidance letter (PGL) for this pilot program to provide448information on how airports may prepare for participation;449however, it does not include a timeline for applications.\28\450---------------------------------------------------------------------------451    \26\ FAA, Advanced Air Mobility Infrastructure, (Oct. 15, 2024),452available at https://www.faa.gov/airports/new_entrants/453aam_infrastructure.454    \27\ FAA Reauthorization Act of 2024, Pub. L. No. 118-63, Sec.455745, 138 Stat. 1282.456    \28\ FAA, Reauthorization Program Guidance Letter (R-PGL) 25-06:457Planning and Project Eligibility, (May 12, 2025), available at https://458www.faa.gov/airports/aip/guidance_letters/R-PGL-25-05-Funding-Formula-459Changes.460---------------------------------------------------------------------------461462CENTER FOR ADVANCED AVIATION TECHNOLOGIES463464    Section 961 of FAARA24 directed the Administrator to465develop a plan to establish a Center for Advanced Aviation466Technologies (CAAT) that would support the testing and467advancement of new and emerging aviation technologies, such as468AAM, no later than September 30, 2026.\29\ The CAAT would be469responsible for facilitating partnerships between industry,470academia, and other government agencies; identifying new and471emerging aviation trends and technologies; and developing472testing corridors or flight demonstration zones to facilitate473the safe integration of AAM into the NAS.\30\ After a public474solicitation process, on April 23, 2025, Secretary Duffy475announced that the Texas A&M University System (TAMUS) would be476the managing entity responsible for establishing and operating477the FAA's CAAT.\31\ TAMUS was selected because of its proximity478to major international airports and a FAA regional479headquarters, existing infrastructure supporting advanced480aviation technology testing, and strong academic programs and481industry partnerships.\32\ Currently, TAMUS is in the process482of standing up the CAAT. Under the One Big Beautiful Bill Act483(P.L. 119-21), Congress appropriated $50 million towards484carrying out the requirements of section 961 of FAARA24.\33\485---------------------------------------------------------------------------486    \29\ FAA Reauthorization Act of 2024, Pub. L. No. 118-63, Sec.487961, 138 Stat. 1384.488    \30\ Id.489    \31\ Press Release, FAA, U.S. Transportation Secretary Sean P.490Duffy and U.S. Sen. Ted Cruz Announces Texas A&M Will Lead the Center491for Advanced Aviation Technologies (Apr. 23, 2025), available at492https://www.faa.gov/newsroom/us-transportation-secretary-sean-p-duffy-493and-us-sen-ted-cruz-announce-texas-am-will-lead.494    \32\ Id.495    \33\ One Big Beautiful Bill Act, Pub. L. No. 119-21, Sec.  40003,496139 Stat. 131. [hereinafter OBBBA].497---------------------------------------------------------------------------498499EXTENSION OF THE AAM INFRASTRUCTURE PILOT PROGRAM500501    To keep pace with the growing demand for AAM, state502governments and municipalities are working to prepare for503anticipated AAM operations.\34\ The Consolidated Appropriations504Act of 2023 (P.L. 117-328) established a pilot program to505provide planning grants to state, local, territorial and tribal506governments, transit agencies, port authorities, and507metropolitan planning organizations.\35\ These plans can508include details on potential vertiport locations, other509physical and digital infrastructure requirements, connectivity510to existing transit systems, among other considerations.\36\511Section 960 of FAARA24 extends this pilot program through512fiscal year 2026 and makes various technical corrections.\37\513To date, this program has not yet been funded.\38\514---------------------------------------------------------------------------515    \34\ FAA, Advanced Air Mobility (AAM) Implementation Plan: Near-516term (Innovate28) Focus with an Eye on the Future of AAM, (July 2023),517available at: https://www.faa.gov/sites/faa.gov/files/AAM-I28-518Implementation-Plan.pdf.519    \35\ Consolidated Appropriations Act 2023, Pub. L. No. 117-328,520Division Q Sec.  101, 136 Stat. 4459521    \36\ Id.522    \37\ FAA Reauthorization Act of 2024, Pub. L. No. 118-63, Sec.523960, 138 Stat. 1383.524    \38\ Communication from FAA to Subcomm. on Aviation Staff,525[Hearing] FAA Reauthorization Implementation Oversight, (Dec. 5, 2024,52610:30am EST) (on file with Subcomm.).527---------------------------------------------------------------------------528529POWERED-LIFT AIRCRAFT ENTRY INTO SERVICE530531    Section 957 of FAARA24 required the Administrator to532provide short-term and long-term solutions for the safe533integration of AAM into the NAS, including for operations in534controlled airspace.\39\ Additionally, the Administrator is535required to work in consultation with the exclusive bargaining536representatives of air traffic controllers to evaluate the537impact of AAM operations on air traffic controllers and538identify and evaluate other tools to support controllers.\40\539The Administrator is also required to update air traffic orders540and policies to allow for the use of existing air traffic541procedures, where determined safe by the Administrator, by542powered-lift aircraft. Furthermore, the agency is required to543establish a process for the approval of letters of agreement544between ATC system facilities and powered-lift operators and545infrastructure providers to minimize the amount of active546coordination required for safe recurring powered-lift547operations.\41\548---------------------------------------------------------------------------549    \39\ FAA Reauthorization Act of 2024, Pub. L. No. 118-63, Sec.550957, 138 Stat. 1381 [hereinafter Entry into Service].551    \40\ Id.552    \41\ Id.553---------------------------------------------------------------------------554555APPLICATION OF NATIONAL ENVIRONMENTAL POLICY ACT (NEPA) CATEGORICAL556                    EXCLUSIONS FOR VERTIPORT PROJECTS557558    Section 953 of FAARA24 directed the Administrator to apply559applicable existing categorical exclusions, in accordance with560NEPA, when evaluating the environmental impact of a proposed561vertiport project on an airport.\42\ Additionally, the562Administrator is required to consult with the Council on563Environmental Quality (CEQ) and take steps to establish564additional categorical exclusions, as appropriate, for565vertiport projects on an airport.\43\ While there is no566timeline associated with this provision, the FAA is in the567process of updating FAA NEPA implementing procedures in568accordance with this section.\44\ Additionally, the FAA has569begun informal consultations with CEQ on the development of new570categorical exclusions for vertiport projects. Once those571consultations have concluded, the FAA will submit justification572for the proposed additional categorical exclusions to CEQ for573formal consideration.\45\574---------------------------------------------------------------------------575    \42\ FAA Reauthorization Act of 2024, Pub. L. No. 118-63, Sec.576953, 138 Stat. 1376.577    \43\ Id.578    \44\ Briefing from FAA to Subcomm. on Aviation Staff, 2024 FAA579Reauthorization Hill Update (Apr. 10, 2025, 12:00pm EST) (Slides on580file with Comm.).581    \45\ Id.582---------------------------------------------------------------------------583584AVIATION WORKFORCE DEVELOPMENT GRANT PROGRAM585586    The emergence of AAM will help provide new job587opportunities in United States aviation, including in aerospace588engineering, aircraft manufacturing, and operations.\46\ To589ensure a robust and highly-skilled aviation workforce, section590440 of FAARA24 reauthorizes the FAA's Aviation Workforce591Development (AWD) Grant Program to fund efforts focused on592growing the United States aircraft pilot and aviation593maintenance workforce.\47\ FAARA24 also expands eligibility for594the AWD Grant Program to aviation manufacturing to ensure this595critical sector also has a robust talent pool to recruit from596in the coming decades.\48\597---------------------------------------------------------------------------598    \46\ DOT Volpe Center, Recap: The Advanced Air Mobility Workforce599of the Future, (Feb. 27, 2024), available at https://www.volpe.dot.gov/600about-us/contact-us/recap-advanced-air-mobility-workforce-future.601    \47\ FAA Reauthorization Act of 2024, Pub. L. No. 118-63, Sec.602440, 138 Stat. 1179.603    \48\ Id.604---------------------------------------------------------------------------605606STANDARDS DEVELOPMENT FOR VERTIPORT INFRASTRUCTURE607608    The FAA uses existing policy and regulations on aviation609infrastructure as a baseline for AAM vertiport guidance.\49\610Industry stakeholders also work closely with the FAA to develop611standards to ensure that AAM ground infrastructure is safe,612reliable, and interoperable.\50\ In 2022, the FAA published613Engineering Brief (EB) #105 which provides initial standards614and guidance for planning, designing, and constructing615vertiports.\51\ Among its requirements, section 958 of FAARA24616directs the agency to update EB015, and in December 2024, the617FAA issued EB#105A, updating guidance on vertiport618classification, landing area geometry and markings, aircraft619parking, and other key modifications.\52\ Section 958 also620directs FAA to publish a performance-based vertiport design621advisory circular.\53\ To comply with the law, the FAA plans to622publish a unified vertical flight infrastructure design623advisory circular that will cover both heliport and vertiport624design standards by mid-2027.\54\625---------------------------------------------------------------------------626    \49\ Entry into Service, supra note 39.627    \50\ Id.628    \51\ Notice of Availability, Notice of Industry Day Meeting, and629Request for Comment on the Draft Engineering Brief 105 for Vertiport630Design, 87 Fed. Reg. 11804 (Mar. 2, 2022).631    \52\ FAA Reauthorization Act of 2024, Pub. L. No. 118-63, Sec.632958, 138 Stat. 1382; FAA, Engineering Brief No. 105A, Vertiport Design,633Supplemental Guidance to Advisory Circular 150/5390-2D, Heliport634Design, (Dec. 27, 2024), available at: https://www.faa.gov/airports/635engineering/engineering_briefs/eb_105a_vertiports.636    \53\ FAA Reauthorization Act of 2024, Pub. L. No. 118-63, Sec.637958, 138 Stat. 1382.638    \54\ Briefing from FAA to Subcomm. on Aviation Staff, Vertiport639Engineering Brief Update (Section 958), (Jan. 7, 2025, 2:00pm EST)640(Slides on file with Comm.).641---------------------------------------------------------------------------642643                         IV. REGULATORY ACTIONS644645    As nations around the world grapple with new and emerging646aviation technologies, it is imperative that the United States647lead in innovation and the adoption of AAM. As such, we have648seen several regulatory efforts, spanning multiple649administrations, aimed at placing the United States front and650center in certifying and operationalizing AAM.651652ELECTRIC VERTICAL TAKEOFF AND LANDING (EVTOL) INTEGRATION PILOT PROGRAM653                    (EIPP)654655    In a June 6, 2025, Executive Order entitled, ``Unleashing656American Drone Dominance,'' President Trump called for the657establishment of an eIPP to serve as an extension of the BEYOND658program to accelerate the deployment of safe and lawful eVTOL659operations in the NAS.\55\ The BEYOND program, formerly known660as the IPP, was an initiative to accelerate the integration of661unmanned aircraft systems (UAS) into the NAS. The eIPP seeks to662build upon the success of the BEYOND program by facilitate663partnerships between state, local, tribal, and territorial664(SLTT) governments and private sector partners with665demonstrated experience in powered-lift or AAM development,666manufacturing, and operations.\56\ Once selected, participants667will test and validate operational concepts that, once668certified, can be scaled at the national level. Operational669concepts expected to be tested and validated include:670---------------------------------------------------------------------------671    \55\ Exec. Order No. 14307, (June 6, 2025), available at https://672www.whitehouse.gov/presidential-actions/2025/06/unleashing-american-673drone-dominance/.674    \56\ Electric Vertical Takeoff and Landing and Advanced Air675Mobility Integration Pilot Program--Announcement of Establishment of676Program and Request for Proposals, 90 Fed. Reg. 44751 (Sept. 16, 2025)677[hereinafter eIPP].678---------------------------------------------------------------------------679     LAir Taxis: Short range, on demand flying powered-680lift aircraft connecting to ground transport with demonstrated681reduced noise impacts;682     LLonger-range Fixed Wing Flights: Capable of683moving people around regionally unlocking new economically684viable means of air travel;685     LCargo: Powered-lift aircraft capable of providing686cargo services nationwide with easier access to underserved687communities;688     LLogistics and Supply: Powered-lift aircraft689capable of performing emergency management services, such as690servicing offshore energy facilities and improving medical691transport capabilities with lower costs; and692     LIncreasing Automation Safety: Testing powered-693lift aircraft with a range of automation technologies designed694to enhance safety and efficiency in AAM operations.\57\695---------------------------------------------------------------------------696    \57\ Id.697698    On September 12, 2025, Secretary Duffy announced that the699FAA plans to establish the eIPP, while noting that these700aircraft have the potential to transform traditional aviation,701expand connectivity to rural American communities, and reduce702road congestion in urban environments.\58\ Following Secretary703Duffy's announcement, on September 16, 2025, the FAA704established the eIPP and posted a document in the Federal705Register seeking participants.\59\ Interested applicants have706until December 11, 2025, to submit proposals.\60\707---------------------------------------------------------------------------708    \58\ Press Release, Dep't. of Transp., Trump's Transportation709Secretary Sean P. Duffy Unveils New Plan to Fast-Track Advanced Air710Mobility Vehicles (Sept. 12, 2025), available at https://711www.transportation.gov/briefing-room/trumps-transportation-secretary-712sean-p-duffy-unveils-new-plan-fast-track-advanced-air.713    \59\ eIPP, supra note 56.714    \60\ Id.715---------------------------------------------------------------------------716717                  V. AIR TRAFFIC CONTROL MODERNIZATION718719    On May 8, 2025, Secretary Duffy unveiled a plan to build a720new state-of-the-art ATC system.\61\ The plan consists of721several areas of focus for upgrades, including:722telecommunications infrastructure, radio communications,723surveillance, automation programs, and facilities.\62\ By724replacing and upgrading the current system, the FAA will725enhance safety, reduce delays, and unlock the future of air726travel.\63\ To aid in this effort, the One Big Beautiful Bill727Act enacted historic investments totaling $12.5 billion for ATC728modernization.\64\ While the FAA anticipates initial AAM729operations to operate like traditional helicopter and general730aviation piloted aircraft, it is anticipated that these731operations will gradually rely on increasing degrees of732autonomy.\65\ Any discussion on the future of our ATC system733should consider all current and future users of the NAS.734---------------------------------------------------------------------------735    \61\ Press Release, Dep't. of Transp., U.S. Transportation736Secretary Sean P. Duffy Unveils Plan to Build Brand New State-of-the-737Art Air Traffic Control System (May 8, 2025), available at https://738www.transportation.gov/briefing-room/us-transportation-secretary-sean-739p-duffy-unveils-plan-build-brand-new-state-art-air [hereinafter ATC740Plan].741    \62\ Dep't of Transp., America Is Building Again: Brand New Air742Traffic Control System (2025), available at https://743www.transportation.gov/sites/dot.gov/files/2025-05/Brand%20New744%20Air%20Traffic%20Control%20System%20Summary.pdf.745    \63\ Id.746    \64\ OBBA, supra note 33.747    \65\ FAA, Operationalizing an Advanced Air Mobility Ecosystem748(2024), available at https://www.faa.gov/about/office_org/749headquarters_offices/ang/redac/redac-nasops-202403-750OperationalizeAAMEcosystem.751---------------------------------------------------------------------------752753DIGITAL FLIGHT RULES (DFR)754755    Digital flight, as opposed to visual or instrument flight,756refers to an operating mode in which flight operations are757conducted by reference to digital information, with flight-path758safety and self-separation standards enabled through connected759digital technologies and automated real-time information760exchange.\66\ Digital air traffic procedures will play a761critical role in AAM infrastructure, operations, and762integration into the NAS.\67\ According to the National763Aeronautics and Space Administration (NASA), digital flight is764predicated on the adoption of four key principles: digital765information connectivity and services, shared traffic766awareness, cooperative practices, and separation767automation.\68\ Looking forward, DFR are intended to complement768and add to existing operating modes utilized by traditional769aviation for navigation and separation standards, such as770visual flight rules (VFR) and instrument flight rules (IFR).771The success of more operations will hinge on the technological772advancements incorporated into an upgraded ATC system.773---------------------------------------------------------------------------774    \66\ Nat'l Aeronautics and Space Admin., Digital Flight: A New775Cooperative Operating Mode To Complement VFR and IFR (2022), available776at https://ntrs.nasa.gov/api/citations/20220013225/downloads/NASA-TM-77720220013225.pdf.778    \67\ NASAO AAM Multistate Collaborative, Key Considerations of779Physical and Digital Infrastructure and Exploring Minimum Service780Levels, (Aug. 25, 2025), available at: https://cdn.ymaws.com/nasao.org/781resource/collection/C99CE82E-E91C-4F7A-A1BB-A9BEA08115A0/782Key_Considerations_of_Physical_and_Digital.pdf783    \68\ Id.784---------------------------------------------------------------------------785786LOW ALTITUDE AIRSPACE MANAGEMENT787788    As new entrants continue to integrate into the NAS,789government and industry must work together to develop and790deploy technology that provides situational awareness to all791users operating at lower altitudes. The current ATC system792provides airspace awareness to traditional methods of aviation793at higher altitudes. Commercial aviation operations (with the794exception of takeoffs and landings) typically cruise between79530,000 feet to 42,000 feet above ground level (AGL).796Conversely, general aviation often operates up to 10,000 feet797AGL and can transit airspace going down to 500 feet AGL.\69\ At798these altitudes, controllers and pilots have a common operating799picture and appropriate airspace awareness. At altitudes below800400 feet AGL, that common operating picture and awareness is801not as available or accessible. Instead, new entrant operators802are expected to rely upon UAS traffic management (UTM) services803providing low altitude traffic management.\70\ As new entrants804continue to integrate into the airspace, the FAA must consider805the merits of a more robust low altitude airspace management806framework. Section 627 of FAARA24 directs the FAA to initiate a807rulemaking process to establish or update low altitude routes808and flight procedures to ensure safe powered-lift operations in809the NAS and consult with relevant stakeholders.\71\810---------------------------------------------------------------------------811    \69\ 14 C.F.R. Sec. 91.115 (1991); 14 C.F.R. Sec.  91.119 (2010).812    \70\ Nichakorn Pongsakornsathien, et al., Advances in Low-Altitude813Airspace Management for Uncrewed Aircraft and Advanced Air Mobility,814Science Direct, (Apr. 1, 2025), available at https://815www.sciencedirect.com/science/article/pii/S0376042125000119.816    \71\ FAA Reauthorization Act of 2024, Pub. L. No. 118-63, Sec.817627, 138 Stat. 1243.818---------------------------------------------------------------------------819820                             VI. WITNESSES821822     LKyle Clark, Founder & Chief Executive Officer,823BETA Technologies824     LTyler Painter, Chief Financial Officer, Wisk Aero825     LRobert Rose, Co-Founder & Chief Executive826Officer, Reliable Robotics827     LGregory Pecoraro, President & Chief Executive828Officer, National Association of State Aviation Officials829830 AMERICA BUILDS: THE STATE OF THE ADVANCED AIR MOBILITY (AAM) INDUSTRY831832                              ----------833834                      WEDNESDAY, DECEMBER 3, 2025835836                  House of Representatives,837                          Subcommittee on Aviation,838            Committee on Transportation and Infrastructure,839                                                    Washington, DC.840    The subcommittee met, pursuant to call, at 10:32 a.m. in841Room 2167, Rayburn House Office Building, Hon. Troy E. Nehls842(Chairman of the subcommittee) presiding.843    Mr. Nehls. The Subcommittee on Aviation will come to order.844    I ask unanimous consent that the chairman be authorized to845declare a recess at any time during today's hearing.846    Without objection, so ordered.847    I also ask unanimous consent that the Members not on the848subcommittee be permitted to sit with the subcommittee at849today's hearing and ask questions.850    Without objection, so ordered.851    And as a reminder, if Members wish to insert a document852into the record, please also email it to853DocumentsTI@mail.house.gov.854    I now recognize myself for the purpose of an opening855statement.856857  OPENING STATEMENT OF HON. TROY E. NEHLS OF TEXAS, CHAIRMAN,858                    SUBCOMMITTEE ON AVIATION859860    Mr. Nehls. First, I would like to take a moment and861recognize my new partner here, Ranking Member Andre Carson--big862guy, big guy, old lawman, great guy--and congratulate him on863his new role on the subcommittee. Ranking Member Carson, I look864forward to working with you to tackle the challenges our865aviation ecosystem is facing. We have to do it, most notably866modernizing the national airspace, the NAS.867    Secondly, I would like to thank each one of our witnesses.868Thank you all.869    We gather today at a critical and defining moment, a moment870in which we are presented with two choices: either we choose to871embrace and unleash American innovation, or we carry on with872the status quo and watch as other nations surpass us in new and873emerging technology.874    Electric vertical takeoff and landing--eVTOL--powered-lift875aircraft, commonly referred to as advanced air mobility, can876redefine how we transport people and goods between local,877regional, and urban locations not previously served by878traditional aviation. Don't just take my word for it. One879industry report from 2021 projects that the AAM market will880reach $115 billion annually by 2035 and bring about 280,000881high-paying jobs, 280,000.882    Furthermore, advances in technology, such as increased883battery density, are allowing for the development of eVTOL884aircraft which have the potential to be quieter. They are going885to be quieter, more efficient. There is only one issue: no one886has a type certificated aircraft yet. We just don't have it887done.888    The FAA Reauthorization Act of 2024 recognized the889importance of this emerging technology and included a subtitle890dedicated to its advancement. Specifically, section 955891requires the FAA to publish a Special Federal Aviation892Regulation, SFAR, regarding powered-lift aircraft by November89316 of 2024. Now it has been a year since the SFAR's894publication, and I look forward to hearing from our witnesses895today regarding the utility of that regulation, as well as any896challenges they may continue to face on the journey to897certification.898    Additionally, recent regulatory actions such as the899establishment of the eVTOL Integration Pilot Program highlight900innovation in this space as a priority for the Trump901administration. I look forward to seeing this pilot program902build on the successes of the Unmanned Aircraft Systems903Integration Pilot Program established in President Trump's904first term.905    Much of the conversation this Congress, deservedly so, has906revolved around air traffic modernization. While the FAA907expects initial powered-lift operations to be conducted in a908manner similar to traditional aviation, it's anticipated that909operations will ultimately begin to rely on increasing degrees910of autonomy. As such, any conversations on the future of our911ATC system should take into consideration all current and912future uses of the NAS.913    Once again, I would like to thank our witnesses for being914here today. I look forward to hearing from you all on the state915of the AAM industry.916    [Mr. Nehls' prepared statement follows:]917918     Prepared Statement of Hon. Troy E. Nehls of Texas, Chairman,919                        Subcommittee on Aviation920    First, I'd like to take a moment to recognize my new partner,921Ranking Member Andre Carson, and congratulate him on his new role on922the Subcommittee. Ranking Member Carson, I look forward to working with923you to tackle the challenges that our aviation ecosystem is facing,924most notably modernizing our National Airspace System (NAS). Secondly,925I'd like to thank each of our witnesses for being here today.926    We gather today at a critical and defining moment, a moment in927which we're presented with two choices: either we choose to embrace and928unleash American innovation, or we carry on with the status quo and929watch as other nations surpass us in new and emerging technology.930    Electric vertical takeoff and landing (e-VTOL) powered-lift931aircraft, commonly referred to as Advanced Air Mobility, can redefine932how we transport people and goods between local, regional, and urban933locations not previously served by traditional aviation. Don't just934take my word for it though; one industry report from 2021 projects that935the AAM market will reach $115 billion annually by 2035 and bring about936more than 280,000 high-paying jobs.937    Furthermore, advances in technology, such as increased battery938density, are allowing for the development of e-VTOL aircraft that have939the potential to be quieter and more efficient. There's only one issue:940no one has a type certificated (TC) aircraft yet.941    The FAA Reauthorization Act of 2024 recognized the importance of942this emerging technology and included a subtitle dedicated to its943advancement. Specifically, section 955 required the FAA to publish a944Special Federal Aviation Regulation (SFAR) regarding powered-lift945aircraft by November 16, 2024. It has now been a year since the SFAR's946publication, and I look forward to hearing from our witnesses regarding947the utility of that regulation, as well as any challenges that they948continue to face on the journey to certification.949    Additionally, recent regulatory actions such as the establishment950of the e-VTOL Integration Pilot Program (eIPP) highlight innovation in951this space as a priority for the Trump Administration. I look forward952to seeing this pilot program build on the successes of the Unmanned953Aircraft System (UAS) Integration Pilot Program (IPP) established in954President Trump's first term.955    Much of the conversation this Congress, deservedly so, has revolved956around air traffic control modernization. While the FAA expects initial957powered-lift operations to be conducted in a manner similar to958traditional aviation, it's anticipated that operations will ultimately959begin to rely on increasing degrees of autonomy. As such, any960conversations on the future of our ATC system should take into961consideration all current and future users of the NAS. Once again, I'd962like to thank our witnesses for being here today and look forward to963hearing from them on the state of the AAM industry.964965    Mr. Nehls. I now recognize Ranking Member Carson for 5966minutes for an opening statement.967968  OPENING STATEMENT OF HON. ANDRE CARSON OF INDIANA, RANKING969                MEMBER, SUBCOMMITTEE ON AVIATION970971    Mr. Carson. Thank you, Chairman. Thank you for your972leadership, fellow law enforcement officer.973    Thank you, Ranking Member Larsen and the staff.974    Good morning, and welcome to our witnesses for joining975today's hearing on the state of the advanced air mobility, AAM,976industry.977    New airspace entrants like AAM promise to deliver new and978exciting societal and economic benefits to our constituents.979Whether it' electric vertical takeoff and landing, eVTOL,980vehicles or more conventional aircraft using alternative981propulsion, this advanced technology has the potential to982improve mobility options, particularly in dense urban983environments like Indianapolis; boost local businesses and job984opportunities; and reduce surface congestion.985    But to make this vision a reality, we must ensure all986stakeholders, including labor, State governments, and impacted987local communities and legacy airspace users, remain at the988table. Using the framework created by the 2024 FAA989reauthorization, the administration and the AAM industry must990clearly demonstrate that these innovations can safely operate991in U.S. skies without placing additional strain on the system992and our entire aviation workforce.993    Which is why having a robustly funded and staffed FAA is so994important.995    The recent 43-day Government shutdown, the longest in our996Nation's history, had a very significant consequence for U.S.997aviation and is a very stark reminder of what is at stake if998the FAA is made into a political pawn. A Government shutdown999should never affect our air travel or force the FAA's very1000talented workforce to go without pay the way it did earlier1001last month.1002    That is why Chairman Graves, Ranking Member Larsen, Chair1003Nehls, and I proposed the Aviation Funding Solvency Act, which1004will ensure the FAA's aviation safety employees are paid, and1005the agency can continue its very important work.1006    The safe deployment of AAM into U.S. airspace relies on a1007very resilient and modernized infrastructure, whether that's1008physical ground infrastructure like vertiports for eVTOLs or1009the digital collision avoidance systems that air traffic1010controllers need to efficiently manage these new airspace1011users.1012    This year, Congress invested $12.5 billion into revamping1013the Nation's air traffic control system. And as a part of those1014efforts, this administration and industry must consider how new1015entrants will be safely integrated into an already very busy1016U.S. airspace.1017    Furthermore, the AAM industry and FAA should work with1018State governments to ensure that impacted communities have the1019resources and guidance they need to develop and deploy the1020necessary infrastructure.1021    Thanks to the committee's leadership to pass the 20241022reauthorization, the FAA has created the framework that will1023propel a new generation of innovative aircraft. But we must1024make sure that AAM is integrated into the National Airspace1025System safely and equitably.1026    Thank you again to today's witnesses. You all play a very1027critical role in achieving this collective goal.1028    I look forward to our discussion. I yield back, Chairman.1029    [Mr. Carson's prepared statement follows:]10301031  Prepared Statement of Hon. Andre Carson of Indiana, Ranking Member,1032                        Subcommittee on Aviation1033    Good morning and welcome to our witnesses for joining today's1034hearing on the state of the Advanced Air Mobility (AAM) industry.1035    New airspace entrants, like AAM, promise to deliver new and1036exciting societal and economic benefits to our constituents.1037    Whether it's electric vertical takeoff and landing (eVTOL) vehicles1038or more conventional aircraft using alternative propulsion, this1039advanced technology has the potential to improve mobility options--1040particularly in dense urban environments like Indianapolis--boost local1041businesses and job opportunities and reduce surface congestion.1042    But to make this vision a reality, we must ensure all1043stakeholders--including labor, state governments and impacted local1044communities and legacy airspace users--remain at the table.1045    Using the framework created by the 2024 FAA reauthorization, the1046administration and the AAM industry must clearly demonstrate that these1047innovations can safely operate in U.S. skies without placing additional1048strain on the system and aviation workforce.1049    Which is why having a robustly funded and staffed FAA is so1050important.1051    The recent 43-day government shutdown--the longest in our nation's1052history--had significant consequences for U.S. aviation and is a stark1053reminder of what is at stake if the FAA is made into a political pawn.1054    A government shutdown should never affect our air travel or force1055the FAA's talented workforce to go without pay the way it did earlier1056last month.1057    That's why Chairman Graves, Ranking Member Larsen, Chairman Nehls,1058and I proposed the Aviation Funding Solvency Act, which will ensure the1059FAA's aviation safety employees are paid and the agency can continue1060its important work.1061    The safe deployment of advanced air mobility (AAM) into U.S.1062airspace relies on a resilient and modernized infrastructure.1063    Whether that's physical ground infrastructure, like vertiports for1064eVTOLs, or the digital collision avoidance systems that air traffic1065controllers need to efficiently manage these new airspace users.1066    This year, Congress invested $12.5 billion into revamping the1067nation's air traffic control system, and as part of those efforts, this1068administration and industry must consider how new entrants will be1069safely integrated into an already busy U.S. airspace.1070    Furthermore, the AAM industry and FAA should work with state1071governments to ensure that impacted communities have the resources and1072guidance they need to develop and deploy the necessary infrastructure.1073    Some AAM stakeholders are pursuing more autonomous technology,1074which we'll hear more about during today's discussion.1075    Although these innovations may help to reduce the burden on our1076aviation workforce, there is no replacement for the human role in1077ensuring safe and efficient airspace use.1078    The 2024 FAA reauthorization lays the foundation for Congress, the1079FAA and industry to invest in the critical U.S. workforce that will1080design, maintain and deploy this new form of flight that should help1081supplement, not replace, the role of pilots in the cockpit.1082    Thanks to this Committee's leadership to pass the 20241083reauthorization, the FAA has created the framework that will propel a1084new generation of innovative aircraft.1085    But we must make sure that AAM is integrated into the national1086airspace system safely and equitably.1087    Thank you again to today's witnesses; you all play an important1088role in achieving this goal.1089    I look forward to our discussion.10901091    Mr. Nehls. Thank you, Mr. Carson. I now recognize the1092ranking member of the full committee, Mr. Larsen, for 51093minutes.10941095 OPENING STATEMENT OF HON. RICK LARSEN OF WASHINGTON, RANKING1096     MEMBER, COMMITTEE ON TRANSPORTATION AND INFRASTRUCTURE10971098    Mr. Larsen of Washington. Thank you, Chair Nehls and1099Ranking Member Carson, for holding today's hearing on AAM, a1100very innovative and growing aviation sector--part of that1101sector.1102    But before we discuss the promising future of aviation, we1103have to acknowledge the current state of the broader system,1104which looks much different than when this subcommittee last met11056 months ago.1106    Since then, U.S. aviation has been pushed to unprecedented1107limits--from the tragic crash of a UPS flight near Louisville,1108to mass flight delays and cancellations across the country, and1109the longest Government shutdown in U.S. history. However,1110thanks to the hard-working women and men of the entire aviation1111workforce, the traveling public's safety remained a top1112priority and does to this day. These dedicated individuals1113worked longer hours under immense pressure and scrutiny--and1114for many, worked without pay--yet they never wavered from their1115service to this country and their duty to ensure aviation1116safety.1117    We have to avoid history repeating itself. That is why I am1118very pleased to join Chair Graves and Chair Nehls and Ranking1119Member Carson to introduce the Aviation Funding Solvency Act.1120This bipartisan bill guarantees the aviation safety workforce1121will be paid and keeps the Federal Aviation Administration1122operating during Government shutdowns. The future of U.S.1123aviation and AAM depends on a fully staffed and resourced FAA.1124Our legislation will prevent any lapses in the agency's ability1125to focus on safety in the future.1126    This committee first explored the safe integration of new1127entrants, including AAM aircraft, nearly a decade ago. What was1128once considered an aviation technology of a distant future is1129happening now. In fact, I didn't invent ``The Jetsons,'' but I1130think I used ``The Jetsons'' as a metaphor about 9 years ago1131when we first started talking about this. And we are not quite1132there yet, but these innovations are, in fact, emerging in U.S.1133skies.1134    While the potential applications of AAM--from cargo1135transport, to passenger air taxi service--are promising, we1136always have to prioritize safety. Which is why the 20241137reauthorization law directed the FAA to release a final Special1138Federal Aviation Regulation, or SFAR, outlining powered-lift1139aircraft certification, operating, and pilot qualification1140requirements. The SFAR creates a regulatory framework necessary1141to allow AAM operations to safely scale so the U.S. can remain1142a leader in aerospace innovation.1143    So, Mr. Clark, I am glad to see BETA's recent flight test1144of the ALIA CX300 in northwest Washington State, and I look1145forward to hearing more about your experience navigating this1146SFAR process.1147    Now, although certification is the main goal for many1148stakeholders, it cannot be the only objective. The successful1149adoption of these technologies depends on community acceptance1150and States' ability to prepare for future operations.1151Therefore, the AAM industry and FAA must have early,1152transparent, and meaningful engagement with States and local1153communities to ensure their priorities and concerns are1154addressed.1155    In fact, the FAA reauthorization law in 2024 creates1156opportunities for the voices of local communities to be heard,1157including by extending an FAA pilot program that I championed1158to help States plan for AAM infrastructure development.1159    So, Mr. Pecoraro, I am interested in hearing more about the1160important role States are playing in infrastructure development1161and NASAO's recommendations on improving that partnership with1162the FAA and industry.1163    And the emergence of AAM also helps create jobs in the1164U.S., with the latest projections estimated to be more than1165280,000 high-paying AAM jobs by 2035. To help meet this demand,1166the 2024 FAA reauthorization invests $60 million annually to1167grow the pilot, aviation maintenance, and manufacturing1168workforces.1169    However, the administration has indefinitely delayed these1170very popular and very effective workforce grants. A highly1171skilled aviation workforce is critical to allowing the U.S. to1172leverage AAM technology and compete globally, and I urge the1173administration to finally issue these grants.1174    And with each passing year, climate change continues to be1175a growing threat to millions of Americans, and the electric1176propulsion systems employed by many of these new aircraft rely1177on low- and zero-emission technologies, which can significantly1178reduce the harmful impacts of greenhouse gases. So, continued1179Federal investment in cleaner aviation technologies is critical1180to our leadership in AAM, and it's good for local communities.1181    So, Mr. Painter, I look forward to learning more about1182Wisk's electric propulsion aircraft and necessary charging1183infrastructure to support your operations.1184    With safety as a guiding principle, the FAA reauthorization1185law established the necessary framework to safely scale AAM in1186the United States, grow the aviation workforce, invest in1187cleaner aviation technology, and partner with States and local1188communities on future operations.1189    So, I do want to say it may sound like I am bragging about1190the FAA authorization law that we passed in 2024, but you all1191deserve great thanks on this committee for seeing the future1192and taking care of these issues, showing this committee does do1193its work. And frankly, I want to say I am glad we are back to1194work in this committee as well.1195    So, I look forward to exploring how we can all support the1196safe and efficient integration of these new entrants into the1197airspace.1198    With that, I yield back.1199    [Mr. Larsen of Washington's prepared statement follows:]12001201 Prepared Statement of Hon. Rick Larsen of Washington, Ranking Member,1202             Committee on Transportation and Infrastructure1203    Thank you, Chair Nehls and Ranking Member Carson, for holding1204today's hearing on advanced air mobility (AAM)--an innovative and1205growing aviation sector.1206    But before we discuss the promising future of U.S. aviation, we1207must acknowledge the current state of the broader system--which looks1208much different than when this Subcommittee last met six months ago.1209    Since then, U.S. aviation has been pushed to unprecedented limits--1210from the tragic crash of UPS Flight 2976 near Louisville, to mass1211flight delays and cancellations across the country and the longest1212government shutdown in U.S. history.1213    However, thanks to the hard-working women and men of the entire1214aviation workforce, the traveling public's safety remains the top1215priority.1216    These dedicated individuals worked longer hours, under immense1217pressure and scrutiny, and for many, without pay--yet they never1218wavered from their service to this country and their duty to ensure1219aviation safety.1220    We have to avoid history repeating itself.1221    That is why I am pleased to join Chairman Graves to introduce the1222Aviation Funding Solvency Act.1223    This bipartisan bill guarantees the aviation safety workforce will1224be paid and keeps the Federal Aviation Administration (FAA) operating1225during government shutdowns.1226    The future of U.S. aviation and AAM depends on a fully staffed and1227resourced FAA. Our legislation will prevent any lapses in the agency's1228ability to focus on safety.1229    This committee first explored the safe integration of new entrants,1230including AAM aircraft, nearly a decade ago.1231    What was once considered aviation technology of the distant future1232is happening now, and these innovations are emerging in U.S. skies.1233    While the potential applications of AAM--from cargo transport to1234passenger air taxi service--are promising, we must always prioritize1235aviation safety.1236    Which is why the 2024 reauthorization directed the FAA to release a1237final Special Federal Aviation Regulation (SFAR) outlining powered-lift1238aircraft certification, operating and pilot qualification requirements.1239    The SFAR creates the regulatory framework necessary to allow AAM1240operations to safely scale, so the U.S. can remain a leader in1241aerospace innovation.1242    Mr. Clark, I was glad to see BETA's recent test flight of the ALIA1243CX300 in Northwest Washington state. I look forward to hearing more1244about your experience navigating the FAA's SFAR process.1245    Although certification is the main goal for many AAM stakeholders,1246it cannot be the only objective.1247    The successful adoption of AAM technology depends on community1248acceptance and states' ability to prepare for future operations.1249    Therefore, the AAM industry and FAA must have early, transparent1250and meaningful engagement with states and local communities to ensure1251their priorities and any concerns are addressed.1252    The 2024 FAA reauthorization creates opportunities for the voices1253of local communities to be heard--including by extending an FAA pilot1254program that I championed to help states plan for AAM infrastructure1255development.1256    Mr. Pecoraro, I'm interested in hearing more about the important1257role of states in AAM infrastructure development, and NASAO's1258recommendations on improving the partnership with the FAA and industry.1259    The emergence of AAM also helps to create jobs in U.S. aviation,1260with the latest projections estimating more than 280,000 high-paying1261AAM jobs by 2035.1262    To help meet this demand, the 2024 FAA reauthorization invests $601263million annually to grow the pilot, aviation maintenance and1264manufacturing workforces.1265    However, the Trump administration has indefinitely delayed these1266popular and effective FAA workforce grants.1267    A highly skilled aviation workforce is critical to allowing the1268U.S. to leverage AAM technology and compete globally, and I urge the1269Administration to finally issue these grants.1270    With each passing year, climate change continues to be a growing1271threat to millions of Americans.1272    The electric propulsion systems employed by many AAM aircraft rely1273on low and zero-emission technologies, which can significantly reduce1274the harmful impacts of greenhouse gases.1275    Continued federal investment in cleaner aviation technologies is1276critical to our leadership in AAM, and good for local communities.1277    Mr. Painter, I look forward to learning more about Wisk's electric1278propulsion aircraft and the necessary charging infrastructure to1279support your operations.1280    With safety as the guiding principle, the 2024 FAA reauthorization1281establishes the necessary framework to safely scale AAM in the United1282States, grow the aviation workforce, invest in cleaner aviation1283technology, and partner with states and local communities on future1284operations.1285    Thank you again to today's witnesses.1286    I look forward to exploring how we all can support the safe and1287efficient integration of these new airspace entrants.12881289    Mr. Nehls. Thank you, Mr. Larsen. I would like to welcome1290our witnesses. Thank you. Thank you all for being here. I will1291briefly take a moment to explain our lighting system. There are1292three lights in front of you: green, go; yellow, obviously,1293start wrapping up; and red means conclude your remarks.1294    I ask unanimous consent that the witnesses' full statements1295be included in the record.1296    Without objection, so ordered.1297    I also ask unanimous consent that the record of today's1298hearing remain open until such time as our witnesses have1299provided answers to any questions that may be submitted to them1300in writing.1301    Without objection, so ordered.1302    I also ask unanimous consent that the record remain open1303today for 15 days for any additional comments and information1304submitted by Members or witnesses to be included in the record1305of today's hearing.1306    Without objection, so ordered.1307    And as your written testimony has been made part of the1308record, the subcommittee asks that you keep your remarks to 51309minutes.1310    With that, Mr. Clark, you are recognized.13111312 TESTIMONY OF KYLE CLARK, FOUNDER AND CHIEF EXECUTIVE OFFICER,1313BETA TECHNOLOGIES; TYLER PAINTER, CHIEF FINANCIAL OFFICER, WISK1314 AERO; ROBERT W. ROSE, COFOUNDER AND CHIEF EXECUTIVE OFFICER,1315RELIABLE ROBOTICS CORPORATION; AND GREGORY PECORARO, PRESIDENT1316  AND CHIEF EXECUTIVE OFFICER, NATIONAL ASSOCIATION OF STATE1317                       AVIATION OFFICIALS13181319 TESTIMONY OF KYLE CLARK, FOUNDER AND CHIEF EXECUTIVE OFFICER,1320                       BETA TECHNOLOGIES13211322    Mr. Clark. Excellent, thank you. Thank you for having me1323here, Chairman Nehls, Ranking Member Carson, and all the1324members of the subcommittee. I want to say a special thank you1325to Chairman Graves.1326    Chairman Graves is actually, I think, the only Member of1327this T&I group that has flown our airplane. In fact, he flew it1328over the beautiful Ozarks on about a 100-degree day last1329summer. And one of two things is true: either he is a very good1330pilot, or our plane is very easy to fly. But he did a1331phenomenal job in the pilot seat, and my point of bringing that1332up is that this is real. And of course, Mr. Larsen, we were out1333flying in your region of the woods not too long ago doing1334demonstration flights. So, aviation is moving to all-electric1335advanced air mobility, and we at BETA are doing it in a1336stepwise approach.1337    So, on behalf of our entire industry, and BETA Technologies1338specifically, thanks for having me here. My name is Kyle Clark.1339I am the founder and CEO of BETA Technologies. We are an1340American aerospace company located up in Vermont. And we have1341gone into this industry slightly different than the balance. We1342are focused on moving cargo, medical, logistics things first,1343and then moving into urban air mobility. We are doing this with1344an American workforce, an American supply chain.1345    And I think that this next generation of innovations will1346fortify America's industrial base and position the United1347States as a country to build the future of aviation. We have1348got all of the things in place to do this. We need to do a few1349things that Mr. Carson said, which is unblock this industry1350with clear and unmoving goalposts, and allow the FAA to use the1351tools at its disposal to get through the type certification you1352referenced.1353    When most people think about urban air mobility, they think1354about jumping over traffic initially. This is not BETA's1355initial mission. As I mentioned, cargo, medical logistics is a1356great, low-risk, easy application to start with before going to1357urban air mobility. The infrastructure exists today to do this.1358And by increasing these transportation options, I think we can1359ensure that every community can benefit from these1360technologies.1361    We are a company of aviators. Everybody at BETA is either a1362pilot or becoming a pilot. We have got nearly 1,000 people up1363in Vermont, and that gives us an extreme focus on safety.1364    We have designed an extremely simple aircraft with a1365pragmatic, stepwise approach into certification. Last summer we1366became the first company to get one meaningful type1367certification on a part of the airplane, the propeller, and we1368are very close to doing it on the engine. Next is the airplane1369that Chairman Graves flew, and next is the VTOL, all in a1370stepwise, buildup approach.1371    This approach, in my belief, recognizes the readiness and1372the regulatory framework today to incorporate this technology1373in a thoughtful, safe, and methodical way. To demonstrate this,1374as evidenced by a few of these examples, we have flown over1375100,000 miles in this class of aircraft to more than 3801376airports domestically. We have actually flown in 10 different1377countries. We opened the Paris Air Show with American1378technology this year. We flew into JFK, Atlanta, Boston, all1379over New York City, and most importantly, to a bunch of1380regional airports throughout the country that hold exceptional1381promise.1382    We are heavily energized and invested in the eVTOL1383Integration Pilot Program, thank you for referencing that. We1384see that as the ability--that will be the unlock to get us in1385front of China. It is the low-altitude economy that is the buzz1386in China right now. It is facilitating the advancement of that1387technology at an extreme rate.1388    The eIPP program allows us to launch domestic applications1389and operations as early as next summer, next year. We need to1390stay on track there to get this done.1391    What happened in the drone industry I don't think we can1392let happen in the eVTOL industry. The technology is here. The1393leading companies in the world are in the United States. We1394need the FAA to show up with us to make sure that these things1395get deployed.1396    The ask here of you in Congress, you guys may represent1397constituents in communities that are facing real challenges.1398Again, these technologies can better those communities today.1399Technology does make aviation safer. It is a proven fact across1400a long period of time. Electric aviation is fundamentally safer1401than traditional legacy aviation. The electric aircraft that we1402produce and others produce here have all of the things in it1403for self-awareness and external situational awareness to keep1404planes away from each other. That is inherent and for free in1405modern aircraft.1406    We are going to certify in the United States first. That is1407our strategy. We are working closely with the FAA, and we are1408working with our domestic suppliers. We are not asking for this1409process to be easy. We are just asking--as you mentioned1410before, we are asking for the goalpost to stay steady, for1411people to show up and be accountable, and for the FAA to meet1412their compulsory timelines that we believe should be in place1413for responses to things when we produce statistically relevant1414data sets.1415    Mr. Nehls. Thank you.1416    Mr. Clark. I think I am over time. Thank you very much.1417    [Mr. Clark's prepared statement follows:]14181419Prepared Statement of Kyle Clark, Founder and Chief Executive Officer,1420                           BETA Technologies1421    Thank you Chairman Nehls, Ranking Member Carson, and the members of1422the Subcommittee on Aviation for the opportunity to testify on behalf1423of BETA Technologies at today's hearing titled ``America Builds: The1424State of the Advanced Air Mobility (AAM) Industry.''1425    The United States is at a pivotal moment in aviation history: new1426and emerging technologies present an unprecedented opportunity to1427cement American leadership in 21st-century aerospace innovation. AAM is1428more than a single aircraft--it's an entire ecosystem, one that BETA is1429actively shaping. We are building foundational components,1430infrastructure, and aircraft that will make the movement of medical1431supplies, cargo, and passengers safer, more affordable, and more1432accessible to communities around the world.1433    Success for our industry will result in safe, innovative products1434built right here in the U.S. and high-paying manufacturing jobs. At1435BETA, we have grown from an R&D company into a manufacturer. This1436progress is driven by American grit, a skilled workforce, and a largely1437domestic supply chain. The race is on for the U.S. to maintain its1438leadership in aerospace innovation, and meeting the challenge will1439require continued support from the federal government.1440                    Background on BETA Technologies1441    BETA Technologies is a U.S. Original Equipment Manufacturer (OEM)1442based in Vermont with operations in New York, Washington, D.C. and1443North Carolina, working to redefine the aerospace industry. BETA's1444mission is to improve the lives of everyday Americans with practical,1445high-impact operations, including medical transport, organ delivery,1446emergency logistics, and regional passenger mobility. Our customers are1447eager to incorporate our products into their fleets, including:1448      Bristow, a leader in vertical flight that provides1449transport for commercial and government customers, expects to use1450BETA's aircraft to safely and reliably move passengers and time-1451sensitive cargo between regions in Louisiana, Texas, Florida and1452beyond.1453      UPS plans to use our aircraft for point-to-point1454logistics to drastically reduce complexity and cost for missions and1455enable more Premium Direct service to rural areas.1456      Ryan Air expects to enhance its services in Alaska1457including the delivery of food and medical supplies to communities not1458served by roads.1459      United Therapeutics plans to deliver organs safely and1460quickly, and Metro Aviation plans to provide various missions including1461inter-hospital patient transport.1462      Republic Airways has partnered with BETA to integrate AAM1463into regional passenger air travel as the airline expands service and1464lowers the cost of air travel.14651466    In addition to aircraft, BETA is designing and manufacturing the1467core technologies that will service civil and defense markets, both in1468the air and under the sea. We are taking a strategic, stepwise approach1469to the certification of these products, starting with our electric1470motors, then our fixed-wing airplane, and ultimately our vertical1471takeoff and landing (VTOL) aircraft. This portability of technologies1472unlocks flexibility to innovate future generations of aircraft, which1473will bring important innovations to the U.S. aerospace industry.1474Additionally, we are taking a stepwise approach to both certification1475and market entry, recognizing where the regulatory readiness is today1476and what efforts need to be further developed to enable the future of1477AAM.1478    To this end, BETA has partnered with GE Aerospace to co-develop1479hybrid electric turbogenerators that we believe will bring significant1480enhancements to range, payload, speed, and lower cost of operations1481compared to existing aircraft. This complements our existing contracts1482with the U.S. Department of Defense to support operational needs1483through longer ranges, lower logistics dependency, and higher1484reliability.1485U.S. Manufacturing & Supply Chain1486    Since our founding, BETA has grown to more than 900 employees1487across North America. In 2023, we opened a 188,000 square foot1488production facility, which is designed to support the production of1489more than 300 aircraft annually at maturity. Our supply chain is1490intentionally domestic: more than 85% of our sourcing is U.S.-based,1491and our suppliers support roughly 40,000 American jobs. BETA's products1492include:14931494        Electric Motors (H500 series): A simple design featuring dual1495        redundancy and significantly fewer parts than a comparable1496        legacy aircraft engine. We sell our motors to established1497        aerospace and defense OEMs, as well as new market entrants1498        designing electric aircraft.14991500        ALIA CTOL (CX300): Designed for all-weather operations, our1501        fixed-wing aircraft transports six people or 200 cubic feet of1502        cargo plus two crew members. It leverages existing airport1503        infrastructure and flies in accordance with existing airspace1504        procedures to enable rapid adoption. The CTOL is currently1505        being certified under FAA Part 23 certification. Our backlog1506        for this aircraft consists of 331 units, of which 131 units are1507        for firm orders and 200 units for options. This represents an1508        orderbook of over $1.3B in aircraft, all contingent upon FAA1509        certification. This backlog continues to grow.15101511        ALIA VTOL (A250): Our VTOL enables operations from locations1512        with or without runway access with lower operating costs. We1513        believe our simple and efficient design enables a clear path to1514        certification. The VTOL is being certified under Part 21.17(b).1515        Our backlog for this aircraft consists of 560 units, of which1516        158 units are for firm orders and 402 units are for options.1517        This represents a domestic and export order book of $2.5B in1518        aircraft. This backlog continues to grow.15191520        ALIA Defense VTOL (MV250): The military variant of our VTOL1521        enables long-range, low heat and noise signature, and the1522        potential to operate autonomously. It is expected to carry up1523        to one ton (approximately 2,000 pounds) with a range of over1524        250 nautical miles at a significantly lower operating cost than1525        existing helicopters. This will give the U.S. warfighter a1526        definitive tactical advantage over our adversaries.15271528        Larger Aircraft--We are developing a larger aircraft initially1529        designed to carry up to 19 passengers. We believe this product1530        will create new opportunities for operators to realize the1531        economic and low noise benefits of electric aviation in large1532        aircraft and bring increased access to communities who rely on1533        Essential Air Service.15341535        Charge Cube--This is the central component of BETA's charging1536        infrastructure. It utilizes the CCS-1 charging standard,1537        allowing for compatibility with a broad range of electric1538        aircraft. The Cube is certified by Underwriters Laboratories1539        (``UL'') and is Buy America, Build America compliant for FAA1540        Airport Improvement Program (AIP) funding.1541Demonstrating Safe, Reliable Flight Operations for Modernization1542    Public acceptance is critical for AAM to meaningfully scale. To1543demonstrate the safety and reliability of electric flight, BETA has1544completed thousands of flights in 10 countries and on three continents,1545logging more than 100,000 nautical miles and landing at over 3801546airports, including in Class B and C airspace. This includes the1547world's first all-electric passenger flight into John F. Kennedy1548International Airport, as well as flights into Atlanta's Hartsfield-1549Jackson International Airport and other major cities, showcasing1550seamless integration into the National Airspace System (NAS). Our ALIA1551CTOL opened the 2025 Paris Air Show in front of over 50,000 aerospace1552professionals with a demonstration of its quiet operation, performance,1553and agility.1554    The FAA's mission is to maintain the safest airspace in the world,1555and as a company of aviators, we share that commitment. That's why BETA1556is intensely focused on building the safest aircraft possible,1557recognizing that advancing technology strengthens both safety and U.S.1558leadership in a competitive global market. Advancements in energy1559density, thermal management, and battery monitoring enable longer, more1560reliable flights with lower risk of failure. By expanding the1561boundaries of battery design and testing, we enhance aircraft1562performance while adding redundancy and safeguards that make flight1563inherently safer. This demonstrates how safety and innovation together1564support America's competitive advantage.1565    As the FAA advances efforts to modernize the NAS and air traffic1566control, BETA's stepwise approach to AAM--beginning with a piloted,1567fixed-wing aircraft--provides real-world data and operational1568experience that inform these efforts. These early operations are1569helping the NAS evolve safely and efficiently to accommodate1570increasingly advanced aircraft.1571Cost Efficiencies for Commercial & Government Customers1572    BETA's aircraft represent significant cost advantages over new1573conventional aircraft based on internal estimates. Our CTOL flight into1574JFK used roughly $7 in energy costs, about a 95% savings compared to1575fuel costs of a combustion aircraft. Additional efficiencies come from1576substantially lower maintenance needs due to our simplified design.1577    In addition to our commercial customers, BETA has demonstrated the1578cost efficiencies of AAM to the federal government. We partnered with1579the Administration for Strategic Preparedness and Response (ASPR), an1580agency within the U.S. Department of Health and Human Services (HHS),1581to deploy enabling infrastructure that will support public health1582preparedness along the gulf coast, including in Mississippi, Georgia,1583Florida, Arkansas, and Alabama. This infrastructure will enable VTOLs1584to transport medicine, patients, and equipment in a disaster-response1585role in hurricane-prone areas and keep rural communities safe.1586    BETA is also partnering with U.S. Army Combat Capabilities1587Development Command (DEVCOM) to advance our flight capabilities and1588testing program, and further develop real-world, in-theater1589applications for this technology. This work comes on the heels of1590several aircraft deployments for DOD, in which BETA became the first1591AAM company to carry out a simulated CASEVAC and the first manned AAM1592aircraft to take part in a full-scale military exercise. Our flight1593demonstrations for DOD have showcased the ability to deliver military1594supplies while lowering the cost of transportation, all at a 100%1595dispatch rate.1596    We also have a subcontract with General Dynamics Applied Physical1597Sciences, manufacturing and delivering hardware and associated1598engineering services, in support of a Defense Advanced Research1599Projects Agency (``DARPA'') program for undersea vehicles.1600Revitalizing General Aviation Infrastructure1601    To support AAM entry into service, BETA has developed and is1602manufacturing infrastructure for our customers and other AAM OEMs,1603including Archer Aviation. This infrastructure uses an existing1604charging standard in use by other aircraft OEMs. Working with our1605customers and government partners--including states like Utah,1606Michigan, and Ohio--BETA is creating a network at airports across the1607country, with over 55 sites so far.1608    State and local governments play a critical role in this build-out:1609modest upgrades such as installing charging systems can prepare our1610nation's existing public airports for AAM operations and accelerate1611nationwide adoption, while also driving job growth, economic1612development, and expanded transportation options in rural communities.1613          Congress Charting the Course for Aviation Innovation1614    BETA applauds Congress for passing the bipartisan FAA1615Reauthorization Act of 2024 (P.L. 118-63) to bring safety improvements1616to aviation, invest in airport infrastructure, and promote innovation.1617For the first time ever, a FAA Reauthorization bill included a title1618dedicated to AAM, recognizing the importance of new technologies for1619enabling U.S. leadership in aviation.1620    The legislation contained notable provisions for our industry,1621including: providing for first time ever the ability for airports to1622utilize AIP funding for AAM infrastructure; expanding workforce1623development funding to prepare future pilots and maintainers; affirming1624the ability for VTOLs to utilize heliports; requiring the FAA to1625promulgate the powered-lift Special Federal Aviation Regulation (SFAR)1626in a timely manner; and, extending and expanding the BEYOND program.1627    Finally, the legislation ensured the FAA put rulemaking and1628policies in place to bring this innovation to market. We welcome this1629progress and remain committed to working with Congress and the FAA to1630ensure timely implementation.1631               FAA & DOT Progress to Bring AAM to Market1632    The current Administration has demonstrated strong support to1633enable the AAM industry, and a commitment to U.S. leadership in1634aviation. The eVTOL Integration Pilot Program (eIPP), established by1635U.S. Transportation Secretary Sean Duffy following the Executive Order1636titled ``Unleashing American Drone Dominance,'' will accelerate real-1637world operations for AAM. As a U.S. OEM partner, BETA is supporting1638state, local, tribal and territorial governments in their applications,1639alongside our customer-operators with proven safety records, to1640meaningfully demonstrate the wide range of AAM benefits to communities1641both urban and rural.1642    Additionally, the FAA has taken meaningful steps to improve the1643certification process and ensure entry into service for AAM applicants.1644This includes: timely promulgation of the SFAR and a straightforward1645path to pilot training with dual controls; the issuance of AC 21-17-4,1646Type Certification of Powered Lift, which removes the need to publish1647airworthiness criteria for each AAM applicant and expedites the1648certification basis for applicants; and, announcement of the National1649Aviation Authorities' roadmap for AAM aircraft type certification,1650which aims to make a safer, more efficient path for domestic1651applicants.1652    Finally, we look forward to the release of the U.S. Department of1653Transportation's (DOT) Interagency Working Group report. BETA has been1654pleased to collaborate with the DOT throughout the stakeholder1655engagement process, and we look forward to the recommendations in the1656report to ensure the successful scaling of the AAM industry.1657               Maintaining Global Leadership in Aerospace1658    U.S. market leadership in AAM is vital for our economic, national1659security, and global interests. At the same time, other countries,1660particularly China, are positioned to advance more quickly. With clear1661goalposts, stable policy, and adequate resourcing from the FAA, BETA's1662propulsion systems and aircraft will be certified here in the U.S.1663first, increasing the domestic supply chain and aerospace jobs. Without1664that, other nations will move ahead, and foreign competitors will fill1665the gap.1666    The greatest challenge for emerging technologies is the uncertainty1667around when and how policy and guidance is developed. When regulatory1668expectations shift without transparent rationale or a risk-1669proportionate basis, entry into service timelines inevitably slip,1670driving significant financial impacts across our businesses.1671    Likewise, certifying new technologies--including high energy-1672density batteries, high torque-density electric motors, distributed1673electric propulsion systems, and fly-by-wire flight controls--requires1674specialized expertise that is not yet widespread within the FAA. Given1675these workforce constraints, it is increasingly important for the FAA1676to use its technical resources effectively. The FAA's existing1677delegation system--intended to allow qualified, authorized industry1678experts to make compliance determinations on routine and low-risk1679activities--is not being fully applied to new technologies. New1680applicants are often asked to ``build credibility'' before receiving1681delegation, even when they employ experienced, FAA-authorized designees1682who meet all established qualification and oversight requirements. This1683lack of clarity creates delays for new OEMs without improving safety.1684                               Conclusion1685    U.S. OEMs like BETA are leading this next generation of aviation1686and have the technology to bring our aviation system into the 21st1687century; now, we need the federal government's help to get it across1688the finish line. As Congress considers policy to ensure that the U.S.1689remains the safest airspace in the world while also maintaining its1690leadership positioning, BETA recommends the following:1691      More dynamic efforts to recruit, retain, and train a1692highly skilled technical workforce to ensure the FAA can effectively1693evaluate and oversee innovative technologies;1694      Increased predictability and transparency so that OEMs1695have clearer timelines for certification and entry into service; and,1696      More consistent use of delegation to allow FAA1697specialists to focus their limited bandwidth on truly safety-critical1698issues, maintain rigorous oversight, and support timely certification1699of innovative U.S. products.17001701    I appreciate the subcommittee's leadership and for the opportunity1702to testify and look forward to working with you to ensure that the1703promise of U.S. innovation in aviation becomes a reality.17041705    Mr. Nehls. Yes, thank you.1706    Mr. Painter, you are recognized.17071708 TESTIMONY OF TYLER PAINTER, CHIEF FINANCIAL OFFICER, WISK AERO17091710    Mr. Painter. Good morning, Chairman Nehls, Ranking Member1711Carson, and members of the committee. Thank you for this1712opportunity to testify about the state of advanced air mobility1713and the industry, and how the United States can continue to1714lead this emerging global market.1715    My name is Tyler Painter, CFO of Wisk Aero, an American AAM1716company committed to making safe, everyday flight available for1717everybody. Just like the U.S.-led previous advancements in1718aviation, I am confident that today's investments from industry1719and the focus in AAM are laying the foundation for the U.S. to1720lead this technology revolution in mobility.1721    Thanks to the recent efforts of this committee and the1722regulatory efforts of the FAA and the DOT, the foundational1723state of the U.S. AAM industry is strong. However, for the U.S.1724to lead AAM and aviation globally, we must also prioritize the1725development of a regulatory framework to enable autonomy. The1726U.S. AAM national strategy, implemented through the new1727Electric Vertical Takeoff and Landing and AAM Integration Pilot1728Program, the eIPP, will be a key vehicle to inform that1729framework.1730    Wisk, a Boeing subsidiary, aims to be the first to design1731and manufacture an FAA-certified autonomous passenger-carrying1732air taxi. Safety is at the core of everything that we do. Our1733learnings over the last 15 years and six generations of1734aircraft will culminate in the safe integration of our Gen 61735aircraft into the National Airspace System.1736    Autonomy is not a new or radical advancement in aviation,1737but rather an evolution of what already exists today.1738Increasing levels of autonomy have and will continue to improve1739safety. Most functions on commercial aircraft involve1740automation today. And while Wisk aircraft do not have a pilot1741on board, human oversight remains critical. Remote crewmembers1742will supervise and communicate with air traffic control. Our1743aircraft will initially fly on predetermined routes and1744predetermined destinations. This approach will ensure1745predictability and safe integration of our aircraft into1746today's airspace.1747    We are excited to launch our service in the U.S., bringing1748time savings to commuters and new workforce opportunities to1749local communities. Last year, we announced a partnership with1750the city of Sugar Land, Texas, to identify and assess locations1751for vertiports and potential training and maintenance1752facilities at Sugar Land Regional Airport, which will serve as1753a gateway for establishment of a larger Wisk network throughout1754the Greater Houston area.1755    The AAM industry is fortunate to have a forward-leaning FAA1756Administrator who prioritizes safety and innovation.1757Administrator Bedford and DOT Secretary Duffy's willingness to1758work with industry and chart regulatory pathways for new1759technologies is crucial. Our partnerships with those like1760Houston are strengthened by this administration's focus on AAM1761and the creation of the eIPP. Wisk looks forward to1762participating in this program.1763    Wisk also commends this committee and the administration's1764focus on modernizing the National Airspace System by building1765the brandnew air traffic control system. As Chairman Nehls has1766stated, this effort is about more than modernizing ATC, but1767about modernizing the entire NAS for the existing and future1768operations. Fortunately, there is existing technology that can1769both enhance the safety of today's airspace and future-proof it1770for autonomous operations. Wisk and our affiliate, SkyGrid, are1771architecting modern airspace management tools to reduce the1772burden on air traffic control and safely integrate increasingly1773autonomous aircraft into the NAS. This includes moving our1774systems into the digital era, embracing open architectures and1775digital communications, and implementing a new set of1776innovative flight rules to take full advantage of today's1777technology.1778    I would like to thank this committee for its bipartisan1779work on the 2024 FAA Reauthorization Act. A key provision was1780the creation of the Center for Advanced Aviation Technologies,1781the CAAT, in Texas. Wisk looks forward to unlocking key1782autonomy elements through our work with CAAT and with the eIPP.1783    In conclusion, I am confident the U.S. will remain the1784global leader in aviation, just as we have over the first1785century of aviation, and that we will define and lead the1786global AAM industry. To achieve this, we must remain focused1787and create and exercise a robust and practical regulatory1788framework that also enables autonomy. Wisk looks forward to1789continuing to work with you to make safe, everyday flight a1790reality for everyone.1791    Thank you, and I look forward to your questions.1792    [Mr. Painter's prepared statement follows:]17931794Prepared Statement of Tyler Painter, Chief Financial Officer, Wisk Aero1795    Chairman Nehls, Ranking Member Carson, and Members of the1796Committee, thank you for this opportunity to testify about the state of1797the Advanced Air Mobility (AAM) industry and how the United States can1798continue to lead this emerging global market.1799    My name is Tyler Painter, CFO of Wisk Aero, an American AAM company1800committed to making safe, everyday flight a reality for everyone. Just1801like the U.S. led previous advancements in aviation, I am confident1802that today's investments and focus on AAM are laying the foundation for1803the U.S. to lead this technological revolution in mobility.1804    Thanks to the recent work of this Committee and regulatory efforts1805of the Federal Aviation Administration (FAA) and the Department of1806Transportation (DOT), the foundational state of the U.S. AAM industry1807is strong. However, for the U.S. to lead AAM and aviation globally, we1808must also prioritize the development of a regulatory framework to1809enable autonomy. The U.S. AAM National Strategy, implemented through1810the new Electric Vertical Takeoff and Landing (eVTOL) and AAM1811Integration Pilot Program (eIPP), will be a key vehicle to inform that1812framework.1813    Wisk, a Boeing subsidiary, aims to be the first to design and1814manufacture an FAA-certified, autonomous passenger-carrying air taxi.1815Safety is at the core of everything we do. Our learnings over fifteen1816years and six generations of aircraft will culminate in the safe1817integration of our Gen 6 aircraft into the National Airspace System1818(NAS).1819    Autonomy is not a new or radical advancement in aviation, but1820rather an evolution of what exists today. Increasing levels of autonomy1821have and will continue to improve safety. Most functions on commercial1822aircraft involve automation today. While our Wisk aircraft do not have1823a pilot onboard, human oversight remains critical. Remote crewmembers1824will supervise and communicate with Air Traffic Control (ATC). Our1825aircraft will initially fly along pre-determined routes to pre-1826determined destinations. This approach will ensure predictability and1827safe integration of our aircraft into today's airspace.1828    We are excited to launch our service in the U.S., bringing time1829savings to commuters and new workforce opportunities to local1830communities. Texas is one location where we plan to operate. Last year,1831we announced a partnership with the City of Sugar Land, Texas to1832identify and assess locations for vertiports and potential training and1833maintenance facilities at Sugar Land Regional Airport, which will serve1834as a gateway for the establishment of a larger Wisk network throughout1835the Greater Houston region.1836    The AAM industry is fortunate to have a forward-leaning FAA1837Administrator who prioritizes safety and innovation. Administrator1838Bedford and DOT Secretary Duffy's willingness to work with industry to1839chart regulatory pathways for new technologies is crucial. Our1840partnerships, like those in Houston, are strengthened by this1841Administration's focus on AAM and the creation of the eIPP. Wisk looks1842forward to participating in this program alongside our partners.1843    Wisk also commends this Committee and the Administration's focus on1844modernizing the NAS by building the Brand New Air Traffic Control1845System. As Chairman Nehls has stated, this effort is about more than1846modernizing ATC, but about modernizing the entire NAS for existing and1847future operations. Fortunately, there is existing technology that can1848both enhance the safety of today's airspace and future-proof it for1849autonomous operations. Wisk, and our affiliate SkyGrid, are1850architecting modern airspace management tools to reduce the burden on1851ATC and safely integrate increasingly autonomous aircraft into the NAS.1852This includes moving our system into the digital era, embracing open1853architecture systems and digital communications and implementing a new1854set of innovative flight rules to take full advantage of today's1855technology.1856    I would also like to thank this Committee for its bipartisan work1857on the 2024 FAA Reauthorization Act. A key provision was the creation1858of the Center for Advanced Aviation Technologies (CAAT) in Texas. Wisk1859looks forward to unlocking key autonomy elements through both the CAAT1860and eIPP.1861    In conclusion, I am confident the U.S. will remain the global1862leader in aviation, and that we will define and lead the global AAM1863industry. To achieve this, we must create and exercise a robust and1864practical regulatory framework to enable autonomy. Execution of the AAM1865National Strategy, through the eIPP, will enable early operations here1866in the U.S. and provide insights needed to inform new policies. Wisk1867looks forward to continuing to work with you to make safe, everyday1868flight a reality for everyone. Thank you, and I look forward to your1869questions.18701871    Mr. Nehls. Thank you, Mr. Painter.1872    Mr. Rose, you are recognized.18731874  TESTIMONY OF ROBERT W. ROSE, COFOUNDER AND CHIEF EXECUTIVE1875             OFFICER, RELIABLE ROBOTICS CORPORATION18761877    Mr. Rose. Thank you, good morning. My name is Robert Rose,1878CEO and cofounder of Reliable Robotics. Thank you, Chairman1879Nehls. Thank you, Ranking Member Carson--congratulations--for1880the opportunity to speak. Also, thank you to Chairman Graves1881and Ranking Member Larsen, as well, for your contributions to1882the aviation industry. They are greatly appreciated.1883    It really is an honor to be here. I am very excited to1884discuss aviation automation and autonomy, topics that are very1885important to me and, I believe, very important to the Nation.1886In fact, I believe that aviation autonomy is going to be one of1887the most important technology advancements for the United1888States this century. Let me explain why.1889    When I was a kid, I remember reading that aviation systems1890and aviation technology were one of the top five exports of the1891United States. And this is actually still true today. But for1892it to remain this way, we must continue to drive forward new1893safety-enhancing technology and enhancements for aircraft,1894including autonomy, so that we can continue to drive forward to1895be a prime exporter of aviation systems throughout the 21st1896century.1897    We started Reliable Robotics because of the importance of1898this technology to the future of the United States for both our1899long-term economic security, but also our national security.1900And we are committed to certifying autonomous systems and1901safety-enhancing technologies in the United States with the1902FAA. Founded in 2017, we now have over 150 employees in 231903States.1904    Reliable is developing technologies that will improve the1905safety and utility of commercial as well as military aircraft.1906These technologies include continuous autopilot engagement,1907terrain-aware navigation and flight planning, as well as DAA,1908or Detect and Avoid, and I will speak more on these in a1909moment.1910    But I want to share too I am also, in addition to Reliable1911Robotics, I am also the CEO of Reliable Airlines, a regional1912air cargo carrier based in Albuquerque. And we serve1913communities in New Mexico, Colorado, and the Four Corners1914region with air cargo services. We have now flown over 5,0001915flights and have transported millions of pounds of goods over1916our 3 years of operation.1917    It is important to understand that regional air cargo is an1918essential lifeline for small towns and rural communities in1919this country. I am proud that our small airline has been able1920to support people and small businesses, connecting them to the1921world with next-day delivery services.1922    But regional air cargo carries greater risks than most1923other forms of commercial aviation. These aircraft are operated1924single pilot, at lower altitudes, closer to terrain, and in1925substantially more adverse weather conditions than large jets,1926and all with significantly less automation. Regional air cargo1927pilots will tell you that what they do is real flying.1928    The technology that we are certifying with the FAA will1929substantially enhance the safety of these operations, and our1930airline in Albuquerque will be the first place we deploy it.1931Continuous autopilot engagement and always-on autopilot that is1932enabled for taxi, takeoff, and landing will substantially1933reduce the risk of loss-of-control accidents, or LOC, which is1934one of the most common causes of fatal accidents in aviation.1935    Number two, our terrain-aware navigation and flight1936planning system--put simply, a flight management system that1937knows where the ground is--will reduce the risk of Controlled1938Flight Into Terrain, CFIT, which is another one of the most1939common and highly preventable causes of accidents in aviation.1940    Finally, our DAA, or Detect and Avoid system, which uses1941our in-house-developed radar as well as the FAA's Airborne1942Collision Avoidance System, or ACAS X, algorithm will prevent1943mid-air collisions and save lives.1944    Taken separately, these technologies will go a long way1945toward enabling regional air cargo to reach levels of safety1946that rival the 121 world. But taken together, you can operate1947an aircraft autonomously, and that is where things get really1948interesting.1949    Autonomy and regional air cargo will spark a revolution1950that will enable us to connect even more communities and1951provide levels of service that exceed what we have today. And1952this same technology will also help logistics operations for1953the military. To paraphrase Admiral Paparo, he said recently,1954``We should never send a human being to do what a machine can1955do.'' Uncrewed commercial airlift in a contested logistics1956environment would enhance our ability to sustain, and I am1957proud to report that we recently won a contract with the U.S.1958Air Force to deploy our technology for INDOPACOM starting next1959year.1960    I want to thank this committee for giving attention to this1961important topic, but I also want to use this platform to give a1962thanks to the FAA. Their support for our program is crucial to1963our success, to our Nation's success. Safety is a team sport,1964and it is because of this unique public-private partnership1965that we have in aviation that we are able to move aviation1966safety forward. With a continued focus on automation and1967autonomy, I look forward to a future where the U.S. continues1968to be a driving force in the aviation industry, well into the196921st century. Thank you.1970    [Mr. Rose's prepared statement follows:]19711972  Prepared Statement of Robert W. Rose, Cofounder and Chief Executive1973                 Officer, Reliable Robotics Corporation1974    Chairman Nehls, Ranking Member Carson, and members of the House1975Transportation & Infrastructure Committee, Subcommittee on Aviation:1976    Thank you for holding today's hearing to review how Congress can1977continue supporting innovation to enhance United States leadership in1978aviation safety. Through passage of the FAA Reauthorization Act of19792024, and the historic investment in air traffic control (ATC)1980modernization, this hearing offers a unique opportunity to discuss how1981we maximize these developments to eliminate accidents and accelerate1982innovation. My testimony will focus on the historic advancements in1983aviation safety-enhancing technologies that are here today and ready to1984be integrated into the National Airspace System (NAS). These1985technologies will prevent aircraft accidents and create a safer NAS for1986all users. Reliable Robotics is proud to be producing and certifying1987safety-enhancing products in the United States, and we appreciate the1988significant bipartisan efforts to complete FAA reauthorization. Our1989nation's leadership role in aviation is not guaranteed, and the focus1990throughout the FAA reauthorization bill on accelerating advanced air1991mobility (AAM), including aircraft autonomy, provides a forward-looking1992flight plan for the Federal Aviation Administration (FAA). Thank you1993for your commitment to public service and for including Reliable1994Robotics in this hearing.1995    Given the timing of today's hearing, I would like to recognize the1996significant efforts and personal sacrifices of all government1997employees, including air traffic controllers and those performing1998safety-critical functions at the FAA during the recent government1999shutdown. Reliable appreciates and supports the recent bipartisan2000efforts to introduce the Aviation Funding Solvency Act, which would2001ensure that during any future shutdowns, the NAS continues to operate2002safely, and the dedicated professionals who manage our nation's2003airspace continue to be paid. Certainty in the operations and funding2004of government are crucial to companies such as Reliable, and have a2005direct impact on United States leadership.2006    Reliable Robotics was founded in 2017 to develop and bring to2007market aviation safety-enhancing technologies, including auto-land,2008auto-taxi, auto-take off, automated collision avoidance, in the air and2009on the ground, fully automated contingency management and full aircraft2010autonomy. These technologies will prevent the most common causes of2011fatal aviation accidents and save lives. For the commercial aviation2012market the Reliable Autonomy System (RAS) will enable FAA-certified2013remotely piloted air cargo operations which will expand service to2014small towns and rural communities. The RAS also includes sophisticated2015collision avoidance technology, made possible by our in-house developed2016phased array radar that will provide significant safety benefits to all2017NAS users.2018    Thanks to the FAA's dedication and the leadership of Administrator2019Bedford and Deputy Administrator Rocheleau, we are making significant2020progress on bringing certified autonomy to the Cessna 208 Caravan and2021will deliver transformational safety benefits in the very near future.2022The agency has agreed to the certification basis, detailed plans and2023means of compliance for our project, and members of the FAA and2024Reliable teams are working together on a near-daily basis. The Caravan2025is an 8,000-pound turboprop that is manufactured by Textron Aviation in2026Independence, Kansas. More than 3,000 Caravans have been delivered.2027This aircraft is how small communities and businesses across America2028receive next-day shipments, including critical medical supplies.2029    In addition to our work certifying the RAS and related2030technologies, we operate Reliable Airlines, a FAA Part 135 commercial2031air carrier based in Albuquerque, New Mexico that provides daily air2032cargo service to small and rural communities. The airline flies six2033Cessna Caravans, and over the next two years will become the first2034commercial air carrier in the United States to operate remotely piloted2035cargo flights that are fully integrated into controlled airspace.2036    Reliable is also incredibly proud to support the Department of War2037in its efforts to leverage dual-use aircraft autonomy for contested2038logistics. In his November 10 remarks announcing significant2039acquisition reforms to accelerate innovation, Secretary of War Pete2040Hegseth said:20412042        ``We must be able to fight in this contested environment and2043        these reforms will ensure that we can. We'll start by elevating2044        contested logistics as a key prioritized operational problem.2045        We're going to work side by side with our industry partners to2046        come up with innovative solutions through experimentation and2047        rapid prototyping and ensure that it's properly funded.''20482049    This focus on contested logistics is also shared by our military2050leaders in the Indo-Pacific. In testimony before the Senate Armed2051Services Committee, Admiral Samuel Paparo, Commander, U.S. Indo-Pacific2052Command said uncrewed logistics enables him to ``never send a human to2053do something a machine can do.'' We are accelerating our efforts to2054deliver this capability to warfighters, and given that the Caravan is2055in-production today, Reliable is uniquely positioned to move quickly.2056Recently Reliable signed a $17.4 million United States Air Force2057contract to operate our autonomous Cessna Caravan with the Pacific Air2058Forces starting next year, and we are honored to support our2059warfighters with this transformative contested logistics capability.2060    The military is focused on Reliable's aircraft autonomy technology2061because it has a clearly defined certification path with the FAA and2062integrates seamlessly into all controlled airspace. Unlike costly and2063exquisite military UAS, the dual-use autonomous Caravan is ready to go2064right now and for a fraction of the cost. With a manufacturing and2065supply chain that is Made in America, Reliable is ready to meet the2066urgent need for contested logistics capabilities. The work of this2067Subcommittee to use FAA reauthorization as an opportunity to bring all2068agency lines of business together in certifying aircraft autonomy has a2069direct connection to United States national security, both close to2070home, and in the vast Indo-Pacific region.2071      Implementing FAA Reauthorization: Airspace Integration and2072                             Collaboration2073    Since passage of the 2024 FAA reauthorization bill, Reliable has2074seen significant progress in how the Air Traffic Organization (ATO) and2075Flight Standards (FS) are collaborating on our certification project.2076In addition to the FAA Aircraft Certification Service (AIR) certifying2077equipment such as Reliable's flight computers and actuators, ATO and FS2078must be engaged to enable remotely piloted aircraft operations in2079controlled airspace. In the past, the lack of this collaboration was2080often seen as an impediment to the FAA leaning into innovative safety2081technologies. FAA reauthorization and the detailed focus on AAM and2082aircraft autonomy are having an impact and allowing companies like2083Reliable to move faster.2084    While there is more work to do on full implementation, sections 2062085and 207 of the reauthorization bill provided the FAA with a detailed2086framework to improve the integration of remotely piloted and other AAM2087operations into the NAS. Standing up the Airspace Modernization Office2088(AMO) and transferring AAM responsibilities to the FAA's aviation2089safety organization are bringing leadership-level focus to innovation2090that was previously lacking.2091    As these organizational changes occur at the FAA, newly created2092integration functions must have leadership buy-in and the resources to2093succeed. Previous experiences have shown that creating stand-alone FAA2094integration functions for innovative technologies that are disconnected2095from leadership and not fully resourced will not succeed, potentially2096delaying certification activities. With the intense global competition2097the United States is facing, we cannot afford to be second in the race2098to high-reliability aircraft autonomy, and must remain focused on2099continuing to build an organizational structure at the FAA that is2100aligned with this goal.2101    This is why Reliable believes that standing up the AMO in the near-2102term is crucial to meeting congressional intent for the office to lead2103on all aspects of NAS modernization, especially those focused on the2104integration of innovative aviation safety technologies. To achieve its2105full potential, the organization must have the authority and budget to2106acquire and develop new capabilities, beyond the existing ATO and2107legacy NextGen portfolios.2108    In addition, under section 229, the reauthorization bill creates a2109leadership-level steering committee that brings together the agency2110lines of business responsible for integrating large uncrewed aircraft2111systems (UAS), like the Cessna Caravan into the NAS. Part of the2112group's mandate is creating or updating the FAA's strategy for2113integrating advanced aviation technologies. To date, the FAA has2114provided industry stakeholders with limited updates on this committee.2115We respectfully request that the agency establish a more robust process2116to communicate the status of this committee and identify opportunities2117for inputs from industry.2118    Finally, we appreciate the FAA's recent call for nominations to2119launch the ``Unmanned and Autonomous Flight Advisory Committee'' as2120required by section 916 of the reauthorization bill. This committee2121will provide a structured forum for industry experts to work2122collaboratively with the FAA executives on policy and guidance that2123supports safe autonomous aircraft operations. Reliable was honored to2124volunteer our expertise for this Committee and we are hopeful that the2125selection process can be completed in the very near future.2126    Taken together, all of these FAA reauthorization provisions clearly2127demonstrate that Congress understands the importance of building a2128culture at the FAA that fully supports innovative aviation safety2129technologies. Reliable is fully committed to certifying our products in2130the United States and we appreciate this Subcommittee's continued focus2131on oversight and implementation that will enable our team to move2132faster in reducing preventable accidents.2133          Implementing FAA Reauthorization: Aircraft Equipage2134    We applaud the significant focus and investments from Congress on2135pressing ATC staffing needs and the technology and infrastructure that2136supports controllers. The level of commitment from across government2137and industry stakeholders to these efforts underscores how critical a2138modern ATC system is to United States competitiveness and national2139security. The technologies Reliable is certifying, especially in the2140area of Detect and Avoid (DAA) will prevent mid-air collisions and have2141safety-enhancing benefits for all airspace users. However to achieve2142these benefits across the NAS, we must re-focus on the equipment (i.e.2143equipage) of all airborne vehicles operating in the system.2144    Starting in 2020, all commercial aircraft and those general2145aviation aircraft operating in Class A, B, and C airspace and certain2146class E airspace are required to be equipped with Automatic Dependent2147Surveillance Broadcast (ADS-B) technology. ADS-B Out is a system that2148broadcasts an aircraft's precise location to ground stations and other2149aircraft equipped with an ADS-B In capability, enabling precision2150tracking by ATC and directly enhancing safety.2151    Aircraft equipped with optional ADS-B In technology also benefit2152from the Traffic Information Service-Broadcast (TIS-B), which enhances2153traffic awareness by displaying the location of nearby aircraft being2154tracked by ATC radar but not equipped with ADS-B Out. In addition, the2155Flight Information Service-Broadcast (FIS-B) provides important2156aeronautical information to the cockpit, including graphical weather.2157    Despite these safety benefits, the Government Accountability Office2158found that only 71% of aircraft currently registered in the U.S. were2159equipped with properly functioning ADS-B Out technology. This means2160that approximately 65,000 aircraft in the U.S. are presently2161unequipped. While these aircraft cannot operate in airspace with ADS-B2162mandates, or require specific exemptions, the lack of broader equipage2163limits safety benefits, especially at thousands of non-towered airports2164in the United States.2165    In addition to unequipped aircraft, other vehicles in the NAS,2166including unmanned free balloons, ultralights, and gliders, are not2167required to be ADS-B Out equipped, either because they were not2168certified with an electrical system or because of the flight rules they2169operate under. Providing low-cost opportunities to equip these vehicles2170with ADS-B Out or electronic conspicuity technology will enhance safety2171and improve airspace integration.2172    We thank members of this Subcommittee recognizing the importance of2173ADS-B Out equipage in the FAA reauthorization bill. Section 8082174requires the FAA to complete a detailed study on current equipage2175levels and develop recommendations based on the data. In addition,2176section 810 requires the agency to report on its progress in creating2177an approval path for lower-cost and portable ADS-B Out technology.2178Given the impact these provisions have on aviation safety, we2179respectfully request that this Subcommittee engage the FAA to make2180certain that all applicable deadlines are met.2181    Beyond these important provisions, there is more that Congress can2182do to rapidly expand ADS-B Out equipage across the NAS. For example,2183funds should be appropriated to reinstate the successful ADS-B Out2184rebate program. Leading up to the 2020 ADS-B mandate, this program2185delivered rebates to 20,000 aircraft owners. Reinstating the program to2186equip 50,000 aircraft with ADS-B Out at an inflation-adjusted value2187will incentivize operators to invest in safety-enhancing technology. In2188addition, FAA accepted standards for low-cost and portable versions of2189ADS-B Out and other electronic conspicuity technologies should be2190prioritized to ensure that we break down barriers to the increased2191adoption of this technology.2192    In addition, Reliable welcomes efforts such as H.R. 4146, the Pilot2193and Aircraft Privacy Act of 2025 that provides robust privacy2194protection to ensure ADS-B data is used only for air traffic and2195aviation safety purposes. Advancing legislation or FAA policy that2196offers these protections will remove a barrier to broader ADS-B2197adoption.2198             Leveraging ATC Modernization to Enhance Safety2199    Reliable Robotics appreciates the historic $12.5 billion investment2200in ATC modernization and the crucial oversight work this Subcommittee2201is performing. The FAA operates the busiest and most complex airspace2202in the world with more than 45,000 daily flights operating to over22035,000 public use airports. Highly trained and skilled controllers2204manage 16 million flights each year and deserve the most current and2205innovative safety-enhancing technologies to perform their jobs. To2206maintain United States leadership in aviation, there must be a renewed2207focus on leveraging the tremendous innovation from the AAM industry to2208enhance safety for all airspace users. For example, Reliable is leading2209efforts on industry consensus standards for DAA and helping to chart a2210path forward for Digital Flight. Connecting these efforts to the2211momentum behind ATC modernization is crucial, and something Reliable is2212honored to be a part of.2213    The initial ATC modernization investment provided through budget2214reconciliation is a unique opportunity to focus not only on safety-2215enhancing technologies available today, but also future technologies2216that will enable a safer ATC system which can accommodate new forms of2217air transportation and connect more communities across our nation.2218Reliable believes that bringing safety-enhancing technology and2219autonomy to existing aircraft like the Cessna Caravan is the quickest2220path to connecting more rural communities with air service, leveraging2221our more than 5,000 existing public-use airports, and fully integrating2222these capabilities into the NAS.2223    One of the most important things aviation stakeholders should focus2224on to achieve these goals is completing the development of the FAA's2225Airborne Collision Avoidance System X (ACAS X) technology, which is a2226safety-enhancing replacement for the existing Traffic Alert and2227Collision Avoidance System II (TCAS), and must be a top priority.2228    ACAS X leverages next generation collision avoidance logic and2229algorithms to provide improved alerting to pilots while reducing2230unnecessary alerts. (Nuisance alerts limit TCAS effectiveness,2231especially on approach to a busy airport). The technology also features2232variants that provide enhanced collision avoidance technology to2233helicopters, electric vertical take off and landing aircraft, uncrewed2234aircraft systems and smaller general aviation aircraft.2235    For aircraft operations today, and remotely piloted operations in2236the near future, sophisticated DAA technology will enhance safety and2237enable airspace integration. Making investments in the technical2238standards and guidance materials needed to bring this technology to2239market, and carefully reviewing existing equipage requirements for2240future collision avoidance systems is crucial to enhancing safety.2241    While the FAA has been funding research and development work on2242ACAS X since 2008, and significant progress has been made, delays2243continue to occur due to shifting agency priorities. Leveraging the2244historic focus on ATC modernization, Congress should prioritize and2245adequately resource the FAA ACAS X program to complete the development,2246standardization and implementation of this safety-enhancing technology.2247Specifically, the development and standardization of ACAS Xr for2248rotorcraft and the enhancement of ACAS Xu will enable new forms of air2249mobility and provide improved collision avoidance capabilities closer2250to airports.2251    Recently, the FAA published draft Technical Standard Orders (TSOs)2252that will implement the latest industry consensus standards on ACAS X2253and provide a direct certification path for DAA capabilities that2254leverage air-to-air radar. The Reliable team includes recognized2255industry leaders in radar design and development, and with these TSO2256updates we can accelerate our work to certify the next generation of2257collision avoidance technology. We thank the FAA for working across2258lines of business to advance these crucial TSO updates.2259    We also respectfully request that this Subcommittee evaluate all2260policy options to accelerate ACAS X adoption across aircraft already2261equipped with TCAS II. The improved collision avoidance algorithms that2262are the foundation of ACAS X can leverage existing TCAS antennas2263installed on aircraft. This provides a direct upgrade path that will2264enhance aviation safety and deliver improved collision avoidance2265capabilities to all NAS users, especially closer to airports and in2266terminal areas where TCAS performance is limited.2267              Upgrading NAS Communications Infrastructure2268    The ATC modernization investments contained in H.R. 1 also include2269$4.75 billion for FAA telecommunications infrastructure and systems2270replacement. Completion of the FAA's work to transition to a Voice over2271IP Communications Enterprise (VoICE) for its ATC communications2272infrastructure should be a top priority.2273    Including a requirement for a modern ground-to-ground voice2274communications network that provides real-time, safety-critical, party-2275line-enabled communication between users on the ground, such as remote2276pilots and ATC should be included in the FAA's system requirements.2277This capability will improve safety and reliability for all airspace2278users by leveraging high-reliability telecommunications infrastructure2279and reducing frequency congestion.2280    We respectfully request that this Subcommittee work with the FAA to2281make certain that detailed requirements and schedules for replacing2282legacy voice switches used in the enroute and terminal environments2283include ground-to-ground capability. This type of focus will help2284``future proof'' the FAA's investments, advance aviation safety, and2285enable AAM operations to scale. The progress Reliable has made on2286certifying aircraft autonomy allows us to have detailed conversations2287with the FAA about how our technology will be operationalized,2288including ATC considerations. We appreciate members of this2289Subcommittee holding roundtables with stakeholders to identify ATC2290modernization priorities and were honored to participate in recent2291conversations with the AAM industry.2292                     Enabling Early AAM Operations2293    Reliable applauds the U.S. Department of Transportation and the FAA2294for recognizing the importance of aviation safety-enhancing technology2295and aircraft autonomy in the Advanced Air Mobility Integration Pilot2296Program (eIPP). The inclusion of ``automation technologies that are2297designed to enhance safety and/or efficiency and integrate into the2298NAS'' as a focus area of the eIPP demonstrates how these capabilities2299will enable AAM.2300    If selected, the eIPP will enable Reliable to actively collaborate2301with all levels of government, including state and local partners, to2302conduct early operations that advance airspace integration, and2303demonstrate a direct path to commercialization. Including leaders from2304across the FAA and DOT in selected eIPP operations, and establishing2305clear policy objectives to be achieved will be crucial to the program's2306success.23072308                                 * * *23092310    Testifying before this Subcommittee is an honor and I am inspired2311by the dedication that each of you and your staff members have to2312aviation safety. The United States is closer than ever before to2313safety-enhancing remotely piloted aircraft operations that will2314transform mobility. However, this is a competitive landscape and other2315nations are accelerating their efforts to develop aircraft autonomy for2316commercial and military use cases. The FAA Reauthorization Act of 2024,2317and recent ATC modernization investments provide us with the tools and2318resources to expand United States leadership in aviation, enhance2319national security and provide a safer aviation system for future2320generations. Reliable Robotics is committed to helping secure this2321future and looks forward to additional opportunities to work with the2322Subcommittee on Aviation.23232324    Mr. Nehls. Thank you, Mr. Rose.2325    Mr. Pecoraro, you are recognized.23262327 TESTIMONY OF GREGORY PECORARO, PRESIDENT AND CHIEF EXECUTIVE2328   OFFICER, NATIONAL ASSOCIATION OF STATE AVIATION OFFICIALS23292330    Mr. Pecoraro. Thank you, Chairman Nehls, Ranking Member2331Carson, Ranking Member Larsen, and members of the subcommittee.2332I appreciate you inviting me to join you today for this hearing2333on advanced air mobility. My name is Greg Pecoraro, and I am2334the president and CEO of the National Association of State2335Aviation Officials representing State government agencies of2336all 50 States, Guam, and Puerto Rico.2337    First, we thank you for the FAA Reauthorization Act of23382024, setting the stage for safe and beneficial AAM. We also2339appreciate your support for modernization of the ATC system,2340without which integration of AAM would be problematic.2341    States are preparing to enhance their role as the FAA's on-2342the-ground partner for AAM integration. In developing the2343NPIAS, thousands of airports in and around communities are well2344positioned to benefit from AAM operations. States will be2345essential for AAM operations through many functions that draw2346on local and regional expertise that Federal authorities cannot2347replicate.2348    AAM introduces an exciting new technology, and so several2349States came together to form an AAM multistate collaborative2350focused on what integration means in practice. The2351collaborative is a forum for sharing insights on policy and2352infrastructure to enable AAM operations, engaging with the2353private sector, and developing common strategies for2354integration. Aligning policy, planning, and infrastructure is2355essential for operators to give clarity on how to operate and2356what to expect across the different States.2357    The collaborative has published its first four topic2358papers, and is looking forward to soliciting feedback from2359industry stakeholders. Some key points are that policy2360harmonization between States and relevant standards entities is2361vital for cohesive governance and successful integration of2362AAM. While the FAA continues its preemptive role in AAM2363integration, Federal-State coordination is critical to2364successful integration.2365    States play a crucial role in defining and implementing2366minimum service levels for infrastructure, and general aviation2367airports are well positioned to support near-term AAM2368operations. But additional infrastructure investments are2369needed at these airports.2370    Several States have begun preparing for AAM operations.2371Some have created task forces or commissioned studies to2372understand AAM's impacts, identify infrastructure needs, and2373plan next steps. Others are preparing guidance or operating2374test sites to test these technologies in real-world conditions.2375    AAM integration creates the opportunity to rethink2376transportation. As aerial, point-to-point transportation2377becomes a reality, we will need to think about daily2378transportation in three dimensions. What will that mean for the2379rest of the transportation network as well as the economy? And2380what will it mean for how we finance the system?2381    There are several important steps that Congress and the FAA2382or USDOT can and should take: establishment of a formal working2383group consisting of senior FAA officials and the States to2384collaboratively rethink how we modernize our aviation system to2385accommodate these new operations; regular oversight of the FAA2386as it develops and establishes standards for planning and2387infrastructure requirements such as charging stations, as well2388as sensor and communications requirements to ensure2389interoperability across different aircraft types and airports;2390Federal funding beyond current AIP levels is important to2391sustain planning and infrastructure development, including2392increasing the annual amounts airports receive from NPE.2393    States recognize that Congress cannot indefinitely2394appropriate more funding beyond the resources of the trust2395fund, and are ready to work with you to develop a long-term,2396sustainable operational funding model that includes a2397contribution from the AAM industry and distributes costs2398equitably.2399    Please support U.S. DOT FAA initiatives for a broad public2400awareness campaign on AAM, as well as encouraging them to2401partner with State and local governments in this important2402endeavor.2403    And finally, we encourage continued oversight of key FAA2404Reauthorization Act of 2024 provisions that concern these2405emerging technologies.2406    The States and NASAO pledge our best efforts to support a2407successful and safe integration of AAM, working with our2408Federal partners and industry stakeholders. We thank you for2409your time today and the privilege of appearing before you.2410NASAO was proud to be a trusted resource for this committee and2411its staff.2412    [Mr. Pecoraro's prepared statement follows:]24132414 Prepared Statement of Gregory Pecoraro, President and Chief Executive2415       Officer, National Association of State Aviation Officials2416    Chairman Nehls, Ranking Member Carson, and Members of the2417Subcommittee on Aviation, thank you for inviting me to join you today2418for this hearing on advanced air mobility (AAM).2419    My name is Greg Pecoraro, and I am the President and CEO of the2420National Association of State Aviation Officials (NASAO). Founded in24211931 in the early days of aviation, NASAO represents the state2422government aviation agencies of all 50 states, Guam, and Puerto Rico.2423Our mission is to encourage and foster cooperation among the states and2424territories with the federal government in the development and2425promotion of our national aviation system in doing so we engage with2426our federal partners on national aviation policies on behalf of the2427states and in the public interest.2428    First, on behalf of the states, we thank you for your work to draft2429and pass the FAA Reauthorization Act of 2024. As you know, that2430legislation, which was important to the aviation industry in many ways,2431also began setting the stage for a safe and beneficial AAM sector. We2432also appreciate your good work to support the modernization of the air2433traffic control system, without which integration of AAM into the2434system would be much more problematic. NASAO is pleased to participate2435in the Modern Skies Coalition, which is dedicated to supporting air2436traffic control (ATC) modernization.2437    Role of State Aviation Agencies in the National Aviation System2438    State aviation agencies have always played an important role in2439managing the national aviation system. Within that network, the role of2440states in managing and promoting aviation as a vital access point to2441the entire transportation network is not as widely known as that of the2442Federal Aviation Administration (FAA). State aviation agencies, through2443NASAO, participate in several memorandums of understanding with the FAA2444to create cooperative efforts to manage the national aviation system.2445Ten states administer block grants for FAA Airport Improvement Program2446(AIP) grants to general aviation airports, many others act as2447channeling states \1\ for the FAA, and most states provide funds to2448help meet the matching requirements for FAA AIP grants.2449---------------------------------------------------------------------------2450    \1\ State channeling of federal airport grants occurs in various2451forms within numerous states. Normally, when an airport is in a2452channeling act state, the sponsor submits payment request information2453to the state, who then submits the request to the FAA. In this case,2454the FAA makes payments to the state, and the state then distributes the2455payment to the sponsor. In some cases, the state may also provide2456technical oversight and review, which may include state submittal of2457grant applications and/or closeout requests. This is based on state2458enabling legislation, rather than federal law. In many cases, the state2459also signs the grant agreements. Channeling agreements based on state2460enabling legislation do not need approval from the FAA Airport District2461Office (ADO). AIP Handbook, Chapter 2, https://www.faa.gov/airports/2462aip/aip_handbook/?Chapter=22463---------------------------------------------------------------------------2464    As states anticipate the launch of AAM, state aviation agencies are2465prepared to build on and evolve their traditional role as the FAA's on-2466the-ground partner in the national aviation system. State aviation2467agencies will be essential in enabling AAM operations through planning,2468zoning, site approval, licensing, airspace protection and funding, just2469as they have historically played for other aviation facilities. These2470responsibilities draw on local and regional expertise that federal2471authorities cannot replicate, underscoring why the states' role must2472adapt as AAM becomes a reality. The following section outlines these2473existing functions in more detail and how they may evolve to support2474the safe and seamless integration of AAM.2475Planning, Zoning, Site Approval2476    As aviation is organized in the United States, states and local2477governments are responsible for aviation system planning and so will2478have the responsibility for planning where AAM facilities can be cited.2479This includes supporting local zoning decisions and land use planning2480to ensure that facilities are located in areas that are compatible with2481surrounding land uses.2482    There are some state aviation agencies that have exclusive2483authority to approve or deny all aviation facilities, including the2484site approval process (which encompasses both the licensing standards2485and zoning standards). The concept of exclusive authority for approvals2486by state aviation agencies assures enforceable and reasonable state-2487wide standards in lieu of multiple regulations that vary from community2488to community, and protection of airport operations to their full2489potential. This site approval process can vary from state to state but2490includes, for example, statewide airport zoning, statewide airport land2491use regulations, requirements for licensing and compatibility review2492with the ultimate goal of an aviation system coexisting with and2493supporting local communities.2494    I note that, in developing the National Plan of Integrated Airport2495Systems, the FAA and states together have already sited thousands of2496airports in and around communities that will be best able to benefit2497from the advent of AAM operations.2498Registering and Licensing2499    In addition to their planning role, some states also register and2500license aircraft and operators. States may establish specific licensing2501requirements for aviation facilities, including vertiport and drone2502port operators, thus ensuring that they comply with both state and2503federal regulations to maintain consistency across the national2504airspace system (NAS).2505Airspace Protections2506    The states' role in airspace protection is a similarly important,2507yet often misunderstood responsibility. Many states currently2508supplement FAA's airspace evaluation process with enforceable2509regulations on tall structures proposed near aviation facilities. These2510regulations may take the form of stringent height standards, zoning2511regulations, or requirements of local entities to ensure proper zoning2512near aviation facilities. Continued dialogue with state aviation2513agencies can help ensure the safe ingress and egress from facilities2514intended to serve the AAM community.2515Funding2516    Many states have their own grant programs to provide financial2517support to airports for infrastructure development. States also fund2518other critical infrastructures that will be vital to AAM operations2519including weather data systems like the automated weather observing2520system (AWOS), which will provide critical real time information for2521AAM operations.2522    While the specific roles and funding mechanisms employed by states2523may vary depending on their governance structures and available2524resources, state aviation agencies will play a critical role in2525managing the ground infrastructure for AAM. As AAM emerges, their role2526will only grow more consequential. Recognizing this, state aviation2527agencies are taking steps now to ensure they are ready to support the2528industry once operations begin, including exploring ways to harmonize2529and develop policy, planning, and infrastructure that supports2530integration of AAM into the NAS.2531                   NASAO AAM Multistate Collaborative2532    Much like the early days of aviation, today we are faced with the2533challenge of introducing an exciting new technology into our2534transportation system. Advanced Air Mobility has enormous potential to2535improve access to the aviation system for Americans in every part of2536the country, creating new opportunities to move people, goods, and2537services in and around urban centers, as well as to more remote parts2538of the nation. To do so, AAM needs to be safely and efficiently2539integrated into the existing aviation system.2540    A few years ago, several states in our organization came together2541to form an AAM Multistate Collaborative (the Collaborative), working2542together to think through what that integration means in practice. Now,2543with nearly 40 states participating, the Collaborative serves as a2544forum for states to share insights on state level policies and2545infrastructure needs that will enable AAM operations, to engage with2546private sector experts to learn more about their operations and develop2547common strategies for accommodating AAM operations at the local level.2548    The Collaborative recognizes that aligning policy, planning, and2549infrastructure is essential to providing industry clarity on how to2550operate and what to expect across the different states. Accordingly,2551the Collaborative's focus is on creating interoperability of policy and2552infrastructure across states so that industry can expect continuity of2553infrastructure and operations across the country; providing a roadmap2554to harmonize AAM policy across participating states; providing a2555strategy to develop minimum infrastructure and necessary service levels2556across the participating states; and providing feedback to federal2557partners to inform developing rules, policies, and standards to ensure2558they can be practically implemented on the ground.2559Areas of Consensus2560    The first fruits of their work have been recently published as four2561topic papers addressing the role of the states in AAM, policy2562harmonization across the states, approaches to infrastructure2563development, and leveraging existing aviation infrastructure for use by2564AAM operators. These papers document a consensus on these topics formed2565amongst the states, incorporate industry input, and identify priority2566areas for continued work. More papers will be forthcoming in the next2567year. They have been published to solicit feedback from federal2568partners as well as other industry stakeholders. The following2569represent some key areas of general agreement among the states so far:2570      Policy harmonization between states and relevant2571standards entities is vital for cohesive governance and successful2572integration of AAM. States should work alongside federal, local,2573tribal, territorial, and industry partners to coordinate policy2574frameworks, close regulatory gaps, and build infrastructure-ready2575environments. This could include aligning planning efforts and2576infrastructure priorities; creating consistent licensing, registration,2577and planning protocols; promoting equity, safety, and intermodal2578integration; and engaging communities and industry early and often.25792580      States recognize the FAA's preemptive role in leading the2581way for AAM integration through governing the use of airspace,2582providing airspace configuration, and providing air traffic control and2583separation services. State coordination with the FAA is critical to2584integrating vertiports into existing airports, especially when aligning2585with federal infrastructure requirements, leveraging funding2586opportunities, and supporting seamless operational transitions for AAM.2587At the same time, a lack of coordination risks duplicative efforts,2588public confusion, and regulatory conflict.25892590      States have a crucial role to play in defining and2591implementing minimum service levels for infrastructure, the threshold2592at which physical and digital infrastructure can effectively support2593safe, reliable, and scalable operations.25942595      General aviation airports are well positioned to support2596near term AAM operations. Many have the physical capacity to2597accommodate additional traffic, serve entire regions with significant2598population and needs, and are located near larger metropolitan areas,2599making them ideal hubs for multimodal connections and public safety or2600emergency operations. Others are located in rural areas, making them2601great locations for staging regional air mobility. They offer critical2602opportunities to connect rural communities by enabling AAM aircraft to2603transport both cargo and passengers. However, general aviation airports2604typically have light staffing. To safely integrate AAM, additional2605infrastructure investments are needed at these airports, including2606enhanced navigation, communications, and safety systems.2607                    State Efforts to Prepare for AAM2608    Several states have already begun preparing for AAM operations.2609While states vary on the level of their activity based on staff2610capacity, funding, and leadership priorities, those actively preparing2611are sharing their common strategies that will help others build towards2612operational readiness.2613    States are uniquely positioned to serve as a facilitator to balance2614federal, state, local, industry, and public interests, while advancing2615policies that support all stakeholders and enable industry growth.2616Recognizing the need for responsible investment and coordinated2617implementation, many states have begun their work by commissioning2618studies and standing up task forces to understand AAM's potential2619impacts and opportunities. Texas, Washington, Florida, Georgia,2620Virginia, Ohio, Utah, Massachusetts, North Carolina, Alaska, Colorado,2621Michigan, Kansas, Minnesota, Oklahoma, Pennsylvania, Arkansas, and2622Maryland are among the states that have undertaken this work to2623identify infrastructure needs, outline the necessary next steps for2624preparation, and make recommendations to elected policymakers. These2625efforts include comprehensive assessments of their existing aviation2626assets be they state or local facilities, to determine where AAM2627activities can be supported.2628    Some states are publishing more comprehensive guidance documents2629such as compatibility considerations to advance understanding and2630prepare for future operations. As an example, Florida has completed2631numerous work products to build a foundation of knowledge within the2632state, such as a land use compatibility and site approval guide for2633local governments that provides long-range and proactive planning for2634AAM and vertiport site approval process for on and off airport. As2635another example, California has a long-standing focus on airport land-2636use planning driven by statutory requirements. Each airport has a Local2637Land Use Commission that follows state guidance. Building on this2638framework, California is focused now on updating its guidance to2639incorporate vertiports and other vertical aviation infrastructure.2640Georgia created a community guidebook and toolkit to help local2641governments, urban and rural alike, start planning for AAM as part of2642their broader mobility plans. Last year, North Carolina launched the2643first five-year Advanced Transportation Mobility Strategic Plan drawing2644on the work of its aviation, integrated mobility, and rail divisions to2645build a multimodal transportation system that incorporates advanced air2646and ground mobility technologies and positions the state for an2647advanced mobility future.2648    Some states are working as closely as possible with relevant2649federal partners such as the National Aeronautics and Space2650Administration (NASA), to develop resources like the AAM Community2651Integration Considerations Playbook. Some states are using or even2652launching test sites to evaluate AAM technologies in real world2653conditions which will be enormously helpful in developing operational2654concepts. For example, in 2019, North Dakota invested in the creation2655of the nation's first statewide UAS beyond-visual-line-of-sight2656network, VANTIS. VANTIS allows drones to fly beyond visual-line-of-2657sight and provides the infrastructure and support to test large-scale2658UAS operations, opening the door to innovative applications across2659industries. Virginia recently launched an AAM test site program to2660evaluate and integrate emerging aviation technologies across Virginia's2661transportation system. The data collected from the test site will2662inform future safety frameworks, business models, and sustainment2663strategies for its AAM ecosystem.2664    A few states are even investing in charging infrastructure at2665airports. Massachusetts is leveraging its existing airport2666infrastructure as the foundation for developing airports as energy2667hubs. One ongoing project aims to plan, permit, and complete2668preliminary design of smart microgrid project at the Cape Cod Gateway2669Airport. This microgrid will provide the airport with resilient power2670for critical operations, support electric bus charging, and offer the2671local community more reliable and cost-effective transportation2672options. Michigan is funding the installation of multimodal charges at2673four of its airports to create a foundational intrastate charging2674network to support eVTOL aircraft. Many other states have created AAM2675advisory bodies or assigned staff to focus on AAM activities. For2676example, Texas has an AAM Advisory Committee which allows members of2677the industry to share their expertise with policymakers and state2678leaders, and continued collaboration will ensure state and industry2679work together on critical issues.2680              Priority Issues for State Aviation Agencies2681    Looking forward, the prospect of widespread AAM integration into2682aviation creates the opportunity to rethink transportation. As aerial2683point to point transportation for people, goods and services becomes a2684reality we will need to think about daily transportation in three2685dimensions. What will that mean for the rest of the transportation2686network as well as the economy? And what will it mean for how we2687finance the system?2688Strengthen Federal-State Collaboration2689    While the states recognize that the FAA must and will take the2690primary role in managing the aviation system, AAM promises an extensive2691expansion of aviation activity across the country and will require even2692more support from state and local governments. To ensure the safest and2693most effective integration, it is critical that state aviation agencies2694be full partners in the planning and policy development process. States2695seek, in partnership with the FAA, to extend current collaborative2696processes to AAM, clarifying grey areas and providing the ability to2697manage local equities. Therefore, NASAO urges the FAA to establish a2698formal working group consisting of senior FAA officials and the states2699to collaboratively rethink how we modernize our aviation system to2700accommodate these new operations. States are on the ground, they2701understand their communities, infrastructure constraints, and what is2702operationally feasible. A collaborative federal-state approach will2703ensure that national policies align with local realities. We also urge2704Congress to encourage and support the FAA in deepening this partnership2705with states, as doing so will be essential to successful integration.2706Provide Clear Planning and Infrastructure Guidance and Standards2707    To that end, we urge the FAA to work closely with the states in2708this endeavor, which would include establishing standards for planning2709and infrastructure requirements, such as charging station standards,2710which will ensure interoperability in charging across multiple aircraft2711types, as well as sensor and communication requirements. States must be2712able to rely on national standards for infrastructure before investing2713in facilities or equipment that may face long-term interoperability2714challenges. We ask Congress to maintain regular oversight of the FAA to2715develop clear standards.2716    It is important to also note that recent original equipment2717manufacturer (OEM) insolvencies and the absence of an FAA-certified2718aircraft are causing state aviation agencies to take a measured2719approach until the first aircraft is certified. Without a certified2720aircraft in the market, it remains challenging for states to engage2721local stakeholders in meaningful planning discussions. State aviation2722agencies are focusing on what they can in the near term while2723manufacturers work through the certification process.2724Further Invest in General Aviation Airport Infrastructure2725    Congress, along with state and local governments, has invested2726billions of dollars in our nation's airport infrastructure. NASAO is2727grateful for the recent increase in overall AIP funding levels,2728including increasing the apportionment for general aviation airports to272920 percent, in the FAA Reauthorization Act of 2024. As we look toward2730the initial phases of AAM deployment, we should leverage those existing2731aviation assets. General aviation airports remain some of the most2732underutilized components of our system and have the capacity, unlike2733the large commercial service airports, to support early AAM operations.2734    But realizing this potential will require additional investment. As2735with the rest of the nation's aviation infrastructure program,2736additional funding at the federal level beyond current AIP funding will2737be needed to support planning and infrastructure development required2738for AAM. Providing electricity to general aviation airports to support2739electric and hybrid electric aircraft will be costly, involving not2740only transmission and distribution upgrades but also new equipment. In2741addition, the deployment of new communication systems and navigational2742aids may be required to safely operate these aircraft.2743    Currently, general aviation, reliever, and nonprimary commercial2744service airports receive up to $150,000 annually through the Nonprimary2745Entitlement Program (NPE), far below what is needed for critical safety2746projects, such as pavement work, which often begins at $1 million.2747Airports routinely must carry over several years of NPE funds just to2748accumulate enough for projects. NASAO recommends increasing the maximum2749annual amount these airports receive from the NPE program. Additional2750funding would not only help maintain safety but also allow airports to2751begin planning now for AAM. In the long term, we will need to assess2752the infrastructure requirements and investments to accommodate AAM,2753grant assurance implications, appropriate aeronautical uses, and2754equitable and market-based fees for new types of participants.2755    At the same time, states recognize that Congress cannot just keep2756appropriating more funding far beyond the resources of the Airport and2757Airway Trust Fund. To ensure sustainable funding for services and2758infrastructure, states are ready to work collectively with Congress,2759the FAA, local, tribal, and territorial governments, and industry to2760develop a long-term sustainable operational funding model that2761distributes costs equitably. The Collaborative has already begun2762considering this issue, and the states will be integral to this2763conversation.2764A Coordinated Approach to Public Awareness is Needed2765    Public awareness and acceptance of AAM activities will be critical2766to the success of this new mode of aerial transportation if it is to2767fulfill its potential. The drone sightings last year in the skies over2768New Jersey illustrate how a low information environment about emerging2769technologies can lead to misunderstandings and public anxiety. While2770industry and state and local governments have a role to play in this2771educational process, the federal government must lead in sharing2772information and building public trust in this new technology. We2773encourage Congress to support the U.S. Department of Transportation2774(USDOT) and FAA activities in launching a broad and aggressive public2775awareness campaign on the value and opportunities created by AAM, as2776well as encourage USDOT and the FAA to partner with state and local2777governments in this endeavor.2778FAA Reauthorization Act of 2024 Implementation2779    Finally, we note that this Committee has already done considerable2780work in this area as part of the FAA Reauthorization Act of 2024. As2781part of your regular oversight activities, we encourage you in2782particular to monitor a few key provisions such as:2783      Section 745, Electric Aircraft Infrastructure Pilot2784Program: This section establishes a five-year pilot program, which2785would allow up to 10 airports to invest and install electric charging2786equipment. This program is an important first step to implementing the2787necessary electrical charging infrastructure for AAM. NASAO urges2788Congress to ensure FAA fully implements this program in a timely2789manner, providing clear guidance to airports.27902791      Section 912, Drone Infrastructure Inspection Grant (DIIG)2792Program: This section establishes a grant for state, tribal, and local2793governments to purchase and use drones for critical infrastructure2794projects. NASAO urges Congress to appropriate full funding of $122795million annually for the grant program and ensure its timely launch.2796This program will support state, local, and tribal governments' efforts2797to capitalize on the benefits of leveraging drone technology.27982799      Section 913, Drone Education and Workforce Training Grant2800Program: This section establishes a grant program for educational2801institutions for small drone workforce training. NASAO urges Congress2802to appropriate full funding of $5 million annually for the grant2803program and ensure its timely launch. This workforce development2804initiative is critical to delivering the training necessary and2805building the skilled workforce needed for this emerging technology.28062807      Section 316, Weather Reporting Systems Study: This2808section directs GAO to study ways to improve procurement,2809functionality, and sustainability of weather reporting systems,2810including automated surface observation system (ASOS), automated2811weather observing systems (AWOS), visual weather observing, and non-2812federal weather reporting systems. The ASOS \2\ (jointly managed2813program by the National Weather Service (NWS), FAA, and U.S. Department2814of Defense) and AWOS (airport-owned and managed system that compliments2815ASOS) are the country's primary surface weather observing network2816supporting weather forecast activities and aviation operations (e.g.,2817regional air carriers and cargo operators). Both systems are aging and2818in need of updated infrastructure. While the FAA/NWS are in the process2819of updating ASOS, States and airports are facing challenges in updating2820its AWOS infrastructure as the lack of suppliers and cost of installing2821and maintaining the systems is becoming unmanageable. This study is2822important to understand the full complexity of the challenges of this2823critical weather reporting system as it is an integral part of ensuring2824safety in our aviation system. The need for and importance of2825affordable weather reporting will only grow as vertiports are2826integrated into the National Airspace System. NASAO urges Congress to2827prioritize this study.2828---------------------------------------------------------------------------2829    \2\ ASOS reports basic weather elements such as sky conditions,2830visibility, present weather conditions, visual obstructions, barometric2831pressure, ambient temperature, wind speed and direction, and2832precipitation. With more than 900 ASOS sites in the United States,2833these automated systems are critical to providing weather information2834at airports.28352836    In all this, the state aviation agencies and NASAO pledge their2837best and most cooperative efforts to support a successful, efficient,2838and safe integration of AAM into our nation's air transportation system2839while working with our federal partners and industry stakeholders. We2840are enormously excited about the potential for increased access to2841aviation and look forward to participating in maintaining the nation's2842global preeminence in aviation.2843    Thank you for your time today, and the privilege of appearing2844before you. NASAO values its partnership with the House Committee on2845Transportation and Infrastructure and is proud to be a trusted resource2846for this Committee and its staff.28472848    Mr. Nehls. Thank you, Mr. Pecoraro. Thank you all for your2849testimony. We will turn to the panel for questions. I recognize2850myself.2851    Mr. Clark, in April, DOT announced that the Center for2852Advanced Aviation Technologies, CAAT, would be established in2853the great State of Texas. I love that. Can you talk about the2854role that CAAT will play in facilitating the safe integration2855of AAM into the NAS?2856    Mr. Clark. Yes. Yes, we are thrilled about that, by the2857way. We have got chargers down in Texas. We have been operating2858down in Texas in demonstration flights with cargo carriers.2859    The awareness, but--look, when we get out in the field and2860we start doing these type of early engagements, we generate2861critical data. That critical data is used by our engineers, by2862our service team members, by our pilots, by our maintainers in2863training our models to make sure that we can take the benefits2864of advanced air mobility, which is a self-aware aircraft that2865is lush with data, and apply it to make a safer aviation2866future.2867    So these types of programs like in Texas are giving us that2868ability at a point in time when it is most valuable, when it is2869a nascent industry. Once things mature, it is harder to move.2870And by having the insight to do that early gives us that data,2871gives us the ability to make a better and better product, we2872are at the very beginning of this, right? There is so much2873goodness. The range, the payload, the speed of these aircraft2874are increasing every year.2875    BETA holds the four most important world records in2876electric aviation for range and payload, and this summer, we2877set both speed records in electric aviation. We need to2878continue that innovation and keep moving the bar forward with2879things like what is happening in Texas. So, thank you.2880    Mr. Nehls. It is great to see the greatest State in the2881Union lead the charge.2882    [An aside off the record.]2883    [Laughter.]2884    Mr. Nehls. No, I got it.2885    Mr. Rose, the powered-lift Special Federal Aviation2886Regulation, SFAR, published last October addressed operational2887and pilot certification requirements. Your company is unique in2888that it is--you are ultimately looking to certify a pilotless2889system. Given that, do you fit within the regulatory framework2890laid out in the SFAR? And if not, can you talk about the path2891that you will need to pursue to receive certification?2892    Mr. Rose. Actually, I would refer this to Mr. Painter to2893answer this about the SFAR.2894    Mr. Nehls. Fair enough.2895    Mr. Painter. Great. Thank you for that.2896    For the SFAR, it provided very good and strong initial2897foundational guidelines for the industry as it relates to2898vertical lift and how you can implement in terms of training2899standards and those types of things. For what Wisk is doing, we2900need to continue through the eIPP program to expand that to2901include the certification requirements and the training2902requirements for operations like our multivehicle supervisor.2903    So, the SFAR is a great foundational element, and then for2904us, as we look at autonomy, we expect to be able to expand2905policy and regulatory requirements as it relates to the eIPP2906program.2907    Mr. Nehls. You mentioned in your statement you have a2908partnership with the city of Sugar Land. It is in the district.2909It is a great, great, great city, great little municipal2910airport, wonderful place. And you establish a deal there,2911identify and assess locations for vertiports, and potential2912training, maintenance facilities. Ultimately, successful2913integration of AAM aircraft will hinge on these partnerships2914between private industry and State and local government. How2915does this partnership set the local government up to be an2916early adapter to these technologies?2917    Mr. Painter. Yes, thank you for that. When we look at the2918city of Sugar Land and we look at the Greater Houston area, we2919think it is a phenomenal market and opportunity for our2920technology to really make a difference in the communities'2921lives in terms of connecting people or things in terms of2922moving around the Greater Houston area.2923    Working with the local communities in every place we look2924to launch our product and our service is absolutely critical,2925so understanding some of the constraints of the community,2926understanding how we will actually--any infrastructure that2927needs to be added. We are trying, for instance, on our charging2928infrastructure to use standards that the industry will use. I2929think BETA has taken a very similar approach in terms of the2930type of requirements of what the local airport will need to2931install.2932    Our expectation is that initially vertiports will be2933located and leverage general aviation airports in the region.2934So we are working with the local community to understand and2935assess where those airports are going to be the right place for2936our vertiports initially. And then over time we do expect there2937will be bespoke vertiports that match traffic patterns and2938mobility patterns that we can service.2939    Mr. Nehls. Yes, wishing you the most success, and I look2940forward to hearing more. Everything is sweeter in Sugar Land.2941Everything is sweeter in Sugar Land. So, I thank you.2942    I yield back the balance of my time. I now recognize2943Ranking Member Carson for 5 minutes.2944    Mr. Carson. Thank you, Chairman.2945    I am curious, Mr. Rose. How are companies collaborating2946with labor to ensure that autonomous technology reduces the2947stressors associated with the workload on the workforce within2948the industry and improve safety as a result?2949    Mr. Rose. Yes. As I mentioned in my opening statements, I2950think it really is important to stress how advanced automation2951and autonomy can improve safety and reduce risk of existing2952operations. I talked about a few of these; I can provide a2953little bit more specifics now.2954    Our system, because it is in always-on autopilot, enables a2955complete autopilot engagement from taxi, takeoff, as well as2956landing, and enables a fully automated landing in weather2957conditions that are below what is popular or most commonly2958operated today.2959    The agreement that we have with the FAA and the good work2960that we have been doing over the last 4-plus years--really 5 or29616 years with the FAA--has been getting approval for an advanced2962navigation technology that enables an aircraft to localize2963itself relative to a runway in zero visibility, white-out2964conditions.2965    So, typically today, if you want to fully automatically2966land an aircraft, there is only a handful of airports in the2967United States, as this committee is aware, that enable fully2968coupled autopilot to the surface. These cost taxpayers tens of2969millions of dollars to install the instrument landing system2970infrastructure. The technology that we are working on2971certifying right now with the FAA will enable any aircraft to2972do this without that critical infrastructure.2973    And as I mentioned earlier, Controlled Flight Into Terrain2974and loss of control at low altitudes are common causes of fatal2975accidents, and so this technology installed for regional air2976cargo and other small commercial operations we expect to2977dramatically improve the safety.2978    Mr. Carson. Mr. Pecoraro, how has inconsistent Federal2979funding like the recent Government shutdown impacted State2980governments' ability to prepare for potential AAM deployments2981in local communities?2982    Mr. Pecoraro. Well, thank you, Mr. Carson.2983    The shutdown certainly was challenging for State aviation2984agencies as they tried to ensure funding for airports. And to2985the extent that funding for these airports includes planning2986funding, or if there may have been any infrastructure plans at2987that airport that had to do with AAM, it certainly would have2988been problematic.2989    But we are pretty--we are really in the infancy of States2990planning for AAM right now. So I don't know that that would2991have been a big impact this year. But more broadly and to the2992point that you and all the senior leaders of the committee made2993earlier, consistency in aviation funding is always critical in2994this industry, because we need to make sure that the aviation2995industry at every level continues to be funded fully and people2996can depend on the resources coming in to fulfill contracts.2997    Mr. Carson. I yield back, Chairman.2998    Mr. Nehls. The gentleman yields. I now recognize Mr. Perry2999for 5 minutes.3000    You want to go ahead?3001    Mr. Perry. I thought you were going to Thomas first.3002Thanks, Mr. Chairman.3003    Gentlemen, great to see you. And I certainly understand you3004advocating for your industries, so I don't want to sound like a3005wet blanket here. You have got to put your best foot forward,3006and this is the place to do it. But I have got to live in the3007world of ``realville,'' and I represent all the taxpayers that3008are involved in this.3009    So I don't think these are science fiction projects at all,3010but currently, as we sit here, we are dealing with crumbling3011runways; an ATC system, as you already know, that deals with3012floppy disks and prayers a lot of times; and strips being run3013across approach control by some man or woman, right? So that is3014the reality today.3015    As I understand it--and you can correct me if I am wrong--3016the aircraft that you are talking about are still hauling a3017battery pack that weighs as much as a Ford F-150, right? As I3018understand it, the BETA ALIA, at max payload, is hauling around30193,500 pounds of lithium. That is more than the Cessna 172 that3020I took some training lessons in.3021    So energy density hasn't magically tripled since last year.3022And I get that we have got to figure this out, and we are3023working towards it, and our adversaries--I am good with all3024that. I am good with all that. But when that aircraft is fully3025loaded with passengers, I am not sure what the useful range is3026on a 95-degree day and a density altitude airport like Phoenix3027or Atlanta. As I understand it, the brochure assumes sea level3028at 59 degrees. Well, that is awesome when you are at sea level3029and 59 degrees. But that ain't the case a lot of times, as you3030know.3031    Mr. Pecoraro, I appreciate what you are trying to do and3032what your group is trying to do, and I think we should be3033prepared and we should be futuristically forward-looking in3034preparation of that. But every dollar we spend--dollar--putting3035panels together and work groups and all that, that is fine. But3036we are talking about spending taxpayer dollars on something3037that is not here yet while we have problems right now, whether3038it is the Highway Trust Fund, whether it is aviation taxiways3039and facilities. Our taxpayers, I don't think, want to pay for3040electric charging stations for these vehicles until they are3041operational.3042    We can find investors. If this is really great--and I am3043not saying it's not, but if it is really great, investors who3044can make money will pay into this. We have real problems today,3045mid-air collisions, near-misses, fatigue-related errors. We3046have fatal needs right now, and we don't want to prioritize--3047don't be offended--concepts over concrete. The former3048administration shoveled hundreds of millions and billions of3049tax dollars into AAM through the CHIPS Act, the Inflation3050Reduction Act, NASA AAM grants, FAA IPP programs. But I think3051your industry has raised, like, $6 billion. That is a lot of3052money towards this effort, and God bless you. That is great if3053investors want to do that. But we have got to be the stewards3054of the taxpayer money in a world where we are at $38 trillion3055in debt and headed right toward $39 trillion, and it is not3056going to stop after that.3057    So, my concern is, why does the American truck driver in3058Harrisburg or the single mom in Carlisle have to foot the bill3059for your industry's R&D, for your industry's R&D? I am going to3060point to SpaceX. As far as I know, they didn't get a $1 billion3061bailout every time a rocket failed and hit the launch pad and3062blew up. We don't want to be socializing losses and privatizing3063profits. That is not what the Federal Government is all about.3064That is not what we should be all about. And quite honestly,3065over time, that is what the American people are, quite3066honestly, sick of.3067    Another point is the fragile battery mineral supply, Congo3068cobalt, Chinese refining, single point failures. This3069technology right now is nearly 100 percent dependent on3070minerals controlled by Beijing, and that is a problem and I3071think we need to talk about it and address it. I am not saying3072that we can't fix it, but relying on child labor in Africa is3073not--I don't think it's a good plan.3074    The private sector is free to chase this enterprise. We3075need to build something that can fly from Pittsburgh to3076Cleveland in January with four adults, their luggage, and a 30-3077minute reserve on one charge. On one charge. We just can't beat3078right now, as I understand it--as you know my background--but3079as I see it, we can't beat the physics of a 1960s helicopter.3080And I am not saying we are not going to get there and that you3081are not going to get there. And I will tell you, when it comes3082to the FAA and supporting the atmosphere, the system that3083allows all this, we all ought to be on board, and I am on board3084with that. But when it comes to taxpayer money investing in3085this program, that is where you are going to get a struggle3086from me. Go ahead and do this. We should incentivize you doing3087this. But you have got to do this. We can't afford to.3088    With that, Mr. Chairman, I yield back.3089    Mr. Nehls. Thank you, Mr. Perry.3090    Ms. Davids, you are recognized for 5 minutes.3091    Ms. Davids of Kansas. Thank you, Chairman Nehls and to our3092new ranking member, Mr. Carson, for holding this hearing today.3093And thank you to our witnesses for taking the time to be here3094today.3095    For folks who might not know this, I am very excited about3096the future of AAM in this country. While in Congress, I have3097worked to help promote innovative new technologies like eVTOLs3098and the American businesses that construct them.3099    And this has already been said, but we know these air3100transportation systems hold tremendous potential when3101integrated into the existing airspace operations, both local3102and regionally, and particularly when we are talking about3103rural applications, but for sure, urban, passenger, cargo. You3104guys have been speaking to this, and of course, I imagine a3105future where I might be able to hop on a small electric eVTOL3106and go from my suburban house in the Kansas City metro area, to3107the closest airport, cutting it down from 45 minutes to 10 or310815 minutes. And no one knows this stuff better than you guys,3109that that future is certainly within sight.3110    I have had the opportunity to visit with some of the3111companies that are working on these exciting technologies,3112including some of the folks here today, and I want to make sure3113that we continue to move that conversation forward and figure3114out how the Government can work with this industry to ensure3115not just the success, but, as has been stated, safety is a team3116effort.3117    And I was proud in the last Congress to cosponsor and work3118with then-Aviation Subcommittee Chairman Garret Graves on the3119Advanced Air Mobility Coordination and Leadership Act, which3120became law, which established an interagency working group to3121plan and coordinate efforts related to some of the most3122pertinent issues that can bolster AAM and that ecosystem here.3123    And again, the trillions of dollars that are estimated for3124this kind of market are certainly exciting. And Wichita,3125Kansas, which I don't represent but am very proud of as the3126aviation capital of the world, is rich in workforce and3127generations of institutional knowledge in aerospace. And I know3128this sector is going to represent some good-paying American3129jobs, and I am certainly looking forward to figuring out how we3130can just capitalize on all this potential and lead, and not3131just follow, what is going on in the rest of the world.3132    And so, Mr. Clark and Mr. Painter, I was hoping to come to3133you guys first. As we look at that business horizon in this3134emerging sector, when we think about other countries, whether3135it is China or countries that we work more closely with in3136Europe, and we see the aggressiveness of AAM in those other3137places, I am curious. How do you see us--and this builds on--3138Chairman Nehls had asked about SFAR. And how do we make sure3139that we strike that balance so that we are not preventing3140innovation, we are keeping people safe, and we can continue to3141work on being world leaders in this space?3142    Mr. Clark. I will start there, if you don't mind, and I3143think it threads directly into what Mr. Perry said: operating3144in a cognitive dissonance from reality.3145    The idea that our materials come from China is just wrong.3146That is not true. Batteries don't. Our magnets actually come3147from Germany, and they come through the Carolinas. We have a3148series of technologies that prevent mid-air collisions. And the3149adoption of technologies would have prevented the terrible3150tragedy that happened over the Potomac. All it needed was an L-3151band ADS-B transponder to identify that aircraft. Our aircraft3152come with that for free. So to think that innovation is somehow3153going to make things less safe is just simply not accurate.3154    The R&D that we are investing in here--so China is3155investing in this with their low-altitude economy. And they are3156not a bunch of idiots over there. They are hard-working people3157that know that this technology--Mother Nature is voting on3158this, and showing that we are flying meaningful distances. You3159know that world record I mentioned: 336 nautical miles. That3160covers the mission that we were just challenged with. We are3161already doing it.3162    So, we have this, like, this idea that somehow--and one3163more thing: batteries. Batteries, when they store energy, there3164is very little to no loss of conversion of that energy into3165propulsion. So to simply cite the battery energy density and3166not the net performance of the aircraft shows a lack of systems3167thinking. As an engineer, we take a lot of pride in3168understanding the complete system so we can optimize things on3169a global basis.3170    So, back to, like, what we need to do here. Yes, we need to3171invest in this R&D. And no, we are not asking the FAA to invest3172in this R&D. We are asking the FAA to keep consistent goalposts3173so that when we get something working and we prove it, and we3174produce the objective evidence for certification, that they3175certify it. And we are asking that they use the right amount of3176delegation.3177    And I don't think it is helpful to gaslight or3178technologically gaslight science. Science is science. And when3179we prove that this stuff works and it costs less for people, to3180(inaudible) the American public of the safety and the economic3181benefits of this technology is a bad move.3182    And I do think that we need to do this on a global scale3183and compete with China.3184    Ms. Davids of Kansas. Thank you.3185    And Mr. Painter, we will get to visit another time.3186    And I will yield back, Chairman.3187    Mr. Nehls. Thank you, Ms. Davids.3188    Mr. Stauber, you are recognized.3189    Mr. Stauber. Thank you very much, Mr. Chair.3190    My district in northern Minnesota is rural. And for some3191people, the closest place to receive healthcare is over 100,3192150 miles away. And this makes air medical transport a truly3193lifesaving resource.3194    To any of our witnesses today, how can AAM be leveraged to3195reduce lifesaving transport times for rural patients?3196    And what is stopping us from deploying those capabilities3197today? Anyone.3198    Mr. Clark. I will just say--I know I have talked a lot, but3199just one quick thing.3200    Getting into near-zero visibility with critical, lifesaving3201blood products, stroke medications, antivenoms, or organs is3202enabled by the technologies that allow us to fly in those3203conditions.3204    And another one is icing. You are up in Minnesota. These3205type of aircraft that we are developing can be de-iced3206practically, which helicopters simply can't. And that increases3207the reliability of the deliveries.3208    Mr. Rose. Can I add as well? This is near and dear to my3209heart. I grew up in a small town in Oregon, and the only way3210that we were able to receive next-day services and same-day3211medical delivery was through regional air cargo services. The3212small town really had--it was the medical epicenter of this3213part of the Willamette Valley.3214    Technologies like normal use autoland that enable zero3215visibility automated landing, increase the frequency at which3216we will be able to perform these operations. Detect and Avoid3217will also make it safer and allow us to operate at higher3218frequencies into and out of the more congested airports that3219are usually the origin sources of these types of medical goods.3220But thank you for the question.3221    Mr. Pecoraro. I would like to add that States are very3222interested in the use of AAM for aeromedical activities. In3223addition to the benefits of the technology, the costs are3224lower, the operational opportunities are greater.3225    And I know that in Maryland, where they have a state-of-3226the-art aeromedical operation where the State has purchased and3227owns a number of helicopters to provide this kind of transport,3228they are actively engaged in following this process because3229they are looking forward to being able to switch to an eVTOL3230fleet.3231    Mr. Stauber. Thank you.3232    Mr. Rose, you mentioned the tremendous airport3233infrastructure that we are privileged to have in the United3234States and its role in connecting small and rural communities.3235Unfortunately, many small airports are facing reduced3236commercial air service or seeing routes entirely eliminated.3237How do you see the technologies discussed at today's hearing,3238including aircraft autonomy, helping to address this challenge?3239    Mr. Rose. Yes, it is a great question, and I think this is3240a real tragedy. The United States has made tremendous3241investments, more than any other nation in the country [sic],3242building out our airport infrastructure. We have nearly 10,0003243airports. I believe it is 5,000 airports are available for3244public use today. This is just--this is an incredible national3245asset that we have.3246    Mr. Stauber. Right.3247    Mr. Rose. And yet we have seen over the last several3248decades reductions in service. COVID has really accelerated a3249trend that had begun several decades previously. There are now3250many airports in the United States that have lost service, some3251element of service, or lost service completely, post-pandemic.3252And it is probably not going to come back.3253    Technology, more advanced automation, and autonomy is going3254to allow us to return services back, revitalize these regional3255airports. I think this is crucially important for connecting3256people across this country. Higher levels of automation and3257autonomy not only make it more safe, but also more cost3258effective and efficient to perform these operations. And I3259think we are setting the stage here in the 21st century to have3260a golden era, a renaissance of aviation, a new age where we3261will be able to fly to more places at much, much higher3262frequencies.3263    Mr. Stauber. I think you are right. I mean, with rural3264America, they shouldn't take a back seat to anybody. And those3265of us who live in rural areas, those rural, small regional3266airports connect us to the world. And I think it is important.3267I really appreciate your support for that.3268    Mr. Clark, I do want to challenge you. Mr. Perry talked3269about the critical minerals part of it, and you talk about the3270batteries and cobalt and what have you. Do your batteries use3271cobalt?3272    Mr. Clark. Yes.3273    Mr. Stauber. Thirty-three percent of cobalt in this country3274is mined by child slave labor. That is fact. So your comment3275about critical minerals are--come from good sources? Mr. Perry3276is correct. So--and I----3277    Mr. Clark [interrupting]. No, that is not what I said. What3278I said was that our--those things that were cited as coming3279from China, in our case, do not come from China. I didn't say3280anything about child labor and mining of cobalt.3281    Mr. Stauber. I am here to tell you that 33 percent of the3282batteries, the cobalt in your batteries, come from China's3283child slave labor. Fifteen of the nineteen industrial mines in3284the Congo are owned by China, and they use child slave labor.3285    I don't want to debate this point. What I am trying to say3286is, we can do it in America better. We can mine these critical3287minerals in America if we are allowed to do it. And I think it3288is really important that we don't export our environmental3289guilt to get to your batteries and your new technology that we3290all want to use, by the way. And I just want to be--I just want3291to make sure----3292    Mr. Clark [interrupting]. No, no, we are exactly on the3293same page. The assumption that we need to do this more3294domestically, I am 100 percent on board. Our entire industry is3295on board with that. And we should be mining, and we should be3296refining, and we should be building these things here.3297    Mr. Stauber. Yes.3298    Mr. Clark. They don't exist right now. We should invest in3299that capacity----3300    Mr. Stauber [interrupting]. That is not true, they don't3301exist. No, no, they do exist.3302    Mr. Clark. Show me where to get----3303    Mr. Stauber [interrupting]. I have the biggest----3304    Mr. Clark [continuing]. [Inaudible] here.3305    Mr. Stauber [continuing]. Untapped copper-nickel find in3306the world in my district. So I want to--what we want to do is3307mine it. So I am just trying to correct you so----3308    Mr. Clark [interrupting]. You changed----3309    Mr. Stauber [continuing]. The next time----3310    Mr. Clark [continuing]. You changed the element.3311    Mr. Stauber. No----3312    Mr. Clark [interrupting]. Let's go back to the element that3313we----3314    Mr. Stauber [continuing]. The next time----3315    Mr. Nehls. Gentlemen, we have got to wrap this up.3316    Mr. Stauber [continuing]. You're asked about mining,3317you're--the next time you're asked about mining, say yes, we3318can do it domestically. I am here to tell you that 33 percent3319of the cobalt in your batteries is mined by child slave labor.3320The Biden administration said it and so did the Trump3321administration.3322    Mr. Nehls. The gentleman's time has expired. Thank you.3323    Mr. Stauber. I yield.3324    Mr. Nehls. Thank you so much. I now recognize Ms. Scholten3325for 5 minutes.3326    Ms. Scholten. Thank you, Mr. Chairman. Thank you to our3327wonderful new ranking member here, and thank you to our great3328panel of witnesses for coming to have this critical hearing3329today.3330    I proudly represent Michigan's Third Congressional3331District. Our State, and west Michigan, in particular, has a3332strong aerospace footprint: $30 billion in economic activity3333generated in the State, 166,000 jobs, 4,000 businesses3334generating economic activity in defense, aerospace, and3335homeland security, as well as Michigan being home to the3336largest Air National Guard base at Selfridge. We pride3337ourselves on being leaders in this space. We continue to3338innovate in the advanced air mobility space.3339    The region's leadership is critical to actualizing the DOT3340and FAA's efforts to accelerate the development and integration3341of cutting-edge aircraft. The DOT is looking to support five3342pilot programs to demonstrate electric vertical takeoff and3343landing. Despite our usual rivalry, the States of Michigan and3344Ohio are coming together to work with BETA in hopes of standing3345up one of these pilot programs.3346    Mr. Clark, can you speak to how critical this pilot program3347could be in a State like Michigan to ensure prosperity3348throughout rural America?3349    Mr. Clark. Absolutely, and thanks for your support. We are3350excited about that application as well, the DOT.3351    Like all the applications, but specifically in Michigan,3352where the State has gotten well ahead of the balance of the3353country by installing chargers, by engaging their universities,3354by investing in aerospace and defense research--we were a part3355of the Northern Strike exercise up there with your National3356Guard, so, thank you for that.3357    But the eIPP program, specifically in Michigan and other3358States, it will advance our industry by a year. When I am3359talking about our industry, I am talking about all of these3360technologies that allow us to have safer and more reliable3361aerospace. So by advancing this by a year, it gives us a better3362competitive edge globally.3363    So in Michigan and Ohio--I am glad you called that out; I3364didn't want to have to cross that bridge--in Michigan and Ohio,3365working together on this eIPP program is a great launching3366point because, in our case, we are delivering cargo, medical,3367and logistics to rural communities. And so you have a3368meaningful impact, you expose the technology to generate the3369data, and we get ahead of the rest of the world. So, thank you.3370    Ms. Scholten. Thank you. Given our State's robust3371manufacturing presence, it is no surprise that the State of3372Michigan launched the Michigan Advanced Air Mobility3373Initiative, as well as AAM Activation Fund to catalyze research3374and development. The whole-of-Government approach should3375absolutely be replicated on a Federal level to ensure3376technological advancements and our Nation's competitiveness on3377the national stage.3378    Mr. Pecoraro, can you touch on how Congress can work with3379States to encourage collaboration, as well as develop a smart,3380clear AAM planning and infrastructure framework to safely boost3381progress in the aviation sector?3382    Mr. Pecoraro. Absolutely, and thank you for that question.3383    First of all, let me just say that I think that an3384important step would be for the committee to follow up on the3385already considerable work that you did as part of the3386Reauthorization Act of 2024: Section 745, Electric Aircraft3387Infrastructure Pilot Program; Section 912, Drone Infrastructure3388Inspection Grant Program; Section 913, Drone Education and3389Workforce Training Grant Program; and finally, Section 316,3390Weather Reporting Systems Study. All are critical to the3391development of this industry, and we would like to see, as the3392committee continues to monitor the FAA's activities in these3393areas.3394    Also, we would like to see funding put forward in some of3395these areas as well. Unfortunately, we haven't been able to see3396the funding follow the authorization yet. But I think those3397steps are critical to being able to help the States, local3398governments, Tribal governments being able to advance in these3399areas.3400    Ms. Scholten. Thank you. In our ever-changing economy, it3401is incumbent on our committee to think through how3402technological innovations, including those in the AAM sector,3403can also create good-paying jobs throughout the Nation. That is3404why the bipartisan infrastructure Reauthorization Act of 20243405expanded the Aviation Workforce Development Grant program to3406support efforts to expand domestic aviation manufacturing, the3407talent pool.3408    To that end, it is disappointing that the current3409administration has delayed the distribution of recent grant3410cycle awards, and we must work together to get these3411congressionally appropriated dollars out the door, doing the3412good work that we set out to have them do. Mr. Clark, how else3413can Congress support the aviation industry to ensure that3414continued innovation is paired with job growth?3415    Mr. Clark. I mean, so we have directly 1,000 people. We3416affect 15,000 jobs in this country. We are growing rapidly. We3417just went public, or funded to do so. And so, in order to make3418these jobs permanent, high paying forever, we need to get3419through certification. Yes, we need to support these nascent3420industries in the ways that you described, but getting through3421certification will memorialize these jobs and keep them in3422place.3423    Ms. Scholten. Thank you. I am going to get to my last3424question very quickly, but my district is home to Anzen3425Unmanned, a small business that assists AAM manufacturers in3426navigating FAA regulations, and I am fortunate to have seen3427their work firsthand. It is very impressive.3428    It is my understanding that as American manufacturers3429pursue new technologies, they are often met with opaque3430decisions, delayed timelines from the FAA. To ensure our3431economic prosperity, national security, and global dominance,3432we have to work with industry to develop safe, clear, and3433timely regulations to authorize AAM certification and service.3434    Opening it up to the panel--and I know I am slightly over3435here, but can----3436    Mr. Nehls [interposing]. Yes.3437    Ms. Scholten [continuing]. In a word, how can Congress and3438the FAA work with OEMs to ensure transparency and predictable3439AAM regulations?3440    Mr. Clark. Consistency.3441    Mr. Painter. That is a great one. Consistency and very3442clear guidelines in terms of the things for means and methods3443of compliance.3444    Mr. Rose. I actually think things are trending quite3445positively in the last year, especially under the new3446leadership. I would give credit to Deputy Administrator3447Rocheleau and Administrator Bedford. I think it comes down to3448leadership and empowerment issue more than anything else in the3449FAA, and I think things are moving in the right direction.3450    Ms. Scholten. Thank you.3451    Mr. Nehls. Okay, I appreciate that. I ask Members to keep3452it to 5 minutes, please. I am giving too much grace here, I3453think. I am getting taken advantage of here. Keep it to 53454minutes.3455    I now recognize Mr. Burchett for 5----3456    Mr. Burchett [interrupting]. Or Burchett, whichever the3457case may be.3458    Mr. Nehls. Burchett.3459    Mr. Burchett. Tony Dorsett was Tony Dorsett until he won3460the Heisman. Then he became Tony Dorsett. I have not achieved3461the Heisman just yet, but I am in the running. So, thank you,3462Mr. Chairman.3463    And I want to thank you all for being here. Honestly, I am3464a little--I hate it that we are getting away from pilotless3465flight. My mama flew an airplane during the Second World War,3466and I am kind of partial to pilots, especially the female ones.3467Every time I get on an airplane and they see my congressional3468pin and they say, oh, and I always show them a picture of my3469mama during the war in her airplane. So, I am coming at you3470from that angle, if that is all right.3471    But how many of you all are publicly traded? I know, Mr.3472Clark, you just said your company just went public. How many of3473you all are publicly traded, your companies?3474    Mr. Painter. Wisk is a subsidiary of the Boeing Company.3475    Mr. Burchett. Okay. Mr. Rose?3476    Mr. Rose. We are private.3477    Mr. Pecoraro. We are an association of State agencies.3478    Mr. Burchett. Okay, cool. I was just curious. Mr. Clark, I3479was--I think Pete Stauber, my dear friend, is very passionate3480about his issue, and he brings up a really good point, that3481the--and I understand the chemical makeup is different,3482possibly, from maybe what you were discussing. But China is a3483problem. He has had these mines in his district that have3484literally been trying to get permitted for 30 freaking years,3485and that is a big problem. And I appreciate your passion in3486addressing that.3487    But I want to give you a little further opportunity to3488discuss the ability that you all have to get these minerals3489that are allegedly rare earth, but as we are finding out, a lot3490of them may be sort of like the diamond market. It is just sort3491of a created market because they limit the supply coming and3492going, and the Chinese are very good at that, and Washington is3493very greedy to do whatever the lobbyists tell us. So maybe you3494could address that.3495    Mr. Clark. Yes, thank you for that opportunity.3496    First, I think my passion is only in technical correctness3497because I am a scientist. I was a science teacher for a period3498of time. I just want to make sure that when we are saying3499something about data or whatever, we are accurate in our words3500and accurate in our data.3501    I 100 percent agree with you. First of all, by the way, my3502daughter is a pilot, as well. I have a whole family of pilots.3503I am a pilot, a flight instructor. I love to fly. Our aircraft3504initially is piloted, but I do see the benefit in certain3505applications of unmanned applications, specifically on the3506minerals.3507    There is no lack of these minerals. That is well, well3508known. It is the technologies to efficiently and cleanly refine3509them. The extraction of these minerals and then the refinement3510to a concentrate and then down to the point that we can use3511them in magnets, that we can use them in batteries, that is the3512missing link. And it is a technology that we let evaporate3513because China had a 50-year plan, they economically crushed the3514market, all the American companies went out of business, and we3515lost the technology. That is the key thing.3516    We used to make--in my former business, we made3517electrochemical mining power supplies for exactly doing this.3518So unfortunately, I have a deep understanding of how this3519process works and how that was decimated. We need to invest in3520the technology to be able to do this.3521    The permitting is a whole other issue that absolutely we3522need to agree on, but the permitting is held up because we3523haven't advanced the technologies to cleanly extract this from3524typically a radioactive base, by the way. That is the problem3525in extraction of these minerals. We need to invest in it as a3526country. And I know that is not what this hearing is about, but3527it is existential to missile systems that I used to develop--I3528developed the electrification of the Patriot missile system--to3529our types of airplanes, to electric vehicles, to hybrid3530vehicles, and, ironically, even to ICE engines. These things3531are dependent on rare earth minerals for things like sensors3532and generators and alternators, all of these things.3533    So, I 100 percent agree with you. It needs to happen and we3534need to invest in it now. And we need to get in partnerships3535with other countries that have the specific rare earths3536necessary for the advancement of these industries.3537    Mr. Burchett. You mentioned something that reminded me,3538during the Reagan administration--I am a motorcycle guy. I own3539several----3540    Mr. Clark [interposing]. Same.3541    Mr. Burchett [continuing]. Several old bikes, all3542kickstart, no fuel injection in the Burchett stable. But I3543remembered when the Japanese flooded the market on 1,000cc3544motorcycles. I guess in the early 1980s, I was probably just3545out of high school, but I remember watching that. And they3546flooded the market with 1,000cc and above bikes. And of course,3547that is all that Harley made, and it literally--they were3548making a terrible motorcycle at the time, obviously. Then the3549families and the groups, about seven, eight of them, got3550together, pooled all their resources, mortgaged their homes,3551their retirements and everything, and Reagan put tariffs on the3552big bikes coming from overseas, and it stopped them and allowed3553Harley time to get back into it.3554    And the Chinese are doing exactly that. It is the Walmart3555model on gas stations. They flood the market with cheap3556products, put everybody out of dadgum business, and then they3557come in and they own the market. And I hope you continue in3558this----3559    Mr. Clark [interrupting]. You know----3560    Mr. Burchett [continuing]. In your quest and we tell those3561Chinese they can eat their dadgum rare earth minerals, and we3562will get them right here.3563    Mr. Clark [continuing]. I was shown a satellite picture and3564a couple of closeups of a direct copy of our airplane in China.3565I shared this with the Secretary of the Air Force. The3566Secretary of the Air Force then got catalyzed to lean into3567these programs. They are copying what we are doing. We have the3568edge right now is the point.3569    Mr. Burchett. Right.3570    Mr. Clark. We have the edge right now. We need to unblock3571our certification path and be consistent----3572    Mr. Burchett [interrupting]. If you have an idea for3573legislation like I have gone over, you call me. I want to get3574involved, because I don't trust the Chinese as far as I can3575throw the dadgum dome off the Capitol, and I would like to get3576involved with that. Thank you, brother.3577    Mr. Nehls. Thank you, sir.3578    Mr. Johnson.3579    Mr. Johnson of Georgia. Thank you, Mr. Chairman, and also3580to the ranking member, for convening this hearing. And thank3581you for the witnesses for your testimony today.3582    The aviation industry has been hit hard this year.3583Shutdowns, budget cuts, and poor treatment of aviation workers3584have left our skies and our workforce struggling. And this is3585happening as advanced air mobility offers our Nation the3586opportunity to modernize and rebuild our aviation sector, which3587will provide opportunities for innovation and job growth.3588    Advanced air mobility will create good jobs in3589manufacturing, engineering, and in operations. It will foster3590greater connectivity with rural areas, ease traffic congestion3591in crowded cities, and provide people with more choices for3592travel and transport. It is about building a safe, efficient,3593and sustainable aviation system over the next generation, and I3594am proud to say that it was the Congress that set this3595foundation in place with the FAA Reauthorization Act of 20243596with the rules, funding, and vision needed to safely bring this3597technology into our skies.3598    But a vision is only as good as the action behind it. Mr.3599Pecoraro, general aviation airports will play a critical role3600in integrating advanced air mobility into our national3601airspace. These airports are often closer to communities and3602can serve as hubs for air taxis and cargo. However, many of3603these airports remain underfunded and face challenges in3604upgrading infrastructure, hiring staff, and meeting safety3605requirements. What specific funding mechanisms or potential3606adjustments to the Non-Primary Entitlement program would3607provide the most immediate and practical support for States and3608local communities to prepare their airports for AAM3609integration?3610    Mr. Pecoraro. Thank you for that question, Mr. Johnson. I3611think you have hit on a critical point, and that is, while we3612have a large network of federally funded airports across the3613country, the smaller GA airports don't often receive some of3614the funds that they need to keep their infrastructure as well3615maintained as they would like, and also to take advantage of3616these new opportunities.3617    One of the things that we proposed during the3618reauthorization discussion, along with ACI-North America, was3619that we revised the Non-Primary Entitlement grant program. As3620you know, those numbers, $150,000 a year, have been in place3621for many, many years, for decades. And you really can't buy3622much for $150,000 anymore. And if you bank the funds over 43623years as you are allowed, $600,000 still doesn't buy you very3624much. It doesn't even buy you a planning study to try and do3625the work that you need to do to get ready for advanced air3626mobility.3627    So, what we proposed was reform of the NPE program on a3628graded scale, so that we take a look at using the asset study3629classifications that the FAA is now applying to funding to3630allocate different levels of funding to some of these airports3631so that they would have a little bit more money and more3632resources.3633    We also suggested that States have the ability to act as3634transfer points for these funds so that States could help3635airports in their States be able to move these funds back and3636forth between each other so that when an airport is ready to3637use it, the funds will be available to it and other airports3638that aren't ready can set those funds aside.3639    So reforming the NPE will be a tremendous help in fixing3640this.3641    Mr. Johnson of Georgia. All right, thank you.3642    Mr. Clark, in your testimony, you mentioned that over 853643percent of BETA's supply chain is U.S.-based, supporting3644roughly 40,000 American jobs. As AAM continues to grow, the3645ability to source components domestically will be critical not3646only for economic development, but also for national security,3647resilience, and supply chain stability. What steps can be taken3648at the Federal, State, and industry levels to further3649strengthen domestic sourcing, incentivize American3650manufacturing, and ensure that AAM remains a long-term driver3651of high-skill jobs and innovation in the United States?3652    Mr. Clark. Yes, thank you for the question. I went to a3653tech school, and I was on the board of the local tech school3654for a long time, really focused on bringing high school3655students into the trades and into technology. That is the3656foundation, making sure that we have an education system that3657gives people the tools they need to produce the goods, the3658technological goods, the factories, and the technology that we3659consume.3660    But I am going to state the obvious. The supply chain is3661moot if we don't get these airplanes in the air and flying. You3662guys in Georgia have done a phenomenal job. There are five3663regional airports in Georgia where our chargers are already in3664place and operating. We have been flying down there, as you3665know. So getting these things in place, getting through3666certification, making sure that we have clear and consistent3667rules from the FAA will create the opportunity to leverage our3668domestic supply chain, and that is what we have done at BETA.3669We have said we are going to focus on a domestic supply chain.3670    It's a realization that in a nascent industry with a high3671degree of innovation, you want that stuff very close so that3672your suppliers can innovate with you. And this is happening in3673semiconductors, it is happening in magnets, it is happening in3674compute. And that is what we are focused on. So continued3675investment in the tools to keep the technology here through3676education and awareness, investing in our trade schools is very3677important to me to make sure that we keep that supply chain3678domestic, because it all starts with the people that are3679producing these critical, critical technologies for our3680industry.3681    Mr. Johnson of Georgia. Thank you, and I yield back.3682    Mr. Nehls. The gentleman yields. I now recognize Mr. Mann.3683    Mr. Mann. Thank you, Mr. Chairman, I want to thank you for3684hosting this hearing. And thank you all for being here today.3685Fascinating conversation. It is incredible, the things that you3686all are doing.3687    I represent the Big First district of Kansas. Aviation is a3688critical industry in my State, with roughly 100 general3689aviation airports, several commercial regional airports, and a3690huge footprint in aviation aerospace manufacturing.3691    Kansas is also home to several industry-aligned education3692and research institutions that are leading the way in the most3693critical areas of aviation and aerospace technology and3694manufacturing. Their focus on advanced air mobility, autonomous3695systems maintenance, and in manufacturing are crucial in3696developing a talented pipeline for the workforce and in keeping3697the United States at the forefront of adopting this technology.3698    Continuing on the theme of workforce that I appreciate the3699gentleman from Georgia kind of opened, for you, Mr. Clark, the3700FAA Reauthorization Act we passed last year extended the3701Aviation Workforce Development Grant program to advanced air3702mobility. Kansas State University Salina College of Technology3703and Aviation, located in my district, produces professional3704pilots, maintainers, and UAS operators. How can partnerships3705with programs like K-State Salina help the AAM ecosystem to3706flourish?3707    Mr. Clark. Yes, I am glad you brought it up. So the3708pilots--actually, these AAM aircraft are very easy to fly. In3709some cases, you don't even need a pilot. But the maintainers3710are actually really important as well. I am glad you brought3711that up.3712    So how do we do that? We make sure--and we work closely3713with NIAR, we work closely with the surrounding universities3714that work closely with NIAR to make sure that a part of their3715curriculum includes the things that are necessary to keep these3716airplanes flying safely and to develop the engineers that3717continue to work on it. We have programs within our company,3718for example, where people go through--they get their pilot's3719license, everybody gets their pilot's license for free in our3720company. They also have the option to get their A&P mechanics3721license. And those make the best engineers to bring safe and3722reliable products forward. We want to see that mirrored in the3723education system.3724    And I will tell you that, like, you guys are doing it3725right, and we are trying to mimic what you have done around3726Wichita and in Kansas. And I think there needs to be more of3727that focus on the job-specific training, whether it be the3728softwares, the technologies, the modeling techniques that are3729used to make safe and reliable aircraft.3730    And I will use this just to say one thing. We went down to3731Kansas, and we did all the modeling on some of those--advanced3732modeling in the world--with NIAR. We dropped lithium-ion3733batteries, 600 pounds of them at a time from 50 feet in the3734air, hit the ground. No fire, no outgassing, no challenges3735whatsoever because of the science behind it. That doesn't3736happen when you drop a bag of gasoline. And this happened down3737at NIAR because of the advanced research.3738    Mr. Mann. Because they are able to do it. No, that is3739right.3740    The next question again for you, Mr. Clark. The thing about3741rural--you know NIAR, but then we also have a lot of rural3742airports in Kansas. Some rural general aviation airports3743already have the infrastructure. We have the airspace and the3744community relationships needed for early advanced air mobility3745operations. Your company has emphasized the value of using3746existing airport infrastructure to support AAM operations. What3747do AAM companies need from these rural airports and their3748university partners to support R&D, flight testing, and the3749early operational trials?3750    Mr. Clark. Yes, absolutely, and it is the early operational3751trials. We are through R&D flight testing, right?3752    Mr. Mann. Yes.3753    Mr. Clark. We know the systems work. We are building3754conforming articles and putting them out in the world. In my3755account, there are 4,300 applicable airports in the United3756States to bring these types of goods and services, medical3757products, and move people. They need a very small investment in3758infrastructure in some cases. There are degrading runways or3759degrading tarmacs. We need to invest in that infrastructure. We3760need to maintain the instrument approaches there. And in our3761case, we need to invest in a small amount of charging. And in3762no cases are we asking for the Federal Government to pay for3763that charging. What we are asking for consistently is the3764Office of Airports to allow for that permitting to go smoothly3765and cleanly and allow us to operate efficiently to get this3766stuff installed. It is a tiny bit of infrastructure.3767    And I want to give you three facts. It is over $23,000 a3768foot to put in rail. It is about $2,000 a foot to put in a3769highway. And it is about 20 cents a foot to connect two rural3770airports with a little bit of infrastructure on each end.3771Orders of magnitude difference and we get the same benefit. We3772efficiently move goods and people.3773    Mr. Mann. Yes. No, that is great. Well, I just ask everyone3774to keep the rural aspect of this in mind. Huge opportunity,3775huge need, huge opportunity as well. I know many of you are3776already focused on that.3777    So, thank you, Chairman. With that, I will yield back the3778balance of my time.3779    Mr. Nehls. Thank you.3780    The gentleman yields. Ms. Gillen, you are recognized.3781    Ms. Gillen. Thank you, Mr. Chairman, and thank you, Ranking3782Member, for holding this hearing. Thank you to our witnesses3783for appearing before us today.3784    So, I represent New York's Fourth Congressional District on3785Long Island. And the communities that I represent are in close3786proximity to two of the busiest airports in the world: JFK and3787LaGuardia. And as a result of that, unfortunately, that means a3788lot of the people that I represent and people in my neighboring3789congressional districts are subject to an unbelievable3790excessive amount of noise from being so close to the airports.3791And it seems that in these communities, flights take off as3792frequently as every 90 seconds. I, in fact, opened a campaign3793office at the edge of the Queens border, and I was outside3794talking to somebody, and I could not believe the volume of the3795noise coming from the airspace above. So, this has a3796significant impact on my constituents' health and mental well-3797being.3798    So, Mr. Clark, your company, BETA Technologies, is3799developing a new generation of aircraft that can help reduce3800aviation noise by as much, you say, as 90 percent, which is3801something that is welcome to my ears. So, in June, I know your3802company partnered with the port authority and you completed3803your first passenger-carrying flight with a fully electric3804aircraft to the East End of Long Island and landing at JFK. So,3805do you believe that this technology can be deployed widely3806across the aviation industry, and especially in such a3807congested airspace?3808    Mr. Clark. Yes. Great question, yes. I got to personally3809fly that with the first passengers into JFK. It was awesome.3810    Ms. Gillen. Yes.3811    Mr. Clark. And we did this for about $7 on electricity. And3812the reason I bring that up in the context of noise is this:3813when you use less energy, you can waste less energy. A more3814efficient aircraft is inherently quieter. Noise is wasted3815energy. That is all it is, right? It doesn't do anything3816productive except annoy people. And that is not what we are3817trying to accomplish in aviation.3818    And I will tell you a quick little story. I was flying in3819an air show down in Arkansas in our electric airplane, and in3820come the World War II fighters. They do their air show portion.3821I come in on the electric airplane, and the air boss gets on3822the radio and goes, ``You are going to need to do that again.3823Nobody was looking.''3824    And I was like, ``Oh,'' and I come back around, and they3825make an announcement.3826    And he goes, ``A third time. I will get everybody looking3827to the left.'' They didn't know where I was coming from because3828it was so quiet. Electric aviation is inherently quieter3829because of the efficiency, but we purposefully design our3830aircraft to do that.3831    And I think there is another thing that is not talked3832about. A helicopter is always hanging on its rotor. It is3833taking off on its rotor, it is hanging on its rotor, it is3834landing on its rotor. These advanced air mobility aircraft,3835they take off and for, like, 30 seconds they are pushing the3836air down to make the airplane go up. And then they are flying3837very cleanly on a highly efficient wing with an electric motor3838almost silently through the sky. You wouldn't even look up if3839it went over the top of Long Island. And I have flown a bunch3840around Long Island, both in helicopters, airplanes, and in our3841electric aircraft.3842    Ms. Gillen. And what about deploying it through such3843congested airspace?3844    Mr. Clark. Yes, it is a great question. So, a self-aware3845aircraft is also situationally aware. Situational awareness3846allows us to have safe flight in congested places. And I think3847this is a really important concept, that we can do all the ATC3848modernization that we need to do, but it is like the groom3849showed up to the wedding, where is the bride? Well, the bride3850has to be us bringing airplanes that bi-directionally3851communicate over data links to ensure that we have good, safe3852separation and situational awareness, both for the controllers3853and for the pilots in the airplane.3854    So, our technologies coming into the airspace, especially3855in the low-altitude regime, need to be bi-directionally3856cooperative within ATC modernization. And undermining the path3857to certification through a moving goalpost and changing rules3858is the way that we keep that ATC modernization from really3859capturing what it can be, which is a complete holistic system3860for safe and reliable air travel.3861    Ms. Gillen. Thank you. I look forward to hearing more, but3862I quickly wanted to get to--we heard testimony about how this3863technology can import medical transport delivery. I believe Mr.3864Clark or Mr. Painter, you talked about increasing the speed and3865reliability of organ delivery. That is very important to me. My3866sister was 6 years old, she needed a liver transplant. She got3867a call, and there was no flight, even in New York, available.3868And my parents had to drive her to Pittsburgh to get her3869transplant. So, I would love to hear more about how this3870technology can improve situations like that for people in3871that----3872    Mr. Clark [interrupting]. Yes, absolutely. Helicopters are3873grounded because of weather too often. These aircraft are all-3874weather aircraft that allow us to increase the reliability. It3875lowers the cost and the dispatch rate because simpler aircraft3876is higher. So now we have lowered the cost so more people get3877access to it, we have a higher dispatch rate, and we can fly in3878all weather. That is goodness for medical transport.3879    Ms. Gillen. Great, thank you. My time is up. I also would3880have liked to have heard from you, Mr. Painter.3881    Mr. Nehls. I now recognize Mr. McDowell for 5 minutes.3882    Mr. McDowell. Thank you, Mr. Chairman, and thank you to the3883witnesses for joining us today.3884    Mr. Clark, following the President's Executive order in3885June of this year, the FAA solicited applications for the pilot3886program for eVTOL aircraft deployment. And I understand that3887BETA is partnering with the NCDOT on an application. What would3888that mean for my constituents in central North Carolina if that3889project were selected?3890    And how could that contribute to rural prosperity in my3891district?3892    Mr. Clark. Yes. It is--so I was down at our Raleigh office3893on Monday. We have a large number of employees down there. We3894are in a bunch of your airports right now, including TTA, and3895we do have a, I think, a very, very strong proposal to increase3896rural access to medical cargo and logistics in North Carolina.3897And as you know, it is partnering with a couple other States,3898because aviation should not be constrained to a single State.3899    So, how does it exactly do that? It lowers the cost of3900access. And the case that I find fascinating is actually moving3901telemedicine equipment to increase the level of technology that3902is applied to the noncentralized hospitals. And what that does3903is fascinating to me, as well, is that when your grandmother or3904grandfather gets sick, the unfortunate reality is if you live3905in a rural place--I am up in Vermont, we live in a rural3906place--you have to transport that person to a centralized3907hospital, and that takes the balance of the family out of work.3908It takes them out of school. It may make them lose their job,3909taking care of their father or their mother.3910    By bringing the products, the blood products and the people3911in some cases, and the telemedicine equipment to the satellite3912hospitals, which is one of the many missions that we are3913pursuing, allows those families to keep their jobs, stay close3914to their loved ones. And I find that a very compelling mission,3915not to mention what we just talked about, which is the3916reliability of the transport of organs and other critical,3917very, very time-sensitive, low-shelf-life medicines.3918    Mr. McDowell. Sure. So you said in your testimony that the3919electric aircraft are safer than traditional aircraft. How?3920    Mr. Clark. So batteries are an engineered product. And I3921know that we take a lot of spears. That is kind of how you can3922identify a pioneering industry, you get a lot of spears in the3923back. Batteries are an engineered product. They carry a lot3924less energy, and it is a controlled amount of energy. It is3925safer because we get to design that product to handle all of3926the potential crashes, non-normal conditions in any such way.3927    The aircraft is also self-aware, so it tells you well in3928advance of any type of potential failure that something is3929going to go wrong, because--we have 13,000 cells in our3930airplane. Every single one of them is monitored. And batteries3931don't just up and poof; they tell you a long time in advance.3932    Now, if you are a small, Chinese electric scooter with no3933self-awareness, it gives batteries a bad rap. But safe and3934reliable batteries are what we are putting into these3935airplanes. And then it goes on.3936    And I will ask, if you don't mind, Robert to discuss some3937of the autonomy stuff. But a self-aware aircraft is the first3938kernel of an autonomous aircraft, which increases the safety.3939    Mr. McDowell. Let me switch gears here a little bit. Mr.3940Painter, what is the single biggest issue that we should3941consider as Congress when we are crafting regulation, any3942additional regulation for these new technologies?3943    Mr. Painter. Yes, thanks for the question. When we think3944about the comments that have been made throughout the day, this3945industry is an entirely new growth vehicle for aviation. And3946industry, both from entrepreneurial all the way to the biggest3947aerospace company in the world, are investing significantly in3948this marketplace. So, looking for a partnership with policy in3949terms of what needs to change to enable AAM to actually become3950a reality and moving through the certification process, clear3951guidelines with the FAA. Allowing the FAA to focus also on3952safety, but also how innovation makes the airways safer.3953    So, one of the things I applaud, the downpayment of the3954brandnew air traffic control system for $12.5 billion. As it3955relates to autonomy, we think it is really exciting when you3956look at the first products coming to market. As Mr. Clark has3957talked about, BETA is going to be out there with a piloted3958version. And then in certain applications, we see the real way3959to scale this industry into congested airspace, into rural3960areas is actually with an autonomous solution. And the reason3961for that is integration into the national airspace.3962    How do you actually have predictable flight? How do you3963actually reduce air traffic control burden? And a lot of that3964is moving away from voice command, moving toward digital3965communications. So, the investment that the U.S. Government, we3966suggest, would continue to make is in modernizing the national3967airspace. And industry will bring the right technologies to3968bear of how do we actually integrate our aircraft into that3969airspace.3970    Mr. McDowell. Well, thank you, and thank you all for being3971here.3972    Mr. Chairman, I yield back.3973    Mr. Nehls. The gentleman yields. I now recognize Ms.3974Norton.3975    Ms. Norton. Thank you. This is a question for Mr. Clark.3976    As cochair of the Quiet Skies Caucus and the Member who3977represents the District of Columbia, which is plagued by3978airplane and helicopter noise, I support advanced air mobility3979technology that can reduce aviation noise. I am pleased we were3980able to get advanced aviation mobility provisions included in3981the FAA Reauthorization Act of 2024.3982    Advanced aviation mobility that allows the electric3983vertical takeoff and landing would be especially beneficial to3984airport-adjacent communities like DC, since takeoffs and3985landings are a source of aviation noise.3986    Mr. Clark, in your testimony, you mentioned the noise3987benefits of electric airplanes and helicopters. Could this3988technology be incorporated into the Federal Government3989helicopters that frequently fly over the District of Columbia?3990    Mr. Clark. Yes, thank you for your question. So, I am3991pleased, as well, that it was put into the Reauthorization Act.3992It is a really important recognition that our business and our3993industry is growing.3994    Not only can the technologies be incorporated into the3995helicopters that we consistently see up and down the Potomac,3996but it should replace those. A lot of those executive transport3997helicopters, the safety can be increased by these types of3998aircraft. And ultimately, I do think that our generals and our3999dignitaries here should be carried around in aircraft that are4000not polluting the noise up and down the Potomac, costs less,4001and are safer. There is no question that it can do that.4002    One of the things about the commercial traffic in and out4003of DC--and elsewhere, but specifically into Reagan--20 percent4004of all flights are under 200 miles right now. That is within4005striking distance of our aircraft and other people's in this4006industry today. That is a huge reduction, and battery energy4007density and other technologies are increasing the performance4008of this aircraft on a regular basis. This was my senior thesis4009in college, by the way, more than 20 years ago. That is when I4010started this whole adventure in BETA. Battery energy density4011has tripled since the first time that I put all of this4012together. That means that the range more than triples.4013    So, we can not only do it with all the helicopters you4014referenced going up and down the Potomac, but we can do it for4015transient airplanes that are coming in from the regions around4016Washington, DC.4017    Ms. Norton. Mr. Clark, what else can Congress do to4018facilitate the development of low-noise, advanced aviation4019mobility?4020    Mr. Clark. Yes, I think your continued support and4021alignment with the FAA is most important.4022    Our industry, as pointed out previously, is well funded,4023the technology works, we are flying all over the world. We are4024flying in Norway, we are flying down in New Zealand. We are4025flying all over the country. What we need is the unlock of type4026certification.4027    And so when the FAA and us agree to a particular set of4028rules, those rules have to be consistent, and they have to be4029held accountable, the FAA does, for timely responses to our4030entire industry. Once we spend the millions and millions of4031dollars we do to prove something is safe, we need the FAA to4032adjudicate on that efficiently, and we will realize the dream4033and the world that we just kind of described out over here in4034the Potomac.4035    Ms. Norton. I yield back.4036    Mr. Nehls. The gentlelady yields. I now recognize Mr. Onder4037for 5 minutes.4038    Dr. Onder. Thank you, Mr. Chairman, and thank you for all4039our witnesses being here today.4040    Advanced air mobility, AAM, is transitioning rapidly from4041conception to reality. These aircraft and technologies can4042improve safety, increase access to rural communities, support4043emergency responses, and boost American manufacturing. However,4044that future relies on the FAA properly enforcing the laws4045Congress passes and doing so in a way that encourages4046innovation rather than hinders it.4047    Mr. Rose, I was reading your testimony. I was very pleased4048to see on page 5 you shouting out H.R. 4146, the Pilot and4049Aircraft Privacy Act of 2025, or PAPA. That is my bill, which4050you said ``provides robust privacy protection to ensure ADS-B4051data is used only for air traffic and aviation safety4052purposes,'' exactly the point of the bill. If ADS-B is being4053used by, I will say, bad actors to monetize airport landing4054fees, that is going to discourage folks from employing ADS-B or4055adopting ADS-B in the first place, or turning it off if they4056are not.4057    You mentioned in your testimony 65,000--I assume mostly4058general aviation aircraft--currently lack ADS-B Out. And I4059think the FAA on purpose required--I am a pilot myself, and I4060adopted ADS-B Out right away because I am an instrument-rated4061pilot, so I fly in Class Bravo and Charlie airspace all the4062time. So, those 65,000 aircraft, they are mostly, I would4063imagine, in rural, nontowered airports. What can we do to4064encourage adoption?4065    Because I don't think I am quite ready to mandate ADS-B Out4066on a crop duster or someone's Piper Cub that they fly on the4067weekends, not venturing far out of the flight pattern.4068    Mr. Rose. I think this is a great topic. Thanks for4069bringing attention to this.4070    Dr. Onder. Thank you.4071    Mr. Rose. I think it is very unfortunate that ADS-B in 20254072is not more broadly adopted across the United States.4073    Dr. Onder. Yes.4074    Mr. Rose. It is really about safety.4075    Dr. Onder. And I remember when I first heard about the4076mandate. I was a relatively new private pilot at the time. And4077I called my local aviation shops at Spirit of St. Louis4078Airport, where my plane was, and I started talking to them, and4079everyone wanted to sell me a new navigator, or a new glass4080panel or something, and then I ran into an article in one of4081AOPA's publications: You can do ADS-B Out for $3,500. And I4082think now there are even portable options that are less4083expensive than that.4084    Mr. Rose. I mean, that's it. It's about privacy and it's4085about cost, and also what ADS-B could potentially be used for.4086And I don't think it should be used for fee collections. It4087should be used primarily for safety and collision avoidance and4088situational awareness in the cockpit. I think it is very4089unfortunate the conversation has shifted more towards fee4090collections.4091    Dr. Onder. Okay, yes.4092    Mr. Rose. I am very----4093    Dr. Onder [interrupting]. Yes. It reminds me of red light4094cameras, which was an issue in Missouri for a while.4095    You also mentioned, Mr. Rose, that the FAA has been4096developing ACAS X since 2008, but progress remains delayed.4097What is the main bottleneck there at the FAA?4098    And how might we accelerate the deployment?4099    Mr. Rose. Well, it's two things. It's industry and the FAA.4100So the industry, I think, with the exception of Reliable4101Robotics, I think, has failed to bring this technology to4102market quickly.4103    Dr. Onder. Okay.4104    Mr. Rose. That is our radar that we are developing in-4105house, which will be the first commercially developed4106electronic scanned array antenna radar. We will utilize the4107FAA's ACAS X algorithm for collision avoidance purposes, and4108this will then give the FAA something to regulate.4109    I also just very recently in--actually, during the4110Government shutdown, the FAA continued to work on safety-4111enhancing technology certification, and they just recently4112published two TSOs for comment--I think we have until the end4113of the month now--that would put out new standards that would4114utilize ACAS X. So I really think the FAA should be commended4115for that work.4116    Dr. Onder. Terrific, thank you.4117    I yield back, Mr. Chairman.4118    Mr. Nehls. The gentleman yields. I now recognize Mr.4119Stanton for 5 minutes.4120    Mr. Stanton. Thank you very much, Mr. Chairman.4121    Advanced air mobility is moving into an exciting area and4122holds a lot of promise, especially for aviation-dependent4123States like my home State of Arizona. I am excited to have4124leaders like Governor Hobbs and Mayor Gallego, and great4125companies like Honeywell, who have helped position Arizona as a4126national leader in aviation innovation.4127    But AAM is entering a period of real-world pressure, where4128the technology is racing ahead but the systems on the ground4129are struggling to keep up. Around the world, other countries4130are already adapting: China has certified eVTOL aircraft for4131commercial use; Europe is steadily moving forward toward4132routine demonstrations. These other countries are gaining the4133operational experience that positions them as leaders and4134ultimately determines how these systems function, both4135commercially and militarily.4136    Here at home, momentum is slowing because we are falling4137behind on the ground. Although this technology is advancing4138quickly, the FAA has not yet certified an AAM aircraft. And4139airports, utilities, and local governments are still trying to4140understand how this new category of aviation fits into systems4141never designed for it.4142    As the committee continues its important work, we need more4143than enthusiasm. We need clarity. How will the FAA and industry4144demonstrate AAM under real-world conditions with real4145operational evidence? How do these aircraft operate in mixed4146airspace? How much workload do they add for controllers and4147legacy operators? How does charging affect the grid? How do we4148preserve emergency and public safety priorities under this4149stress? These are important questions, and the answers should4150come from environments capable of generating decision-quality4151data.4152    In Arizona, we have had to solve these challenges out of4153necessity, forcing coordination across systems long before AAM4154entered the picture. When I served as mayor of Phoenix, our4155aviation system faced demands few regions encountered, all at4156once: rapid growth, heavy commercial activity, constant4157training flights, long distances between communities and Tribal4158nations, and year-round emergency operations in extreme heat.4159If AAM can operate predictably in Arizona, it is a strong4160indication that it could work in many other parts of the4161country. And that is the kind of evidence I hope that this4162committee hears more about. With that, my first question is for4163Mr. Pecoraro.4164    Based on what you are hearing from State aviation officials4165and airport directors, where are the biggest gaps between4166operational planning AAM requires and what the FAA is preparing4167for now?4168    Mr. Pecoraro. Thank you, Mr. Stanton, for that question.4169    I think what the States are most looking forward to seeing4170from the FAA is a lot more clarity on some of the issues that4171you were talking about. We need clearer ideas and final plans4172for what vertiports need to look like. We also are very4173interested in seeing national standards on charging equipment.4174We don't want to see airports having to equip with different4175ways to support different aircraft. That is very expensive and4176counterproductive. So, those are some of the types of things4177that we really need to see more quickly.4178    What the States need to have is the opportunity, in a4179formal way, to be consulted by the FAA in discussing these4180issues. Standards don't make sense if you can't meet them, and4181so we need to be able to work together to try and set standards4182that work across the industry.4183    Mr. Stanton. That's great. And the next question is for4184Reliable Robotics.4185    Mr. Rose, your testimony mentioned that increased4186collaboration between the FAA's Air Traffic Organization and4187Flight Standards division has allowed the agency to make needed4188progress on certification projects. Can you expand on that a4189little bit, on how this partnership has facilitated this work,4190and what further changes are needed to support AAM?4191    Mr. Rose. As I mentioned earlier, I think this does4192ultimately come down to leadership. And so things are trending4193in the right direction under the current administration.4194    To give you some details on the challenge, when you are4195talking about bringing a new technology to the airspace system4196like what we are developing at Reliable, this requires very4197close coordination not only between the Aircraft Certification4198Office, but also the Air Traffic Organization, Flight4199Standards, and the safety organizations within the FAA. And4200historically, the FAA has not had mechanisms to allow alignment4201between these stovepipes of excellence, if you will.4202    Mr. Stanton. All right.4203    Mr. Rose. So there is some new language in the FAA4204Reauthorization Act that just passed last year--thank you--that4205encourages better collaboration through this new safety4206coordination program. And so I think that has helped unstick4207this.4208    But also, the current leadership has done a lot to pull4209things together within the agency, and we are trending in the4210right direction.4211    Mr. Stanton. Thank you so much. I am out of time, so I will4212submit my final question in writing for later answering, and I4213will yield back.4214    Mr. Nehls. The gentleman yields. Thank you, Mr. Stanton.4215    Ms. Pou, you are recognized.4216    Ms. Pou. Thank you so very much, Mr. Chairman.4217    Our region is uniquely positioned to benefit from advanced4218air mobility through quicker commute times, reduced ground4219congestions, and new avenues for economic growth. But it also4220is uniquely vulnerable if strong safeguards are not present.4221Advanced air mobility may well be the next frontier in4222transportation, but if AAM is going to lift off, we must4223confront several challenges head on.4224    First and foremost is the air traffic controllers crisis.4225The tristate space is already among the busiest and most4226complex in the world. Even before the shutdown, Philadelphia4227TRACON faced repeated equipment failures. Meanwhile, New York4228TRACON remains chronically understaffed. Controllers are4229working exhausting schedules simply to maintain safe airspace.4230Introducing AAM aircraft into this space cannot place even more4231strain on our overtaxed air traffic controllers.4232    So, FAA must have a clear, viable plan for, one,4233integrating AAM aircraft into our airspace; two, ensuring4234adequate oversight over increasingly automated flight systems;4235and three, establishing necessary controller staffing level and4236training to ensure safety.4237    Second, residents like mine in Clifton and other4238communities are already living with nonstop helicopter4239activity, including tourism and commuter shuttles that pass all4240day long. As AAM testing begins around Newark, Teterboro, and4241along Hudson corridor, innovation cannot come at the expense of4242quality of life. This means ensuring clear Federal noise4243standards for new aircraft classes, proactive engagement with4244local and State governments, and fully funding the fiscal year42452023 AAM Infrastructure Grant pilot program so States and4246municipalities can prepare responsibly.4247    New Jersey and New York are doing their part. The port4248authority, the NJDOT, and the regional planners are studying4249potential routes and environmental impact, but State efforts4250alone aren't enough. We need strong Federal leadership and FAA4251coordination before these aircraft enter routine use.4252    Let me just ask this one question to Mr. Pecoraro. Sorry I4253killed your name there, pardon me. New Jersey is home to a4254major commercial airport like Newark Liberty and highly active4255airports like Teterboro in my district. What resources do4256States need most from the FAA to help airports prepare for AAM,4257especially as it relates to funding, planning, infrastructure4258standards?4259    And how would we ensure that communities' needs are4260respected by Federal authorities?4261    Mr. Pecoraro. I think you already have a strong4262infrastructure in the area around those airports for public4263input is my understanding, and hopefully that is able to be4264maintained going forward as we discuss advanced air mobility4265operations.4266    I think that one thing, as we have talked about here today,4267is that those operations will be cleaner and quieter, and I4268think that is going to be a big contribution towards public4269comfort with advanced air mobility operations.4270    Beyond that, to the initial part of your question, funding4271for planning is key. It is important that we be prepared for4272the integration of this activity. We all know it is not going4273to happen next month, but it is coming soon, and airports need4274to be prepared, and we need to be discussing these issues and4275creating more public awareness, and particularly what I like to4276call public engagement with local elected officials. Too few4277local elected officials, State legislators who are going to4278have to make critical funding and planning and zoning decisions4279around these types of operations, are even aware that this is4280imminent. And I think that there is a big job to be done very4281soon in trying to make people more aware of that.4282    Ms. Pou. Thank you so very much. I have 2 seconds. Let me4283just say I thank you for that. Local and State officials are4284absolutely critical in making this work. There are many, many4285questions on multiple other areas, especially on labor and4286other types of needs, as well as training and staffing. But4287thank you so very much.4288    Thank you, Mr. Chairman, I yield back.4289    Mr. Nehls. Thank you.4290    Ms. Hoyle, you are recognized for 5 minutes.4291    Voice. [Inaudible.]4292    Mr. Nehls. Oh, you don't?4293    Ms. Hoyle of Oregon. No, sir.4294    Mr. Nehls. No? Very well. Thank you.4295    I don't believe we have any further questions from members4296of the subcommittee, so, I conclude this hearing.4297    I think this is a step in the right direction. We had these4298roundtables, and it's bipartisan, and I think these4299roundtables--yesterday we had one--I see some of the folks4300sitting behind you were at the roundtable. I think that's a4301step in the right direction. But yes, it's including everybody.4302It's AAM, it's all of it. And you have my commitment that your4303voices will be heard. Your concerns will be heard as we4304continue to modernize the NAS, or ATC, whatever you want to4305call it. But I believe this is a step in the right direction.4306    It's good to be working with my new minority member here.4307It's going to be fantastic. And God bless you all.4308    This subcommittee stands adjourned.4309    [Whereupon, at 12:29 p.m., the subcommittee was adjourned.]43104311                       Submissions for the Record43124313                              ----------43144315       Statement of the Association for Uncrewed Vehicle Systems4316     International, Submitted for the Record by Hon. Troy E. Nehls4317    Chairman Nehls, Ranking Member Carson, and Members of the4318Subcommittee:4319    Thank you for the opportunity to submit this statement for the4320record and for hosting three AUVSI member companies--Wisk Aero,4321Reliable Robotics, and BETA Technologies--at this hearing. AUVSI4322represents the full advanced air mobility (AAM) ecosystem, including4323manufacturers, operators, autonomy developers, technology suppliers,4324and service and infrastructure providers developing the next generation4325of aviation. Our members are investing in American manufacturing, high-4326tech jobs, and new aircraft and infrastructure that can strengthen4327mobility, safety, and national security.4328    The United States is at an inflection point. The decisions made now4329by the United States Congress and the Department of Transportation4330(DOT) and Federal Aviation Administration (FAA) will determine whether4331the nation leads the global AAM landscape or risk falling behind.4332Companies advancing electric aircraft, remotely piloted systems,4333advanced automation, and autonomous passenger services are4334demonstrating why domestic leadership matters. These technologies carry4335dual-use value across civilian mobility, logistics, emergency response,4336and defense.4337    AUVSI encourages Congress to advance progress in five priority4338areas:4339    1. Accelerating Certification and Integration of Automated and4340                          Autonomous Aircraft4341    Autonomy and advanced automation already underpin core commercial4342aviation functions. Applying these technologies to new aircraft designs4343can reduce human-factor risks, improve situational awareness, avoid4344mid-air collisions, and create more consistent performance. Continued4345research, validated performance data, and iterative standards4346engagement with the FAA, NASA, and standards bodies are essential.4347AUVSI supports a risk-based certification approach grounded in4348measurable safety outcomes. The FAA Reauthorization Act of 2024 created4349new authorities and structures for reviewing these technologies, and4350sustained congressional oversight will ensure the agency has the4351clarity and resources needed to implement this mandate.4352    The Special Federal Aviation Regulation released by the FAA in4353October 2024 was a critical step towards enabling the electric vertical4354take-off and landing (eVTOL)-segment of the AAM industry to launch and4355scale. Looking forward, it is imperative that the FAA and the AAM4356industry work in lockstep to apply lessons learned from operations4357authorized under the SFAR and the AAM eIPP to long-term, performance-4358based rulemakings that establish a clear, phased path from today's4359piloted and remotely piloted operations to increasingly automated and,4360ultimately, autonomous AAM services. This includes timely policy and4361guidance on certification of automated and autonomous functions,4362operational approvals, and integration into the NAS at scale.4363Significant work remains to define and implement the autonomy roadmap4364to enhanced safety and operational efficiency. AUVSI urges the FAA to4365prioritize this effort and stands ready to work closely with the agency4366and Congress so that the full benefits AAM aircraft can be realized.4367           2. Modernizing the National Airspace System (NAS)4368    Congress's investment of $12.5 billion dollars in air traffic4369control (ATC) modernization is a vital downpayment. Many core NAS4370systems remain decades old and will require predictable, sustained4371funding to modernize and enhance resiliency. While the current ATC can4372handle initial AAM operations into service, scaled AAM operations, like4373the broader aviation network, will depend on upgrades to communications4374infrastructure, surveillance systems, automation services, and ground-4375to-ground communications that support remote piloting. Expanding4376electronic conspicuity, completing next-generation collision avoidance4377capabilities, and increasing equipage across the NAS will enhance4378safety and reduce controller workload. These improvements will serve4379both existing air carriers and emerging AAM operators.4380            3. Advancing the AAM National Strategy and eIPP4381    The AAM National Strategy and the Advanced Air Mobility Integration4382Pilot Program offer an unprecedented opportunity to create an4383integrated, whole-of-government approach. Unlike prior pilot programs,4384the eIPP is statutorily directed to inform rulemaking, not isolated4385demonstrations. It should support missions with direct public benefit4386such as medical delivery, cargo distribution, and rural mobility. Early4387operations must involve all relevant FAA lines of business and provide4388actionable data for frameworks that scale safely into routine service4389on an accelerated timeline to ensure global competitiveness.4390 4. Strengthening the Industrial Base and National Security Leadership4391    AAM technologies align directly with Department of War priorities4392such as contested logistics, distributed sustainment, and tactical4393resupply. Recent prototype operations supported by the United States4394Pacific Air Force (PACAF) illustrate how dual-use systems can provide4395value in austere and demanding environments. Domestic manufacturing of4396aircraft, avionics, and propulsion systems strengthens supply chain4397security and ensures that national security benefits flow through4398American workers and communities. Congress should continue supporting4399policies that reinforce U.S. leadership in certification, automation,4400and advanced manufacturing.4401               5. Delivering Community and Economic Value4402    AAM can complement existing rural aviation services, support4403medical distribution networks, and reduce surface congestion. Electric4404aircraft may provide cost-effective service for airports that have lost4405or never had commercial connectivity. Public acceptance will depend on4406visible benefits and early engagement with local governments, first4407responders, and community stakeholders. Noise management, vertiport4408siting, emergency coordination, and infrastructure planning must be4409transparent and community-driven.4410                               Conclusion4411    Advanced air mobility presents an opportunity for the United States4412to lead the next era of aviation with safer, cleaner, and more scalable4413systems. The bipartisan work reflected in the 2024 FAA Reauthorization4414Act and Congress's commitment to NAS modernization have established the4415foundation. Continued oversight, sustained investment, and cross-agency4416alignment will enable emerging technologies to transition from4417demonstration to daily service, strengthening mobility, national4418security, and American competitiveness.4419    AUVSI appreciates the Subcommittee's leadership and looks forward4420to continued collaboration with Congress, the FAA, and state and4421industry partners.44224423 Letter of December 2, 2025, to Hon. Troy E. Nehls, Chairman, and Hon.4424  Andre Carson, Ranking Member, Subcommittee on Aviation, from Andre4425Sutton, International Vice President, Air Division Director, Transport4426Workers Union of America, Submitted for the Record by Hon. Andre Carson4427                                                  December 2, 2025.4428The Honorable Troy Nehls, Chair,4429The Honorable Andre Carson, Ranking Member,4430Subcommittee on Aviation,4431Committee on Transportation and Infrastructure, U.S. House of4432        Representatives.4433    Dear Chair Nehls and Ranking Member Carson,4434    On behalf of the more than 160,000 members of the Transport Workers4435Union of America (TWU), I offer the following statement for the record4436as part of the Subcommittee on Aviation's hearing entitled America4437Builds: The State of the Advanced Air Mobility (AAM) Industry. The TWU4438is the largest airline union in the U.S., representing mechanics and4439dispatchers, as well as flight attendants, ramp workers, and other4440essential airline workers. Our members operate and maintain nearly 50%4441of all public transit rides; and we are the largest union on Amtrak's4442Northeast Corridor. All of these workers and many others will be4443directly affected by the introduction and normalization of AAM.4444    To maintain safety standards in our airspace, AAM should be4445required to import standards for maintenance and dispatching from the4446larger air system, which continues to be the safest mode of4447transportation ever. Additionally, AAM must be addressed in the context4448of the other existing modes already operating in the environments AAM4449seeks to serve, specifically those already served by public4450transportation and commuter rail lines. The TWU strongly believes that4451existing labor standards in these modes should never be weakened as new4452entrants integrate into the existing market--in many cases competing4453with federally funded infrastructure with well over a century's worth4454of public investment.4455 AAM aircraft must meet existing maintenance standards in our airspace4456                          (Part 43 standards)4457    DOT and FAA explicitly extended the applicability of 14 CFR Part 434458to powered-lift aircraft in Special Federal Aviation Regulation (SFAR)4459120 finalized in 2024. FAA should ensure this requirement is4460universally enforced and reject all waiver/exemption requests that4461would allow operators to undermine this essential requirement.4462    AAM aircraft present an increased risk to our transportation system4463due to maintenance issues. Lower-flying aircraft operating closer to4464buildings and the ground have a reduced response time for pilots to4465overcome mechanical issues during flight. Additionally, it is likely4466that these aircraft will engage in significantly more takeoffs/landings4467than traditional aircraft; these critical phases of flight pose the4468highest risk of each flight, so increasing their relative number will4469also increase the overall risk of the operation compared to today's air4470system. These concerns make the role of well-trained, certified4471maintenance technicians even more important to AAM than legacy4472operations.4473    There is no question, given this increased risk, that the workers4474maintaining and overhauling AAM aircraft must be required to possess4475traditional Airframe and Powerplant certifications from the Federal4476Aviation Administration (FAA)--potentially with additional4477certifications depending on how the technology develops. These4478certifications have proven to generate well-trained, safety-minded4479maintenance technicians. The certifications test the basic physics of4480flight--which will remain identical for AAM as for other aircraft--as4481well as troubleshooting and component repair, skills which will be4482essential to building a competent technician workforce for the4483industry.4484    Furthermore, utilizing the same set of certifications will maintain4485existing labor standards in the industry. Qualified, certified4486mechanics would not need to work at low-wage firms seeking to undercut4487labor standards as long as their training qualifies them for better4488jobs at airlines or elsewhere. This approach would also help ensure4489that the existing work being done by the FAA and others to expand and4490diversify the maintenance technician pipeline also benefits this new4491industry instead of potentially requiring duplicative efforts.4492    Certified dispatchers must be considered a critical part of AAM4493                               operations4494    As noted above, the increased risk associated with AAM necessitates4495more qualified personnel throughout AAM operations. Dispatching4496functions are one area where this is particularly true. Dispatchers4497maintain operational control of aircraft on the ground, handle flight4498planning, run weight and balance calculations, identify emergency4499landing sites, and otherwise ensure the safety of the aircraft from the4500ground in the same way pilots do in the air. For large-scale commercial4501operations, they are essential to the safety of our airspace.4502    While smaller commercial aircraft operations governed under FAR4503Part 135 allow pilots to perform the responsibilities of a4504dispatcher,\1\ many proposed AAM operations make that approach4505unreasonable or impossible. AAM developers are already marketing4506remotely piloted or autonomous aircraft for these operations. While the4507TWU believes it is unlikely that uncrewed aircraft will ever4508demonstrate a sufficient level of safety to carry passengers low to the4509ground in urban areas, such a possibility makes the role of dispatchers4510critical to overseeing safe operations. Certified dispatchers are4511required to keep aircraft grounded in unsafe weather conditions, a4512function that will become sacrosanct for AAM as these aircraft will4513have less ability to fly around adverse conditions; they redirect4514aircraft as needed to avoid potential hazards in-flight (an occurrence4515which could increase for AAM as they navigate through urban4516environments lower to the ground where smoke from fires, law4517enforcement cordons, and other traffic restrictions become more4518applicable to air users); these duties and others must continue to be4519vested in a licensed professional trained in and responsible for the4520safety of our airspace.4521---------------------------------------------------------------------------4522    \1\ We note that while part 135 operators are allowed to fly4523without a dispatcher, the largest part 135 operators all employ4524licensed dispatchers as part of their operations for both safety and4525efficiency.4526---------------------------------------------------------------------------4527    There is no question that complicated AAM operations must be4528required to utilize certified aircraft dispatchers in order for this4529technology to be safe at any commercially viable scale.4530   AAM must not be incentivized to compete against existing modes of4531                             transportation4532    The federal government has invested trillions of dollars over more4533than 200 years into our nation's commuter railroads and public4534transportation systems. The TWU believes that our government must4535remain technology-neutral in its work and ensure that AAM is not being4536preferenced over other existing modes of transportation in and around4537our cities.4538    Preferences can come in many forms including direct subsidies, more4539lenient safety exceptions or certification requirements, and4540misapplication of existing federal standards. The TWU is particularly4541concerned that AAM effectively operating as public transit or as a4542commuter railroad without the labor, environmental, and community4543standards common in those industries. Public transit workers, for4544instance, are protected by employee protective arrangements (49 USC45455333(b)) which prevent federal funding from undermining existing labor4546standards. Commuter rail workers are entitled to participate in4547railroad retirement benefits (which include sick leave and4548unemployment, as well as retirement benefits). These industries have4549developed around these standards which have helped ensure that the jobs4550in them are high-quality jobs. Allowing AAM operators to siphon4551passengers out of these modes without applying similar requirements4552will create perverse incentives to evade important obligations to4553workers and undermine labor standards across the entire transportation4554sector.4555    To the extent that localities and operators treat AAM as equivalent4556to public transportation or commuter rail service (i.e., if a public4557transportation authority oversees AAM service), the appropriate modal4558rules must be in place to maintain labor and other standards even if4559such a standard is not part of the FAA's regulations. While the TWU4560believes that AAM's safety overseer should be the FAA, the reality of4561the operating environment these aircraft will be within requires the4562full participation of the Federal Railroad Administration (FRA) and the4563Federal Transit Administration (FTA) to adequately regulate this new4564technology.4565    The TWU appreciates this Subcommittee's focus on AAM. We look4566forward to working closely with you to ensure that AAM is developed4567safely, prioritizes workers, expands access to transportation across4568the country, and retains and creates high-quality jobs.4569                                              Andre Sutton,4570               International Vice President, Air Division Director,4571                                Transport Workers Union of America.45724573                                Appendix45744575                              ----------45764577   Question to Kyle Clark, Founder and Chief Executive Officer, BETA4578               Technologies, from Hon. Valerie P. Foushee45794580    Question 1. Mr. Clark, in your testimony, I was interested to read4581about the work BETA Technologies is doing throughout my home state of4582North Carolina. With advancements in electric vertical takeoff and4583landing aircraft, how could this technology be used during natural4584disasters to provide urgent medical supplies and other resources to4585hard-to-reach areas, like we saw in western North Carolina during4586Hurricane Helene?4587    Answer. Advanced Air Mobility (AAM) aircraft like those BETA4588Technologies is developing can play a meaningful role in disaster4589response by reaching communities that are cut off when roads, bridges,4590or traditional infrastructure are compromised--conditions that were4591experienced across North Carolina during Hurricane Helene--at a lower4592operating cost.4593    Specifically, BETA's electric vertical takeoff and landing (VTOL)4594aircraft are designed to operate from hard-to-reach locations without4595runway access and can transport critical medical supplies, equipment,4596and personnel directly to hospitals, clinics, or emergency staging4597areas without relying on intact road networks. For example, a VTOL4598could move blood products, medications, generators, or communications4599equipment from a regional airport to a rural hospital when ground4600access is limited or unsafe.4601    Similarly, BETA's electric conventional takeoff and landing (CTOL)4602airplane can support disaster response by rapidly moving equipment and4603personnel between regional airports when ground transportation is4604disrupted. Because CTOL airplanes can operate from existing runways4605with lower operating costs and zero emissions, they are well suited for4606sustained relief missions--such as shuttling supplies from logistics4607hubs to affected regions. In a disaster scenario, CTOL airplanes can4608complement VTOL operations by serving as the backbone of an airlift4609network, enabling faster, cleaner, and more resilient response efforts.4610    North Carolina is already taking important steps to bring these4611capabilities to the state, and BETA is actively supporting those4612efforts. We are partnering with the North Carolina Department of4613Transportation (NCDOT) on its proposal for the eVTOL and AAM Aircraft4614Integration Pilot Program (eIPP), issued by the Department of4615Transportation (DOT) through the Federal Aviation Administration (FAA).4616NCDOT's proposal is focused on building resiliency by connecting4617healthcare facilities, airports, and logistics hubs--particularly in4618rural and disaster-prone areas. This initiative is intended to show how4619next-generation aircraft can strengthen healthcare systems, as well as4620emergency preparedness and response across the state.4621    BETA also has a strong and growing presence in the Research4622Triangle region of North Carolina. Since 2023, we have maintained an4623engineering and software development team in Raleigh, now employing4624more than 35 people, with plans to continue expanding. We are also4625deploying the enabling infrastructure needed to make these AAM missions4626possible throughout the state. BETA installed North Carolina's first4627aviation-specific electric aircraft charger at Raleigh Executive4628Jetport, located near communities in your district. This charger is4629already operational and represents a critical building block for future4630emergency, medical, and public-service operations using electric4631aircraft. In addition, BETA responded to NCDOT's request for4632information to explore the acquisition of a zero-emission aircraft for4633state use--the first such effort by any state.4634    We look forward to continuing our partnership with stakeholders4635across North Carolina to bring AAM operations to the state--providing4636real, practical support to North Carolina communities before, during,4637and after natural disasters, while creating high-quality jobs and4638enabling infrastructure at the same time.46394640  Questions to Robert W. Rose, Cofounder and Chief Executive Officer,4641        Reliable Robotics Corporation, from Hon. Jimmy Patronis46424643    Question 1. Thank you for your testimony today. I understand that4644Reliable is working with the FAA on improved detect and avoid4645technology that could prevent tragic mid-air collisions. Do you feel4646the FAA is moving fast enough to adopt these technologies, and can you4647describe how these efforts will enhance aviation safety for all4648airspace users.4649    Answer. Completing development of the FAA's Airborne Collision4650Avoidance System X (ACAS X), which is a safety-enhancing replacement4651for the existing Traffic Alert and Collision Avoidance System II4652(TCAS), should be a top priority for the agency. Recently, the FAA4653published draft Technical Standard Orders (TSOs) that will implement4654the latest industry consensus standards on ACAS X and provide the4655certainty that industry needs to continue investing in this technology.4656The public comment period for these TSO updates recently closed, and4657making certain that the FAA quickly reviews the comments and formally4658publishes the updates is crucial.4659    Providing adequate resources to the FAA program office tasked with4660ACAS X implementation is also important. In the United States Senate4661report for the Transportation, Housing and Urban Development and4662Related Agencies (THUD) bill for FY 2026, $16 million is provided for4663the FAA to ``to complete the development and standardization of the4664airborne collision avoidance system [ACAS] program, to support UAS,4665small UAS, and rotorcraft operations.'' Similar funding is not provided4666in the House THUD bill report for FY 2026, and any efforts that this4667Subcommittee can make to advocate for this funding during final4668appropriations negotiations would be helpful.4669    Finally, Reliable was pleased to see that the Rotorcraft Operations4670Transparency and Oversight Reform (ROTOR) Act (S. 2503) requires the4671FAA to develop a comprehensive ACAS X Action Plan. This will bring4672stakeholders from the FAA and industry together to accelerate work on4673ACAS X and how the technology can be deployed as a safety-enhancing4674upgrade to TCAS II. Either through the ROTOR Act, or another4675legislative vehicle, Reliable believes that rapidly advancing this4676Action Plan will enhance aviation safety.46774678    Question 2. Mr. Rose, thank you for participating in today's4679hearing. Recently, the Department of War identified contested logistics4680as a critical technology area. My understanding is that AAM could play4681a role in providing dual-use contested logistics capabilities. Do you4682think the United States is positioned to lead in this area, and are4683these technologies being adequately prioritized across government,4684including by the FAA?4685    Answer. Many of the AAM technologies discussed at the Dec. 34686hearing could play a significant role in providing contested logistics4687capabilities to our warfighters. The military is focused on Reliable's4688aircraft autonomy technology because it has a clearly defined4689certification path with the FAA and integrates seamlessly into all4690controlled airspace. Unlike costly and exquisite military UAS, the4691dual-use autonomous Cessna 208 Caravan (C208) is ready to go right now4692and for a fraction of the cost.4693    From an FAA perspective, Reliable has seen an increased emphasis on4694dedicating agency resources to certifying autonomy for existing4695aircraft such as the C208. This has included the agency committing4696resources from the Air Traffic Organization (ATO) and Flight Standards4697(FS) to engage in detailed planning for initial operations. Continuing4698these efforts, with a focus on including leaders from ATO and FS with4699the necessary decision-making authority to review planned operations is4700crucial. While the military does not require FAA certification for4701contested logistics capabilities, providing a dual-use capability will4702reduce acquisition costs and more rapidly deliver the technology.4703    China is already operating large uncrewed cargo aircraft, and4704United States leadership is not guaranteed. In addition to increased4705emphasis on improved coordination across FAA lines of business, the4706United States must remain engaged at the International Civil Aviation4707Organization (ICAO). Currently, ICAO is working on the global standards4708for large UAS operations, and committing technical experts from the FAA4709and DOT to this work is important. If the United States is not engaged,4710we risk being left behind as other nations adopt these ICAO standards.47114712    Question 3. Mr. Rose, we appreciate your testimony today. You4713mentioned the significant investments that Congress is making in ATC4714modernization which are crucial to United States competitiveness and4715national security. In your opinion, is the initial $12.5 billion4716investment enough to enable the innovations we are hearing about today,4717or will additional investments and capabilities be required for the4718United States to lead?4719    Answer. Reliable Robotics appreciates the historic $12.5 billion4720investment in ATC modernization and the crucial oversight work this4721Subcommittee is performing. We defer to the FAA and Congress on the4722need for additional investments beyond $12.5 billion, but believe that4723adequate and consistent funding for ATC modernization is crucial.4724    While much of the initial funding is focused on upgrading existing4725FAA facilities and infrastructure, which is important, there are4726specific focus areas important to AAM implementation. For example,4727completion of the FAA's work to transition to a Voice over IP4728Communications Enterprise (VoICE) for its ATC communications4729infrastructure should be a top priority. Our understanding is that H.R.47301 included $4.75 billion for this effort.4731    As these investments begin, including a requirement for a modern4732ground-to-ground voice communications network that provides real-time,4733safety-critical, party-line-enabled communication between users on the4734ground, such as remote pilots and ATC should be included in the FAA's4735system requirements. This capability will improve safety and4736reliability for all airspace users by leveraging high-reliability4737telecommunications infrastructure and reducing frequency congestion. As4738this Subcommittee performs oversight activities related to ATC4739modernization, making certain that detailed requirements and schedules4740for replacing legacy voice switches used in the enroute and terminal4741environments include ground-to-ground capability will help ``future4742proof'' these investments.4743    Beyond the initial ATC modernization investments, we must re-focus4744on the equipment (i.e. equipage) of all airborne vehicles operating in4745the system. For technologies including ADS-B and ACAS-X, identifying4746common sense policies that expand equipage across all forms of aviation4747will enhance safety. This could include rebate programs for certain4748operators and opportunities to carefully review existing equipage4749mandates, such as TCAS and identify opportunities to phase-in improved4750technology including ACAS X.47514752    Question 4. Mr. Rose, thank you for testifying today. The FAA4753reauthorization bill made significant structural changes to the agency,4754including standing down the NextGen organization and creating new4755functions to coordinate AAM policy issues across agency lines of4756business. Do you believe that these reforms are helping the FAA move4757faster, or is the United States still at risk of falling behind other4758nations in terms of aviation safety innovations?4759    Answer. Reliable Robotics appreciates the significant efforts in4760the bipartisan FAA reauthorization bill to focus all agency lines of4761business on the certification of safety-enhancing aircraft autonomy. To4762date, transitioning AAM work at the agency to the Aviation Safety4763organization has been helpful in involving FAA leaders with decision4764making authority more directly in certification projects. In addition4765to this change, the reauthorization bill also requires creation of the4766Airspace Modernization Office (AMO).4767    To set the AMO up for success, it must have the authority and4768resources to work across the entire Air Traffic Organization (ATO) and4769other FAA lines of business. In the past, similar efforts to establish4770integration or modernization functions at the FAA have failed, because4771resources weren't properly allocated and there was inadequate buy-in4772from agency leadership. To avoid these failures, the AMO should be4773established as a separate office, outside of the ATO, with a direct4774reporting line to the FAA Administrator. In addition, components of the4775Program Management Organization (PMO) that focus on acquiring and4776operationalizing new or modernized ATC capabilities should be located4777within the AMO.4778    Since Congress intended the AMO to focus on the highest priority4779modernization efforts, it must be separate from maintenance and support4780functions, which are important, but not aligned with objectives for the4781new office. Establishing the AMO as a distinct organization, with4782necessary components from the PMO and prior NextGen organizations will4783enable it to coordinate with all lines of business involved in the4784integration of new airspace users and technologies. While many of the4785prior NextGen functions can serve as a starting point for the AMO, to4786achieve its full potential, the organization should have the authority4787and budget to acquire and develop new capabilities, beyond the existing4788ATO and NextGen portfolios.47894790    Question 5. Mr. Rose, thank you for the testimony today. You4791mentioned the tremendous airport infrastructure that we are privileged4792to have in the United States, and its role in connecting small and4793rural communities. Unfortunately, many small airports are facing4794reduced commercial air service, or seeing routes entirely eliminated.4795How do you see the technologies discussed at today's hearing, including4796aircraft autonomy helping to address this challenge?4797    Answer. Bringing safety-enhancing technology and autonomy to4798existing aircraft like the C208 is the quickest path to connecting more4799rural communities with air service, leveraging our more than 5,0004800existing public-use airports, and fully integrating these capabilities4801into the National Airspace System (NAS). The C208 is an 8,000-pound4802aircraft that uses conventional jet fuel, can transport 3,000 pounds of4803cargo, can operate from short runways, and more than 3,000 have been4804delivered.4805    In the near-term, there is an existing business case to leverage4806aircraft like the autonomous C208 for regional air cargo operations.4807While air carriers transported less than 1% of total cargo tonnage in4808the U.S., the value of this cargo is nearly 80 times greater than cargo4809transported by truck. The high value of these shipments means that4810connecting more small communities with safe, efficient, and frequent4811air cargo service will drive economic growth now and into the future.4812This demand for high-priority air cargo service, coupled with our4813existing public-use airports in the United States creates a powerful4814use case for regional air cargo service.4815    Unlike other forms of AAM requiring costly electric charging4816infrastructure or new landing facilities, the Reliable Autonomy System4817(RAS) brings additional capabilities to existing aircraft like the4818C208. This means that today, we can utilize existing regional air cargo4819aircraft such as the C208 modified with FAA-certifiable autonomy to4820enhance safety and connect more communities. Focusing on these near-4821term operations will also help establish repeatable procedures to fully4822integrate aircraft autonomy and remotely piloted operations into the4823NAS.4824    In addition, the level of aviation safety-enhancing technology and4825innovation seen in large commercial aircraft is not available in4826regional cargo aircraft such as the C208. Studies have found that4827equipping aircraft like the C208 with advanced safety technologies4828would eliminate nearly 70% of fatal accidents. Most aviation accidents4829are caused by ``inadvertent errors made by flight crewmembers'' and4830could be prevented by FAA-certified aircraft automation and remote4831piloting technologies. Taxi, takeoff and landing are the most accident-4832prone phases of flight, and safety technologies like those being4833developed by Reliable will save lives.48344835 Questions to Gregory Pecoraro, President and Chief Executive Officer,4836National Association of State Aviation Officials, from Hon. Valerie P.4837                                Foushee48384839    Question 1. My home state of North Carolina is the birthplace of4840aviation and the state continues to make tremendous strides in4841advancing this technology. Mr. Pecoraro, in your testimony, you discuss4842North Carolina's five-year Advanced Transportation Mobility Strategic4843plan that draws on not only aviation, but also integrated mobility and4844rail divisions.4845    In this multimodal approach, where do you see Artificial4846Intelligence contributing to an advanced air mobility future?4847    Answer. Congestion and increased mobility are at the heart of4848managing any transportation system. Artificial intelligence (AI) has4849the potential to make a significant impact on a multi-modal4850transportation system's efficiency, safety, and sustainability. AI can4851help transportation systems improve such areas as traffic management,4852autonomous vehicles, smart parking systems, public transit4853optimization, freight and logistics, sustainability initiatives, safety4854enhancements, and infrastructure monitoring. The key will be the4855ability of a transportation system to provide constant reliable data to4856allow an AI assist to meet its potential.4857    Data and communication are especially critical for advanced air4858mobility (AAM) activities. AI has the potential to play a crucial role4859in the development of AAM by enhancing automation functions which4860should improve safety as well as operational efficiency. AI4861technologies, especially machine learning and reinforcement learning4862can be integrated into different aspects of AAM, allowing aircraft that4863are autonomous to make better decisions more quickly than a human4864operator. AI systems can monitor aircraft systems and performance to4865increase safety and indicate preventative maintenance. As AAM is4866integrated into multi-modal travel, AI can increase efficiency of4867connections and transfers to ensure a more seamless transportation4868experience for people and goods.48694870    Question 2. Mr. Pecoraro, building on the topic of AI, how is the4871industry integrating AI into ground control and air traffic control4872operations to maximize safety in advanced air mobility?4873    Answer. In the near term, AI will help reduce workload for pilots4874on board AAM helping them concentrate on flying or monitoring the4875aircraft. Advances in AI will help AAM aircraft to function without a4876pilot while maintaining a high degree of safety. For example, AI will4877help guide aircraft to navigate through the airspace by ensuring that4878other aircraft are detected and avoided, the aircraft can adapt to4879changing weather conditions, and routing through less congested4880airspace. Further, AI will be a force multiplier for operators allowing4881one person to supervise multiple aircraft leading to more efficient4882operations. AI also can analyze flight corridors to reduce costs,4883risks, and community impacts to ensure impacts are not concentrated in4884certain communities. Additionally, AI will help create optimal routing4885to best manage schedules and siting of vertiports and AAM4886infrastructure to best route people and cargo through multiple modes of4887transportation.4888    The industry is looking to AI to complement current ground and air4889traffic control operations. Automation has been utilized extensively in4890air traffic control but advances in AI look to increase efficiency even4891more. With less traffic controllers because of retirements, burnout,4892and the lack of a pipeline of qualified workers, AI can be used to4893strategically deconflict aircraft. In other words, AI can automatically4894pre-plan flights and route aircraft to deconflict aircraft from each4895other. AI can further help relieve workload from controllers so they4896can actively manage AAM if it becomes necessary to do so.48974898    Question 3. Mr. Pecoraro, in what ways can states invest in4899burgeoning advanced air mobility programs, like we've seen in North4900Carolina?4901    Answer. States can play a pivotal role in accelerating AAM by4902taking a strategic approach similar to what we've seen in North4903Carolina. The North Carolina Department of Transportation's Advanced4904Transportation Mobility Strategic Plan [https://www.ncdot.gov/4905divisions/aviation/advance-mobility/Documents/advanced-mobility-4906executive-summary.pdf] outlines a number of ``action items'' that can4907offer as a useful blueprint. These include:4908      Building a broad public understanding through an4909aggressive public education and engagement strategy for AAM;4910      Identifying policies that support integration of AAM4911technology at airports;4912      Identifying key physical and digital infrastructure4913needed in the state to support AAM technology integration, and a plan4914to invest in and/or upgrade those infrastructures;4915      Developing policies that emphasize the environmental4916benefits of AAM technology;4917      Developing a workforce and economic development strategy4918that attracts industry investment, creates well-paying jobs, and4919develops, attracts, and retains talent to fill those jobs; and4920      Collaborating with stakeholders, including federal4921agencies, to help advance the state of the industry.49224923    Many states are already working individually or together along4924these lines. Within our organization, nearly 40 states are working4925together in our AAM Multistate Collaborative to think through these4926issues and develop consensus papers to assist each other and inform the4927FAA and other industry stakeholders. These efforts demonstrate that4928states have a critical role in shaping the future of AAM, and many are4929already laying the groundwork to ensure this new technology is4930integrated safely.49314932                                 [all]