    [House Hearing, 117 Congress]
    [From the U.S. Government Publishing Office]

                          THE LEADING EDGE: INNOVATION IN U.S.
                                        AEROSPACE

    =======================================================================

                                    (117-14)

                                 REMOTE HEARING

                                   BEFORE THE

                                SUBCOMMITTEE ON
                                    AVIATION

                                     OF THE

                                  COMMITTEE ON
                       TRANSPORTATION AND INFRASTRUCTURE
                            HOUSE OF REPRESENTATIVES

                        ONE HUNDRED SEVENTEENTH CONGRESS

                                 FIRST SESSION

                                   __________

                                 APRIL 27, 2021

                                   __________

                           Printed for the use of the
                 Committee on Transportation and Infrastructure

    [GRAPHIC NOT AVAILABLE IN TIFF FORMAT]

         Available online at: https://www.govinfo.gov/committee/house-
         transportation?path=/browsecommittee/chamber/house/committee/
                                 transportation

                                 __________

                        U.S. GOVERNMENT PUBLISHING OFFICE
    45-132 PDF                 WASHINGTON : 2020

    -----------------------------------------------------------------------------------

                 COMMITTEE ON TRANSPORTATION AND INFRASTRUCTURE

      PETER A. DeFAZIO, Oregon, Chair
    SAM GRAVES, Missouri                 ELEANOR HOLMES NORTON,
    DON YOUNG, Alaska                      District of Columbia
    ERIC A. ``RICK'' CRAWFORD, Arkansas  EDDIE BERNICE JOHNSON, Texas
    BOB GIBBS, Ohio                      RICK LARSEN, Washington
    DANIEL WEBSTER, Florida              GRACE F. NAPOLITANO, California
    THOMAS MASSIE, Kentucky              STEVE COHEN, Tennessee
    SCOTT PERRY, Pennsylvania            ALBIO SIRES, New Jersey
    RODNEY DAVIS, Illinois               JOHN GARAMENDI, California
    JOHN KATKO, New York                 HENRY C. ``HANK'' JOHNSON, Jr.,
    BRIAN BABIN, Texas                   Georgia
    GARRET GRAVES, Louisiana             ANDRE CARSON, Indiana
    DAVID ROUZER, North Carolina         DINA TITUS, Nevada
    MIKE BOST, Illinois                  SEAN PATRICK MALONEY, New York
    RANDY K. WEBER, Sr., Texas           JARED HUFFMAN, California
    DOUG LaMALFA, California             JULIA BROWNLEY, California
    BRUCE WESTERMAN, Arkansas            FREDERICA S. WILSON, Florida
    BRIAN J. MAST, Florida               DONALD M. PAYNE, Jr., New Jersey
    MIKE GALLAGHER, Wisconsin            ALAN S. LOWENTHAL, California
    BRIAN K. FITZPATRICK, Pennsylvania   MARK DeSAULNIER, California
    JENNIFFER GONZALEZ-COLON,            STEPHEN F. LYNCH, Massachusetts
      Puerto Rico                        SALUD O. CARBAJAL, California
    TROY BALDERSON, Ohio                 ANTHONY G. BROWN, Maryland
    PETE STAUBER, Minnesota              TOM MALINOWSKI, New Jersey
    TIM BURCHETT, Tennessee              GREG STANTON, Arizona
    DUSTY JOHNSON, South Dakota          COLIN Z. ALLRED, Texas
    JEFFERSON VAN DREW, New Jersey       SHARICE DAVIDS, Kansas, Vice Chair
    MICHAEL GUEST, Mississippi           JESUS G. ``CHUY'' GARCIA, Illinois
    TROY E. NEHLS, Texas                 ANTONIO DELGADO, New York
    NANCY MACE, South Carolina           CHRIS PAPPAS, New Hampshire
    NICOLE MALLIOTAKIS, New York         CONOR LAMB, Pennsylvania
    BETH VAN DUYNE, Texas                SETH MOULTON, Massachusetts
    CARLOS A. GIMENEZ, Florida           JAKE AUCHINCLOSS, Massachusetts
    MICHELLE STEEL, California           CAROLYN BOURDEAUX, Georgia
                                         KAIALI`I KAHELE, Hawaii
                                         MARILYN STRICKLAND, Washington
                                         NIKEMA WILLIAMS, Georgia
                                         MARIE NEWMAN, Illinois
                                         Vacancy

                            Subcommittee on Aviation

      RICK LARSEN, Washington, Chair
    GARRET GRAVES, Louisiana             STEVE COHEN, Tennessee
    DON YOUNG, Alaska                    ANDRE CARSON, Indiana
    THOMAS MASSIE, Kentucky              SHARICE DAVIDS, Kansas
    SCOTT PERRY, Pennsylvania            KAIALI`I KAHELE, Hawaii
    JOHN KATKO, New York                 NIKEMA WILLIAMS, Georgia
    BRIAN J. MAST, Florida               HENRY C. ``HANK'' JOHNSON, Jr.,
    MIKE GALLAGHER, Wisconsin            Georgia
    BRIAN K. FITZPATRICK, Pennsylvania   DINA TITUS, Nevada
    TROY BALDERSON, Ohio                 SEAN PATRICK MALONEY, New York
    PETE STAUBER, Minnesota              JULIA BROWNLEY, California
    TIM BURCHETT, Tennessee              DONALD M. PAYNE, Jr., New Jersey
    JEFFERSON VAN DREW, New Jersey       MARK DeSAULNIER, California
    TROY E. NEHLS, Texas                 STEPHEN F. LYNCH, Massachusetts
    NANCY MACE, South Carolina           ANTHONY G. BROWN, Maryland
    BETH VAN DUYNE, Texas                GREG STANTON, Arizona
    CARLOS A. GIMENEZ, Florida           COLIN Z. ALLRED, Texas
    MICHELLE STEEL, California           CONOR LAMB, Pennsylvania, Vice
    SAM GRAVES, Missouri (Ex Officio)    Chair
                                         ELEANOR HOLMES NORTON,
                                           District of Columbia
                                         EDDIE BERNICE JOHNSON, Texas
                                         JOHN GARAMENDI, California
                                         PETER A. DeFAZIO, Oregon (Ex
                                         Officio)

                                    CONTENTS

                                                                       Page

    Summary of Subject Matter........................................   vii

                     STATEMENTS OF MEMBERS OF THE COMMITTEE

    Hon. Rick Larsen, a Representative in Congress from the State of
      Washington, and Chair, Subcommittee on Aviation, opening
      statement......................................................     1
        Prepared statement...........................................     3
    Hon. Garret Graves, a Representative in Congress from the State
      of Louisiana, and Ranking Member, Subcommittee on Aviation,
      opening statement..............................................     5
        Prepared statement...........................................     6
    Hon. Eddie Bernice Johnson, a Representative in Congress from the
      State of Texas, prepared statement.............................    87
    Hon. Sam Graves, a Representative in Congress from the State of
      Missouri, and Ranking Member, Committee on Transportation and
      Infrastructure, prepared statement.............................    93

                                   WITNESSES

    Hon. Eric Garcetti, Mayor, City of Los Angeles, California,
      accompanied by Seleta Reynolds, General Manager, Department of
      Transportation, City of Los Angeles, California, oral statement
      of Mr. Garcetti................................................     9
        Prepared statement of Mr. Garcetti...........................    11
    James L. Grimsley, Executive Director of Advanced Technology
      Initiatives, Choctaw Nation of Oklahoma, oral statement........    18
        Prepared statement...........................................    20
    Adam Bry, Chief Executive Officer, Skydio, Inc., oral statement..    31
        Prepared statement...........................................    32
    Pierre F. Harter, Director of Research and Development, National
      Institute for Aviation Research, and Associate Vice President
      for Industry and Defense Programs, Research Operations, Wichita
      State University, oral statement...............................    39
        Prepared statement...........................................    41
    Roei Ganzarski, Chief Executive Officer, magniX, oral statement..    48
        Prepared statement...........................................    50
    Blake Scholl, Founder and Chief Executive Officer, Boom
      Supersonic, oral statement.....................................    57
        Prepared statement...........................................    58

                                    APPENDIX

    Questions from Hon. Rick Larsen to Hon. Eric Garcetti, Mayor,
      City of Los Angeles, California................................    95
    Questions from Hon. Rick Larsen to James L. Grimsley, Executive
      Director of Advanced Technology Initiatives, Choctaw Nation of
      Oklahoma.......................................................    96
    Question from Hon. Steve Cohen to Adam Bry, Chief Executive
      Officer, Skydio, Inc...........................................   100
    Question from Hon. Rick Larsen to Pierre F. Harter, Director of
      Research and Development, National Institute for Aviation
      Research, and Associate Vice President for Industry and Defense
      Programs, Research Operations, Wichita State University........   101
    Questions to Blake Scholl, Founder and Chief Executive Officer,
      Boom Supersonic, from:
        Hon. Rick Larsen.............................................   102
        Hon. Greg Stanton............................................   102

    [GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]

                                 April 22, 2021

        SUMMARY OF SUBJECT MATTER

        TO:      LMembers, Subcommittee on Aviation
        FROM:  LStaff, Subcommittee on Aviation
        RE:      LSubcommittee Hearing on ``The Leading Edge:
    Innovation in U.S. Aerospace''
    _______________________________________________________________________

                                    PURPOSE

        The Subcommittee on Aviation will meet on Tuesday, April
    27, 2021, at 11:00 a.m. (EDT) in 2167 Rayburn House Office
    Building and virtually via Zoom to hold a hearing titled, ``The
    Leading Edge: Innovation in U.S. Aerospace.'' The hearing will
    explore the recent advances in U.S. aerospace and the National
    Airspace System (NAS), including emerging airspace entrants
    (such as drones, advanced air mobility, electric aircraft, and
    supersonic planes). The hearing will examine how these new
    aerospace users and technologies will affect the economy,
    transportation system, local communities, environment, and
    public good; their visions for and possible barriers to
    deployment in the United States; and the federal government's
    role in ensuring the safe integration of these users and
    technologies into the NAS. The Subcommittee will receive
    testimony from the City of Los Angeles; the Choctaw Nation of
    Oklahoma; Skydio; the National Institute for Aviation Research
    at Wichita State University; magniX; and Boom Supersonic.

                            FUTURE OF U.S. AEROSPACE

        Civil aviation plays a central role in the United States,
    supporting more than $1.8 trillion of economic activity and
    nearly 11 million jobs, according to the Federal Aviation
    Administration (FAA).\1\ While the COVID-19 pandemic devastated
    the U.S. aerospace industry, with commercial air travel and
    aviation manufacturing plummeting in 2020 as coronavirus cases
    surged, the sector is projected to recover in the years
    ahead.\2\ In fact, civil aviation's economic role will only
    grow with the introduction of new airspace users (such as
    unmanned aircraft systems (UAS), advanced air mobility (AAM),
    electric aircraft, and supersonic planes) and the development
    of other new aerospace technologies that change the way we
    travel and transport goods and services. The FAA--the federal
    agency responsible for ensuring the safe and efficient
    operation of the NAS--along with the National Aeronautics and
    Space Administration (NASA), aerospace industry, and labor
    continue to explore ways to make current airspace operations
    safer and more efficient, and to prepare for the integration of
    new technology.
    ---------------------------------------------------------------------------
        \1\ FAA, The Economic Impact of Civil Aviation on the U.S. Economy:
    State Supplement, Nov. 3, 2020, available at https://www.faa.gov/about/
    plans_reports/media/2020_nov_economic_impact_report.pdf.
        \2\ Leslie Josephs, New Planes, Training and Hiring: Airlines are
    Planning for a Rebound After Dismal Pandemic Year, CNBC, Mar. 2, 2021,
    https://www.cnbc.com/2021/03/02/how-airlines-are-preparing-for-a-
    travel-rebound-covid-19.html.
    ---------------------------------------------------------------------------

                           UNMANNED AIRCRAFT SYSTEMS

        UAS--ranging in size from handheld to those weighing more
    than 50,000 pounds--are proliferating in the NAS.\3\ In fact,
    in its most recent aerospace forecast, the FAA estimates that
    the hobbyist (recreational) UAS fleet will grow to nearly 1.5
    million units by 2024 and the commercial UAS fleet will
    increase to more than 800,000 units by that same year.\4\ UAS
    are continuously maturing with advanced software, automation,
    and artificial intelligence skills, and can be equipped with
    various technologies, such as cameras and infrared or thermal
    sensors, offering a virtually unlimited number of potential
    applications.\5\ UAS can perform work that manned aircraft
    cannot, such as close inspections of bridges, pipelines,
    railroad tracks, airport runways, and other critical
    infrastructure, and can enhance the safety of conditions for
    those performing such work. UAS can also be used for disaster
    and emergency response, precision agriculture, and delivery of
    packages such as medicine, medical supplies, and other consumer
    goods, to name just a few of their possible uses.
    ---------------------------------------------------------------------------
        \3\ The Hill, The World's Biggest Drone Debuts, and It Weighs
    Nearly 28 Tons, Dec. 3, 2020, https://thehill.com/changing-america/
    resilience/smart-cities/528691-the-worlds-biggest-drone-debuts-and-it-
    weighs-nearly.
        \4\ FAA, FAA Aerospace Forecast Report Fiscal Years 2020 to 2040:
    Unmanned Aircraft Systems, available at https://www.faa.gov/
    data_research/aviation/aerospace_forecasts/media/
    Unmanned_Aircraft_Systems.pdf.
        \5\ See, e.g., Skydio, https://www.skydio.com/.
    ---------------------------------------------------------------------------

    UAS INTEGRATION

        The FAA is conducting a phased approach to safely integrate
    UAS operations into the NAS. There are also ongoing efforts
    within the FAA and coordination between the agency and its
    federal partners to address the continuing safety and security
    risks posed by unsafe or unlawful UAS operations, including
    risk of collision with manned aircraft and unauthorized
    operations over national security facilities and assets. These
    are some of the challenges that must be addressed to allow full
    integration of these users into the NAS.
        In 2012, Congress directed the FAA to develop a
    comprehensive plan to accelerate the safe integration of civil
    UAS into the NAS \6\ and to issue regulations applicable to the
    operation of small commercial UAS.\7\ In June 2016, the FAA
    issued a final rule on commercial operations of small UAS (14
    C.F.R. part 107), which significantly expanded and standardized
    the ability for operators of small UAS to conduct commercial
    activities.\8\ For these commercial UAS operations, part 107
    imposes requirements on UAS pilots \9\ and aircraft,\10\ as
    well as operational limitations. Most notably, the UAS must
    remain within the visual line of sight (VLOS) of the remote
    pilot in command and must not fly over people not involved in
    the operation.\11\ Operations outside of the defined
    limitations may require an FAA--waiver or additional
    certification or approval signifying the FAA finds the proposed
    operation can be performed safely.\12\ In the FAA
    Reauthorization Act of 2018 (Pub. L. 115-254), Congress enacted
    provisions authorizing the FAA to fully regulate hobby and
    recreational UAS in order to ensure the safety and security of
    U.S. airspace; advancing the safe and efficient integration of
    UAS through the development and testing of new UAS
    technologies; and directing the FAA to move forward with
    authorization of certain advanced operations (e.g., package
    delivery).
    ---------------------------------------------------------------------------
        \6\ FAA Modernization and Reform Act of 2012, Pub. L. 112-95, Sec.
    332(a).
        \7\ Id. Sec.  332(b).
        \8\ FAA, Operation and Certification of Small Unmanned Aircraft
    Systems, 14 C.F.R. Sec.  107 (2016).
        \9\ A pilot must be at least 16 years old, obtain a remote pilot
    airman certificate (or be under the direct supervision of a certificate
    holder), demonstrate aeronautical knowledge in order to obtain such a
    certificate, and pass vetting by the Transportation Security
    Administration.
        \10\ An aircraft must weigh less than 55 pounds, and any aircraft
    that weighs more than 0.55 pounds must be registered with the FAA
    online. The aircraft must undergo a pre-flight check to ensure it is in
    a safe operating condition.
        \11\ FAA, Summary of Small Unmanned Aircraft Rule (Part 107),
    https://www.faa.gov/uas/media/Part_107_Summary.pdf. The UAS must also
    fly under 400 feet and at or below 100 miles per hour, during the day,
    yield right of way to manned aircraft, and not from a moving vehicle.
        \12\ See FAA, Advanced Operations, https://www.faa.gov/uas/
    advanced_operations/.
    ---------------------------------------------------------------------------

    RECENT FAA ACTIVITIES AND PROGRAMS

        In late 2020, the FAA finalized two rules to advance the
    integration of UAS into the NAS. The first rule requires the
    remote identification (remote ID) of UAS and the second rule
    allows more routine operations over people and at night under
    certain circumstances.\13\ The requirement that UAS operating
    in the NAS have remote ID capability--the ability of a UAS to
    provide certain identification and location information that
    can be received by other parties, such as the FAA and law
    enforcement--is described as a necessary foundational element
    for more complex and routine commercial UAS operations and the
    FAA's overall UAS integration efforts.\14\
    ---------------------------------------------------------------------------
        \13\ FAA, Remote Identification of Unmanned Aircraft, Final Rule,
    86 Fed. Reg. 4390 (Jan. 15, 2021), available at https://
    www.govinfo.gov/content/pkg/FR-2021-01-15/pdf/2020-28948.pdf; FAA,
    Operation of Small Unmanned Aircraft Systems Over People, Final Rule,
    86 Fed. Reg. 4314 (Jan. 15, 2021), available at https://
    www.govinfo.gov/content/pkg/FR-2021-01-15/pdf/2020-28947.pdf.
        \14\ FAA, UAS Remote Identification Overview, https://www.faa.gov/
    uas/getting_started/remote_id/.
    ---------------------------------------------------------------------------
        In 2020, the FAA also issued various planning documents,
    including the third edition of its UAS integration roadmap,
    which sets forth a five-year strategy for integration.\15\ In
    its roadmap, the FAA provides an update on its activities and
    rulemakings, as well as a description of and a status update on
    complex challenges to UAS integration, including remote ID
    implementation, technological hurdles (e.g., maturity of UAS
    detect-and-avoid technology), airspace management, UAS noise
    levels, and societal acceptance.\16\
    ---------------------------------------------------------------------------
        \15\ FAA, Integration of Civil UAS in the NAS Roadmap, Third
    Edition (2020), available at https://www.faa.gov/uas/resources/
    policy_library/media/2019_UAS_Civil_Integration_
    Roadmap_third_edition.pdf.
        \16\ See id. at 15-16, 20-22.
    ---------------------------------------------------------------------------
        In 2020, the FAA completed its UAS Integration Pilot
    Program (IPP). The IPP is a program designed to accelerate the
    testing of UAS operations currently restricted (such as beyond-
    VLOS operations and flights over people) and to provide a forum
    for meaningful dialogue with state, local, and tribal
    governments on the development of federal UAS guidelines and
    regulations.\17\ The FAA then transitioned the IPP to the
    BEYOND program, through which the FAA is ``tackling the
    remaining challenges of UAS integration,'' by studying beyond-
    VLOS operations, leveraging industry operations to better
    analyze the benefits of UAS operations, and focusing on
    community engagement efforts to collect, analyze, and address
    community concerns.\18\
    ---------------------------------------------------------------------------
        \17\ FAA, Research and Development, https://www.faa.gov/uas/
    research_development/; FAA, UAS Integration Pilot Program, https://
    www.faa.gov/uas/programs_partnerships/uas_integration_pilot_program.
        \18\ FAA, BEYOND, https://www.faa.gov/uas/programs_partnerships/
    beyond/. According to the FAA, BEYOND ``will focus on operating under
    established rules rather than waivers, collecting data to develop
    performance-based standards, collecting and addressing community
    feedback and understanding the societal and community benefits, and to
    streamline the approval processes for UAS integration.''
    ---------------------------------------------------------------------------
        The FAA, NASA, other federal agencies, and industry are
    also working closely on the development of UAS Traffic
    Management (UTM).\19\ Similar to how air traffic systems manage
    manned aircraft operations today, UTM is envisioned to include
    the systems necessary to manage UAS traffic in low-altitude
    airspace, allowing the FAA to communicate real-time airspace
    status and constraints to operators, and provide services to
    prohibit UAS from operating in certain airspace or colliding
    with other aircraft.\20\ Thus, UTM will enable complex UAS
    operations, such as beyond-VLOS operations, which will be
    critical to the full integration of UAS into the NAS.
    ---------------------------------------------------------------------------
        \19\ FAA, UAS Traffic Management, https://www.faa.gov/uas/
    research_development/traffic_management/.
        \20\ Id.; See also NASA, UAS Traffic Management, https://
    utm.arc.nasa.gov/index.shtml.
    ---------------------------------------------------------------------------

    STATE AND LOCAL PARTICIPATION

        State and local governments may not enforce requirements
    regarding civil aviation, including safety regulations, the use
    of navigable airspace, and aircraft certification, because the
    federal government has pervasively occupied the field of civil
    aviation regulation through statutes and regulations.\21\
    ``While FAA states that it has authority to create a
    comprehensive regulatory system addressing UAS operations at
    ground level as part of ensuring aviation safety and the
    efficient use of airspace, some state and local governments and
    legal commentators, in addition to [a] . . . federal district
    court . . . have questioned FAA's authority to regulate UAS
    operations at low altitudes, at least those conducted purely
    intrastate and over private property.'' \22\ In the UAS
    context, states and cities have sought to enact laws and
    regulations that control or restrict UAS operations,
    potentially in contradiction to federal law.
    ---------------------------------------------------------------------------
        \21\ See, e.g., City of Burbank v. Lockheed Air Terminal, Inc., 411
    U.S. 624, 638-39 (1973) (recognizing the need for a ``uniform and
    exclusive system of federal regulation if the congressional objectives
    underlying the Federal Aviation Act are to be fulfilled'').
        \22\ Huerta v. Haughwout, 2016 WL 3919799 (D. Conn. 2016); GAO
    Report, Unmanned Aircraft Systems: Current Jurisdictional, Property,
    and Privacy Legal Issues Regarding the Commercial and Recreational Use
    of Drones, GAO-B-330570 (Sept. 16, 2020), https://www.gao.gov/assets/b-
    330570.pdf.
    ---------------------------------------------------------------------------
        In recognition of the issues related to UAS regulation,
    Congress directed the Government Accountability Office (GAO) to
    study and report on key legal issues. Specifically, section 373
    of the FAA Reauthorization Act of 2018 directed a GAO study on
    the relative roles and authorities of the federal, state,
    local, and tribal governments in the regulation and oversight
    of low-altitude UAS operations. Section 358 of the FAA
    Reauthorization Act of 2018 called for a study of UAS-related
    personal privacy issues and the federal, state, and local laws
    that currently address them. The GAO issued its report in
    September 2020 and presented ``substantial information and
    analysis regarding these UAS legal jurisdiction and privacy
    issues.'' \23\ The GAO concluded that ``[t]he law regarding a
    number of UAS jurisdiction and privacy matters is in a state of
    flux, both because the federal government is still developing
    key aspects of its UAS safety and security requirements and
    because there have been relatively few court decisions to date
    addressing whether these requirements are consistent with
    statutory authorities. . . .'' \24\ Defining and delineating
    federal, state, and local responsibilities with respect to
    small UAS will continue to be topics of discussion and need to
    be addressed as these operators are safely integrated into the
    NAS.
    ---------------------------------------------------------------------------
        \23\ See GAO Report, supra note 22.
        \24\ See id.
    ---------------------------------------------------------------------------

                  ADVANCED AIR MOBILITY AND ELECTRIC AIRCRAFT

        In 2019, Americans lost an average of 99 hours due to
    traffic congestion in the United States, costing them nearly
    $88 billion, according to a recent industry report.\25\ These
    gridlocks not only affect drivers, but also have harmful
    effects on local businesses and the environment.\26\ With
    recent advances in aerospace technology, new aircraft designs--
    including flying cars, passenger air vehicles or taxis, and
    electric aircraft--have the potential to reduce traffic
    congestion on U.S. roads, improve mobility options for
    commuters and cargo (in urban and rural environments), and
    lessen the current burden on surface infrastructure.\27\
    ---------------------------------------------------------------------------
        \25\ INRIX, Congestion Costs Each American 100 Hours, $1,400 A Year
    (Mar. 9, 2020), https://inrix.com/press-releases/2019-traffic-
    scorecard-us.
        \26\ See id.
        \27\ See FAA, UAM Concept of Operations (Volume 1.0), at 2-4,
    https://nari.arc.nasa.gov/sites/default/files/attachments/
    UAM_ConOps_v1.0.pdf.
    ---------------------------------------------------------------------------
        Vertical Takeoff and Landing. AAM aircraft will be small
    and lightweight when compared to conventional aircraft, so many
    concepts rely on batteries and electric propulsion systems.
    While some concepts are designed to drive short distances
    before transitioning to flight mode with airplane-like wings,
    others are designed to operate as electric vertical takeoff and
    landing (eVTOL) aircraft, with multiple small helicopter-like
    rotors.\28\ As such, eVTOL aircraft will be able to lift off
    from existing physical infrastructure (e.g., modified parking
    garage rooftops or retrofitted heliports) instead of airports
    or long runways.\29\ To support this effort, several AAM
    operators have released various vertiport designs and are
    partnering with federal agencies and local governments to
    develop and deploy these concepts.\30\
    ---------------------------------------------------------------------------
        \28\ See, e.g., Terrafugia, The Transition, https://terrafugia.com/
    transition/; see also Joby Aviation, Joby Aviation Generates First
    Revenue, Takes Key Step Towards Certifying Aircraft (Feb. 9, 2021),
    https://www.jobyaviation.com/news/joby-aviation-generates-first-
    revenue-takes-key-step-towards-certifying-aircraft.
        \29\ See Gideon Lichfield, When Will We Have Flying Cars? Maybe
    Sooner Than You Think, MIT Tech. Rev. (Feb. 13, 2019), https://
    www.technologyreview.com/s/612891/when-will-we-have-flying-cars-maybe-
    sooner-than-you-think/.
        \30\ See e.g., Lilium, Designing a Scalable Vertiport, https://
    lilium.com/newsroom-detail/designing-a-scalable-vertiport; see also,
    Urban Movement Labs, The Urban Air Mobility Partnership, https://
    www.urbanmovementlabs.com/programs-projects.
    ---------------------------------------------------------------------------
        Anticipated Operations. Unlike conventional aircraft, AAM
    aircraft are intended to fly at low altitudes and across short
    to medium distances, often in heavily congested areas. A recent
    industry report projects AAM growth of up to hundreds or even
    thousands of simultaneous operations within a region at
    altitudes reaching nearly 5,000 feet.\31\ Some eVTOL concepts
    include plans to fly more than 150 miles per hour and cover
    nearly 150 miles on a single battery charge.\32\ Currently,
    proposed aircraft can seat anywhere from one to seven
    passengers.\33\ Additionally, some companies are retrofitting
    small commuter aircraft with electric propulsion technology to
    carry passengers up to 1,000 miles.\34\
    ---------------------------------------------------------------------------
        \31\ Brock Lascara, Urban Air Mobility Airspace Integration
    Concepts, The MITRE Corp. (June 2019), https://www.mitre.org/sites/
    default/files/publications/pr-19-00667-9-urban-air-mobility-airspace-
    integration.pdf.
        \32\ See Joby Aviation, supra note 28.
        \33\ See Andrew J. Hawkins, Flying Taxi Startup Lilium Goes Public
    via SPAC, Unveils its New Electric Aircraft, The Verge (Mar. 30, 2021),
    https://www.theverge.com/2021/3/30/22358027/lilium-flying-taxi-evtol-
    spac-electric-aviation-gm-engle.
        \34\ See Dominic Gates, Electric Aviation Startup MagniX Opens New
    Headquarters and Production Facility in Everett, The Seattle Times
    (Jan. 19, 2021), https://www.seattletimes.com/business/boeing-
    aerospace/electric-aviation-startup-magnix-opens-new-headquarters-and-
    production-facility-in-everett.
    ---------------------------------------------------------------------------
        Ownership and Access. While some of these concepts
    contemplate personal ownership and use, other companies' models
    rely on ridesharing (i.e., air taxis) to reduce operational
    costs and improve accessibility. Although these companies
    anticipate that their AAM concepts will be an affordable option
    for the traveling public, especially in urban areas, questions
    have been raised about how to ensure equitable access to these
    technologies for low-income and underserved communities.\35\
    ---------------------------------------------------------------------------
        \35\ See MIT, supra note 29; see also Adam Cohen, Advanced Air
    Mobility: Community Integration and Public Acceptance, UC Berkley (Mar.
    4, 2021), https://aam-cms.marqui.tech/uploads/aam-portal-cms/originals/
    542db455-f781-4109-8d43-94521d2e6553.pdf.
    ---------------------------------------------------------------------------

    AAM INTEGRATION

        Safety and Security. Unlike small UAS, which generally
    weigh less than 55 pounds, AAM concepts are heavier and
    typically have a pilot and one or more passengers on board. Not
    unlike other small manned aircraft, a mid-flight event, such as
    a failed battery or structural failure, could pose significant
    safety risks to the vehicle's occupants and to people and
    property on the ground, particularly in congested urban areas.
    AAM concepts, like small UAS, will fly in low-altitude
    airspace, and will need to be safely integrated with
    conventional airspace users, especially around airports.
        Air Traffic Management. Like small UAS, AAM aircraft would
    access and generally operate in low-altitude airspace; however,
    some may fly as high as 5,000 feet above ground level.
    Technologies currently in development such as UTM--a system
    that can provide airspace design, dynamic geofencing, conflict
    avoidance, and separation and sequencing for small UAS--may
    assist the FAA in safely separating AAM aircraft from other
    aircraft.\36\
    ---------------------------------------------------------------------------
        \36\ See Lillian Gipson, UTM 101, NASA (June 26, 2020), https://
    www.nasa.gov/aeroresearch/utm-101.
    ---------------------------------------------------------------------------
        Pilot Training and Certification. The FAA is charged with
    ensuring aviation safety, which includes establishing the
    requirements for a pilot's license and the standards for the
    design, production, and maintenance of aircraft. In many cases,
    the FAA's current regulatory framework does not contemplate AAM
    concepts and their anticipated business models.\37\ The FAA
    must provide the framework necessary to allow the safe
    integration of these new technologies and operations. In
    partnership with the U.S. Air Force, the FAA and other agencies
    launched the Agility Prime program to support the certification
    of commercial and defense AAM concepts.\38\ Recently, the FAA
    reached a ``G-1'' certification agreement for an AAM concept,
    detailing the specific requirements for commercial operation
    under the FAA's Part 23 certification framework.\39\
    ---------------------------------------------------------------------------
        \37\ See MIT, supra note 29.
        \38\ U.S. Air Force, AFWERX Agility Prime Announces, ``Flying Car''
    Military Airworthiness, Infrastructure Milestones (Dec. 20, 2020),
    https://www.af.mil/News/Article-Display/Article/2452683/afwerx-agility-
    prime-announces-flying-car-military-airworthiness-infrastructure.
        \39\ See Joby Aviation, supra note 28.
    ---------------------------------------------------------------------------
        Noise and Emissions. Many AAM concepts rely on electric
    propulsion technology to operate and as a result, these
    aircraft contribute no direct pollutant emissions and produce
    little noise relative to conventional airplanes and large
    trucks. Developments in onboard energy storage, full and
    hybrid-electric engines, and resilient charging infrastructure
    will be critical to AAM deployment.\40\ Low noise and pollutant
    emissions will also be necessary for community acceptance and
    utility of these aircraft across the nation, especially in
    residential areas.\41\
    ---------------------------------------------------------------------------
        \40\ See Robin Lineberger et al., Advanced Air Mobility: Can the
    United States Afford to Lose the Race?. Deloitte Insights (Jan. 26,
    2021), https://www2.deloitte.com/us/en/insights/industry/aerospace-
    defense/advanced-air-mobility.html.
        \41\ See Mark Huber, Noise Critical Issue for eVTOL Acceptance,
    Aviation Int'l News (Jan. 29, 2020), https://www.ainonline.com/
    aviation-news/general-aviation/2020-01-29/noise-critical-issue-evtol-
    acceptance.
    ---------------------------------------------------------------------------
        State and Local Participation. As stated previously, state
    and local governments may not enforce requirements regarding
    civil aviation, including safety regulations, the use of
    navigable airspace, and aircraft certification, because the
    federal government has pervasively occupied the field of civil
    aviation regulation through statutes and regulations.\42\ The
    supremacy of federal authority has led to a consistent
    regulatory structure for all airspace users, ensuring safety
    and efficiency across the NAS.\43\ However, as noted earlier,
    in the UAS context, states and cities have sought to enact laws
    and regulations that control or restrict UAS operations.\44\
    Additionally, according to GAO, the law in this area is in a
    state of flux.\45\ Therefore, defining and delineating federal,
    state, and local responsibilities with respect to both small
    UAS and AAM will continue to be topics of discussion and need
    to be addressed as these operators are safely integrated into
    the NAS.
    ---------------------------------------------------------------------------
        \42\ See, e.g., City of Burbank, supra note 21.
        \43\ See GAO Report, supra note 22.
        \44\ See id.
        \45\ See id.
    ---------------------------------------------------------------------------

                              SUPERSONIC AIRCRAFT

        Supersonic flight is any flight faster than the speed of
    sound, which, depending on altitude and ambient conditions,
    exceeds 750 miles per hour.\46\ The Concorde aircraft, the
    product of a state-subsidized joint venture between
    Aerospatiale of France and the British Aircraft Corporation,
    performed the first commercial trans-oceanic supersonic
    passenger flight in 1976, flying at twice the speed of sound
    and at a cruising altitude of 65,000 feet. Concorde flights
    could cut the duration of a subsonic trans-Atlantic flight in
    half. During its lifetime, more than 2.5 million passengers
    flew at supersonic speeds between New York and London and
    Paris, as well as some other routes from time to time, until
    fuel prices and a fatal accident resulted in the Concorde's
    retirement from passenger service in 2003. No supersonic
    passenger aircraft have flown since that time.\47\
    ---------------------------------------------------------------------------
        \46\ CRS, Supersonic Passenger Flights, 1 (Nov. 14, 2018),
    available at https://fas.org/sgp/crs/misc/R45404.pdf.
        \47\ Id. at 1-3.
    ---------------------------------------------------------------------------
        According to the FAA, several factors contributed to the
    Concorde's retirement, including high operating costs, such as
    high fuel consumption and the high cost of meeting
    environmental restrictions on sonic booms.\48\ Unlike
    traditional subsonic flight, the Concorde created a shock wave
    when traveling at supersonic speeds, experienced by people on
    the ground as a ``sonic boom'' as it passed overhead. This
    aircraft noise led to many countries banning supersonic flights
    from their airspace, limiting the ability for the Concorde to
    travel at supersonic speeds and thus the number of practical
    Concorde routes.\49\
    ---------------------------------------------------------------------------
        \48\ See id. See also FAA, Fact Sheet--Supersonic Flight (Nov. 25,
    2020), https://www.faa.gov/news/fact_sheets/
    news_story.cfm?newsId=22754.
        \49\ See CRS, supra note 46 at 1-3.
    ---------------------------------------------------------------------------
        There has been a revival of interest in supersonic flight
    since the end of the Concorde. In addition to the time that can
    be saved traveling at supersonic speeds, the advancement of
    technology, materials and composites, aircraft design, and
    manufacturing can make the aircraft lighter, improve fuel
    efficiency, and reduce noise impacts. Several domestic and
    foreign airlines have already purchased options for supersonic
    aircraft in design and testing, and there is interest at state
    and local levels to establish designated airspace corridors for
    the testing of civilian supersonic aircraft over land in the
    United States.\50\
    ---------------------------------------------------------------------------
        \50\ See, e.g., Thomas Black, Buffet's NetJets to Buy 20 Supersonic
    Luxury Planes from Aerion, Bloomberg, Mar. 3, 2021, https://
    www.bloomberg.com/news/articles/2021-03-03/buffett-s-netjets-to-buy-20-
    supersonic-luxury-planes-from-aerion and Ankit Ajmera, Japan Airlines
    Invests $10 Million in Supersonic Jet Company Boom, Reuters, Dec. 5,
    2017, https://www.reuters.com/article/us-boom-japan-airlines/japan-
    airlines-invests-10-million-in-supersonic-jet-company-boom-
    idUSKBN1DZ1N2; see also Office of the Governor of Kansas, Governor
    Laura Kelly Announces Kansas, FAA Sign Deal for Supersonic Flight
    Corridor (Dec. 17, 2020), https://governor.kansas.gov/governor-laura-
    kelly-announces-kansas-faa-sign-deal-for-supersonic-flight-corridor/
    and Supersonic Flight Alliance, https://ssfa.aero/ (declaring its
    mission to ``[c]reate a 800-mile civilian supersonic and hypersonic
    corridor over Eastern Washington in partnership with the FAA, State
    government and the aerospace industry'').
    ---------------------------------------------------------------------------

    SUPERSONIC AIRCRAFT INTEGRATION

        There are several challenges to the integration of
    supersonic aircraft into U.S. airspace, beyond aircraft design
    and public acceptance. Today, there are no internationally
    agreed upon certification, noise, or emission standards for
    supersonic aircraft under development.\51\ As such, there is
    concern that varying operational standards from country-to-
    country will prohibit many routes at the start. For instance,
    FAA regulations currently prohibit supersonic flight in the
    continental United States that cause a sonic boom.\52\
    ---------------------------------------------------------------------------
        \51\ CRS, supra note 46 at 7.
        \52\ 14 C.F.R. Sec.  91.817.
    ---------------------------------------------------------------------------
        Congress sought to address some of these issues in the FAA
    Reauthorization Act of 2018. The law requires the FAA to
    exercise international leadership in the creation of federal
    and international policies and standards regarding the
    certification and operation of supersonic aircraft. The law
    also requires that the FAA issue notices of proposed rulemaking
    to update noise standards for supersonic aircraft and to
    modernize the application process to operate supersonic
    aircraft.\53\
    ---------------------------------------------------------------------------
        \53\ See Pub. L. 115-294, Sec.  181.
    ---------------------------------------------------------------------------
        Responding to the 2018 law, the FAA issued a proposed
    rulemaking in March 2020 to set takeoff and landing noise
    certification standards for new supersonic aircraft, and in
    January 2021, to facilitate supersonic flight testing and safe
    development of such aircraft, the FAA issued a final rule
    ``modernizing the procedure for requesting a special flight
    authorization to operate in excess of Mach 1 over land.'' \54\
    However, ``[o]utside the context of special flight
    authorizations under this final rule, the FAA continues
    generally to prohibit civil supersonic flight over land in the
    United States.'' \55\
    ---------------------------------------------------------------------------
        \54\ FAA, Noise Certification of Supersonic Airplanes, Proposed
    Rule, 85 Fed. Reg. 20431 (Apr. 13, 2020), available at https://
    www.govinfo.gov/content/pkg/FR-2020-04-13/pdf/2020-07039.pdf; FAA,
    Special Flight Authorizations for Supersonic Aircraft, Final Rule, 86
    Fed. Reg. 3782 (Jan. 15, 2021), available at https://www.govinfo.gov/
    content/pkg/FR-2021-01-15/pdf/2021-00113.pdf. See also FAA, Press
    Release--FAA Announces Final Rule to Facilitate the Reintroduction of
    Civil Supersonic Flight (Jan. 6, 2021), https://www.faa.gov/news/
    press_releases/news_story.cfm?newsId=25581.
        \55\ Id.
    ---------------------------------------------------------------------------

                      OTHER FUTURE AEROSPACE TECHNOLOGIES

        As the aerospace sector continues to innovate, there are
    several promising technologies, designs, and operational
    concepts with the potential to transform U.S. transportation.
    Advances in fully automated aircraft, commercial space
    transportation launch vehicles, engine designs, hydrogen-
    propulsion technology, and lightweight composite wings and
    parts are under development and promise more efficient and
    sustainable operations. Additionally, the industry is embracing
    alternative fuels and fuel sources as part of a comprehensive
    effort to reduce aviation's environmental footprint.
    Technologies to improve air traffic management and space
    situational awareness will need to meet the demands of new
    airspace entrants, aerospace technologies, and business models.
    In the upcoming decades, American innovation and ingenuity will
    propel the aerospace sector in the global landscape and improve
    the safety, availability, and efficiency of transportation for
    future generations.

                                   WITNESSES

         LThe Honorable Eric Garcetti, Mayor, City of Los
    Angeles, California, accompanied by Ms. Seleta Reynolds,
    General Manager, Los Angeles Department of Transportation
         LMr. James L. Grimsley, Executive Director,
    Advanced Technology Initiatives, Choctaw Nation of Oklahoma
         LMr. Adam Bry, Chief Executive Officer, Skydio
         LMr. Pierre Harter, Director of Research and
    Development, National Institute for Aviation Research, Wichita
    State University
         LMr. Roei Ganzarski, Chief Executive Officer,
    magniX
         LMr. Blake Scholl, Founder and Chief Executive
    Officer, Boom Supersonic

                 THE LEADING EDGE: INNOVATION IN U.S. AEROSPACE

                                  ----------

                            TUESDAY, APRIL 27, 2021

                      House of Representatives,
                              Subcommittee on Aviation,
                Committee on Transportation and Infrastructure,
                                                        Washington, DC.
        The subcommittee met, pursuant to call, at 11:01 a.m., in
    2167 Rayburn House Office Building and via Zoom, Hon. Rick
    Larsen (Chair of the subcommittee) presiding.
        Members present in person: Mr. Larsen.
        Members present remotely: Mr. Carson, Ms. Davids, Mr.
    Kahele, Ms. Williams of Georgia, Mr. Johnson of Georgia, Ms.
    Titus, Ms. Brownley, Mr. Payne, Mr. Lynch, Mr. Stanton, Ms.
    Norton, Ms. Johnson of Texas, Mr. Garamendi, Mr. Graves of
    Louisiana, Mr. Massie, Mr. Balderson, Mr. Van Drew, and Mrs.
    Steel.
        Mr. Larsen. The subcommittee will come to order. And I ask
    unanimous consent the chair be authorized to declare a recess
    at any time during today's hearing.
        Without objection, so ordered.
        I also ask unanimous consent that Members not on the
    subcommittee be permitted to sit with the subcommittee at
    today's hearing and ask questions.
        Without objection, so ordered.
        And as a reminder, please keep your microphone muted unless
    speaking. And should I hear any inadvertent background noise, I
    will request that the Member, by name, please mute their
    microphone.
        And a reminder as well for Members: to insert a document
    into the record, please have your staff email that document to
    DocumentsT&I@mail.house.gov.
        I will now follow with an opening statement.
        Good morning and welcome to today's witnesses joining the
    Aviation Subcommittee's hearing titled: ``The Leading Edge:
    Innovation in U.S. Aerospace.''
        This is a long overdue discussion to explore promising
    opportunities for U.S. aerospace, including emerging aerospace
    entrants and new aviation technologies with potential societal,
    safety, and environmental benefits.
        Today's hearing is also a great opportunity to examine
    challenges in making those concepts a reality, and what
    Congress and the Federal Aviation Administration, or FAA, can
    do to ensure the safe and efficient integration of new entrants
    and technologies into the National Airspace System, or what we
    call the NAS.
        Fostering innovation is one of my top priorities as chair,
    because it will help bolster U.S. jobs and grow the Nation's
    leadership in the aerospace industry.
        Today's witnesses represent a range of emerging aerospace
    entrants, from small, unpiloted aircraft systems to electric
    aircraft and supersonic airplanes. I am also pleased to have
    representatives from city and Tribal governments at the table
    to highlight why new aerospace entrants and technologies are
    important to their communities and how to build public
    acceptance.
        Once only seen in science fiction or dropping Judy and
    Elroy off at school, flying cars and air taxis will soon be a
    reality with over 70 advanced air mobility, or AAM, concepts in
    development. Electric vertical takeoff and landing, or eVTOL,
    vehicles could reduce traffic congestion and improve mobility
    options, particularly in dense urban environments. However,
    Congress and the FAA must consider infrastructure, how new
    entrants will be integrated into an already busy U.S. airspace,
    and impacts on local communities.
        To that end, I do want to welcome Los Angeles Mayor Eric
    Garcetti to today's panel. Mayor Garcetti, when we get to you,
    I know the city of L.A. is a leader in helping get AAM options
    deployed. So I am interested in hearing more about the city's
    efforts to prepare for AAM operations in the region, including
    accounting for community views, ensuring equitable access
    across the city, and promoting sustainability.
        New advancements in aerospace technologies are arriving as
    U.S. aviation works to address the pressing challenges, such as
    greenhouse gas emissions and aircraft noise. That is why I am
    pleased today, as well, to welcome Mr. Roei Ganzarski, CEO of
    magniX, an electric propulsion system manufacturer leading the
    charge in the development of more sustainable and energy-
    efficient aircraft. magniX is another in a long line of
    innovators in aviation that are based in Washington State. In
    this case, in my hometown of Everett, Washington, in my
    district.
        Mr. Ganzarski, I look forward to your thoughts on how the
    Federal Government can help U.S. manufacturing in this
    increasingly competitive space and help meet environmental
    goals as well.
        I want to turn now to unmanned aircraft systems, another
    area of tremendous growth. The FAA projects the use of drones
    will reach up over 2 million units by 2024, combining both
    private and commercial use. Drones are used today to perform
    critical infrastructure inspections, assist in recovery efforts
    following natural disasters, and deliver critical medical
    supplies during the pandemic.
        Mr. Grimsley is here from the Choctaw Nation. I look
    forward to learning more about the nation's ongoing project
    under the FAA's BEYOND Program to test advanced drone
    operations and analyze the impact of this technology on Tribal
    and rural communities. Inherent in the growth of new entrants
    are the potential risks posed to existing airspace users and
    people and critical assets on the ground.
        So in December 2020, the FAA issued two long-awaited UAS
    final rules which took effect last week: one requiring the
    remote identification, or ID, of UAS, and another permitting
    more routine UAS operations over people under certain
    conditions. So not only do I hope that Mr. Grimsley can address
    those issues, but Mr. Bry from Skydio is here, and I would like
    to hear more about the drone industry's reaction to these new
    rules as well.
        On to supersonic aircraft. Recent advancements in
    propulsion technology, materials, and domestic manufacturing
    have also made supersonic flight more of a reality. Traveling
    faster than the speed of sound, these flights are projected to
    significantly reduce transoceanic travel times and open new
    gateways to support international commerce. However, challenges
    persist to full deployment of supersonic flight, most notably
    the lack of internationally recognized certification, noise, or
    emission standards for supersonic aircraft.
        So in response to the 2018 FAA reauthorization law, the FAA
    recently issued a final rule to help facilitate supersonic
    flight testing and the safe development of such aircraft. And
    we are joined today by Mr. Blake Scholl, CEO of Boom
    Supersonic, a U.S. manufacturer at the forefront of developing
    supersonic passenger aircraft.
        Mr. Scholl, when we get to you, I am interested in learning
    more about Boom's XB-1 concept, your experience with navigating
    the current regulatory process for supersonic flight, and what
    is needed, both U.S. and internationally, to realize the
    vision.
        The subcommittee is also joined by Mr. Pierre Harter with
    the National Institute for Aviation Research at Wichita State
    University, a leader in aerospace research and development.
        Mr. Harter, when we get to you, I look forward to your
    thoughts on the importance of Federal investment in research on
    these technologies and ways to support the next generation of
    aviation innovators, scientists, and engineers.
        As the Nation works towards long-term economic recovery,
    this subcommittee will continue its forward-looking agenda on
    the future of U.S. aerospace, and how Congress and the FAA can
    ensure the U.S. remains the global aviation leader.
        Congress, the new administration, and the industry and its
    workforce must work together as we embark on this next
    generation of U.S. aerospace and ensure that as nascent
    operations and technologies are integrated into the complex
    airspace system, the safety of all who fly and those on the
    ground remain the top priority.
        So I want to thank you all again, today's witnesses, ahead
    of time. I look forward to our discussion.
        [Mr. Larsen's prepared statement follows:]

     Prepared Statement of Hon. Rick Larsen, a Representative in Congress
       from the State of Washington, and Chair, Subcommittee on Aviation
        Good morning and welcome to today's witnesses joining the Aviation
    Subcommittee's hearing titled ``The Leading Edge: Innovation in U.S.
    Aerospace.''
        This is a long overdue discussion to explore promising
    opportunities for U.S. aerospace, including emerging airspace entrants
    and new aviation technologies with potential societal, safety, and
    environmental benefits.
        Today's hearing is also a great opportunity to examine challenges
    in making these concepts a reality, and what Congress and the Federal
    Aviation Administration (FAA) can do to ensure the safe and efficient
    integration of new entrants and technologies into the National Airspace
    System (NAS).
        Fostering innovation is one of my top priorities as Chair because
    it will help bolster U.S. jobs and grow the nation's leadership in the
    aerospace industry.
        Today's witnesses represent a range of emerging airspace entrants,
    from small unmanned aircraft systems to electric aircraft and
    supersonic airplanes.
        I am also pleased to have representatives from city and tribal
    governments at the table to highlight why new airspace entrants and
    technologies are important to their communities and how to build public
    acceptance.
        Once only seen in science fiction or dropping Judy and Elroy off at
    school, ``flying cars'' and ``air taxis'' will soon be a reality, with
    over 70 advanced air mobility (AAM) concepts in development.
        Electric vertical takeoff and landing (eVTOL) vehicles could reduce
    traffic congestion and improve mobility options, particularly in dense
    urban environments.
        However, Congress and the FAA must consider infrastructure, how new
    entrants will be integrated into an already busy U.S. airspace, and
    impacts on local communities.
        To that end, I would like to welcome Los Angeles Mayor Eric
    Garcetti to today's panel. Mayor Garcetti, I know that the City of Los
    Angeles is a leader in helping get AAM options deployed. I am
    interested in hearing more about the City's efforts to prepare for AAM
    operations in the region, including accounting for community views,
    ensuring equitable access across the City, and promoting
    sustainability.
        New advancements in aerospace technologies are arriving as U.S.
    aviation works to address pressing challenges, such greenhouse gas
    emissions and aircraft noise.
        Which is why I am pleased to welcome Mr. Roei Ganzarski, CEO of
    magniX, an electric propulsion system manufacturer leading the charge
    on the development of more sustainable and energy-efficient aircraft.
        magniX is another in a long line of innovators in aviation that are
    based in Washington state, in this case in Everett in my district.
        Mr. Ganzarski, I look forward to your thoughts on how the federal
    government can help grow U.S. manufacturing in this increasingly
    competitive space and help to meet environmental goals.
        Another area of tremendous growth is in UAS, or drones.
        The FAA projects the use of drones will reach up over 2 million
    units by 2024, combining both private and commercial use.
        Drones are used today to perform critical infrastructure
    inspections, assist in recovery efforts following natural disasters,
    and deliver critical medical supplies during the pandemic.
        Mr. Grimsley, I look forward to learning more about the Choctaw
    Nation's ongoing project, under the FAA's BEYOND program, to test
    advanced drone operations and analyze the impact of this technology on
    tribal and rural communities.
        Inherent in the growth of new entrants are the potential risks
    posed to existing airspace users and people and critical assets on the
    ground.
        In December 2020, the FAA issued two long-awaited UAS final rules,
    which took effect last week: one requiring the remote identification
    (ID) of UAS and another permitting more routine UAS operations over
    people under certain conditions.
        Mr. Bry, I would like to hear more about the drone industry's
    reaction to these new rules.
        Recent advancements in propulsion technology, materials, and
    domestic manufacturing have also made supersonic flight more of a
    reality.
        Traveling faster than the speed of sound, these flights are
    projected to significantly reduce trans-oceanic travel times and open
    new gateways to support international commerce.
        However, challenges persist to full deployment of supersonic
    flight. Most notably, the lack of internationally recognized
    certification, noise, or emission standards for supersonic aircraft.
        In response to the 2018 FAA reauthorization law, the FAA recently
    issued a final rule to help facilitate supersonic flight testing and
    the safe development of such aircraft.
        We are joined today by Mr. Blake Scholl, CEO of Boom Supersonic, a
    U.S. manufacturer at the forefront of developing supersonic passenger
    aircraft. Mr. Scholl, I am interested in learning more about Boom's XB-
    1 concept, your experience with navigating the current regulatory
    process for supersonic flight, and what is needed both in the U.S. and
    internationally to realize your vision.
        The Subcommittee is also joined by Mr. Pierre Harter with the
    National Institute for Aviation Research at Wichita State University, a
    leader in aerospace research and development. Mr. Harter, I look
    forward to your thoughts on the importance of federal investment in
    research on these technologies and ways to support the next generation
    of aviation innovators, scientists, and engineers.
        As the nation works toward long-term economic recovery, this
    Subcommittee will continue its forward-looking agenda on in the future
    of U.S. aerospace, and how Congress and the FAA can ensure the United
    States remains the global aviation leader.
        Congress, the new Administration, and the aerospace industry and
    workforce must work together as we embark on this next generation of
    U.S. aerospace and ensure that as nascent operations and technologies
    are integrated into the complex airspace system, the safety of all who
    fly and those on the ground remain the top priority.
        Thank you again to today's witnesses. I look forward to our
    discussion.

        Mr. Larsen. With that, I want to turn now to the ranking
    member of the subcommittee, Mr. Garret Graves of Louisiana, for
    an opening statement.
        Representative Graves.
        Mr. Graves of Louisiana. Thank you, Mr. Chairman. Mr.
    Chairman, about 2 years ago, back in 2019, we had a hearing
    that you had scheduled called, ``Looking Forward: Aviation
    2050,'' where we were looking at the future of aviation over
    the next 30 years to try and depict and project what that would
    look like, and what we needed to do during our time to help
    facilitate that aviation industry in the United States.
        I do not think any of us anticipated the amazing challenges
    that we had during that 2-year period. Now obviously the
    pandemic, the 737 MAX, and other challenges in our community.
    My home State of Louisiana: five named hurricanes just last
    year.
        We cannot rest on our laurels in regard to the aviation
    future or being able to maintain the top position globally in
    regard to aviation. We must continue to work to strive to
    facilitate that innovation and that growth.
        Although it is not the title of this hearing, I think
    ``Aviation 2030'' may be perhaps a better title for this
    hearing, looking at the aerospace innovation that we can
    explore and that we can expect to come online over the next
    decade or so. It seems clear that in the next 10 years,
    aerospace is going to evolve: an ever-increasing number of
    drones, the introduction of electric vertical takeoff and
    landing, reintroduction of civil supersonic aircraft, as you
    noted; and expanded use of commercial space transportation
    vehicles.
        Other nations may choose one or two technologies to try to
    excel at or facilitate in their countries. But in the United
    States, it is our aim--and Mr. Chairman, I believe we share
    this goal--it is our aim and our intention to lead in all of
    the above technologies. That means making investments upfront,
    laying the statutory and regulatory foundation for these
    cutting-edge technologies as was done in the last FAA
    reauthorization bill. But obviously, we need to hear from these
    witnesses on what needs to be done, even beyond.
        In fact, year after year, reauthorization after
    reauthorization, the committee and the FAA have worked to
    ensure that our foundation is solid, and it enables rather than
    stifles innovation, and that it is always laid on the bedrock
    of safety.
        For example, last week, rules for UAS remote identification
    and drone operations over people took effect, which will enable
    more advanced use of drones. While these rules do represent a
    major step forward, we know that a true regulatory foundation
    for drones must include a way for regular, beyond visual line
    of sight operations.
        And with these pieces in place, however, it is time to show
    some progress and reap the benefits of our investment. The
    economic and societal benefits of UAS promise to be enormous,
    and industry and communities are quickly finding ways to
    utilize the foundation that we did lay in these laws.
        I look forward to hearing from Skydio about the great
    American-made products they are developing, and from the
    Choctaw Nation about the innovative use of this technology, and
    the drones that they have in place now.
        Moving forward, we must take some of the lessons learned
    from our efforts on drone integration as the chairman noted,
    and apply them to advanced air mobility, to supersonic
    aircraft, and to electric aircraft. [Inaudible] certification
    and operations, allowing the industry to move forward and the
    FAA to ensure safety without spending years drafting overly
    specific regulations.
        For example, I am pleased the FAA has adopted this approach
    for electric aircraft using the performance-based part 23
    regulations to efficiently measure the safety of proposed
    electric aircraft. But more broadly, I am excited by the
    expansive vision of companies like magniX, which sees a future
    where aircraft can be both cleaner and less costly, and Boom,
    which aims to shrink the world and unlock opportunities that
    are unavailable at subsonic speeds. I look forward to hearing
    how our cities and communities are working to integrate these
    new transportation concepts into their planning.
        I know that Mayor Garcetti, the last time he was before our
    committee, noted that Republicans are Democrats that haven't
    been through a NEPA process, so I cannot wait to hear his new
    description of our political parties.
        But to all witnesses, I want to know where the foundation
    really needs to work and what you need from us to help you
    build on it. These technologies are not just innovation for
    innovation's sake, they are going to drive real benefits and
    improvements in the lives of our constituents and the well-
    being of our communities. They will provide employment for tens
    of thousands of workers and help stitch together our cities and
    towns.
        With the work the subcommittee is doing, our witnesses, and
    the thousands of others like them, American aerospace will
    remain at the leading edge of our Nation's future and success.
        So thank you, Mr. Chairman. And I yield back.
        [Mr. Graves of Louisiana's prepared statement follows:]

    Prepared Statement of Hon. Garret Graves, a Representative in Congress
       from the State of Louisiana, and Ranking Member, Subcommittee on
                                    Aviation
        Mr. Chairman,
        About two years ago back in 2019, we had a hearing that you had
    scheduled called ``Aviation 2050'' where we were looking at the future
    of aviation over the next 30 years, to try and depict and project what
    that would look like and what we would need to do during our time to
    help facilitate that aviation industry in the United States.
        I don't think any of us anticipated any of the amazing challenges
    we had during that two-year period. Obviously, the pandemic, the 737
    Max, and other challenges in our community. In my home state of
    Louisiana, we had five named hurricanes just last year.
        We can't rest on our laurels in regard to the aviation future or
    being able to maintain the top position globally in regard to aviation.
    We must continue to work to strive to facilitate that innovation and
    that growth.
        Although it is not the title of this hearing, I think ``Aviation
    2030'' maybe perhaps a better title for this hearing, looking at the
    aerospace innovation we can explore and we can expect to come online
    over the next decade or so. It seems clear that in the next 10 years
    aerospace is going to evolve and there will be an increase in the
    number of drones, the introduction of electric vertical takeoff and
    landing, reintroduction of civil supersonic aircraft as you noted,
    expanded use of commercial space transportation vehicles.
        Other nations may choose one or two technologies to try to excel at
    or facilitate in their countries. But in the United States it is our
    aim, and Mr. Chairman I believe we share this goal, it is our aim and
    our intention to lead in all of the above technologies. That means
    making investments upfront, laying the statutory and regulatory
    foundation for these cutting-edge technologies as was done in the last
    FAA reauthorization bill. But obviously, we need to hear from these
    witnesses on what needs even beyond.
        In fact, year after year, reauthorization after reauthorization,
    the committee and FAA have worked to ensure that our foundation is
    solid and it enables, rather than stifles, innovation and that it is
    always laid on the bedrock of safety.
        For example, last week, rules for UAS remote identification and
    drone operations over people took effect, which will enable more
    advanced use of drones.
        While these rules do represent a major step forward, we know that a
    true regulatory foundation for drones must include a way for regular--
    beyond visual line of sight operations. With these pieces in place,
    however, it is time to show some progress and reap the benefits of our
    investment.
        The economic and societal benefits of UAS promise to be enormous
    and industry and communities are quickly finding ways to utilize the
    foundation that we did lay in these laws. I look forward to hearing
    from SKYDIO about the great American-made products they are developing,
    and from the Choctaw Nation about the innovative use of this technology
    and the drones that they have in place now.
        Moving forward, we must take some of the lessons learned from our
    efforts on drone integration, as the Chairman noted, and apply them to
    advanced air mobility, supersonic aircraft, and electric aircraft. We
    need to allow the industry to move forward and the FAA to ensure safety
    without spending years drafting overly specific regulations.
        For example, I am pleased that the FAA has adopted this approach
    for electric aircraft, utilizing the performance-based part 23
    regulations to efficiently measure the safety of proposed electric
    aircraft.
        But more broadly, I am excited by the expansive vision of companies
    like magniX, which sees a future where aircraft can be both cleaner and
    less costly to operate, and Boom, which aims to shrink the world and
    unlock opportunities that are unavailable at subsonic speeds.
        To all our witnesses, I want to know where the foundation we've
    laid needs work, and what you need from us to help you build on it.
    These technologies are not innovation for innovation's sake, they are
    going to drive real benefits and improvements in the lives of our
    constituents and the well-being of our communities. The technology will
    employ tens of thousands of workers and help stitch together our cities
    and towns. With the work the subcommittee, our witnesses and the
    thousands of others like them are doing, American aerospace will remain
    at the leading edge of our nation's future and success.

        Mr. Larsen. Thank you, Representative Graves, very much. I
    want to now welcome the witnesses on our panel. Just list the
    witnesses. And then we have introduction to be made by one of
    our Members.
        First, we will hear from the Honorable Eric Garcetti,
    mayor, the city of Los Angeles, California, accompanied by Ms.
    Seleta Reynolds, who is the general manager of the L.A. DOT.
    Mr. James Grimsley, the executive director of advanced
    technology initiatives, Choctaw Nation of Oklahoma; Mr. Adam
    Bry, the chief executive officer of Skydio; Mr. Pierre Harter,
    director of research, National Institute for Aviation Research,
    Wichita State University; Mr. Roei Ganzarski, chief executive
    officer of magniX; and Mr. Blake Scholl, founder and chief
    executive officer of Boom Supersonic.
        I want to thank you all for joining us today. We all look
    forward to your testimony. We have a lot of Members, although
    they are not here in the hearing room, they are live with us
    online, and I know they have a lot of questions for all of you.
        So without objection, the witnesses' full statements will
    be included in the record. And since your written testimony has
    been made part of the record already, the subcommittee does
    request that you limit your oral testimony to 5 minutes. You
    will become familiar with this gavel at 5 minutes, and we try
    to keep things moving pretty quickly at officially the 5
    minutes in order to deal with some of the limitations of
    technology.
        But before we begin, I want to recognize Representative
    Brownley of California to introduce our first witness.
        Representative Brownley, you are recognized.
        Ms. Brownley. Thank you, Mr. Chairman, and thank you for
    allowing me to be here this morning to introduce the mayor of
    Los Angeles, Eric Garcetti.
        Los Angeles has always been at the forefront of the ever-
    evolving and ever-growing aviation and aerospace industry. In
    fact, many of the cities, communities, and suburbs were built
    around aviation companies, assembly factories. Coupled with
    factors like Angelenos' pioneering spirit, the aviation and
    aerospace industry has continued to thrive in the region.
        For these reasons, you could not have chosen a better
    witness for today's hearing. Since he became mayor of Los
    Angeles in 2013, Mayor Garcetti has harnessed the city's sense
    of optimism and innovation. His forward-thinking and
    entrepreneurial spirit is especially evident in the city's
    embrace of advancement air mobility systems.
        The southern California metroplex, encompassing the
    airspace of most of southern California and six major airports,
    is among the most complex aviation systems in the world. Yet,
    Mayor Garcetti has not let that deter him from tackling this
    new frontier in aviation head on, including, by working to
    integrate urban air mobility, and to the fabric of the city's
    transportation networks, to provide new options for city
    residents and visitors.
        Along with other forms of zero-emission transportation,
    urban air mobility has the potential to help our region address
    its myriad of transportation challenges from lessening
    congestion on our roads to reducing noise from older model
    helicopters, and to eliminating carbon emissions from
    transportation sources.
        Mayor Garcetti understands that the United States must lead
    the way in developing this new technology so that our Nation
    benefits from the incredible job growth that this emerging
    transportation sector will yield. He understands the incredible
    opportunities that urban air mobility can provide, not only for
    moving people, but for improving the movement of goods.
        As we examine this new frontier in aviation and aerospace,
    our region continues to lead the way. I thank the committee for
    inviting Mayor Garcetti to share his innovative aviation vision
    for Angelenos and for the Nation.
        Thank you, Mr. Chairman, and I yield back.
        Mr. Larsen. Thank you, Representative Brownley.
        Mayor Garcetti, you are recognized for 5 minutes.

     TESTIMONY OF HON. ERIC GARCETTI, MAYOR, CITY OF LOS ANGELES,
     CALIFORNIA, ACCOMPANIED BY SELETA REYNOLDS, GENERAL MANAGER,
    DEPARTMENT OF TRANSPORTATION, CITY OF LOS ANGELES, CALIFORNIA;
     JAMES L. GRIMSLEY, EXECUTIVE DIRECTOR OF ADVANCED TECHNOLOGY
       INITIATIVES, CHOCTAW NATION OF OKLAHOMA; ADAM BRY, CHIEF
    EXECUTIVE OFFICER, SKYDIO, INC.; PIERRE F. HARTER, DIRECTOR OF
       RESEARCH AND DEVELOPMENT, NATIONAL INSTITUTE FOR AVIATION
    RESEARCH, AND ASSOCIATE VICE PRESIDENT FOR INDUSTRY AND DEFENSE
     PROGRAMS, RESEARCH OPERATIONS, WICHITA STATE UNIVERSITY; ROEI
     GANZARSKI, CHIEF EXECUTIVE OFFICER, magniX; AND BLAKE SCHOLL,
          FOUNDER AND CHIEF EXECUTIVE OFFICER, BOOM SUPERSONIC

        Mr. Garcetti. Thank you so much, Chair Larsen and Ranking
    Member Graves, all the members of the subcommittee, and others
    who are here. And thank you to my dear friend, Julia Brownley,
    a Congress Member. My mother should have been there for that
    introduction, it was so kind.
        And I am really pleased to be joined today in my testimony
    by Seleta Reynolds, who is the general manager of the Los
    Angeles Department of Transportation. You know, we have the
    second largest metropolitan economy in the country and now the
    third largest metropolitan economy in the world in southern
    California. Home to the Nation's busiest cargo complex, we
    boast the third busiest passenger airport in the world, one of
    those six that was mentioned.
        But as you know, we are also a creative capital, an
    innovation capital, and the manufacturing capital of America.
    Our success is tied to America's strength and America's success
    is tied to our strength. But L.A. also occupies another role,
    which is why it is such a treat to testify before you.
        We have become the transportation infrastructure investment
    capital of America, pouring $14 billion, the most of any
    airport in America, into LAX; which, if you have been through
    in the last decade, you know needs it. Investing $120 billion--
    you heard that right--for 15 new public transit lines in
    preparation for the American Summer Olympic Games that will
    come to Los Angeles in 2028, part of the largest local
    transportation measure ever passed in American history times
    two.
        And so we are trying to drive the future of transportation
    locally through investment and beyond as a testing ground for
    America's new innovation in transportation. And thanks to that,
    the history, geography, and ingenuity that Representative
    Brownley mentioned, representatives and companies from
    everywhere are coming to southern California to develop, to
    test, to build new transportation solutions, and that includes
    advanced aerial mobility or AAM.
        For this technology, the sky is literally the limit. And it
    has the potential to reduce emissions, to connect communities,
    and to grow our economies. But as policymakers, I know that
    this hearing today is about our responsibility to step back to
    assess the challenges and to keep our focus on equity as this
    market takes off.
        We need to make sure that AAM does not create flyover
    highways accessible only to those with the economic means, but
    how we can explore AAM--estimated to travel between 50 and 200
    miles at more than 150 miles an hour--could tie people to jobs
    and opportunity without creating more sprawl. We know that well
    in Los Angeles, where the traffic is among the worst in the
    country, and our air quality traditionally has been, too, even
    though we have made huge strides.
        In the L.A. region, only one-quarter of jobs are accessible
    within 90 minutes to people using public transit. AAM could
    offer a solution, but only if we build affordability, both into
    the private- and public-sector planning around this technology.
    So it needs to be safe, zero emissions, and low noise. We will
    meet that standard industry experts say, and be safer and
    cleaner than driving a car, and quieter than a helicopter. And
    while there is no shortage of room in the air for AAM, there
    are far fewer spots available for takeoff and landing.
        So as we build out the infrastructure, we do not need to
    just think about the sky, but the buildings and the vertiports,
    and connect density and better connections to walking, cycling,
    and transit where those vertiports are.
        L.A. is already engaging Angelenos in our plans for AAM
    infrastructure because we want the public to be the coauthors
    of this. I am proud that L.A. and our sister cities are leading
    on AAM, but we need your help at the Federal level. Don't let
    us have a thousand standards in a thousand cities.
        Let's develop a national standard--clear roles for managing
    low-altitude airspace that recognize the responsibility,
    though, of local governments around land use, density and
    development.
        Two, the FAA needs to prioritize research and to safely
    integrating AAM into congested airspace, as well as research
    into how takeoffs and landings will weave into the flightpaths
    of traditional commercial aircraft operations.
        Three; industry, the FAA, and local governments have to
    start sharing data on the safety, sustainability, equity,
    noise, and energy infrastructure impacts of AAM with one
    another, as well as members of the public, academic partners,
    and others.
        And four, the FAA needs to speed up the pace of its data
    gathering and invest more resources in reliable communications,
    detect and avoid systems, and remote identification systems.
    And airports like LAX should be allowed to conduct pilot
    programs to test these types of systems.
        Last, we need funding to plan for and connect AAM
    infrastructure into our existing and future transportation
    networks. At its core, infrastructure isn't about a single mode
    of transportation, it is about innovation and jobs and human
    beings. It is about connecting communities. Whether it is AAM
    or encouraging more Americans to walk, ride, or take public
    transit, we have the tools to forge the next generation of
    transportation. L.A., with cities around the world, is trying
    to develop this standard when it comes to AAM, and we simply
    need your partnership to arrive at that destination together.
        Thank you all so much. I look forward to our discussion.
        [Mr. Garcetti's prepared statement follows:]

     Prepared Statement of Hon. Eric Garcetti, Mayor, City of Los Angeles,
                                   California
        Chair Larsen, Ranking Member Graves, and Members of the Committee--
    my name is Eric Garcetti, and I serve as Mayor of Los Angeles, the
    second-largest city in the country; home to four million residents and
    Los Angeles International Airport, which in 2019 was the second busiest
    passenger airport in the United States, and third busiest airport in
    the world. Prior to the COVID-19 pandemic, we saw the throughput of
    more than 88 million annual passengers. During the pandemic, we
    processed a near record of 2,329,348 tons of cargo at LAX alone. This
    activity at our airports generates 620,600 jobs with a labor income of
    $37.3 billion, and an economic output of $126.6 billion.
        I am honored to appear before you and this Committee on behalf of
    my city to discuss our role as an epicenter of aviation and
    aeronautics, a field that has rapidly evolved in a little over 100
    years, and is poised for continued rapid advancement in the coming
    years. With a rich history in aeronautics, Los Angeles and the greater
    Southern California region is currently looking toward the future to
    plan for a safe, efficient, and integrated advanced air mobility (AAM)
    system. Our location within the FAA-designated Southern California
    Metroplex and a growing urban core makes this no easy task. Yet, this
    is why we are doing it. Effecting change within the transportation
    system has proven to be an arduous and time-consuming task. With
    multiple electric vertical take-off and landing (eVTOL) manufacturers
    (OEMs) announcing intentions to launch service within our city by 2024,
    it is imperative that we plan now.
        Last month, I testified before the Senate Committee on Environment
    and Public Works. There I described the devastating climate change
    impacts that threaten Angelenos every year. I told them about my
    commitment to modernize L.A.'s electric grid to support the
    decarbonization of our transportation system. It is in this same spirit
    that I am here, once again.
        We have an opportunity to effect significant positive change within
    my jurisdiction, and within the aviation industry as a whole. New
    electric aircraft of all types are announced every month. Progress in
    battery technology, acoustical engineering, and operational milestones
    are taking place weekly. This emerging market is pushing aviation
    through a metamorphosis and cities need to be ready. It is my duty to
    ensure that any new technology, particularly within transportation, is
    planned for and implemented in a way that improves our constituents'
    quality of life.
        We do not need another mode of transportation that layers new
    problems onto our existing ones. We need solutions that provide
    Angelenos with choice. The choice to travel in the most efficient and
    cost effective way. This means something different for everyone, which
    means that we must remain flexible in our approach, and we cannot levy
    new burdens on our neighborhoods that have historically been
    underserved. We must provide transportation choices to those who need
    it most.
        Doing this requires that we leverage every mode of transportation
    in an integrated system that benefits all Angelenos. When new
    technology emerges, we must be ready to help new providers adapt to
    what our residents need. Within the complex system of systems that is
    transportation, this often creates ripple effects across to other
    modes. AAM is no different and we are uniquely positioned and
    experienced to handle this task.
        This work unlocks massive opportunities to foster a new job market,
    to bring opportunities for upward economic mobility to struggling
    communities; all while keeping our nation in a leadership position
    within the global economy. This work will also benefit from strong
    Federal support, and I will close these remarks today with specific
    requests to support the planning and deployment of AAM in Los Angeles
    and across the country.
        I appreciate the opportunity to share our work and insights. I hope
    that it inspires you with the same optimism and innovative spirit that
    I have shared with all who are undertaking this work to deliver a
    resilient, equitable, just, and sustainable transportation system.
        First, allow me to share a little about L.A.'s rich aerospace
    history to demonstrate how fitting it is for us to take this leadership
    role.
                      A Brief History of Aerospace in L.A.
        The histories of the Los Angeles region and aerospace industry in
    the United States are closely intertwined. From a quarter million
    people observing aviation technology at the Los Angeles International
    Air Meet in 1910, to the agglomeration of aviation manufacturers that
    led to 300,000 aircraft built by two million workers to support an
    Allied victory in World War II, the region and industry grew together
    for much of the 20th century.
        As the Cold War came to a close, the region's role in the industry
    was temporarily disrupted as manufacturers merged and new technology
    companies drew workers from aerospace to new fields. However, that
    disruption was short-lived as aerospace industry employment rose by 64
    percent and manufacturing increased by 24 percent between 2004 and 2014
    to meet the demands of our nation's military and space exploration
    efforts. With $15.7 billion in contracts awarded by the U.S. Department
    of Defense in 2014 to 120 aerospace-related companies in the region,
    and longstanding educational pipelines between industry leaders and
    local aerospace engineering programs, these trends are expected to
    continue.
        Today, the aerospace industry invests more than $24 billion in
    production costs and $11.1 billion in wages and benefits in the region
    annually. Of the 85,500 aerospace industry workers in the Southern
    California region (about 14% of the national aerospace workforce), most
    (63%) are employed in Los Angeles County. This provides access to well
    paying jobs, as average wages in the industry are nearly twice the
    average wage across other job sectors.
        The impact of the industry in our region is even broader when
    considering jobs indirectly related to aerospace. Direct and indirect
    aerospace jobs amount to 300 thousand; 300 thousand jobs that support
    300 thousand individuals, households and families in Southern
    California.
                Laying the Foundation for the Future of Mobility
        Los Angeles is leading the way for safe, equitable, and zero-
    emission mobility options. Our efforts to develop a transportation
    network of complementary mobility options puts our City in a unique
    position to guide the integration of Advanced Air Mobility in our
    communities.
        We have planned and documented our approach for building a
    transportation network that provides our community with safe options.
    The Los Angeles Mobility Plan 2035 establishes a framework for
    reimagining transportation within the city, with a focus on creating
    streets that are safe and accessible for all community members. Paired
    with our recently adopted Los Angeles Department of Transportation
    (LADOT) 2021 Strategic Plan, outlining a framework for our
    transportation department to meet its goals, Los Angeles is poised to
    be flexible and meet the transportation needs of Angelenos today and in
    the future.
        We embrace transparency and data-driven solutions in Los Angeles,
    allowing for a flexible and proactive approach to integrating new
    mobility services. Merging data and the lived experiences of our
    communities has allowed us to serve Angelenos in new ways, including
    the provision of micro-transit services and shared scooter devices to
    wide and diverse audiences. This includes shifting the paradigm of how
    cities deliver policy in the 21st century from an analog world of signs
    and curb painting to a digital world of application programming
    interfaces (APIs). The development of tools, such as the mobility data
    specification (MDS), both protect constituent and company privacy and
    allow for the sharing of essential operational data between mobility
    operators and departments of transportation. These tools also enable
    our city departments to keep pace with the innovations of the
    technology sector, while delivering safe, sustainable, and accessible
    mobility options to Angelenos who need them.
        We collaborate with neighboring jurisdictions and agency partners
    to create paths to alternative mobility options. Working closely with
    the Los Angeles County Metropolitan Transportation Authority, Angelenos
    voted to approve Measure M, which will bring $120 billion in transit
    projects, bicycle infrastructure, and pedestrian safety improvements.
        Finally, we put equity at the forefront of all planning decisions.
    Recognizing that past decisions created disparate levels of mobility
    access, safety, emissions exposure, and opportunities, we are working
    with community members to understand their needs and provide the
    infrastructure needed to thrive.
        To continue our progress and make due on our promise for a more
    equitable Los Angeles, we must be at the forefront of integrating new
    mobility options in our City. While new mobility technology presents
    challenges for cities, we see opportunity:
        An opportunity to engage with community members and industry
    stakeholders to guide the introduction of Advanced Air Mobility.
        An opportunity to plan and design facilities that reduce dependence
    on automobile ownership and realize a multimodal transportation system.
        An opportunity to live in a future where our youngest Angelenos are
    served by a network of accessible, safe, and sustainable, mobility
    options and where they have clear pathways to jobs that align with our
    equity and justice imperatives.
                         Advanced Air Mobility Emerges
        As defined by the Federal Aviation Administration (FAA), Advanced
    Air Mobility (AAM) is a safe and efficient aviation transportation
    system that will use highly automated aircraft to transport people and
    goods at lower altitudes. Urban Air Mobility (UAM) recognizes use cases
    within populated areas.
        The FAA acknowledges that community engagement is critical for
    guiding the development of the UAM ecosystem, along with access to
    airspace and infrastructure development. This is where Los Angeles
    thrives--at the intersection of community engagement and guiding
    multimodal priorities.
        So what does UAM look like? Why do we need resources to allow our
    cities to guide these new services?
        UAM adds a third dimension for moving people. OEM's have described
    aircraft capable of carrying one to five passengers flying at speeds of
    150 to 200 miles per hour, over a range of 60 to 200 miles. With these
    capabilities, UAM has the potential to add a new option for
    connectivity and accessibility throughout the Southern California
    region, particularly for difficult commutes where non-auto options are
    lacking.
        UAM adds a third dimension for moving cargo. With an ever
    increasing demand for goods movement, UAM can benefit logistics
    operators with high-value parcel movements to support the medical,
    aerospace, and defense industries across Southern California.
        Before being able to see UAM in our cities, we must be able to work
    with community members and industry partners to create a clear path to
    implementation that benefits all residents. This includes planning and
    design efforts that integrate communities, infrastructure, and policy
    to guide future decisions associated with UAM. This requires public-
    private partnerships to delineate clear lines of responsibility,
    accountability, and information exchange. We have already begun this
    work in Los Angeles.
        With numerous OEMs announcing their intent for launching UAM
    service in Los Angeles by 2024, the time to act is now. We must
    allocate resources for our local governments, community members, and
    service providers to collaborate and shape these services to work not
    simply in our communities, but for our communities. We have made the
    mistake of being reactionary to transportation technologies in the
    past, most recently with Transportation Network Companies, such as Uber
    and Lyft, or the influx of electric scooters in urban communities.
    Today, Los Angeles is leading the way in proactively partnering with
    service providers to guide business models in a way that brings
    solutions to transportation challenges, instead of creating new
    challenges. But we cannot do it alone.
                         The Principle of the Urban Sky
        Developed in partnership with the World Economic Forum, the
    Principles of the Urban Sky were adopted by Los Angeles in September
    2020. Today, my office is working closely with the Los Angeles
    Department of Transportation (LADOT) to develop the building blocks to
    guide UAM implementation in Los Angeles.
        The Principles of the Urban Sky are fundamentally important to the
    short and long-range success of UAM. Shaped with feedback from leaders
    across the industry, Los Angeles is applying and understanding these
    lessons to introduce a new mode of transportation.
        The Principles of the Urban Sky are:
          Safety--UAM operations are aiming for safety performance
    consistent with commercial aviation. In other words, very safe. To
    achieve this, the industry will need to adopt similar regulatory
    requirements and standards.
          Sustainability--Sustainability will need to encompass the
    effects of UAM on the community, which includes people, as well as the
    animals and vegetation that inhabit the impacted environment. Mobility
    and public benefits must outweigh negative externalities, particularly
    when evaluated as a part of a multimodal system.
          Equity of Access--Planning early for equitable access is
    required for public acceptance and long term success. While UAM will
    initially be operated as a premium service, providers must work with
    local governments to plan for affordable consumer pricing as the scale
    of operations increases. Further, take-off and landing areas offer
    opportunities to serve as hubs for a wide variety of mobility options,
    ensuring that people who use UAM services or work in supporting
    functions will not need to rely on personal automobiles to access these
    facilities.
          Low Noise--Noise acceptance thresholds must be
    established with stakeholders, including city planners, community
    advocate groups, OEMs, service providers, and vertiport operators. All
    stakeholders must understand all negative impacts of noise and plan to
    mitigate them to the maximum extent.
          Multimodal Connectivity--Creating a siloed option for
    wealthier travelers is the path to failure. Instead, UAM should
    seamlessly connect with existing modes of transportation to create a
    high-quality transportation network for everyone to enjoy.
          Local Workforce Development--UAM must create new
    employment opportunities, especially for residents where operations are
    supported. Accessible education and training should be available to
    meet the demand for future employment.
          Purpose-Driven Data Sharing--Data sharing enables
    authorized stakeholders to respond to community, passenger, and market
    needs. To facilitate success, individual privacy must be protected. The
    availability of relevant data allows for optimized airspace usage,
    efficient vertiport operations, and intermodal connectivity.

        Working collaboratively with our partners, these principles will
    help us develop policies that can help weave UAM into the fabric of our
    transportation systems.
                         Urban Air Mobility Partnership
        To properly implement the Principles of the Urban Sky, last
    December, I announced the Urban Air Mobility Partnership. This unique
    initiative makes Los Angeles the unmistakable leader in the nation on
    Urban Air Mobility, and leverages one of the primary tools for our
    mobility future: a public-private partnership, in this case formed
    between LADOT and the newly formed Urban Movement Labs (UML).
        Urban Movement Labs is a first-of-its-kind mobility-innovation
    organization that brings together public agencies, businesses, and
    community members to match technology solutions to mobility problems
    and test them in Los Angeles' urban contexts. UML brings together
    different stakeholders to facilitate accelerators and pilot projects to
    collaboratively find ways of meeting Los Angeles' transportation needs.
    UML is well-positioned to facilitate a productive dialogue between
    public and private stakeholders. I am extremely proud of this small
    team of experts and excited to see their work unfold.
        The UAM Partnership leverages new aviation technologies as part of
    a clean, safe, and equitable transportation system. UML will integrate
    this through a public education and outreach program, and thoughtful
    vertiport infrastructure (e.g., places where UAMs will take off and
    land) planning which will unlock new levels of connectivity, while
    mitigating negative externalities.
        To bring these efforts to fruition, with my support, Urban Movement
    Labs hired an Urban Air Mobility Fellow. The first position of its kind
    in the nation. An Air Force veteran, our Fellow brings more than 20
    years of diverse aviation experience (including airport, heliport, and
    airspace planning) and an urban planning and design background to
    L.A.'s planning toolbox. Prior to joining UML, our fellow worked in
    statewide aviation planning for a western state Department of
    Transportation.
        Our Urban Air Mobility Fellow is leading the integration of the
    ``Principles of the Urban Sky'' into Los Angeles' transportation
    landscape over the course of this year. Upon completion of the
    fellowship, our Fellow will collaborate on a policy toolkit that can be
    utilized by cities, counties, and tribal governments nationwide. A
    primary goal of this policy toolkit will be to lay the foundation for a
    safe, sustainable, equitable, and efficient new mobility system that
    will overlay the already complex transportation infrastructure of the
    City of Los Angeles and beyond.
                        Advanced Air Mobility Potential
        A study published by Deloitte earlier this year highlighted the
    potential of AAM. In the United States alone, the AAM market is
    estimated to produce $17 billion annually by 2025, and $115 billion
    annually by 2035. This is equivalent to 30 percent of 2019's commercial
    aviation market. Additionally, NASA expects the passenger movement
    market to be commercially viable by 2028, and the package delivery
    market soon after in 2030.
        As a new economic opportunity, AAM is expected to generate 280,000
    new jobs by 2035, adding$30 billion in wages and benefits. Like current
    trends in aerospace employment, I expect these jobs will provide higher
    above average wages. Creating training opportunities to support this
    new industry, particularly within communities struggling with upward
    economic mobility, realizes AAM's potential to add value as a
    transportation option and by developing the next generation aviation
    workforce.
        AAM can also serve as an accelerator in shifting the aviation
    industry towards greener fuels, lower greenhouse gas emissions, and a
    more sustainable future. A study published in Nature concluded that
    carbon emissions associated with a three passenger eVTOL were 52
    percent lower, per passenger kilometer, than a fossil-fueled
    automobile.
        UAM will come with the highest expectations for safety, with the
    goal for eVTOL trips to be as safe as a commercial airline flight. The
    aviation industry boasts an incredible safety record in the US, with
    only 0.07 deaths per billion passenger miles--or about 3,000 times
    safer than travelling by car or motorcycle, which causes 220 deaths per
    billion passenger miles.
        Angelenos are no stranger to noise from aircraft, particularly from
    daily helicopter flights over urban neighborhoods and the broader noise
    issues faced by people who live near our various airports. OEMs, like
    Joby, Jaunt, and Volocopter, are targeting noise levels less than 70
    decibels at cruising altitude. This is comparable to the higher range
    of a normal conversation. Joby Aircraft, for example, has publicly made
    it known that its aircraft's acoustical characteristics are just as
    important as other performance characteristics. Communities demand
    quieter vehicles, and the industry is responding.
        UAM will require a new transportation network in order to provide a
    viable business model and travel mode. In contrast to the traditional
    hub and spoke airline networks, or the linear networks of roads and
    rail, UAM's benefits are realized through a nodal network that provides
    new opportunities for connectivity within a region. Often underutilized
    infrastructure, like small general aviation airports, now become nodes
    that are connected to jobs and other areas of economic activity. Like
    adding other modes of transportation, UAM can help access career
    opportunities in new parts of the region, particularly for those with
    limited transportation options today.
        AAM is currently enabled through the relatively small footprint of
    existing infrastructure of airports and heliports, and will be
    augmented by strategically planned vertiport infrastructure.
    Maintaining road networks exceeds $145 billion annually, and despite
    this cost, congestion continues to worsen causing billions in lost
    productivity. Maintaining existing aviation infrastructure costs only
    $4.1 billion to maintain, revealing aviation infrastructure's high
    efficiency.
                                   Challenges
        The UAM Fellowship is a year-long program, after which, AAM
    planning will have to compete for traditional urban planning staff and
    capacity. While it's feasible for new partnerships to fund a dedicated
    planning position, the City cannot rely on this mechanism to continue
    its efforts into perpetuity.
        Another challenge that I see being faced by growing urban areas is
    density. Density is often recognized as a solution for creating healthy
    jobs to housing balance and reducing commuting times. Safety zones
    contained in current heliport design guidance serve to protect
    navigable airspace for flight safety, as well as to ensure ground areas
    are free of high density land uses and gathering areas such as parks or
    plazas. This imposes land use and height restrictions around
    vertiports, which limit a city's ability to develop high density areas
    of housing and employment directly surrounding a vertiport.
        Cost is a big barrier to access and equity. Current entry costs
    will limit AAM access to those with higher expendable incomes. While I
    understand that cost is expected to eventually be on par with higher
    end surface ride-sharing options, we need to understand how populations
    that are unable to afford a trip will be impacted, and what indirect
    benefits may be shared, such as investing in connected infrastructure.
    We have been here before in Los Angeles, with the implementation of our
    ExpressLanes system over a decade ago. While the initial concerns
    centered on potential disparities created when a transportation mode
    that is faster and more efficient is provided for a premium fee,
    ultimately our ExpressLanes system developed a model where revenue
    generated from use of the ExpressLanes was used to improve public
    transportation options for other commuters, resulting in an overall
    improved multimodal transportation system.
        While I know that AAM alone cannot resolve congestion and related
    emissions issues within the city, we must leverage all tools possible
    to move towards a more sustainable future. AAM can be one of many
    options in a suite of mobility solutions to move our cities towards a
    more sustainable future. We look forward to working with the industry
    to meet sustainability goals.
        Most critically, we understand the inequitable consequences of our
    past planning decisions now more than ever. It is imperative that we
    take proactive action to ensure we do not repeat these mistakes. The
    industry is showing interest in joining us in this battle, and we look
    forward to having them as our allies.
                                Recommendations
        This brings me to my recommendations to this committee.
        First and foremost, we need funding to continue to lay the
    groundwork for planning and preparing our city for UAM for operations
    by 2024. AAM eligibility under existing USDOT grant programs needs to
    be added, or expanded. I was pleased to see that the Notice of Funding
    Opportunity for the RAISE program included eligibility for intermodal
    facilities at airports. I encourage that we continue to expand these
    types of programs. At the same time, I also know how competitive
    projects are for these grants and AAM may not compete well.
        I support the creation of other funding options to plan for AAM,
    especially for programs that are specific to AAM planning and
    construction. These grants should be available to all providers of
    local and regional transportation, across all modes who wish to
    incorporate AAM into their mobility programs, and should take into
    consideration that not all jurisdictions will have existing resources
    to use as a local match. Doing so will afford us the dedicated staff
    time and resources to engage community members, service providers, and
    other stakeholders in the collaborative process that integrates UAM
    with other modes of transportation.
        These funding options should also make clear that AAM needs to be
    planned with and connected to other modes of transportation, as well as
    powered by zero emissions fuels. With transit, personal, and shared
    mobility moving towards electricity as the primary fuel source, we must
    think critically about the electricity infrastructure at mobility hubs,
    as UAM introduces another electric vehicle that requires charging.
    Fostering collaboration between OEM's across services can facilitate
    interoperability of chargers and ensure enough electricity is available
    where needed. My approach is one of collaboration, which requires
    future grant programs and clearly written planning and engineering
    guidance.
        We need transportation leadership, and not just from the aviation
    community; from the transit, street design, and regional rail
    communities as well. To plan for intermodal connectivity, they need a
    voice in our discussions at all levels. We need a strategic effort
    alongside transit, active transportation and accessibility programs to
    reduce single occupancy vehicle trips, establish safe and complete
    streets, and foster a complete and integrated transportation network
    for all users, including communities of color. The Advanced Air
    Mobility Coordination and Leadership Act introduced by U.S. Senators
    Sinema and Moran is a great start, but is missing these key details.
    Constituents need to see these efforts codified.
        To build the necessary infrastructure, we need to develop vertiport
    design guidance that reflects the unique needs associated with bringing
    UAM into urban spaces. This guidance must be scalable to provide
    flexibility for integration into different urban contexts, and clearly
    identify risks associated with specific criteria. Guidance should
    provide practitioners clear direction for a multitude of use cases
    including private (part 91) facilities, on-demand charter facilities
    (part 135), and scheduled operations facilities (part 121).
    Additionally, steps should be outlined for establishing intermodal
    facilities, converting buildings to support UAM (e.g., parking garage),
    bringing services to surface brownfield sites with existing surrounding
    development, and facilities housed within small, medium, and large
    airports.
        This guidance must acknowledge the crucial rule that local
    governments play in managing the land use, development, and density of
    urban areas. Between October 2021 and 2029, the City of Los Angeles
    will be responsible for adding 456,643 housing units, about a third of
    the metropolitan planning organization's five-county goal and almost a
    third of which will be for very low income households. L.A. cannot
    afford to jeopardize density, including through the construction of
    vertiports with safety zones that might imperil surrounding future
    development. Any guidance that the FAA releases must take into
    consideration this key point.
        Existing infrastructure at airports and heliports also needs to
    evolve. This presents an unique opportunity for these critical pieces
    of infrastructure to take on a new role in communities as mobility and
    communications hubs. Accessibility at these points can be enabled by
    intermodal connectivity or through land use changes that bring more
    opportunities to the airport/heliport itself. The more seamless we can
    make the journey to the final destination, the better our chances for
    success. Strategically bringing new surface connectivity, land uses,
    and activity to airports and heliports should be encouraged across all
    modes, highway, transit, and aviation. Grant programs must allow us to
    jump on this opportunity.
        Back to our airport--LAX in 2019 was the world's number one origin
    and destination airport. More passengers started or ended a trip at LAX
    than any other airport, many of them driving on our freeways to get
    there. Someday that 45-minute (or more) trip on freeways from LAX to
    downtown LA might be a five-minute trip in a zero emissions Electric
    Vertical Takeoff and Landing (eVTOL) aircraft. AAM companies have told
    us that major airports fit prominently in their business plans.
        We have to start planning now. The Federal Aviation Administration
    (FAA) needs to prioritize the study of how AAM will integrate safely
    into the very congested airspace around the nation's busiest airports,
    such as LAX, and how takeoff and landings will weave into the flight
    paths of traditional commercial aircraft operations.
        Critical to the safety of our airspace is purpose-driven data
    sharing across levels of government and across dimensions of
    transportation. The UAM Concept of Operations (``ConOps'') Version 1.0
    published by NASA and the FAA in June 2020 starts to address the
    increasing number of aircraft in our urban airspaces, and how operators
    and government entities might share data dynamically to allow for both
    safety and scaling of services. However, this initial version of the
    UAM Concept of Operations only notionally includes local governments
    and the people they represent. A second version of the ConOps should
    more clearly outline the jurisdiction local governments hold with
    regards to managing low-altitude airspace, such as permitting
    operations that ensure sustainability, accessibility, and low-noise are
    achieved. It should also define how local governments might participate
    in both receiving and providing data, particularly in the case of
    emergency situations.
        That planning also needs to include unmanned aircraft systems--or
    drones--both being used for societal benefits, safety and security, as
    well as those that could cause major disruptions to our airports.
    Drones are in our airspace now--and have the ability to cause great
    impact. According to FAA statistics, since April of 2016, there have
    been more than 260 reported cases of unauthorized drone activity near
    LAX alone, and I know that all airports are concerned about drone
    incursions in their airspace.
        That is why I have been advocating for LAX to be able to test
    sophisticated systems that can help detect and mitigate drones around
    the airport to keep our airline passengers and communities under
    flights paths safe from unauthorized incursions--and to protect our
    local economy from the devastating impacts that would occur if the
    airport needed to shut down because of a drone incursion.
        The FAA needs to increase the pace of gathering data and to invest
    more resources in reliable communications, detect-and-avoid systems,
    and remote identification systems. The FAA should allow large airports
    like LAX to conduct pilot programs to test these types of systems to
    gather crucial information on how these technologies will work in a
    high air traffic airport environment. Without these pilots, airports
    are limited in being able to effectively respond to and plan for the
    safety and future implementation of AAM for cargo and mass transit
    solutions. I also support looking at common sense uses for drones that
    can help bring additional safety, security and efficiency to our
    airports and the movement of goods.
        AAM will not be successful if it happens without our people. My
    duty first and foremost as Mayor of Los Angeles is to the people who
    live and work in our City of Angels.
        To build public trust, I need to show my constituents how AAM will
    serve them while meeting the same level of safety that is associated
    with commercial flight. Commercial airline operators achieve this level
    of safety through a comprehensive system of checks, balances, and
    redundancies. UAM operators will have to operate similarly, and OEM's
    must work with the FAA to adapt existing regulations to new technology.
        We also need to know how these technologies can operate without
    placing a burden on communities neighboring airports in terms of noise
    and other potential annoyances. The FAA plans to continue to apply its
    current noise certification standards to eVTOL aircraft. NASA
    recognizes that community acceptance around noise is more dynamic than
    these standards can measure. Communities need a framework to better
    assess community annoyance and health impacts to fully understand and
    mitigate new aircraft noise.
        To protect disadvantaged communities, I need a framework that
    allows me to work with the FAA to prevent new burdens from being levied
    upon these residents. I need to be able to protect schools, outdoor
    gathering spaces, and recreation facilities from new noise and/or
    increased greenhouse gas emissions. To effectively accomplish this, I
    need to have a certain level of authority in how low altitude airspace
    is managed.
        AAM also needs to meaningfully contribute to our regional economy,
    and to create jobs with good wages. Academic departments and programs
    need support to create the education and training necessary to meet the
    demand of the future workforce. These programs need to target
    institutions that are more accessible to a diverse student body.
    Community colleges and vocational schools--like Los Angeles Trade
    Tech--should receive top priority. Ongoing job training and skills
    development are also crucial, as it typically requires approximately 10
    years of experience to develop capable aeronautical maintenance and
    operations staff.
                                   Conclusion
        We are at a critical juncture in the history of transportation. The
    decisions that we make today can change the trajectory away from our
    past mistakes when we planned for a single mode of transportation. This
    is not just an opportunity for aviation, but for all of transportation,
    to unite and collectively create the transportation system of tomorrow.
    The work that we have in front of us will not be easy, and it will be
    necessary to drive change throughout the system. We owe it to the
    historically neglected communities. We owe it to our health. And we owe
    it to our children, to do everything in our power to keep them from
    having to correct these types of mistakes.
        Thank you once again, Chair Larsen and Ranking Member Graves, for
    allowing me to be here today. I look forward to partnering with you to
    bring forth a new frontier in aviation and transportation. We are ready
    to lead alongside you.

        Mr. Larsen. Thank you, Mayor Garcetti, I appreciate your
    testimony.
        And now I will turn to Mr. Grimsley. Mr. Grimsley, you are
    recognized for 5 minutes.
        Mr. Grimsley. Chairman Larsen and Ranking Member Graves,
    thank you for inviting me to testify today. It is an honor to
    speak with you about the historic and exciting work underway
    within the Choctaw Nation to help safely advance strong
    technology into our National Airspace System.
        In addition to serving as the executive director of
    Advanced Technology Initiatives with the Choctaw Nation, I also
    serve on the board of directors of the Commercial Drone
    Alliance. The efforts of our team have clearly demonstrated
    some of the quantifiable benefits to our own communities in
    using drone technology. Public safety and agriculture are
    particularly impactful applications for us. We are also finding
    that drones can reduce the risk of injury to workers, improve
    productivity, and assist first responders.
        In 2018, the Choctaw Nation made history by becoming the
    first and only Tribal government to be selected by the U.S.
    Department of Transportation to participate in the Drone
    Integration Pilot Program, or IPP, as well as the first Tribal
    government to be recognized by the FAA as a public aircraft
    operator.
        Last year, the Choctaw Nation was invited to continue our
    collaboration with the FAA as part of the BEYOND Program, which
    is focused on advancing beyond visual line of sight drone
    operations, as well as cargo delivery by drone. As part of
    these programs, we have been focused on community engagement
    with public stakeholders, which has been both productive and
    insightful.
        Our Tribe has an interest in emerging technologies as a
    potential equalizer for rural and underserved communities.
    These advancements help communities such as ours make dramatic
    strides in improving overall quality of life. The technology
    that supports drones will continue to advance rapidly and in
    ways that enable the safe, efficient, secure, and
    environmentally responsible use of the airspace.
        The U.S. safety regulatory system for civil aviation has an
    enviable record of stewardship over the busiest and most
    complex aviation system in the world. But in order to sustain
    this vibrancy, our regulatory system needs to evolve to enable
    and support emerging technologies and new entrants into the
    airspace. Although we have made progress in the IPP and BEYOND
    in understanding how our regulatory system needs to evolve to
    integrate drones, our policies lag behind the pace of
    technological advances. This hinders the industry
    unnecessarily.
        Notwithstanding the best efforts of regulators today, drone
    operations remain highly limited and reliant on a patchwork of
    unwieldy, one-off regulatory waivers, rather than a stable and
    standardized regulatory foundation. Without regulatory
    modernization, the drone industry faces uncertainty that
    discourages investment and threatens the survival of innovative
    companies here in the United States.
        Unfortunately, our Nation is at risk of losing our aviation
    leadership role in the world unless we take bold action to move
    into the better future that awaits. Drone technology continues
    to develop, but it is ready now to safely do more than it has
    been able at this time.
        For communities like ours that have already made
    investments in safety infrastructure, drones can offer a more
    economical, cleaner, and safer alternative to surface
    transportation for mobility needs with occupations such as
    cargo delivery by drone. Moreover, we have a relatively less
    busy and complex airspace for drone traffic to traverse. Since
    our geography and others like it is of relatively more benefits
    and relatively less air traffic complexity, regulators should
    be amenable to broadly enabling drone operations in locations
    such as ours.
        Our Nation has long led the world in developing and safely
    deploying aviation technology. We are at risk of losing that
    leadership role with drones. A more conducive regulatory
    environment that enables the U.S. drone industry to scale would
    help build a stronger U.S. manufacturing base and research
    ecosystem serving our country's economic, safety, and security
    interests.
        We simply cannot afford to have U.S.-based companies move
    offshore to develop their technologies in more accommodating
    regulatory environments. We need continuing action and
    oversight by Congress to move forward so that communities such
    as ours can fully benefit from emerging transportation
    technologies. Our safety regulatory system needs specific
    mandates that clearly reflect the intent of Congress, and we
    need accountability of our safety regulatory system to achieve
    those mandates.
        Congress can begin by codifying and funding the FAA's
    BEYOND Program. We must ensure that the lessons we collectively
    learn from these pilot programs translate efficiently into
    permanent reform to our regulatory system. We believe the
    future is bright and that our quality of life can be enhanced
    by responsibly harnessing drone technology, but we need the
    Federal Government's support to ensure that these technologies
    flourish and provide the benefits to society that we know are
    possible.
        Thank you again for having me with you today, and I will be
    happy to answer any questions that you may have.
        [Mr. Grimsley's prepared statement follows:]

    Prepared Statement of James L. Grimsley, Executive Director of Advanced
               Technology Initiatives, Choctaw Nation of Oklahoma
        Chairman Larsen and Ranking Member Graves:
        Thank you for inviting me to testify before the House Committee on
    Transportation and Infrastructure, and Subcommittee on Aviation. It is
    an honor to speak with you today about the historic and exciting work
    underway within The Choctaw Nation of Oklahoma to help safely advance
    commercial drone operations into our national airspace system. Our
    efforts have thus far clearly demonstrated some of the quantifiable
    benefits to society from drones, with agriculture and public safety
    being examples of impactful applications for us. Among other benefits,
    we are finding that drones can reduce the risk of injury to workers,
    improve productivity, and assist first responders.
        I currently serve as the Executive Director of Advanced Technology
    Initiatives with the Choctaw Nation. The Choctaw Nation of Oklahoma is
    the third largest federally-recognized Native American Tribe, and the
    Choctaw Nation reservation is comprised of approximately 11,000 square
    miles in southeastern Oklahoma. I was fortunate to grow up in the heart
    of the Choctaw Nation, and both sides of my family have lived in that
    area for multiple generations. I have great respect and appreciation
    for the Choctaw people and Choctaw culture.
        My professional career has revolved around transportation
    technology, and I have a fascination and passion for both the
    technology and policy aspects of transportation. I serve as a
    Transportation Commissioner with the Oklahoma Department of
    Transportation, and in that role I'm involved in the oversight and
    governance of our state transportation network of highways and bridges.
    I also serve on the Board of Directors of the Commercial Drone
    Alliance. My degrees are in aerospace and mechanical engineering, and
    for the first twenty years of my career I was a technologist, but I
    became actively involved in policy about fourteen years ago. During my
    career I have also been a university research administrator, an
    executive in the defense industry, an entrepreneur, and an engineer
    with the federal government.
     Background on The Choctaw Nation of Oklahoma Drone Integration Efforts
        In 2018, the Choctaw Nation made history by becoming the first and
    only tribal government to be selected by the U.S. Department of
    Transportation to participate in the Drone Integration Pilot Program--
    or ``IPP''. The Choctaw Nation of Oklahoma was selected as part of a
    group of lead participants consisting of tribal, state and local
    governments to focus on safely accelerating the integration of drones
    into our national airspace system. This was historic for the Choctaw
    Nation since, prior to the IPP, tribal governments had not been
    eligible to participate in many technology-related federal government-
    sponsored pilot programs. The Choctaw Nation of Oklahoma is also the
    first tribal government to be recognized by the FAA as a public
    aircraft operator or ``PAO''. We are proud to have an active role in
    the safe integration of drones into the national airspace system to
    support important applications for rural and tribal communities, where
    we believe that drone technology can improve our quality of life,
    health, and safety.
        In 2020, the Choctaw Nation was invited to continue our
    collaborative relationship with the FAA as part of the FAA BEYOND
    program, which is focused on advancing beyond visual line of sight--or
    ``BVLOS''--drone operations, as well as cargo delivery by drone. As
    part of both the IPP and BEYOND, we are also focused on community
    engagement with public stakeholders. It has been exciting to be part of
    the Choctaw Nation team as we have accomplished many historic firsts
    for tribal governments in this exciting area of emerging aviation
    technology.
        Although we have made progress in the IPP and BEYOND in
    understanding how the aviation safety regulatory system needs to evolve
    to integrate drones into our national airspace, overall our regulatory
    system is lagging behind the pace of technological advances, hindering
    the industry unnecessarily. Notwithstanding the best efforts of
    regulators to date, many advanced drone operations remain highly
    limited and highly reliant on a patchwork of unwieldy, one-off
    regulatory waivers rather than a stable and standardized regulatory
    foundation. Obtaining these limited waivers can be very time-consuming,
    and getting a waiver once will not necessarily make it easier to get
    the next waiver. Absent regulatory modernization, industry faces
    regulatory uncertainty that discourages investment and threatens the
    survival of companies attempting to innovate here in the United States.
    Sadly, we have witnessed very well-organized companies that were
    staffed with very qualified technologists abruptly close and cease
    operations, defeated by the lack of a clear regulatory path that
    enables regular operations.
                  Importance of Emerging Aviation Technologies
        The Choctaw Nation of Oklahoma has an interest in emerging
    technologies because we see technology as a potential equalizer for
    opportunities in rural and underserved communities. As we have seen in
    the past, technology advancements can often help rural and remote areas
    make dramatic strides in improving the quality of life for communities.
    In my own lifetime, I have witnessed this with telecommunication
    technology, where today even the most remote areas of the globe can be
    connected through technology, and access to knowledge has expanded
    immeasurably.
        Drones are the result of technological advancements in many areas.
    Distributed electric propulsion allows us to design drones that can
    weigh less than a pound as well as drones that weigh thousands of
    pounds, and virtually any size in between. Advances in electronics and
    onboard avionics allow an ever-improving level of safety,
    controllability, and reliability of these systems. Advances in machine
    learning and image processing can allow the development of systems that
    can analyze and respond to a physical environment in ways that a human
    physically cannot. The technology that supports drones continues to
    advance quickly, and in ways that can be harnessed to advance the safe,
    efficient, secure, and environmentally responsible use of the airspace.
        The U.S. safety regulatory system for civil aviation has an
    enviable record of stewardship over the busiest and most complex
    aviation and airspace system in the world. To sustain this vibrancy,
    however, that regulatory system needs to evolve to enable and support
    emerging technologies and new entrants into the national airspace
    system. Our aviation safety regulatory framework is premised in large
    part on human eyesight as well as humans communicating with each other
    one at a time to safely coordinate flight activities. When humans are
    no longer in the aircraft, and the aircraft flies beyond the line of
    sight of a remote operator or pilot, then our safety regulatory system
    is simply not yet accommodating. Modernizing the regulatory framework
    is crucial in order to fully avail ourselves of the many potential
    benefits of emerging drone technology.
        We are also at a time in our history when there is an increasing
    level of overlap between advanced ground transportation technology and
    emerging aviation technology. The growing prevalence of electric
    propulsion in both ground and aerial vehicles means that we will have
    common infrastructure challenges related to power availability, battery
    technologies, and charging stations. This will directly impact areas
    such as airport construction and modernization. Low-altitude aviation
    operations with drones will also benefit from broadband buildouts
    similar to the ways that advanced ground vehicles will leverage inter-
    connectiveness to achieve constantly improving levels of safety and
    operational efficiencies.
     Overview of the Economic and Social Benefits of Drone Technology for
                               Tribal Communities
        Remote and rural areas within the United States--including Native
    American tribal lands and surrounding regions--have unique challenges
    that may be addressed by the use of small drones. The three primary
    areas where drones show promise are improving efficiencies with
    agricultural production, improving public safety, and enabling
    efficient infrastructure inspections.
        It is important to note that there are also overlaps among these
    three areas. For example, not only can small drones be used to improve
    efficiency for agricultural operations, but they can also be used to
    address emergency response challenges for rural agricultural
    applications such as responding to medical emergencies that may occur
    involving large agricultural operations.
        Some aspects of using small drones for public safety applications
    will also directly benefit scientific research, particularly in our
    understanding the atmosphere at lower altitudes and studying the lower
    atmospheric boundary layer to improve understanding of severe storms
    and ultimately improving severe storm prediction and forecasting
    capabilities. This improved understanding can in turn benefit the
    development of UAS Traffic Management (UTM) systems by creating drone
    management and safety systems that can accommodate dynamic weather
    conditions and flight conditions at low altitudes and at finer
    resolutions than is currently possible.
             Addressing Rural and Remote Infrastructure Inspection
        Traditionally, piloted helicopters have been used to inspect power
    lines as part of maintenance programs. These types of inspections can
    sometimes cost $1,000 or more \1\ per hour, and can put the lives of
    the pilot and crew at risk of serious injury or death (an inspection
    typically requires both a pilot and also an observer/inspector within
    the helicopter). Drones can cut costs of inspections and also reduce
    risks to human life since the operations are ``low, slow and near the
    live wire''.
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    S2212827113006823-main.pdf?_tid=ca
    7d5d82-8ba4-4144-9f45-c2533115c2c4&acdnat=1527878253_f77e8b4ca794b4b5e
    553a30add32eb53
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        Tribal governments are also growing increasingly reliant on small
    drones for a variety of GIS-related tasks to support tribal government
    operations and needs. Within The Choctaw Nation of Oklahoma GIS
    operations currently, a small drone flight operation can cost $500 each
    (including costs for transportation, labor, supplies, etc.). When
    operated under a visual line of sight, or VLOS scenario, a typical GIS
    mapping or inspection mission can require multiple flights. For
    example, a single beyond visual line of sight (BVLOS) flight with a
    range of 2.5 miles could replace as many as five (5) or more VLOS
    flights, resulting in as much as a 5-to-1 cost saving. When BVLOS
    operations are enabled for GIS operations, higher productivity and
    lower operational costs can be achieved.
              Addressing Delays in Medical Response in Rural Areas
        In 2017, Reuters Health reported on the results from a study \2\
    published in the Journal of the American Medical Association (JAMA)
    Surgery that analyzed the differences in wait times for emergency
    medical services between urban and rural areas. Whereas wait times
    averaged 7 minutes in urban settings, rural settings had wait times of
    14.5 minutes or more (and some wait times could be up to 30 minutes or
    more for rural areas). For very large agricultural operations in very
    remote areas, wait times could be significantly more than 30 minutes.
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        \2\ https://www.reuters.com/article/us-health-emergency-response-
    times/be-prepared-for-ambulance-wait-times-idUSKBN1A42KQ
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        In the case of heart attacks, extended wait times can prove fatal.
    For example, it has been reported that access to automatic external
    defibrillators (AEDs) when used swiftly in the first 3-5 minutes of a
    person collapsing have been shown to dramatically increase the survival
    rate of people suffering from cardiac arrest \3\, since brain cells
    begin to die after 4-6 minutes of oxygen deprivation. Unfortunately,
    wait times in rural areas more often prove problematic and fatal in
    these situations.
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        \3\ http://www.cprandfirstaid.net/cpr/aed-guidelines.html
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        Another important health challenge in rural and remote areas is
    emergency delivery of insulin, epinephrine, or related drugs and
    medications that can be critical for treating emergency medical
    conditions. Even if medical professionals and first responders are on
    the scene of a medical emergency, their response can be hindered by
    lack of available equipment or supplies.
        Small drones can fly in direct paths and arrive on scene much
    faster than ground vehicles such as ambulances. Assuming a 30 second
    preparation time before launch, a small drone can easily reach any
    location within a 4.5 mile radius of launch within 5 minutes (or less),
    providing more than a 63 square mile area that can have a response of 5
    minutes or less. However, these scenarios would typically require
    beyond visual line of sight (BVLOS) and also possibly night operation
    capabilities.
              Addressing Farming and Ranching Occupational Hazards
        According to the 2016 Census of Fatal Occupational Injuries \4\,
    farming and agricultural operations ranked 8th in the list of ``most
    dangerous jobs'' in 2016, with an average of 23.1 fatal injuries per
    100,000 workers. Additionally, the CDC reports that every day about 100
    agricultural workers suffer a ``lost-work-time'' injury \5\.
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        \4\ https://www.bls.gov/news.release/pdf/cfoi.pdf
        \5\ https://www.cdc.gov/niosh/topics/aginjury/default.html
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        In 2017, the National Children's Center for Rural and Agricultural
    Health and Safety released a report card and estimated that every three
    days a child dies in agricultural-related incidents \6\. Around 17% of
    those deaths involved motor vehicles, including all-terrain vehicles
    (ATVs). For ``working youth'', tractors were the leading source of
    fatalities followed by ATVs.
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        \6\ https://agfax.com/2017/04/24/farm-and-kids-every-3-days-a-
    child-dies-in-ag-related-accident/
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        Livestock and herd-based agricultural operations have unique
    occupational hazards. These types of operations typically require a
    significant amount of surveillance activities and travel/movement on
    the ground, including:
          Visual inspection/observation/surveillance using ground
    transportation (ATVs, farm trucks, etc.) to assess complete inventory
    status and overall health
          Locating animals that are separated from the herd that
    make them vulnerable to attacks by predators or other potential risks
          Periodic inspection of very long fence lines to ensure
    the integrity of the fencing system
          Identification and tracking of dangerous predators and/or
    invasive species such as wild feral hogs
          Surveillance and inspection of water sources and
    feedstocks to ensure integrity
          Assessment and management of grazing patterns and plans
    to ensure healthy use of land and resources

        Searches for lost animals that have separated from the herd can be
    time-consuming, disruptive to ongoing operations, and expensive. For
    example, a cow may separate from the herd when she is about to give
    birth, which can put the cow and calf at risk of attack and death by
    predators. Complications with the birth can also put both animals at
    risk. The loss of a cow/calf combination can result in a financial loss
    of $4,000 or more for the agricultural producer based on beef prices.
    Cattle producers can spend a significant amount of time searching for a
    lost herd animal, many times at night, which increases the risk of
    injury or death to the agricultural workers that are involved. There
    are additional costs due to the depreciation of ground vehicles used in
    these searches, since often times farm trucks or ATVs are used to cover
    remote rough terrain.
        Many agriculture-related injuries and deaths occur in remote rural
    locations. As noted earlier, rural and remote locations have much
    longer emergency management response times, since it physically takes
    longer for an ambulance or first responder to arrive at the scene of an
    accident or injury. Injuries that occur with livestock and herd
    operations can have even worse response times since in addition to
    limited roads and highways in the rural locations, the actual scene of
    the injury or accident may be at a significant distance from any
    roadways and not easily accessible by vehicle. For example, depending
    on the location within the Choctaw Nation's own 44,000+ acre ranch
    operation, it could take up to an hour or more to reach a remote site
    within the ranch boundaries using ground vehicles. As noted earlier,
    these types of delayed response times can prove fatal in some
    situations.
                   Impacts on STEM and Workforce Preparation
        A very positive impact of the IPP and BEYOND on The Choctaw Nation
    of Oklahoma has been with science, technology, engineering and
    mathematics (STEM) and future workforce development. The visibility of
    our drone research and testing activities has stimulated interest for
    our K-12 students and our STEM educators. The Choctaw Nation of
    Oklahoma has leveraged this interest to create drone camps for our
    Choctaw youth as well as other opportunities to support STEM activities
    within our region and to work to ensure a future workforce pipeline to
    support emerging aviation technologies.
        Many of the public schools within our region are in historically
    impoverished areas that have been underserved. The visibility of our
    IPP and BEYOND activities coupled with the heightened interest in STEM
    as a result of those activities, is enabling us to reach students at an
    early age where positive STEM experiences and exposure to STEM
    opportunities can help instill confidence and strengthen interest in
    future STEM careers. STEM outreach and future workforce development
    will remain a priority of our emerging aviation efforts within The
    Choctaw Nation of Oklahoma.
                   Enhancing Weather Research and Forecasting
        A major challenge for improving the predictions and forecasts for
    severe storms is achieving a better understanding of the lower
    altitudes of the atmosphere, particularly the lower atmospheric
    boundary layer. In 2009, the National Research Council \7\ stated the
    following:
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        \7\ https://www.nap.edu/download/12540

            ``The vertical component of U.S. mesoscale observations is
            inadequate. Assets required to profile the lower troposphere
            above the near-surface layer (first 10) are too limited in what
            they measure, too sparsely or unevenly distributed, sometimes
            too coarse in vertical resolution, sometimes limited to
            regional areal coverage, and clearly do not qualify as a
            mesoscale network of national dimensions. Likewise, vertical
            profiles below the Earth's surface are inadequately measured in
            both space and time. The solutions to these particular
            deficiencies require leadership and infrastructure investments
    ---------------------------------------------------------------------------
            from each of the pivotal federal agencies.''

        For the past several years, researchers at Oklahoma State
    University (OSU) and the University of Oklahoma, in collaboration with
    National Oceanographic and Atmospheric Administration (NOAA) and the
    National Science Foundation (NSF) have conducted research to determine
    the feasibility of using small drones to ``profile'' and observe
    atmospheric conditions at low altitudes in a repeated manner. The
    Choctaw Nation of Oklahoma is proud to be a collaborative partner with
    these institutions as part of this research. The results have been very
    promising thus far, and it is believed that this improved data
    collection could have a profound impact on the accuracy of weather
    models and our overall understanding of the atmosphere at the lowest
    altitudes (which are most critical for understanding severe weather
    phenomena). The potential benefits of monitoring and measurement of the
    lower altitude atmospheric conditions could result in extended warning
    times for severe weather, including tornadoes, and also improved
    accuracy when issuing severe storm warnings. On average, dozens of
    deaths occur in the United States each year from tornado outbreaks \8\.
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        \8\ https://blog.nssl.noaa.gov/nsslnews/2009/03/us-annual-tornado-
    death-tolls-1875-present/
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        In addition to public safety benefits arising from improved
    understanding of lower altitude weather conditions, it is also likely
    that this information and understanding will improve path planning and
    routing for low altitude drone operations, particularly when operating
    within a future UTM framework. Smaller drones are more susceptible to
    lower-intensity weather events like gustiness. Current weather models
    utilize grids that are too coarse for practical benefit to UTM systems.
    Improved observations and monitoring can assist in developing more
    refined and accurate weather models for low altitude observations,
    which ultimately can enhance safety and reliability of small drone
    operations.
        In order to utilize small drones for observation and monitoring of
    the lower boundary layer in a meaningful way, it will be necessary to
    move away from visual line of sight (VLOS) operations with ground crews
    and toward ``one-to-many'' and ``unattended'' operational scenarios.
    Therefore, ``one-to-many'' and BVLOS challenges are the significant
    regulatory hurdles to enabling widespread use of small drones for
    regular atmospheric vertical profiling on a scheduled and recurring
    basis. These ``vertical atmospheric profiling'' operations will
    represent a unique type of BVLOS mission and operation, since the small
    drones will often be tightly-constrained within a cylindrical volume of
    the lower altitudes, and the operations will occur on known intervals
    and schedules (such as regularly every half-hour or hour).
        Improved weather observations will have two potentially
    quantifiable impacts: 1) potential reduction in lives lost due to
    severe weather (when wide-scale monitoring and observations are in
    practice and use and data can be successfully ingested into predictive
    weather models); and 2) improvement in planning and routing for
    operations like drone deliveries (reduction in the loss of platforms
    and payloads due to gustiness and low-intensity weather phenomena).
                     Specific Recommendations for Congress
        In conclusion, we need support and mandates from Congress to more
    efficiently transition the lessons that we learn from initiatives like
    the IPP and BEYOND into permanent reform to our regulatory system. We
    simply cannot remain in a regulatory state where operations are only
    enabled by limited case-by-case exemptions and waivers, since this is
    not a long-term practical approach to managing regular expanded
    aviation operations.
        To accomplish this, I offer two specific recommendations for
    consideration to enable a safe acceleration of drones into the national
    airspace system. For additional recommendations, please see the
    Commercial Drone Alliance's 2021 UAS and AAM policy priorities
    documents, included as an appendix to this statement.
        First Recommendation: Codify the BEYOND Program and Provide
    Funding. The first recommendation that I offer is for Congress to
    codify the BEYOND program, and to provide a statutory foundation for
    the program with clear congressional direction and oversight. The
    BEYOND lead participants have made--and are making--substantial
    investments of resources, money and time to support research and
    testing to safely integrate drones into the national airspace. Any
    legislation addressing BEYOND should include provisions for reporting
    and accountability of the FAA directly to Congress. Although the legacy
    FAA drones test sites are eligible for grant funding from NASA and the
    FAA, the BEYOND lead participants are often excluded from consideration
    for funding from programs such as the UTM Pilot Program (UPP). The
    BEYOND lead participants should also be eligible to receive funding
    from the FAA and NASA to support more generalized integration efforts
    and be allowed to fully participate in these initiatives. The BEYOND
    lead participants are making important contributions to a critical
    national policy challenge, and it is important that these entities be
    eligible for federal funding and support.
        Second Recommendation: Enable Site-Specific Regular Operations. The
    second recommendation that I offer is to mandate that the FAA
    accelerate opportunities for communities and sites that can demonstrate
    the ability to safely scale regular operations, such as drone delivery.
    Some sites, such as The Choctaw Nation of Oklahoma, have already made
    significant investments in ground-based radar and other safety
    infrastructure and mitigations to support safe drone operations today.
    This can serve as an opportunity for industry to innovate and
    demonstrate economic viability by allowing these sites to move forward
    and scale their low-risk low altitude drone operations.
        The Choctaw Nation of Oklahoma has made significant investments
    based on our own bold and ambitious vision and plans. We believe the
    future is bright, and that our quality of life can be enhanced by
    responsibly harnessing emerging aviation technologies. But we need the
    federal government's full support to ensure that these technologies
    flourish and provide the benefits to society that we strongly believe
    are possible.
                                    appendix
        Commercial Drone Alliance's 2021 UAS and AAM Policy Priorities
                                   Documents

                           Policy Priorities for 2021

        Proposed Executive Actions for the First 100 Days of the Biden-
                             Harris Administration
        In January 2021, the Biden-Harris Administration will have a
    significant opportunity to leverage and enable the fast-growing
    commercial drone industry for the benefit of all Americans. The
    Commercial Drone Alliance \1\ has identified several concrete actions
    the White House and Executive Branch can take on Day 1 or within the
    first 100 days of 2021 that will support the continued revitalization
    of the U.S. economy, keep Americans healthy, and enable a safe return
    to work--all while ensuring America's continued leadership in aviation
    innovation and enhancing the growth and development of the U.S.
    commercial drone industry.
    ---------------------------------------------------------------------------
        \1\ The CDA is an independent non-profit organization led by key
    leaders in the commercial drone industry. The CDA brings together
    commercial drone end-users, manufacturers, service providers, advanced
    air mobility companies, drone security companies, and vertical markets
    including oil and gas, precision agriculture, construction, security,
    communications technology, infrastructure, newsgathering, filmmaking,
    and more. The CDA works with all levels of government to collaborate on
    policies for industry growth and seeks to educate the public on the
    safe and responsible use of commercial drones to achieve economic
    benefits and humanitarian gains. Learn more at
    www.commercialdronealliance.org.
    ---------------------------------------------------------------------------
        Drones can provide extensive benefits and essential services to
    American citizens, consumers, and businesses, such as:
          Delivering critical supplies, life-saving medical
    equipment, and medicines;
          Assisting with fire, accident, public safety and natural
    disaster response, crop assessments, search and rescue missions, and
    newsgathering;
          Inspecting and monitoring railroad tracks, bridges, power
    lines, energy facilities, industrial equipment, wind turbines,
    communications towers, parked aircraft, and other critical
    infrastructure.

        The commercial unmanned aircraft systems (UAS or drone) industry
    has been operating safely for years and has a strong history of working
    closely in collaboration with the federal government to safely and
    securely integrate drones into our National Airspace System (NAS). The
    executive actions proposed below will provide vast benefits to the
    American public while promoting safety and security, fostering the
    continued growth of the U.S. economy, enabling the U.S. to continue to
    lead the world in aviation innovation, and supporting the advancement
    of critical UAS, Urban Air Mobility (UAM) and other Advanced Air
    Mobility (AAM) technologies here in the United States. The actions we
    propose here are actions that can be taken by the Executive Branch in
    the short term focused on UAS industry growth; a separate CDA document
    proposes short-term executive actions to promote the UAM and broader
    AAM industry. CDA will follow up with longer term legislative
    priorities separately.
                      Support America's COVID-19 Response
          Enable Drone Delivery Operations at Scale. Beyond
    vaccines and medical supplies, Americans are increasingly seeking
    contact-free delivery service. Industry is evolving quickly to meet
    these needs--but the regulatory frameworks struggle to keep pace. The
    Federal Aviation Administration (FAA) should accelerate efforts to
    integrate routine Beyond Visual Line of Sight (BVLOS) operations into
    the National Airspace System. To safely and broadly enable UAS delivery
    operations to communities in need, the White House should direct the
    FAA to provide a scoring matrix system that identifies criteria and
    assigns point values in order to create a transparent, predictable
    process for UAS operators to attain air carrier status. If necessary,
    the White House should direct the Office of Information and Regulatory
    Affairs to fast-track regulatory changes. Streamlining of UAS-critical
    processes will promote innovation while ensuring that technological and
    safety advances are implemented efficiently.
          Broadly Enable Expanded Commercial Drone Operations.
    Broadly enabling flights over people, BVLOS, and at night in a safe and
    secure manner is critical to unlocking the benefits of using drones for
    many commercial and public safety tasks, including buttressing the
    nation's COVID-19 response. This will also foster new job opportunities
    within the industry. The White House should require the FAA to enable a
    safe and workable framework for operations over people, including over
    moving vehicles. The White House should also direct the FAA to
    expeditiously prioritize expansion of true BVLOS operations by
    providing guidance and a detailed framework for building an acceptable
    safety case for such operations that do not require visual observers.
          Unlock High-value, Low-Altitude Operations. The
    Administration should unlock the airspace by starting from the ground
    up--literally. On Day 1, the President should issue an Executive Order
    directing the FAA to enable low-altitude BVLOS operations to inspect
    critical infrastructure across the country, such as bridges, energy
    facilities, and railroads. Low-altitude BVLOS operations would offer
    incredible value, enabling state DOTs and commercial operators to
    inspect infrastructure more effectively, at a lower cost, while
    maintaining social distancing requirements that have impacted
    inspection crews. BVLOS flights would be limited to a low altitude
    within close proximity of the operator. Authorizing commercial
    operators to conduct these operations within a framework designed to
    ensure safety would buttress our nation's COVID-19 response, propel
    innovation and efficiency and advance U.S. leadership in aviation.
          Launch Vaccine Delivery UAS Rapid Response Task Force.
    Once the nation has access to a vaccine to combat COVID-19, it will be
    critical to immediately distribute the vaccine to the vast majority of
    all Americans, including those in hard-to-reach areas. The
    Administration should launch a UAS Vaccine Delivery Rapid Response Task
    Force with a focus on the areas hardest hit by the coronavirus to
    enable UAS delivery of vaccines and other critical supplies to
    vulnerable and difficult-to-reach populations, including to remote,
    rural, and tribal areas. To ensure success of the program, the FAA must
    provide clear benchmarks for UAS vaccine delivery approvals to enable
    rapid response efforts.
                           Put Americans Back to Work
          Promote State/Local Planning for UAS Activities. To put
    Americans back to work and enable innovation to prosper safely here at
    home, we must support state and local governments as they undertake
    strategic planning for ``next-generation'' infrastructure systems. As
    air transportation needs evolve, vertiports, dronepads, and digital
    systems will become increasingly necessary. Direct NASA and the FAA to
    work with industry to provide guidance to enable states and cities to
    plan for UAS/UAM activities. In addition, match funding and provide
    logistical support for state and local governments to pilot UAS/UAM
    infrastructure and other programs that promote innovation.
          Grow U.S. UAS Manufacturing Capabilities and the Supply
    Chain System. In an effort to put Americans back to work and promote
    American competitiveness, the White House should work with NASA, DOD,
    DOT, FAA, DOC and other agencies to immediately grow and fast-track UAS
    manufacturing capabilities in the United States. Relatedly, in order to
    stimulate the UAS marketplace, the White House should support NASA's
    ongoing efforts to build a reliable U.S. UAS supply chain system and to
    identify gaps and vulnerabilities in the current supply chain system
    for unmanned vehicles, as well as downstream components. Collaboration
    between the federal government and industry on these important issues
    is critical to open the industry safely and securely.
          Launch Workforce Initiative to Transition Veterans into
    the Commercial Drone Sector. Direct the FAA, Veterans Administration
    (VA), and White House to coordinate with private industry on the
    development of a program aimed at recruiting experienced veterans into
    jobs within the civil drone industry. This initiative would help put
    experienced veterans back to work and leverage their skills and
    knowledge to benefit the American public and the UAS industry.
          Promote Diversity in the UAS Industry. Work with and
    incentivize private industry to attract diverse talent to the fast-
    growing and emerging UAS industry. Ensuring a wide range of
    experiences, perspectives, and skills in the industry will grow the
    economy while providing better solutions and driving innovation and
    creativity for the benefit of the American public.
                                 Enhance Safety
          Empower the FAA's UAS Integration Office. Empower the UAS
    Integration office to become the office of primary responsibility for
    most UAS-related waivers and approvals. The UAS Integration Office is a
    champion for safe and secure UAS integration, but currently lacks the
    internal authority necessary to maximize its effectiveness. The White
    House should immediately empower the UAS Integration Office to ``own''
    certain regulatory approvals.
          Implement a Comprehensive Remote Identification
    Framework. Remote Identification (remote ID) is a crucial step towards
    expanded and scalable drone operations, which is the key to unlocking
    the enormous potential of commercial UAS operations here in the U.S.
    Implementation of a comprehensive remote ID framework that supports all
    airspace users will enable future development and commercialization of
    UAS operations.
          Enhance UAS Industry Access to Spectrum. The successful
    realization of the public benefits of UAS operations requires access to
    spectrum to ensure the full integration of UAS into the NAS, and the
    corresponding public benefits. The White House should direct the FCC to
    work quickly to enable all available communications technology for the
    industry, for the benefit of American society.
          Prioritize UAS Experience in the Executive Branch. In
    considering new political appointments, hire into senior positions
    within the White House and relevant executive branch agencies personnel
    that understand and appreciate the value and safety benefits of UAS
    operations to government, industry, and the American public.
          Promote Global Standardization and Harmonization on UAS
    Regulations. Global standardization and harmonization of requirements
    and approvals for the commercial drone industry will enhance safety and
    promote the ability of U.S. companies to operate and sell UAS-related
    products and/or technology abroad. Global standardization will also
    support U.S. companies in the global UAS industry supply chain.
          Streamline FAA Processes Governing UAS Operations.
    Streamline FAA processes to promote transparency, enhance regulatory
    accountability and consistency, and improve communication around
    regulatory approvals, which will promote safety and enable expanded
    operations that benefit the American public. The FAA's review process
    must recognize that small UAS (those below 55 pounds) present far lower
    levels of risk that manned aircraft. Indeed, many drones used to
    conduct highly valuable inspections of critical infrastructure weigh
    less than five pounds. Even so, the FAA continues to apply incongruous
    standards and approaches designed for manned aircraft to very small
    drones performing safe and highly effective operations. That must
    change. U.S. leadership in aviation and Artificial Intelligence hangs
    in the balance.
          Appoint a Domestic Drone Interagency Coordinator. Appoint
    a Domestic Drone Interagency Coordinator to coordinate, streamline, and
    improve efficiencies around interagency processes related to UAS
    integration. UAS is a fast-growing, high-value sector of the economy.
    At present, interagency disagreements sometimes linger longer than
    necessary. Although these disagreements are part of the governing
    process, a Domestic Drone Interagency Coordinator could help to forge
    consensus, respond to concerns, and drive the regulatory system and the
    industry forward. Creating such a position would advance innovation and
    maintain U.S. leadership in the rapidly expanding drone economy.
          Implement UAS Traffic Management. Direct the FAA to
    expeditiously implement UAS traffic management (UTM), which will safely
    enable new types of UAS operations in low altitude airspace. UTM is a
    critical safety and security tool comprised of services and protocols
    offered by qualified providers to drone operators, and it will enable
    advanced drone operations by digitalizing current air traffic control
    procedures. These services will help the drone industry to conduct
    operations Beyond Visual Line of Sight, deliver packages, inspect
    infrastructure, and conduct life-saving humanitarian missions. Early
    successes by the FAA and NASA have yielded globally-recognized UTM
    services and form the basis for international adoption. The United
    States should continue to support efforts to validate and
    operationalize the development of UTM capabilities and standards.
                       Foster Innovation and Competition
          Enable Data Sharing to Lift Barriers to Commercial Drone
    Industry Growth. Open the resources of the federal government to spur
    innovation, including by sharing radar and other relevant data
    collected by the federal government while maintaining appropriate
    privacy and security measures. Data-sharing will lift critical barriers
    to industry growth and enable the UAS industry to help respond to the
    COVID-19 crisis. Lack of access to federal government data has
    inhibited the ability to identify trends and leverage the collective
    experience of the UAS industry to drive innovation and
    commercialization. The White House should direct FAA to launch a joint
    working group with industry to identify key information needs, data
    priorities, and recommended access processes.
          Enable Large UAS. Large UAS have tremendous potential to
    conduct operations safely and economically with significant public
    benefits--from agricultural operations to natural disaster assessments,
    public safety activities to commercial delivery, to passenger
    transportation and much more. However, to enable these significant
    benefits, clarity is needed. The White House should therefore direct
    the FAA to expeditiously establish a clear regulatory roadmap and
    provide regulatory certainty for certification and operation of large
    UAS.
                                Promote Security
          Protect Critical Sites. UAS security is an issue of
    national importance. Section 2209 of the FAA Extension, Safety and
    Security Act of 2016 requires the FAA to establish a procedure by which
    operators or proprietors of fixed site facilities can prohibit or
    restrict the operation of UAS in close proximity to such facilities.
    Once implemented, this important requirement will enhance UAS security
    efforts, yet the deadline for rulemaking has come and gone. The White
    House should require the FAA to implement Section 2209 immediately.
          Implement a ``Known Operator'' Program for UAS. While
    innovation has moved quickly forward, policymaking has lagged behind.
    The White House should direct the FAA or DHS to implement a ``Known
    Operator'' program to enhance safety and security protocols, promote
    regulatory compliance and incentivize authorized commercial operators
    (or public safety operators) to proactively gain the trust of public
    officials and the public. This program will enable positive use cases
    for commercial UAS while prioritizing safety and security. Such a
    program could be similar in concept to the TSA Precheck system and the
    TSA Known Shipper Program.
          Enhance Drone Security. It is a national security problem
    that, notwithstanding security issues around rogue drone use at
    sensitive sites, private industry and state and local public safety
    agencies do not have the legal ability to broadly test various counter-
    UAS technologies here in the United States. The White House should seek
    authority to enable the safe expanded testing of counter-UAS
    technology. In doing so, the White House should direct the FCC to issue
    experimental licenses to counter-UAS providers to allow them to test
    radio frequency (RF) based counter-UAS systems in areas that will not
    interfere with the public.
          Streamline Drone Security Efforts. The national security
    agencies should publicly share a UAS Security National Plan to develop
    and review the federal government's counter-drone capabilities with an
    implementation timeline, as well as relevant goals over the next five
    years. The National Plan would document counter-UAS and air domain
    awareness requirements, and provide an implementation plan inclusive of
    funding, programs, and support for appropriate expanded counter-UAS
    authorities.
                      Promote U.S. Leadership in Aviation
          Demonstrate Leadership in Global Aviation. The United
    States must swiftly implement enabling UAS regulations, which are
    necessary to allow innovation to safely scale and to regain U.S.
    leadership in aviation innovation. It has been five years since there
    has been any significant regulatory action to enable drone use in the
    U.S., while other countries have raced ahead, including the European
    Union, Canada, Australia, and many others. The White House can also
    demonstrate continued U.S. leadership in global aviation and UAS
    integration specifically by immediately appointing a U.S.
    representative to the International Civil Aviation Organization, a
    specialized agency of the United Nations which supports a safe,
    efficient, secure, economically sustainable and environmentally
    responsible civil aviation sector.
          Integrate Drones into the NASA STEM Engagement Program.
    Direct NASA to incorporate drones into its STEM Engagement Program,
    which is designed to build a diverse future STEM workforce by engaging
    students in authentic learning experiences with NASA people, content,
    and facilities. Work with industry to identify unique educational
    opportunities (such as university apprenticeships) and public outreach
    initiatives that will enhance public understanding of UAS operations
    and support the federal government's ongoing efforts to enable safe and
    secure UAS integration.

                 Urban Air Mobility Policy Priorities for 2021

        Proposed Executive Actions for the First 100 Days of the Biden-
                             Harris Administration
        In January 2021, the Biden-Harris Administration will have a
    significant opportunity to advance the adoption of new aviation
    technologies that add to our transportation solutions, reduce
    congestion along heavily burdened corridors, and demonstrate U.S.
    leadership in sustainable aviation technologies and innovation.
    Together these innovations unlock a new industry that can spur regional
    growth and U.S. jobs creation.
        The Commercial Drone Alliance (CDA) \1\ has identified several
    concrete actions the White House and Executive Branch can take on Day 1
    or within the first 100 days of 2021 that will ensure America's
    continued leadership in aviation innovation and facilitate the
    development of Urban Air Mobility (``UAM'') technology in the U.S. and
    shape the global policy and regulatory approach.
    ---------------------------------------------------------------------------
        \1\ The CDA is an independent non-profit organization led by key
    leaders in the commercial drone industry. The CDA brings together
    commercial drone end-users, manufacturers, service providers, advanced
    air mobility companies, drone security companies, and vertical markets
    including oil and gas, precision agriculture, construction, security,
    communications technology, infrastructure, newsgathering, filmmaking,
    and more. The CDA works with all levels of government to collaborate on
    policies for industry growth and seeks to educate the public on the
    safe and responsible use of commercial drones to achieve economic
    benefits and humanitarian gains. Learn more at
    www.commercialdronealliance.org.
    ---------------------------------------------------------------------------
        Electric vertical takeoff and landing aircraft (eVTOL) and other
    emerging clean-fuel aircraft technologies promise many benefits,
    including but not limited to:
          Reducing passenger travel times, surface congestion and
    overall transportation emissions through air taxi passenger flights in
    urban centers
          Connecting smaller communities to urban centers through
    new regional air mobility and complementing existing surface
    transportation systems by providing linkages to transit and intercity
    rail facilities
          Promoting economic development and local jobs through
    greater use of existing heliports and airports
          Improving mobility by integrating existing transit and
    regional commuter systems into multi-modal and multi-dimensional
    transportation platforms
          Additional applications including supporting emergency
    response during natural disaster emergencies and supplementing package
    delivery applications

        Executive Branch actions that promote U.S. investment and
    leadership in UAM will advance a growing U.S. industry and sustain U.S.
    leadership in aviation. CDA recommends the following focused executive
    branch initiatives to continue to drive this innovation.
                     Establish UAM Leadership & Governance
        To enhance accountability and promote innovation, the
    Administration should immediately:
          Create FAA Leadership Position and Office Dedicated to
    Urban Air Mobility. Immediately establish an executive-level leadership
    position and office with responsibility for promoting UAM policy
    development and addressing UAM-specific considerations including
    aircraft and operator certification pathways, battery standards,
    infrastructure standards, airspace integration and management, and
    community engagement.
          Prioritize UAM activities within the Office of Science
    and Technology Policy (OSTP). Appoint a dedicated UAM Senior Advisor
    within OSTP to act as a liaison between industry and federal agency UAM
    leads. Create regular forums to advance public-private partnership
    initiatives.
          Establish UAM Advisory Panel for DOT. Direct the
    Secretary of Transportation to assemble a UAM Advisory Panel composed
    of a diverse group of industry, local, state and Federal stakeholders
    to examine the state of the industry, identify gaps in relevant policy/
    regulations, and make recommendations on ways DOT can advance progress.
          Pursue Public-Private Partnerships and Flexible
    Regulatory Pathways. Demonstrate continued commitment to U.S.
    investment and leadership in emerging aviation technologies through
    industry-government collaboration. Advance UAS/UAM integration in the
    National Airspace System through support for initiatives such as the
    U.S. Air Force's Agility Prime.
          Demonstrate Leadership in Global Aviation. Appoint a U.S.
    representative to the International Civil Aviation Organization (ICAO)
    to demonstrate global leadership in developing standardized and
    harmonized approaches for airspace and infrastructure.
                       Support Infrastructure Development
        Especially in the era of COVID-19, the Administration can spur job
    growth in state and local communities, and support the UAM/aviation
    industry, by taking the following steps:
          Expand Federal Financing Eligibility to Aviation. Expand
    Transportation Infrastructure Financing Improvement Act (TIFIA)
    financing program eligibility to airports, cities and developers
    seeking to build out physical infrastructure to support UAM operations.
          Promote R&D by Enabling eVTOL Aircraft Testing at Federal
    Facilities. Sponsor access to FAA, NASA and DOD flight test facilities
    for eVTOL aircraft test programs to unlock data collection and research
    opportunities.
          Launch a National Vertiport Demonstration Challenge.
    Establish a National UAM Vertiport Development Challenge through a
    joint FAA-industry-localities working group that supports early
    identification of sites and the development of prototype vertiport
    facilities through a competitive process.
          Provide Grant Funding for Innovative Multi-Modal
    Infrastructure Projects. Expand the US DOT's Better Utilizing
    Investments to Leverage Development (``BUILD'') discretionary grant
    program (previously the TIGER grant program) eligibility to support
    State and local innovative multi-modal infrastructure projects that
    would provide facilities to serve transit, commuter rail, and/or
    intercity rail, and air transportation in a combined facility. Consider
    a specific carve out of annual BUILD awards to support multi-modal
    advanced aerial mobility projects (passenger or freight) to enable UAS
    infrastructure.
          Ensure Data Communications Access. Support the safe and
    scalable integration of UAM into the National Airspace through
    equitable access to both refarmed and new Spectrum licenses.
          Fund FAA eVTOL Noise Research. Resource and initiate
    collaborative research to define appropriate noise metrics and
    methodologies for use in assessing community impacts associated with
    electric aircraft.
          Grow U.S. UAM Manufacturing Capabilities and the Supply
    Chain System. In an effort to put Americans back to work and promote
    American competitiveness, the White House should work with NASA, DOD,
    DOT, FAA, DOC and other agencies to grow and fast-track UAM
    manufacturing capabilities in the United States. Relatedly, in order to
    stimulate the UAM marketplace, the White House should support NASA's
    ongoing efforts to build a reliable U.S. UAM supply chain system and to
    identify gaps and vulnerabilities in the current supply chain system
    for unmanned vehicles, as well as downstream components. Collaboration
    between the federal government and industry on these important issues
    is critical to open the industry safely and securely.
                         Invest in Future UAM Workforce
        To create good-paying jobs here in the United States and support
    the workforce, the Administration should:
          Promote STEM Programs in Emerging Aviation Technologies.
    Promote STEM initiatives focused on UAM infrastructure, battery
    technology, vertical flight, autonomy, and more to advance interest in
    emerging technologies and provide diverse workforce opportunities.
                         Institute UAM Safety Standards
        Safety is always paramount when promoting innovation. To that end,
    the Administration should work right away to:
          Implement Recommendations on Safety Management Systems
    (SMS). Implement recommendations of the Special Committee Report on
    Aircraft Certification that were delivered to the Secretary of U.S. DOT
    earlier this year.\2\ Establish a formal mechanism for government-
    industry collaboration to develop voluntary safety programs specific to
    UAM based on those that have delivered proven safety benefits to
    traditional aviation operations.
    ---------------------------------------------------------------------------
        \2\ https://www.transportation.gov/sites/dot.gov/files/2020-01/scc-
    final-report.pdf

        Mr. Larsen. Mr. Grimsley, thank you for your testimony.
        I will now turn to Mr. Adam Bry of Skydio. Mr. Bry, you are
    recognized for 5 minutes.
        Mr. Bry. Chairman Larsen, Ranking Member Graves, and
    members of the subcommittee, thank you for the opportunity to
    be here today.
        We meet at the dawn of a new era in flight. Electric
    propulsion and autonomy will transform aviation, and small
    drones are at the forefront. This new class of small, electric
    drones will have a profound impact on our economy and our
    national security. The countries that lead the way will help to
    define this new era. Even though the drones are small, the
    stakes are high.
        For the recent past, the drone industry has been dominated
    by manually controlled drones that are hard to fly and easy to
    crash. Eighty percent of these drones are made by companies
    based in China and come with a slew of cybersecurity concerns.
    Many have assumed it will always be this way, but much like the
    shift from flip phones to smart phones, the drone market is
    ripe for a transition from hardware-defined products to
    software-enabled solutions. And just as with phones, there is
    an opportunity for U.S. companies to lead the way with the
    potential to create tens of thousands of jobs here in the U.S.
        I believe drones hold the promise of making our world
    dramatically better: safer, more creative, and more productive.
    And that the key to realizing that promise is making drones
    smart enough to fly themselves. That is why my cofounders and I
    started Skydio in 2014.
        Skydio is a software and artificial intelligence company.
    Our drones use computer vision and AI to build a real-time 3D
    map of the environment, avoid obstacles, and automate complex
    tasks. Thanks to an incredible team, we are now the largest
    U.S. drone manufacturer and a world leader in autonomous
    flight. We have grown to employ hundreds of people across the
    country, but we are still small compared to the total
    opportunity.
        Having a strong domestic drone industry is important for
    our security, economy, and values. Once viewed as consumer
    toys, drones have become essential tools for a wide range of
    applications including national defense and inspecting critical
    infrastructure. Our customers include roof inspectors that use
    drones to assess damage after storms, rather than them climbing
    the roof and putting themselves in danger.
        Telecom inspectors use drones to create digital twins of
    cell phone and transmission towers while remaining safely on
    the ground. As one of our customers put it, ``When you use a
    drone for these inspections, you're not reducing an injury,
    you're reducing a death.''
        We manufacture our drones in the U.S., building thousands
    per month. This gives us the fastest development times, the
    highest quality, and the highest levels of supply chain
    security. The more the market relies on American companies, the
    more jobs we will create in the United States, and the more we
    will be able to trust drones to keep our data secure. We should
    also ensure that taxpayer funds support U.S. jobs. For example,
    DoD's Blue UAS Program has boosted the industry by relying on
    domestic drone companies like Skydio to equip our soldiers with
    the most advanced drone technology.
        Most importantly, the stronger the domestic drone industry,
    the more this technology will reflect democratic values. In
    2020, Skydio became the world's first drone company to issue a
    set of ethical principles to guide our work. We consider the
    holistic impact of our products with particular focus on
    privacy and civil liberties.
        This committee is considering a generational investment in
    America's infrastructure. In addition to investing in the
    infrastructure itself, this committee has a profound
    opportunity to improve the way we maintain it. To ensure the
    safety of America's infrastructure, inspectors put themselves
    in harm's way by climbing towers, repelling from bridges, and
    riding in gas-guzzling bucket trucks, which sometimes tip over.
        Drones revolutionize infrastructure inspection, getting
    better data with a fraction of the cost, risk, and carbon
    footprint. That is why almost every State department of
    transportation has started a drone program. Congress has an
    opportunity to capitalize on those benefits, including by
    enacting a grant program for infrastructure inspection. The
    program would enhance safety and efficiency by providing grants
    to State and local agencies to inspect America's highways and
    bridges with drones. It can also offer grants to educate
    workers on drone technology.
        Whether this new era of aviation is led by the U.S. or
    other nations will depend on a regulatory approach. The key is
    to unlock the airspace from the ground up, enabling workers to
    inspect America's infrastructure with small, light drones
    flying low to the ground and beyond line of sight. These
    operations can be conducted safely now as demonstrated by North
    Carolina DOT's groundbreaking statewide waiver to inspect
    bridges using Skydio drones.
        I am grateful to the committee for holding this hearing.
    Working together, we can ensure the United States leads this
    new era of aviation, providing extraordinary benefits for our
    economy, our security, and our infrastructure. Thank you.
        [Mr. Bry's prepared statement follows:]

     Prepared Statement of Adam Bry, Chief Executive Officer, Skydio, Inc.
        Chairman Larsen, Ranking Member Graves, members of the
    Subcommittee, thank you for the opportunity to appear before you today.
    We meet at the dawn of a new era in flight. Electric propulsion and
    autonomy are transforming aviation as we know it. Small drones are at
    the forefront of both of these trends. The technologies, regulations,
    companies, and countries that lead the way with small drones will help
    to define this new era. Even though the drones are small, the stakes
    are large.
        I am the co-founder and CEO of Skydio, an American company on the
    front lines of this transformation. Founded in 2014, Skydio is now the
    largest U.S. drone manufacturer by volume and a world leader in
    autonomous flight. Our customers include consumers creating amazing
    videos, construction companies tracking project progress, state
    departments of transportation inspecting infrastructure, energy
    utilities monitoring transmission lines, public safety agencies
    responding to emergencies, and U.S. and allied soldiers observing
    battlefield threats. In each of these applications, drones are helping
    to make our world more productive, creative, and safe.
        My own aviation journey began 20 years ago when I began building
    and flying remote controlled (R/C) aircraft, eventually winning a
    national championship in R/C aerobatics. This hobby fueled a passion
    for engineering. I studied mechanical engineering at Olin College, and
    received my master's in aerospace engineering at MIT. There, I helped
    to pioneer autonomous flight for drones, transferring my skills as an
    R/C pilot into software that enables drones to fly themselves. After
    graduating, I co-founded Google's drone delivery program.
        In 2014, my co-founders and I started Skydio. We saw the potential
    of drones to transform a wide range of industries and applications. We
    believed that autonomy--the ability for a drone to fly itself and
    perform complex tasks on its own--is essential to realizing the promise
    of drones. Skydio is a software and Artificial Intelligence (AI)
    company at heart. Skydio drones use advanced computer vision and AI to
    build a real-time, 3D map of the environment, plan collision-free paths
    around obstacles, and automate complex tasks. We build hardware that
    embodies and accentuates our software.
        The drone industry has long been defined by manually controlled
    drones manufactured at low cost in China. But this is not the future.
    In the early 2000s, Nokia held a dominant position in the global cell
    phone market. In 2007, Apple released the iPhone, a software-centric
    device that made phones infinitely more useful by making them more
    intelligent. Apple not only captured market share, but dramatically
    grew the market for phones globally. We believe the drone industry is
    ripe for a similar transition, and there is an opportunity for U.S.
    companies to once again lead that revolution.
        Today we consider how to capture the benefits of this
    transformation. This Committee will play a profoundly important role in
    setting the conditions for U.S. leadership in aviation and safety. To
    assist the Committee, I will outline my views on the strategic
    importance of the domestic drone industry, how to harness the full
    potential of drones to keep America's aging infrastructure safe and
    resilient, and how to shape a regulatory system designed to ensure U.S.
    competitiveness and safety.
      I. Playing to America's Strengths: The Strategic Importance of the
                            Domestic Drone Industry
        The story of the domestic drone industry has been defined by
    struggle. For example, GoPro, a multi-billion-dollar company, launched
    a consumer drone to great fanfare. Then their drones started falling
    out of the sky. GoPro soon shuttered their drone business. Sensational
    headlines followed. ``The dream of an American drone may be dead,'' one
    headline speculated. Analysts suggested that when it came to
    ``engineering [drones] in the US,'' we should ``forget about it.''
        That advice appeared well-founded. Before GoPro exited the market,
    another U.S. company, 3D Robotics, launched a drone called the Solo
    that sold thousands of units with features similar to Chinese drone
    company DJI. Then DJI began to ``turn the screw,'' massively lowering
    the prices of its own products,'' and ``dropping the bottom out of the
    market.'' 3D Robotics stopped making drones, deciding instead to design
    software for use on the very Chinese drones that pushed them out of the
    market. PrecisionHawk, another promising company that once testified
    before this committee, also left the hardware market to make software
    for use on DJI drones (and drones made by other companies).
        Today, companies based in China dominate the U.S. market with more
    than 80% of the market share. DJI alone accounts for approximately 70%
    of the market. As the following graphic reveals, the domestic drone
    market is unlike almost any other.

    a. America's Advantage
        However unhealthy the market may be, reports of the death of the
    domestic drone industry are greatly exaggerated.
        The way to build a sustainable and secure domestic drone industry
    is to embrace areas of natural advantage. In the past, domestic drone
    companies sought to beat foreign competitors at their own game:
    producing commodity hardware devices, sometimes even making them in
    China and selling them here.
        In today's crowded and competitive marketplace, dominated by
    foreign firms, homegrown companies will succeed when they focus on
    areas where the U.S. holds an advantage, such as AI. As graduate
    students, my co-founders and I studied at MIT's Computer Science and
    Artificial Intelligence Lab (CSAIL)--one of the world's leading centers
    for AI research. Our research in advanced navigation was funded, in
    part, by the Army Research Laboratory and the Office of Naval Research.
    CSAIL's roots trace back to the early days of the U.S. space program,
    where America led the way in sensor fusion software and navigation
    computers that enabled us to land on the moon. At MIT, we built a
    fixed-wing aircraft capable of flying itself autonomously through a
    parking garage. Skydio's technology grew out of that early research and
    experimentation. We hope to be another success story in the tradition
    of our nation's commitment to basic research.
        Today, Skydio has experienced incredible growth based on the demand
    for our AI-powered drones. From state departments of transportation, to
    fire departments, to federal agencies, we are fortunate to have
    hundreds of public sector customers that are excited to have an
    American drone alternative to DJI, and even more excited about getting
    more powerful products with the benefits of autonomy. Our customers are
    at the center of our success.
        Skydio is also proud to support our service members. The Defense
    Innovation Unit and other forward-leaning government initiatives have
    helped us connect with military end users, in whose hands our products
    can save lives. The U.S. Army, for example, recognized that consumer
    and commercial drone products were racing ahead of traditional defense
    systems. Rather than acquire expensive and outdated technology from
    traditional defense contractors, the Army launched a new effort, the
    Short Range Reconnaissance Program, to equip soldiers with world-
    leading technology produced here at home.
        On the strength of that demand, we have grown from employing three
    people to hundreds of people across the country. We design and assemble
    thousands of drones a month in the United States. And we are expanding
    rapidly around the world. With every drone we sell, and every new
    employee we hire, we disprove the myth that American companies cannot
    compete in the domestic drone market. American companies can compete--
    and win. The key is to focus on areas of asymmetric advantage--and no
    area provides more of an advantage than AI.
    b. The Strategic Importance of the Domestic Drone Industry
        Maintaining a viable domestic drone manufacturing base matters for
    three reasons.
        Creating Good-Paying Jobs, Benefiting the Economy: The small drone
    market has a big economic impact. According to Levitate Capital, ``The
    global drone economy will grow from $15B to $90B by 2030.'' The U.S.
    represents the largest share of that market, with an overall size of
    $8B in 2020, growing to $16B in 2025, and $34B in 2030.
        Right now, more than 70% of the true value of that market is held
    by foreign companies. The more the market relies on American companies
    that produce their products at home, the more high-skill, good-paying
    domestic manufacturing jobs we can bring back to the United States.
    That goal deserves bipartisan support.
        In addition to hiring U.S. workers, U.S. drone manufacturers
    support domestic component suppliers. For example, the Skydio X2 uses a
    breakthrough carbon fiber component produced by Arris, a U.S. startup
    based in California, that would have otherwise required 17 separate
    parts. Skydio is proud to be the first commercial customer of Arris,
    which manufactures its components in the U.S.
        Protecting National Security: Once viewed as little more than
    consumer toys, drones have become essential tools for a wide range of
    applications, including national defense and inspecting critical
    infrastructure. Depending on a strategic competitor to meet the
    nation's technology needs is neither healthy nor prudent.
        To be clear, the Chinese government represents the central threat,
    not Chinese companies. The Chinese government has the legal ability to
    demand data from Chinese companies operating anywhere in the world--
    without due process and the rule of law. DJI officials have
    acknowledged, under oath, the company's obligation to comply with those
    requests. Basic cybersecurity standards cannot buy down that risk.\1\
    That is why Congress prohibited DOD, in the Fiscal Year (FY) 2020
    National Defense Authorization Act (NDAA), from procuring drones
    manufactured in China. We support legislation extending that common-
    sense approach to other federal agencies.
    ---------------------------------------------------------------------------
        \1\ In characterizing the risks presented by DJI drones, the former
    Undersecretary of Defense for Acquisition, Ellen Lord, acknowledged
    that the Defense Department ``know[s] that a lot of the information is
    sent back to China.'' Billy Mitchell, Pentagon plans drone event for
    new VC, startup matchmaker program, Fedscoop, Aug. 28, 2019, https://
    www.fedscoop.com/dod-uas-drones-trusted-capital-marketplace-program-
    ellen-lord/. See also Frank J. Cilluffo (Auburn University), Testimony
    to the U.S. House of Representatives Committee on Transportation and
    Infrastructure, Hearing on the Impacts of State-Owned Enterprises on
    Public Transit and Freight Rail Sectors, p. 3-4, May 16, 2019, https://
    transportation.house.gov/imo/media/doc/Testimony%20-%20Cilluffo.pdf
    (``Chinese [drone] companies, for example, may be legally required to
    help advance the mission and goals of China's security and intelligence
    services. The use of UAS also raises the prospect of cyber/physical
    convergence, whereby cyber tools and operations may be invoked
    (particularly by an adversary with hostile intent) to generate kinetic
    or real-world consequences.'').
    ---------------------------------------------------------------------------
        Ultimately, the only way to trust a digital device is to trust the
    company that developed it and the legal framework in which they
    operate. That is something Skydio takes seriously. We design, assemble,
    and support all of our products in the U.S. We develop our software in-
    house and source our processors from U.S. companies. The result is a
    homegrown aircraft that reflects the best of American innovation,
    trustworthiness, and craftsmanship.
        As a result of Skydio's commitment to supply chain and cyber
    security and high level of product performance, the U.S. Defense
    Department named Skydio one of a handful of ``Blue sUAS'' companies in
    2020. DOD also determined that Skydio's flagship enterprise product,
    the Skydio X2, complies with the rigorous supply chain security
    restrictions in the FY20 NDAA provision mentioned above.
        Our Values: Most importantly, the stronger the domestic drone
    industry, the more this critical area of emerging technology will
    reflect democratic ideals and values.
        The final report of the National Security Commission on AI
    recognizes that the U.S. finds itself in an ``AI competition'' with an
    emboldened China. According to the Commission, ``The AI competition is
    also a values competition. China's domestic use of AI is a chilling
    precedent for anyone around the world who cherishes individual liberty.
    Its employment of AI as a tool of repression and surveillance . . . is
    a counterpart to how we believe AI should be used.''
        Months before the release of the Commission's report, the U.S.
    Commerce Department placed DJI on the entity list for supporting
    China's suppression of the Uighur people in Xinjiang. The listing noted
    the nexus to ``widescale human rights abuses within China . . . or
    high-technology surveillance, and/or . . . the export of items by China
    that aid repressive regimes around the world.''
        That underscores the importance of U.S. leadership in the drone
    industry. If we want this technology to align with our values, we must
    lead the way. At Skydio, we believe companies that make the world's
    most advanced products have a responsibility to shape the norms and
    standards that govern their use. That is especially true with respect
    to AI. In 2020, Skydio became the world's first drone company to issue
    a set of policy and ethical principles--the Skydio Engagement and
    Responsible Use Principles--to guide our work and move the industry
    forward. These principles capture our commitment to considering the
    holistic impact our products will have on communities and countries.
    They also convey Skydio's core values of accountability, transparency,
    and the protection of privacy and civil liberties.
      II. Harnessing the Power of Drones to Keep America's Infrastructure
                               Safe and Resilient
        This Committee is considering a generational investment in
    America's infrastructure. In addition to investing in the
    infrastructure itself, this Committee has a profound opportunity to
    reimagine the way to maintain it.
        America's infrastructure is aging. Although examples of crumbling
    infrastructure are not in short supply, the nation's bridges have
    become the symbol of infrastructure decay. According to the American
    Society of Civil Engineers, ``Currently, 42% of all bridges are at
    least 50 years old.''
        We cannot rebuild our way out of this crisis. The President's
    American Jobs Plan is ambitious in scope, but it calls only to replace
    approximately 10,000 of the 46,154 bridges that America's civil
    engineers consider structurally deficient. A serious maintenance
    backlog makes the problem more pernicious.\2\
    ---------------------------------------------------------------------------
        \2\ According to ASCE, ``A recent estimate for the nation's backlog
    of bridge repair needs is $125 billion. Estimates show that we need to
    increase spending on bridge rehabilitation from $14.4 billion annually
    to $22.7 billion annually, or by 58%, if we are to improve the
    condition. At the current rate of investment, it will take until 2017
    to make all of the repairs that are necessary.''
    ---------------------------------------------------------------------------
        The way to reimagine our infrastructure is to make our existing
    infrastructure more resilient. As recommended by ASCE, we must
    prioritize ``existing deterioration'' and ``focus . . . on preventive
    maintenance.'' Inspections are at the heart of preventive maintenance.
    The older the infrastructure, the more it must be inspected, and the
    more accurate and efficient the inspections must become.
        That is exactly why 49 of 50 states have adopted drone programs
    primarily to inspect critical infrastructure. Drones offer three
    critical benefits in the journey to infrastructure resilience.
    a. Drones Protect Workers, Drive Efficiency, and Slash Carbon Emissions
        Protecting Workers: Inspecting infrastructure can be a dangerous
    job. To ensure the safety of America's infrastructure, inspectors ``put
    themselves in harm's way by climbing towers, rappelling from bridges,
    and riding in bucket trucks'' (which sometimes tip over).
        By contrast, inspectors equipped with drones can examine every part
    of an infrastructure asset--including areas not visible to the naked
    eye--without exposing themselves to danger. Capitalizing on that
    capability, state departments of transportation have begun to equip
    their bridge inspectors with drone technology.
        North Carolina Department of Transportation (DOT), a partner and
    customer of Skydio, has become a national leader in the employment of
    drone technology for bridge inspection and other purposes. Eric
    Boyette, North Carolina's Secretary of Transportation, has stated that,
    ``Drones are a fantastic new tool for our Bridge Inspection Units.
    Safety is our top priority at NCDOT, and this new system helps improve
    the safety of not only our bridges and other infrastructure, but of our
    inspectors as well.''
        The American Society of Mechanical Engineers has observed that
    ``drones can perform hazardous inspections and maintenance scans much
    more quickly and with greater ease, lessening the perils on the
    American worker.'' To that end, Sundt Construction uses Skydio's
    autonomous drones to inspect ``very tight, claustrophobic, and
    dangerous areas where you wouldn't want to put a human,'' such as
    ``high-pressure, high-temperature systems.'' According to Dean Miller,
    Sundt's Virtual Construction Engineer,

            When you use a drone for these inspections, you're not reducing
            an injury, you're reducing a death. With human inspections, the
            construction industry has been able to reduce the injury rate
            over the years, but the death rate has stayed the same--when
            something explodes in these environments, there is no coming
            out of that. Because the Skydio can fly into these areas that
            would be impossible with other drones and capture that data for
            us, we can effectively reduce that death rate. A drone is
            around $1,000, but a human life is priceless.

        Driving Efficiency: According to a 2019 AASHTO survey, 29 state
    departments of transportation have found that drones are ``helping them
    save money.'' Drones drive extraordinary levels of efficiency--
    empowering existing workers to be more productive while creating an
    entirely new career field of drone operators.
        In the case of a freeway bridge inspection, AASHTO estimates that
    the average manual inspection costs $4,600, takes 8 hours, and imposes
    $14,600 in social costs while the bridge is closed. Drone inspections
    of the same bridge cost an average of $1,200, take only 1 hour, and
    impose far lower social costs. Along those lines, Ohio estimates that
    its drone bridge inspection program could save almost $1.7 million in
    state funds over four years.
        Consider ``as-built'' inspection of construction sites, which is
    critical to ensuring that construction projects do not require rework.
    As Danielle Gagne recently discussed in Commercial UAV News, rework can
    account for 4-9% of the cost of the average construction project.\3\
    Drones--and especially autonomous drones--offer high levels of value,
    automating a process that can be time-consuming, complex, and costly.
    Accurate Drone Solutions, a drone service provider specializing in
    construction, has found that switching from manual drones to Skydio's
    autonomous drones allowed them to perform as-built assessments 66%
    faster and increase the frequency of cost-saving inspections on their
    clients' job sites.
    ---------------------------------------------------------------------------
        \3\ Gagne, Danielle, Why America's Infrastructure Needs the Drone
    Industry, Commercial UAV News, April 21, 2021, https://
    www.commercialuavnews.com/infrastructure/why-america-s-infrastructure-
    needs-the-drone-industry.
    ---------------------------------------------------------------------------
        As automation increases, it will become possible to create and
    maintain full ``digital twins'' of every piece of infrastructure, and
    update them frequently as drones autonomously capture imagery of entire
    structures. This will enable early detection and tracking of potential
    issues with preventative maintenance, further increasing efficiency.
        Slashing Carbon Emissions: Reliant on electric propulsion, drones
    significantly reduce carbon emissions compared to traditional methods.
    Helicopters ``burn more fuel and emit far more CO2 emissions than cars
    do over the same distance.'' Under-bridge inspection vehicles fare only
    slightly better, achieving around 5 mpg. Drones shatter this paradigm.
    If a state with 14,000 bridges could inspect 5,000 of them using
    drones, the carbon savings would be equivalent to removing 1,000 cars
    from the road.\4\
    ---------------------------------------------------------------------------
        \4\ Internal analysis. Key factors: Snooper trucks achieve
    approximately 5 mpg fuel economy; average round trip inspection
    distance estimated at 225 miles; drones are fully electric.
    ---------------------------------------------------------------------------
        The environmental benefits of drones will compound over time: as
    drone use becomes more common, the benefits for our air and environment
    will increase.
    b. Drone Infrastructure Inspection Grants (DIIG)
        To capitalize on these benefits, Congress should enact a Drone
    Infrastructure Inspection Grants program. Administered by the Secretary
    of Transportation, the program would consist of two pillars:
          Promoting Infrastructure Resilience: The first pillar
    would provide grants to state and local agencies allowing them to
    capture these benefits by implementing advanced drone technology for
    infrastructure inspection. State DOTs could apply for funding necessary
    to scale the use of drones--purchasing equipment and standing up
    program management capability--to inspect America's highways and
    bridges, handing inspectors a powerful new tool to drive safety and
    efficiency.
          +  With 49 of 50 state DOTs already using drones to inspect
    infrastructure, state DOTs understand the value of drone technology.
    But, in the face of budgetary shortfalls, state DOTs have had trouble
    scaling their programs. By enacting the DIIG program, Congress would
    ensure that state and local inspection personnel have access to the
    transformative technology and talent necessary to protect workers, our
    environment, and provide new levels of infrastructure safety and
    efficiency--while promoting U.S. leadership in emerging technology.
          Education and Training: The second pillar would offer
    grants to community colleges and other public educational institutions
    to educate workers on drone technology. The program would position a
    new generation of workers to capitalize on new economic opportunities
    created by drones.

        This program could form the foundation of an approach to
    infrastructure that prioritizes long-term resilience by making
    inspection easier and more effective than ever.
          III. Leading the Second Century of Aviation: Enabling U.S.
                        Competitiveness, Ensuring Safety
        When asked what is holding the drone industry back, the answer is
    often ``regulations.'' There are elements of the regulatory framework
    that should be improved, some of which I will discuss today. But,
    overall, the arc of regulations bends in the direction of integration
    and progress, and is reasonable given the state of manual drone
    technology. Most encouragingly, we are seeing signs of regulators
    recognizing the benefits of autonomy for unlocking safe, reliable
    operations.
        As an example, last year the FAA granted NCDOT a breakthrough
    waiver to fly Skydio drones beyond visual line of sight (BVLOS) to
    inspect bridges. Unlike past waivers, this one applies statewide and
    does not require the use of visual observers. Skydio's autonomy
    technology enables bridge inspectors to fly BVLOS more confidently than
    when piloting manual drones, which cannot avoid obstacles on their own.
    That waiver demonstrates the important role that industry plays in
    advancing regulations. If we want the FAA to permit drone operations
    beyond line of sight, we should build drones capable of navigating
    complex environments safely and efficiently.
        As technology improves, we should ask how the regulatory system can
    improve alongside it. To answer that question, we need to understand
    that we have entered a new century of aviation. The first century of
    flight was defined by crewed aviation. From the windy hills of Kitty
    Hawk to the airliners that criss-cross our sky today, our aviation
    system has revolved around the notion of a pilot onboard and at the
    controls.
        We have now entered the second century of aviation. This century
    will be defined by uncrewed, and increasingly autonomous operations.
    The nations that embrace this new paradigm will experience massive
    economic and societal benefits--from safer work environments to more
    efficient infrastructure. But other nations are not content to let the
    United States lead the second century of aviation in the same way we
    led the first.
        There are two principles necessary for the U.S. to continue its
    historical leadership role and take our economy and society to new
    heights. Those principles are symbolized in the acronym, ``UP.''
        1.  Unlocking the Airspace from the Ground Up: The vast majority of
    commercially valuable drone operations occur at very low altitudes in
    close proximity to infrastructure. When inspecting infrastructure,
    operators generally need to fly just beyond line of sight and behind
    the object under inspection. Recognizing that reality, the first
    principle calls for regulatory changes designed to unlock the airspace
    from the ground up--enabling the low risk, low altitude, high-value
    BVLOS operations necessary to inspect America's infrastructure at
    scale.
          a.  America risks falling behind: When it comes to enabling BVLOS
    operations, the European Union has created a regulatory pathway, known
    as the ``specific category,'' designed to enable routine commercial
    BVLOS operations. The ``specific category'' intends to fill the gap
    between the general regulation that allows flights within visual line
    of sight, on the low end, and the type certification of large drones
    for more complex operations, such as the transport of passengers, on
    the high end. In addition, Europe has proposed ``standard scenarios''
    designed to permit BVLOS operations that fall within certain, low-risk
    parameters. Australia has also released ``standard scenarios'' to
    enable BVLOS operations, including low-altitude infrastructure
    inspection. However in the US, we have yet to fill the ``missing
    middle'' between Part 107 (which allows flights only within visual line
    of sight) and type certification.
          b.  These operations are safe: These operations can be safely
    conducted today, as demonstrated by NCDOT's statewide bridge inspection
    waiver in the U.S. Along those lines, global regulators have recognized
    that drone operators are very unlikely to encounter crewed aircraft at
    low altitudes, such as the ``atypical airspace'' in the vicinity of
    natural or artificial obstacles (e.g. within 100 feet of structures or
    terrain).\5\ That is where we should start: enabling small, smart, low-
    weight, drones to fly BVLOS while remaining close to the ground and
    structures. After mastering those operations, we can begin to enable
    more complex operations with larger aircraft at higher altitudes and
    longer range.
    ---------------------------------------------------------------------------
        \5\ See, e.g., Joint Authorities for Rulemaking of Unmanned
    Systems, JARUS Guidelines on SORA (Specific Operational Risk
    Assessment), Annex I: Glossary of Terms, p. 5, definition of ``atypical
    airspace,'' http://jarus-rpas.org/sites/jarus-rpas.org/files/
    jar_doc_06_jarus_sora_
    annex_i_v1.0.pdf#page=5. JARUS, a consortium of global regulators,
    recognizes that drone operations within ``atypical airspace'' in close
    proximity to structures and terrain generally do not require additional
    airspace risk mitigation measures.
    ---------------------------------------------------------------------------
        2.  Promoting pathways for increasing levels of autonomy while
    protecting safety: The second principle calls for regulators to provide
    pathways for drones to exercise increasing levels of autonomy.
          a.  Why: First, autonomy is critical to safety. Trustworthy
    autonomy enables drones to conduct complex operations while avoiding
    obstacles that even the most proficient pilots may miss. Second,
    autonomy is critical to scalability. The same trustworthy autonomy
    technology that today allows drones to fly inside bridge trusses and
    transmission towers will one day enable Advanced Air Mobility (AAM)
    vehicles to shuttle cargo and people safely between cities. Without
    autonomy, the AAM revolution risks becoming a tool for the wealthy few,
    rather than an enabling technology for the many.\6\
    ---------------------------------------------------------------------------
        \6\ Skip Descant, Flying Taxis: Experts Balance Enthusiasm Against
    Reality, Government Technology, Sept 11, 2020, https://www.govtech.com/
    fs/Flying-Taxis-Experts-Balance-Enthusiasm-Against-Reality.html
    (quoting Dan Dalton, VP of Global Partnerships, Wisk) (``In order for
    this industry to scale, we really believe that this has to be a self-
    piloted aircraft.'').
    ---------------------------------------------------------------------------
          b.  How: In order to maintain U.S. leadership in emerging
    technology and aviation, we must enable autonomous operations. We can
    start small--but we have to start somewhere. If we fail to act,
    autonomy pioneers will take their talent and investments overseas.
    Congress could begin by directing the FAA to enable limited autonomous
    operations within the context of a pilot program that would bring
    together public and private partners, much like the current FAA BEYOND
    program, but focused on autonomy. Operations could begin at low
    altitude in remote areas, and scale up from there. The most important
    thing is to get started--soon.
                                 IV. Conclusion
        I am grateful to the Committee for focusing on the future of U.S.
    leadership in aviation. This Committee deserves great credit for
    helping to cultivate a regulatory system that promotes both safety and
    innovation. Working together, we can ensure the United States leads the
    second century of aviation--providing extraordinary benefits for our
    economy, workers on the front lines of the infrastructure crisis, and
    all Americans.

        Mr. Larsen. Thank you, Mr. Bry. I appreciate that very
    much.
        I now want to turn to Mr. Harter. Mr. Harter, you are
    recognized for 5 minutes.
        Mr. Harter. Mr. Chairman and members of the subcommittee, I
    would like to thank you for the opportunity to testify today.
        My name is Pierre Harter, and I am director of research and
    development for the National Institute for Aviation Research at
    Wichita State University. I will start with some background.
        After dominating in the 20th century, the U.S. aerospace
    industry continues to be a world leader in this century as
    well. The gap has closed significantly in the commercial
    aviation sector, hastened by the pandemic and the MAX
    grounding. Significant competition remains and is growing. U.S.
    general aviation continues to slowly recover from the shock of
    the 2009 financial crisis and other factors with significant
    consolidation in the sector and continued pressure from
    international competition.
        In the defense industry, the U.S. continues to maintain air
    dominance. The global arms race for unmanned aerial systems and
    hypersonics is well underway, spurring innovation that will
    impact the aerospace industry for years to come.
        The U.S. aerospace supply chain is still in a precarious
    position, recovering from multiple recent global shocks.
        In aerospace manufacturing, transformation is well underway
    and will accelerate as we emerge from the pandemic. This
    transformation has been both physical and digital, across
    existing production lines, as well as sustainment of legacy
    fleets, incorporating new technologies and innovations in areas
    such as automation, digital engineering, Industrial Internet of
    Things, artificial intelligence and other technologies.
        Now let's focus on the importance of innovation. Aviation
    has always been a source of innovation and inspiration going
    back to the Wright brothers' first flight in 1903. In many
    ways, the next two decades hold the promise to transform our
    daily lives as significantly as that event did for the 20th
    century.
        Advanced aerial mobility and supersonic flight will create
    new travel paradigms and provide us with unprecedented global
    and local connectivity. Unmanned aerial systems technology will
    provide new and faster methods for delivering goods and
    services, transforming business-to-business and business-to-
    consumer transactions.
        Electric technologies will provide cleaner, quieter, and
    more efficient propulsion systems. Continued advancements in
    composite materials, added to manufacturing and production
    system technologies, will increase efficiency and reduce costs
    across all of aerospace.
        Safety must of course remain at the core of all aviation
    related innovations but must be balanced by enabling new
    technologies to enter the market efficiently, which inherently
    enhances safety.
        To remain the world leader in aerospace, the United States
    must continue to evolve and execute a strategic plan to create
    an environment that allows U.S.-based companies to innovate and
    be first to market with these new technologies while
    maintaining safety and security. We must continue to embrace
    strong public-private partnerships to establish the strategic
    framework and shape the regulatory environment. In addition, we
    must invest in research and development that enables new
    designs, products, materials, and manufacturing technologies
    that enable U.S. businesses to efficiently design, certify, and
    manufacture the most advanced air vehicles of the future.
        Wichita State University's National Institute for Aviation
    Research has a proven track record for supporting industry and
    Government agencies in developing, certifying, and bringing new
    technologies to market, as well as preparing the workforce for
    the future.
        Since its inception in 1985, NIAR has made a name for
    itself as the most capable university-based aviation research
    center in the United States, providing research, design,
    testing, certification, and training to the aviation
    manufacturing industry, Government agencies, education
    entities, and other clients that can benefit from our services.
    Because of NIAR's research efforts, Wichita State University
    currently ranks fourth among all U.S. universities in
    aeronautical R&D expenditures, and first in industry funding
    for aeronautical expenditures according to the National Science
    Foundation.
        NIAR's mission is to conduct research, transfer technology,
    and enhance education for the purpose of advancing the Nation's
    aviation industry, and to assist nonaviation industries that
    may benefit from aviation-related technologies.
        Some of NIAR's areas of expertise are its additive
    manufacturing and prototyping, advanced manufacturing,
    composites and advanced materials, digital twinning,
    engineering design and modification, reverse engineering,
    robotics, and virtual engineering.
        NIAR also runs several centers and participates in
    initiatives that are strategically aligned with the institute's
    capabilities and mission. NIAR centers promote the safety,
    research, manufacturing, and design elements of today's
    aviation industry. They strengthen airworthiness assurance in
    the short term and long term.
        In conclusion, it is apparent that U.S. dominance in
    aerospace is a critical economic driver and a national security
    imperative. The next two decades promise exciting new aerospace
    innovations and products that will transform the way we live
    and work, enhancing the quality of life for Americans and the
    rest of the world.
        As in the past, the Government must continue to support
    innovation by incorporating these new technologies into its
    strategic framework. Investment in R&D and capitalizing on
    industry, academia, and Government partnerships will enable
    safe, secure, and efficient introduction of these new
    technologies and products.
        WSU and NIAR look forward to continue working with industry
    and Government to conduct research, transfer technology, and
    enhance education for the purpose of advancing the Nation's
    aerospace industry. I appreciate the opportunity to testify and
    would be happy to answer any questions you may have.
        [Mr. Harter's prepared statement follows:]

       Prepared Statement of Pierre F. Harter, Director of Research and
     Development, National Institute for Aviation Research, and Associate
    Vice President for Industry and Defense Programs, Research Operations,
                            Wichita State University
                                   Thank You
        Mr. Chairman and Members of the Subcommittee, I would like to thank
    you for the opportunity to testify today. My name is Pierre Harter, and
    I am Director of Research and Development for the National Institute
    for Aviation Research and Associate VP for Industry and Defense
    Programs, Research Operations at Wichita State University.
                                   Background
        After dominating in the 20th century, the U.S. aerospace industry
    continues to be the world leader in this century as well. The gap has
    closed significantly in the commercial aviation sector, hastened by the
    pandemic and the MAX grounding. Significant competition remains and is
    growing, with major world powers (e.g. China, Russia, Japan, India,
    Brazil) working to introduce new indigenous commercial platforms (with
    some being nationalized) to capture the economic and trade benefits
    associated with this industry and its products.
        U.S. general aviation continues to slowly recover from the shock of
    the 2009 financial crisis, with significant consolidation in the sector
    and continued pressure from international competition.
        In the defense industry, the U.S. continues to maintain air
    dominance in traditional manned aircraft, although the competition is
    stiff. Widely reported cybersecurity/espionage threats in the 21st
    century have tightened the gap. The global arms race for unmanned
    aerial systems (both autonomously and remotely flown) and hypersonics
    is well underway, spurring innovation that will impact the aerospace
    industry for years to come--and in some cases, the military relies on
    innovation coming from commercial industry sectors like aerospace.
        The U.S. (and international) aerospace supply chain is still in a
    precarious position recovering from multiple recent global shocks \1\.
    The aerospace supply chain is an essential component of the U.S.
    economy that provides a competitive edge. It must remain a strategic
    asset as well as national defense priority, as much of it serves the
    civil, commercial, and military sectors.
    ---------------------------------------------------------------------------
        \1\ Robin Lineberger, John Coykendall, Alan D. Faber, Steve
    Shepley. Deloitte. ``2021 aerospace and defense industry outlook''.
    https://www2.deloitte.com/us/en/pages/manufacturing/articles/global-
    aerospace-and-defense-industry-outlook.html
    ---------------------------------------------------------------------------
        In the aerospace supply chain (civil, commercial and defense), as
    well as the original equipment manufacturers (OEMs), transformation was
    well underway and will accelerate as we emerge from the pandemic. This
    transformation has been both physical and digital across existing
    production lines as well as sustainment of legacy fleets--incorporating
    new technologies and innovations in areas such as robotics, automation,
    digital engineering, additive manufacturing, Industrial Internet of
    Things (IIoT), data science, artificial intelligence and other
    technologies (aka ``Industry 4.0'' and ``Advanced Manufacturing'').
        Technological advances in hardware, software, composites, and other
    advanced materials have spurred innovation in recent years in several
    new areas that are within the focus of this hearing:
          Unmanned Aerial Systems (UAS), also referred to as
    ``drones'' or unmanned aerial vehicles (UAV) with some nuances
          Advanced Aerial Mobility (AAM), also referred to as Urban
    Air Mobility (UAM)
          Supersonic (Mach 1-5) and hypersonic (greater than Mach
    5) transportation
          Electric propulsion
                                   Innovation
        Aviation has always been a source of innovation and inspiration
    going back to the Wright Brother's first flight in 1903. In many ways,
    the next two decades hold the promise to transform our daily lives as
    significantly as that event did for the twentieth century.
        Advanced aerial mobility (AAM) and supersonic flight will create
    new travel paradigms and provide us with unprecedented global and local
    connectivity. Unmanned aerial systems (UAS) technology will provide new
    and faster methods for delivering goods, transforming business-to-
    business and business-to-consumer transactions, similar to how
    ecommerce has transformed our daily lives. Electric technologies will
    provide cleaner, quieter, and more efficient propulsion systems that
    will drive a variety of these new air vehicle platforms. Continued
    advancements in composite materials, additive manufacturing, and
    production system technologies will increase efficiency and reduce
    costs for these new entrants, as well as the ``traditional'' general
    aviation and commercial aircraft designs of the future.
        I would also like to highlight the importance of advanced air
    mobility as an emerging sector of the aviation industry. We need
    broader thinking to facilitate industry growth within this realm, and
    we are pleased to see both House and Senate legislation working to
    address this important topic through the Advanced Air Mobility (AAM)
    Coordination and Leadership Act. This legislation will facilitate
    collaboration between federal agencies and civil aviation industry
    leaders to develop policies regarding advanced air mobility, ensuring
    we advance United States global leadership and competitiveness within
    this growing sector.
        It certainly is an exciting time in aviation history, with so much
    innovation underway and on the horizon. And the stakes are high--as
    these technologies will transform how we do business domestically and
    internationally, and even more fundamentally, how we live and interact
    with each other on a daily basis.
        It is imperative that we recognize, as this hearing is, the promise
    that these new innovations will bring. Safety must of course remain at
    the core of all aviation-related innovations, but must be balanced by
    enabling new technologies to enter the market efficiently, which
    inherently enhances safety. The United States must maintain its
    competitive advantage in aerospace, as it will continue to remain a
    dominate economic driver and a national defense imperative.
        To remain the world leader in aerospace, the United States must
    develop and execute a strategic plan to create an environment that
    allows U.S.-based companies to innovate and be first to market with
    these new technologies, while maintaining safety and security \2\. To
    do this, we must continue to embrace strong public-private partnerships
    to help establish the strategic framework and shape the regulatory
    environment. In addition, we must invest in research and development
    that enables new designs/products, materials and manufacturing
    technologies that enable U.S. businesses to efficiently design,
    certify, and manufacture the most advanced air vehicles of the future.
    ---------------------------------------------------------------------------
        \2\ Source: Robin Lineberger, Aijaz Hussain and David Silver.
    Deloitte Insights. ``Advanced air mobility: Can the United States
    afford to lose the race?''. https://www2.deloitte.com/us/en/insights/
    industry/aerospace-defense/advanced-air-mobility.html.
    ---------------------------------------------------------------------------
        Wichita State University's National Institute for Aviation Research
    has a proven track record for supporting industry and government
    agencies in developing, certifying and bringing new technologies to
    market. An excellent example of this is composite technology.
                             Composites--Case Study
        Composites have transformed aerospace since their introduction in
    the late 1970s and 1980s. Early on, adoption was limited to OEMs with
    deep pockets to invest in proprietary structural material databases and
    analytical tools for certification. In many cases, identical materials
    were used by multiple OEMs, each having to create their own database at
    their own cost. This created a barrier to entry, and hence stifled
    innovation.
        Recognizing this barrier, a partnership was formed in the 1990s
    with the FAA, NASA, academia and industry. The partnership was
    successful in transforming the way new composite material databases
    were created and approved for use on aircraft utilizing a shared
    database methodology. This collaboration between the FAA, NASA, NIAR
    and industry reduced the ``time required for certification of new
    composite materials by a factor of four and the cost of certification
    by a factor of ten'' \3\.
    ---------------------------------------------------------------------------
        \3\ Source: Statement of John Tomblin, Ph.D. before the U.S. Senate
    Commerce Committee Subcommittee on Science, Technology and Space.
    February 27th, 2003. https://www.globalsecurity.org/space/library/
    congress/2003_h/030227-tomblin.pdf
    ---------------------------------------------------------------------------
        Over the last two decades, NIAR's relationship with government and
    industry has evolved significantly. NIAR is the world's only non-OEM
    entity that the FAA, and its counterpart in Europe (EASA), accept for
    developing new composite materials and specifications \4\. NIAR
    partners with OEMs, as well as sub-tiers and material suppliers, to
    test and create certified material databases. Adoption has been broad,
    starting with general aviation and quickly moving into commercial and
    defense applications. Recognizing this expertise and experience, NIAR
    now oversees the Composite Materials Handbook (CMH-17, formerly MIL-
    HDBK-17) and works with industry and government to continuously amend
    and add new content to this handbook that provides methods and guidance
    material for certifying composite structure. NIAR also provides
    research and guidance to government agencies for policy and regulatory
    guidance material for composite structures as well as other
    certification areas (e.g. crash worthiness).
    ---------------------------------------------------------------------------
        \4\ Sources: AIR100-2010-120-003.pdf (faa.gov) and Certification
    Memorandum_v2 (europa.eu)
    ---------------------------------------------------------------------------
        In recent years, this composite expertise has extended into the
    additive manufacturing field. In 2019, working with government and
    industry, NIAR provided new guidance for how to certify non-metallic
    additive manufacturing materials and added the first AM material system
    to its shared database--ULTEM 9085. NIAR is now working with government
    agencies (FAA and DoD) as well as respected industry advisory groups
    (America Makes, SAE International, ASTM International, Metallic
    Material Property Development and Standardization (MMPDS), and others)
    to create guidance material and create shared databases for metallic AM
    materials. The first effort is with a titanium alloy, which is a
    critical structural material for civil and military air vehicles.
        New epoxy composite material systems continue to evolve, providing
    higher strength and stiffness, lower costs, and higher operating
    temperatures. Many companies are investigating and deploying new
    thermoplastic polymer matrix composite (TP PMC) materials into
    structure. These materials offer the ability to drastically reduce
    composite manufacturing times down to the automotive-like efficiencies,
    while offering higher temperature capabilities required for primary
    structure and supersonic applications where skin friction at supersonic
    speeds creates significant heat on the structure.
        The hypersonic regime (speeds greater than Mach 5), creates a new
    challenge for materials and manufacturing based on the intense heat
    generated by skin friction at these speeds. Efforts are already
    underway at NIAR, and industry partner Spirit AeroSystems Inc., to
    build the infrastructure needed to create and test these new ultra-high
    temperature materials. See Figure 1 for more details on the evolving
    advanced material landscape applicable across all sonic speed zones.

       Figure 1: Material Application in Aerostructures. Source: Spirit
                                AeroSystems Inc.

        All of this was made possible via strategic decisions by the U.S.
    government in the 1990's to fund R&D efforts in this area and embrace
    public and private collaborations to create new policy, guidance and
    regulations to enable innovation that has carried through to present
    day. It is this successful model of investment in R&D and public-
    private collaboration that will continue to enable innovation in U.S.
    aerospace allowing U.S. companies to be first-to-market and maintain
    the leading edge.
       Wichita State University and the National Institute for Aviation
                                    Research
        Since its inception in 1985, National Institute for Aviation
    Research (NIAR) at Wichita State University has made a name for itself
    as the most capable university-based aviation research center in the
    United States, providing research, design, testing, certification and
    training to the aviation manufacturing industry, government agencies,
    educational entities and other clients that can benefit from our
    services. NIAR has a $125 million annual budget, a staff of over 875,
    and over one million square feet of laboratory and office space in six
    locations across the city of Wichita, the Air Capital of the World.
        The Brookings Institution ranks:
          Wichita #1 in manufacturing jobs as a percentage of all
    jobs.
          South Central Kansas as the most manufacturing-
    specialized region in the United States with 17.7 percent of regional
    jobs in manufacturing, more than half of which are engaged in making
    some of the world's most sophisticated aircraft.
          Wichita has the highest concentration of aerospace
    manufacturing employment in the nation.
          Wichita is ranked #3 nationally as an advanced industry
    hotspot.
          Wichita ranks # 1 in percentage of jobs involving stem
    occupation.
          Wichita ranks #3 among metros for highest concentration
    of engineers per 1,000 employees (22.4/1000)

        A key contributor to these rankings, the NIAR mission is to conduct
    research, transfer technology and enhance education for the purpose of
    advancing the nation's aviation industry, and to assist non-aviation
    industries that may benefit from aviation-related technologies. NIAR's
    areas of expertise are:
        Additive Manufacturing & Prototyping
        Advanced Coatings
        Advanced Manufacturing
        Aerodynamics
        Ballistic and Impact Dynamics
        Composites and Advanced Materials
        Crash Dynamics
        Digital Twin
        Engineering Design & Modification (WERX)
        Environmental and Electromagnetic Testing
        Extended Reality
        Flight Simulation
        Full-Scale Structural Testing
        Nondestructive Testing
        Sustainability
        Reverse Engineering
        Robotics and Automation
        Virtual Engineering
        Wind Tunnel Testing

        NIAR also runs several centers and participates in initiatives that
    are strategically aligned with the institute's capabilities and
    mission. NIAR's centers promote the safety, research, manufacturing and
    design elements of today's aviation industry. They strengthen
    airworthiness assurance in the short and long term. They make the
    concerns of the general aviation industry their own. And they make
    dreams of a reality. This happens not only through NIAR's own research,
    but through the exchange of knowledge with researchers in other
    centers.
        Those centers include:
    ATLAS Advanced Technologies Lab for Aerospace Systems (ATLAS)
            NIAR's ATLAS is a multi-disciplinary manufacturing environment
            and engineering education program to prepare engineers and
            educators for the Factory of the Future and to aid the current
            workforce in seamlessly adapting to advancements in the
            workplace. ATLAS's mission is to provide a neutral ground for
            advanced manufacturing research and development with state-of-
            the-art machines, software and processing options.
    Aircraft Structural Test & Evaluation Center (ASTEC)
            NIAR's ASTEC encompasses 130,000 square feet (39,000 square
            meters). The facility features include a 30x70-foot hangar
            door, a clear span of 265 feet (80 meters) and ceiling height
            of 48 feet (14 meters). ASTEC is a secure site designed to
            perform proprietary client research and testing. The facility
            is currently home to the institute's Full-Scale Structural Test
            Lab, Aging Aircraft Lab, Mechanical Test Lab and Ballistics
            Lab.
    3DEXPERIENCE Center
            The 3DEXPERIENCE Center, a partnership with Dassault Systemes,
            involves an interconnected community of top researchers,
            corporations and laboratories to accelerate innovation. The
            22,000 sq. ft. facility at Wichita State University offers the
            expertise and technology for companies to accelerate their
            innovation. Aerospace and other industries can target
            improvements from concept to production and extend to
            operations--all while facilitating certification. The
            3DEXPERIENCE Center enables companies to engage in advanced
            product development and the manufacturing of next-generation
            materials and technologies.
    Jerry Moran Center for Advanced Virtual Engineering & Testing
            The Advanced Virtual Engineering and Testing Lab (AVET) was
            opened in 2019. It was dedicated to Kansas Senator Jerry Moran
            in 2020 as tribute to Moran's commitment to helping WSU fulfill
            its vision and mission to provide impactful student experiences
            that drive prosperity in our region. AVET is home to NIAR's
            Virtual Engineering and Crash Dynamics Labs. The facility
            features additional client prep bays, which will allow multiple
            clients to be in the lab at the same time, while maintaining
            privacy during testing. It also includes workspace for 40+
            virtual engineering staff, three collaboration rooms and
            secured areas for restricted projects; and a space for related
            technologies such as material/component testing and virtual
            reality.
    National Center for Advanced Materials Performance (NCAMP)
            The National Center for Advanced Materials Performance (NCAMP),
            located at WSU-NIAR provides the nation's commercial and
            military aviation industry with a center for the validation and
            quality assurance of composites and advanced materials.
    Composite Materials Handbook-17 (CMH-17)
            The CMH-17 organization, administered by Wichita State
            University, provides information and guidance necessary to
            design and fabricate end items from composite materials. Its
            primary purpose is the standardization of engineering data
            development methodologies related to testing, data reduction,
            and data reporting of property data for current and emerging
            composite materials. In support of this objective, the handbook
            includes composite materials properties that meet specific data
            requirements. CMH-17 works closely with NCAMP to approve
            composite specification and design values.
    FAA Center of Excellence for Composites and Advanced Materials (CECAM)
            CECAM is an FAA-sponsored consortium of universities competent
            in advanced materials research. CECAM is led by Wichita State
            University, which interacts directly with the FAA to support
            its advanced materials safety programs.
    FAA ASSURE Center of Excellence for UAS Research
            WSU is one of 24 core research institutions within the FAA's
            Alliance for System Safety of UAS through Research Excellence
            (ASSURE). ASSURE's mission is to provide high-quality research
            and support to autonomy stakeholders both within the US and
            beyond to safely and efficiently integrate autonomous systems
            into the national and international infrastructure, thereby
            increasing commerce and overall public safety and benefit.
    Kansas Aviation Research & Technology Growth Initiative (KART)
            The Kansas Aviation Research & Technology Growth Initiative
            uses funds provided by the Department of Commerce and the
            Kansas Legislature with the goal of strengthening a variety of
            aircraft industry technologies and marketing them to other
            areas outside the State of Kansas and the United States. The
            Kansas Aviation Research & Technology Growth Initiative will
            help retain and grow the aviation cluster in Kansas and help
            Kansas aviation companies remain competitive throughout the
            21st century.
    FirePoint Innovations Center
            Established in 2018, FirePoint partners with the U.S. Army's
            Combat Capabilities Development Command, Aviation and Missile
            Center (DEVCOM AvMC) to accelerate the delivery of innovative
            capabilities to the warfighter. FirePoint creates a
            collaborative and networked environment of national scope to
            investigate, collaborate and produce courses of action to solve
            technology and equipment challenges identified by the Army.
    National Institute for Research and Digital Transformation (NIRDT)
            The newly created (2019) National Institute for Research and
            Digital Transformation at Wichita State focuses on diversifying
            and growing the economy while providing an important platform
            for creating new academic and applied learning programs for
            students. NIRDT is based on the model and strengths of NIAR,
            but focused on developing technology that can transform other
            industries, including aviation, to drive economic development
            and support new ventures in Kansas and the United States.

        Kansas's leadership in aerospace research and development and its
    strong aerospace manufacturing presence is reflected in Wichita State
    University. Because of NIAR's research efforts, Wichita State
    University currently ranks fourth among all U.S. universities in
    aeronautical R&D expenditures according to the National Science
    Foundation. WSU ranks first in industry funding for aeronautical
    expenditures. See Figure 2. WSU and NIARs R&D expenditures have
    steadily increased over the last two decades, a testament to its unique
    capabilities and ability to collaborate successfully with government
    and industry as shown in Figure 3.

      Figure 2: WSU aeronautical R&D expenditures 2019 rankings (Source:
                    National Science Foundation survey 2019)

        Figure 3: WSU aeronautical historical R&D expenditures (Source:
                 National Science Foundation Surveys 2012-2020)

                                    Summary
        In conclusion, it is apparent that U.S. dominance in aerospace is a
    critical economic driver and national security imperative. The next two
    decades promise exciting new aerospace innovations and products that
    will transform the way we live and work--enhancing the quality of life
    for Americans and the rest of the world. As in the past, the government
    must continue to support innovation by incorporating these new
    technologies into its strategic framework. Investment in R&D and
    capitalizing on industry/academia/government partnerships will enable
    safe, secure and efficient introduction of these new technologies and
    products. WSU and NIAR look forward to continue working with industry
    and government to conduct research, transfer technology and enhance
    education for the purpose of advancing the nation's aviation industry.
        I appreciate the opportunity to testify today and would be happy to
    answer any questions you may have.

        Mr. Larsen. Thank you. Thank you, Mr. Harter, for your
    testimony.
        I will now turn to Mr. Roei Ganzarski from the great State
    of Washington and what some say is the best district in the
    country: the Second Congressional District of Washington State.
    About 700,000 people say that in fact.
        So Mr. Ganzarski, I will recognize your 5 minutes. And good
    to see you.
        Mr. Ganzarski. Good morning, Chairman Larsen, Ranking
    Member Graves, and esteemed committee members.
        My name is Roei Ganzarski, and I am the CEO of magniX.
    Headquartered in the great city of Everett, Washington, we
    design and manufacture all-electric propulsion systems for
    commercially focused aircraft.
        Before I begin, I wanted to express what an honor this is
    for me to be testifying here. I came to this country 24 years
    ago in pursuit of an education and found a home, a haven to
    raise a family, and a flourishing environment to work in. The
    American dream is alive and well and I thank you for that.
        Accessible, affordable, equitable, environmentally clean,
    quieter--this is the future of aviation we should be striving
    for in the United States. A future that offers all Americans
    the ability to fly in convenient door-to-door fashion without
    causing harm.
        In this future, the average American only drives a short
    distance to an airport, arrives 15 minutes before their flight,
    boards without hassles, and flies up to a few hours. This
    sounds like a utopia, but for the most part, the technologies
    and infrastructure to do this exist or are being developed and
    flight proven as I speak. It is called the electric age of
    aviation.
        On the world stage, the U.S. has always been a leader. Be
    it economics, culture, or technology, the world looked to the
    U.S. as a beacon for the future. However, with aviation, our
    country is falling short of our reputation for pioneering
    innovation and leading industry.
        In Europe, countries are pledging domestic flights be
    electric by 2030, banning short flights that produce emissions,
    and providing hundreds of millions of dollars to advance
    carbon-free aviation.
        As the home of the Wright brothers and Apollo 11, our
    legacy of asking ``Why not?'' demands ambitious, aspirational,
    and forward-thinking action. Electric aircraft will have
    significantly lower operating costs, stemming from cheap
    electricity, and significantly less maintenance needs. This
    means operators can provide much more affordable services using
    smaller aircraft flying from and to smaller airports, all with
    significantly lower noise and zero emissions. We can truly
    connect all of America by air and do so cleanly.
        Doing this will require us to be bold. As bold as President
    Kennedy was when he announced the dramatic and ambitious goal
    of sending an American safely to the moon. But like conquering
    the moon, commercial electric aviation is an audacious goal;
    one that will require determination, focus, and grit, and that
    will compel us to put our best minds to work and make
    sacrifices as we make advances.
        We have everything we need here in the United States.
    magniX, for example, has been flying all-electric, commercially
    focused aircraft since December of 2019. And our FAA
    certification, part 33, is on track for 2022, which means there
    is a real possibility that smaller, all-electric aircraft can
    start flying with people and packages on short routes within
    the next 4 years. It will not be easy. But let's not forget
    that we did not reach the moon in one attempt or one stage.
        Expecting electric aviation to power a 737-sized aircraft
    as it flies across the country is not reasonable at this stage.
    We must start with smaller aircraft flying shorter routes from,
    and to, smaller airports.
        As investments are made, policies are set, incentives
    introduced, and technologies progress, we will advance to
    larger and longer distances. With the current state of
    technology, our President and Congress can set a bold and
    ambitious goal of having all-electric aircraft start to perform
    commercial flights up to 250 miles by the end of 2024 and up to
    1,000 miles by 2030. Doing this will also lead to thousands of
    clean jobs across the country.
        Congress needs to provide incentives for operators to adopt
    electric aircraft for existing and new routes, incentives for
    airports who invest in charging capabilities, and incentives
    for manufacturers to develop all-electric aviation solutions.
    These incentives can include grants, tax credits, and more. I
    also propose amending the Essential Air Service, a taxpayer-
    funded program, by adding an environmental performance
    criterion to be awarded subsidies.
        Separately I will share that the FAA is doing an amazing
    job working with the right attitude and approach with these new
    technologies, but they are lacking in resources. I highly
    recommend more funding for the FAA to hire and train more
    people in electric aviation.
        I will conclude by shamelessly paraphrasing President
    Kennedy, because his words are as relevant and accurate today
    as they were for the Space Race in 1962: We choose to
    transition to electric aviation within the next 4 years, not
    because it is easy, but because it is hard. Because that goal
    will serve to organize and measure the best of our energies and
    skills. Because that challenge is one that we are willing to
    accept, one we are unwilling to postpone, and one which we
    intend to win.
        Thank you for the opportunity to share my insight. The
    United States must seize the moment and lead. magniX is proud
    to be a part of returning the American aviation industry to
    preeminence and global leadership with the electric age of
    aviation.
        Thank you.
        [Mr. Ganzarski's prepared statement follows:]

     Prepared Statement of Roei Ganzarski, Chief Executive Officer, magniX
        Good morning Chairman Larsen, Ranking Member Graves, and esteemed
    members of the Aviation Subcommittee. My name is Roei Ganzarski and I
    am the CEO of magniX. magniX, headquartered in Everett, WA, designs and
    manufactures all-electric propulsion systems for commercially focused
    aircraft. I am also the executive chairman of Eviation. Headquartered
    in Arlington, WA, Eviation designs and manufactures electric aircraft
    starting with the Alice, a 9-passenger all electric commuter aircraft.
    Thank you for giving me the opportunity to provide my insights on the
    future of aviation in the United States.
        Before I begin, I wanted to express what a personal honor this is
    for me to be testifying here in front of you. I came to this country 24
    years ago from Israel, in pursuit of a graduate education at the
    University of Washington. In addition to a great education, I found a
    home; a haven to start a family and raise three amazing children; and a
    flourishing environment to expand my career, grow companies, and create
    jobs. The American Dream is alive and well. I thank you for that.
        Accessible, affordable, equitable, environmentally cleaner, and
    quieter--this is the future of aviation we should be striving for in
    the United States. An aviation system that offers and promotes the
    ability to travel, send and receive packages, and commute in a low-
    cost, sustainable, quick, and convenient door-to-door fashion. This is
    the future of aviation that I, and the entire team at magniX and
    Eviation, are working towards.
        In this future aviation system, the average American, including in
    more rural areas, should be able to drive no more than 15 minutes to
    their nearest airport (most likely not a large metropolitan hub
    airport), arrive there only 15 minutes ahead of their flight, walk
    onboard without hassles or waiting in lines since the airport is
    smaller, fly for up to a few hours, land, and arrive at their
    destination in another 15 minutes, because their smaller arrival
    airport (most likely not a large metropolitan hub airport) is closer to
    their final destination. While this may sound like an unrealistic
    utopia, for the most part, the technology and infrastructure to provide
    such an aerospace environment is being developed, flight-proven, and on
    the path to FAA certification today.
        It is called the ``Electric Age of Aviation.''
        It will happen. The question is: will the Unites Stated lead or
    lag?
        On the world stage, the United States has always been a leader.
    Whether it is economics, culture, or technology, the world looked to
    the US to see and understand the future. In aviation, the United States
    will always be remembered and respected for that magical Wright
    Brothers' first powered flight in Kitty Hawk, North Carolina.
        However, I am afraid our country is now falling short. We are
    falling short of our reputation for pioneering innovation; falling
    short of our track record in leading an industry; and in particular,
    falling short for not embracing two major cultural shifts that are
    happening both globally and domestically: a shift to democratize
    demand-driven aviation in a way that makes it available and accessible
    to all, and a shift to propel clean energy in aviation.
        Sweden and Norway are increasing their commitments to curb
    emissions by pledging that all domestic flights will be electric--in
    other words, emission-free--by 2030 and 2040, respectively. France is
    right now passing legislation that will ban short-haul flights as long
    as they produce emissions. The United Kingdom is directly providing its
    aviation industry with hundreds of millions of dollars to advance
    carbon-free technology. In fact, the UK is attracting U.S. companies to
    move across the pond.
        As the home of the Wright brothers, Benjamin Franklin, Thomas
    Edison, and Apollo 11, our legacy as leaders, inventors, innovators,
    and a country that asks ``why not'' demands ambitious, aspirational,
    and forward-thinking policies to spur immediate and bold action, and
    encourage behavioral change on a grand scale. We must use the power of
    pro-active government policy and incentives to help propel progress.
        Some positive movement has recently started. Congressman Graves
    (Louisiana) and Representative Davids (Kansas) introduced the Advanced
    Air Mobility Coordination and Leadership Act. The legislation focuses
    on development of new transportation options, moving goods, amplifying
    economic activity and jobs, advancing environmental sustainability and
    new technologies, and supporting emergency preparedness and
    competitiveness.
        Reps. Larsen (Washington), Schrier (Washington), and Davids
    (Kansas) introduced the National Evaluation of Aviation and Aerospace
    Solutions to Climate Change Act, instructing the U.S. Department of
    Transportation to partner with the National Academies of Sciences,
    Engineering and Medicine to study, catalogue and report on
    technologies, processes, materials or practices that contribute to the
    reduction of greenhouse gas emissions.
        With that said, much more must happen. The United States must act
    in unity and continue to move rapidly, aggressively, intentionally and
    with focus, if we want to lead this global electric aviation revolution
    that is happening.
        This global electric aviation revolution, promises significantly
    lower costs of aircraft operations, significantly reduced noise
    pollution, and zero carbon (CO2) emissions. The hourly operating costs
    of all-electric aircraft are 40 to 80 percent lower than using
    traditional fuel-based technologies. These savings stem from two main
    elements. The first is the much cheaper price of electricity when
    compared to fuel. For example, a ninety-minute flight on a nine-
    passenger fossil-fuel powered aircraft will burn about $424 in fuel.
    The all-electric version of the same aircraft will only use $24 in
    electricity. The second reason for the lower operating costs is
    maintenance. Current engine technology is very complex, requires many
    parts working in unison turning at thousands and tens of thousands of
    revolutions per minute, at very high temperatures under substantial
    friction. This requires significant, regular, time consuming, and
    expensive maintenance. An electric propulsion system only has one
    moving part, turning at very low revolutions per minute, and operating
    at relatively low temperatures. The simplicity of electric propulsion
    means dramatically reduced maintenance costs.
        Transitioning to all-electric aviation means airline operators gain
    efficiency, can better respond to increasing demand with smaller
    aircraft flying from and to smaller airports, and offer more affordable
    pricing for travelers and cargo alike. And this transition means lower
    noise and zero emissions. Moreover, with the country's electric grid
    becoming cleaner and more renewable every year, we are on a clear
    pathway for an entirely clean electric value chain.
        By incentivizing the move of the aviation industry to electric
    flight by using small to mid-sized aircraft, we will be creating
    affordable access to and from more rural areas and we can better
    connect all of America. We can fulfill the vision this country had for
    the aviation industry in the 1930s, '40s, and as late as the '60s, when
    the massive number of small regional airports we have today in this
    country were built.
        Doing this will require us all to be bold. I would like to take you
    back to a time our country and our leadership had the intestinal
    fortitude to make courageous investments, take decisive action, and
    lead the world. On September 12, 1962 President John F. Kennedy told an
    audience at Rice University:

            `` . . . So it is not surprising that some would have us stay
            where we are a little longer to rest, to wait . . . but this
            country of the United States was not built by those who waited
            and rested and wished to look behind them. This country was
            conquered by those who moved forward . . . We choose to go to
            the moon in this decade and do the other things, not because
            they are easy, but because they are hard, because that goal
            will serve to organize and measure the best of our energies and
            skills, because that challenge is one that we are willing to
            accept, one we are unwilling to postpone, and one which we
            intend to win, and the others, too. It is for these reasons
            that I regard the decision last year to shift our efforts in
            space from low to high gear as among the most important
            decisions that will be made during my incumbency in the office
            of the Presidency . . . To be sure, we are behind, and will be
            behind for some time in manned flight. But we do not intend to
            stay behind, and in this decade, we shall make up and move
            ahead.''

        Like conquering space and the moon, commercial electric aviation is
    an audacious goal. A goal that will require determination, focus, and
    grit. A goal that will compel us to put our best minds to work and make
    sacrifices as we make advances. A goal that will require the US
    government to make changes in our policies, regulations, and funding.
        We have all the ingredients we need right here in the United States
    to lead us on this tough journey. Companies like magniX and Eviation
    are doing this work right now. We have been designing, building, and
    flight testing the required technologies and solutions, and as
    companies, we are currently in a global pole position to lead the
    industry. In 2019, magniX retrofitted and flew the first-ever all-
    electric commercially-focused aircraft--a five-passenger de Havilland
    Beaver (eBeaver) in partnership with Harbour Air--that took flight on
    December 10, 2019 in Vancouver, BC. It has been flying ever since,
    collecting data, testing performance, measuring noise, and more.
        A few months after the eBeaver's flight, in Moses Lake, WA, magniX
    started flying the world's largest all-electric commercially-focused
    plane--the magnified 9-12 passenger Cessna 208B Grand Caravan, now
    known as the eCaravan. With this aircraft flying at 8,000 feet, new
    heights were literally and figuratively achieved in terms of electric
    aircraft power and performance.
        Both of our aircraft flew without creating emissions. That is
    right--not one ounce of CO2 was emitted from these flights. Later this
    year, the nine passenger, all-electric Eviation Alice, the first
    aircraft to be designed from the ground up as an electric commuter,
    will be taking flight for the first time in Arlington, WA. This will be
    a monumental watershed moment for our industry. And it too, will fly
    without emissions.
        Our all-electric flight test aircraft measured that electric
    aircraft noise energies are 100 times lower than those of traditional
    fossil-fuel-based engines. In practical terms, when one of these
    aircraft is taking off 300 feet away from you, it sounds like people
    having a regular conversation next to you versus what it is today--
    noise levels of a vacuum cleaner operating next to your ears.
        This topic is not, well, simply noise. Noise pollution is an
    important yet often sidelined pollutant from aircraft. The Harvard
    School of Public Health and Boston University School of Public Health
    found that people exposed to aircraft noise may face increased risk of
    being hospitalized for cardiovascular disease. And the number one cause
    of death in the US is heart disease. At significantly reduced noise
    levels, all-electric aircraft will also have far reaching impacts to
    our society and health.
        The Environmental Protection Agency reports that aircraft
    contribute 12 percent of U.S. transportation emissions and account for
    three percent of the nation's total greenhouse gas production. In the
    United States alone, 45,000 flights carrying three million airline
    passengers take off every single day. If we continue down this path, by
    2050, commercial aircraft emissions could triple, given the projected
    growth of passenger air travel and freight. This is not sustainable.
    Rapidly introducing electric aircraft that produce zero carbon
    emissions is absolutely essential to a clean-energy and healthy future.
        In addition to flying electric aircraft to prove out the technology
    and its benefits, magniX has also been working closely with the Federal
    Aviation Administration (FAA) on certification. The FAA has already
    published the Special Conditions by which it will evaluate magniX's
    electric propulsion and magniX is on a path to FAA certification before
    the end of 2022.
        Based on my experience, I believe the FAA is doing a great job and
    is working with the right attitude and approach. The agency is making
    every effort to learn about the new technologies and their benefits,
    while maintaining the utmost integrity when it comes to safety,
    reliability, and quality. As I plan to have my own children and,
    eventually, grandchildren fly on these new aircraft, I appreciate the
    work the FAA are doing and expect them to continue to uphold the utmost
    safety and reliability standards.
        With that being said, I think the FAA lacks the resources it needs
    for the enormity of the task ahead. They do not have enough staff to
    adequately support the new entrants and new technologies being
    introduced at a lightning pace. The resource shortage at the FAA is
    already creating delays; I fear that it will only get worse. I highly
    recommend that additional funding be provided to the FAA so that it can
    hire and train experienced staff and support the timely entry of new
    companies and technologies into the marketplace. This will also
    position the FAA to be the most knowledgeable and experienced regulator
    on this new technology, and enable them to teach and lead other
    regulatory agencies worldwide.
        With electric propulsion certification on track for 2022, that
    means there is a real possibility for smaller all-electric aircraft to
    start flying people and packages on short routes within the next four
    years--within this current Administration's first term. This is an
    audacious--but realistic--goal for our industry.
        The feasibility and benefits of electric aviation are clear and
    proven. I know the naysayers, many of them within the ranks of the
    incumbents of the industry's current antiquated technology, will
    provide many reasons why electric aviation is not feasible, why risks
    are not worth taking, why more time should be spent researching,
    analyzing, and debating, while the world moves ahead. Most of those
    reasons stick to a familiar theme: energy density of batteries and/or
    hydrogen fuel cells. Indeed, as I testify before you today, batteries
    and fuel cells are not powerful enough for a large-scale aircraft, also
    known in industry as a single isle or twin isle aircraft, carrying 100
    people or more, to fly 2,327 miles non-stop from Seattle to Washington,
    D.C. Batteries are only good enough today, in 2021, to power a
    passenger aircraft carrying five to nine passengers up to 500 miles.
        However, the question we should be asking is not ``can an electric
    aircraft fly as far as a fossil-fuel based aircraft?'' Instead, we
    should ask ``does today's electric aircraft meet the demands of the
    flying public?''
        In the United States, half of all airline flights are less than 500
    miles. This speaks loudly to the need and opportunity for middle-mile
    regional electric flight. Moreover, only 1.6 percent of all 50-500
    mile-trips in the United States are made by air. Travel for these
    distances is clearly in high demand, but the aviation industry has yet
    to provide customers a viable, affordable, and widely accessible
    option.
        What's more, access and equity are real issues for the future of
    aviation. Electric aviation, with lower-cost flights at ranges of up to
    500 miles, will enable affordable access even in the most rural of
    areas in the United States. Electric aviation will connect our
    communities like never before.
        On the topic of energy sources, I would like to point out that
    electric aircraft can be powered by multiple sources of electricity. As
    long as the propulsion system, i.e., the technology creating the
    thrust, is electric, it is deemed an electric aircraft. The source of
    energy can be batteries, including lithium-ion, lithium-sulfur,
    lithium-metal, solid state, and other battery technologies currently
    being developed. The source of energy can also be hydrogen fuel-cells.
    These fuel cells create electricity that then flows to the electric
    propulsion systems. In the future, there might also be new sources of
    electricity, fully renewable and recyclable, that are developed to
    provide the electrons needed.
        Today, given the state of development, the majority of electric
    aircraft are battery-electric and specifically using lithium-ion
    batteries. I believe this is temporary, as better and better battery
    chemistries are being proven, as well as advances in the development of
    hydrogen fuel-cells.
        While the source of energy is indeed the biggest challenge for mass
    adoption of electric aviation, I parallel this to where electric cars
    were less than ten years ago. When Tesla, the company that we attribute
    the democratization of electric cars started, it was with an electric
    propulsion system developed for cars, rudimentary batteries, and the
    conversion of the Lotus car. Mainstream car manufacturers, as well as
    battery manufacturers, discounted and disregarded Tesla and their idea
    of electric cars. The claims were similar to what we in aviation are
    hearing today--batteries are not good enough and there will not be
    enough range. But once Tesla started to prove that its converted cars
    where real, battery technology started to progress, and Tesla began to
    develop cars that were designed to be electric. Once it became clear
    this solution was real, other car manufacturers followed suit.
        Today, in 2021, seeing an electric car drive on our streets is no
    longer a novelty, and seeing a car charger at the entrance to a
    shopping mall is no longer an anomaly. Tesla had to start somewhere to
    lead the electric car revolution. Similarly, that focus,
    intentionality, and patience is required in aviation. magniX started
    with propulsion and retrofits. Now companies like Eviation are
    designing aircraft to be electric. And battery companies and fuel-cell
    developers are starting to realize that the potential is real and are
    making investments to improve the sources of energy.
        However, many of these companies are outside of the United States.
    Be it China, France, Germany, Norway, or the United Kingdom, these
    countries have created ecosystems that stimulate, incentivize, and
    financially support the rapid and aggressive development of carbon-free
    aviation. If the United States chooses to lead the electric aviation
    future, we'll see a significant number of jobs created across the
    nation. From advanced research jobs to aircraft assembly jobs to
    electronics manufacturing jobs--these jobs can support diverse
    workforces across the country.
        A paradigm shift in our mindsets must occur for this to happen. We
    did not reach the moon in one attempt or one stage. The journey to the
    moon started with low-altitude rockets, then higher altitude ones, then
    low orbit, then high orbit, until eventually we could fly to and land
    on the moon. Expecting electric aviation to immediately be able to
    power a 737 sized aircraft as it flies across the country is not
    reasonable. In fact, it only deters and defers the inevitable. The
    American people want a low-cost, accessible, equitable, sustainable,
    quiet, and demand-driven aviation transportation system. Electric
    aircraft can enable that. We must start with the correct vision--with
    smaller aircraft flying shorter distances from and to smaller airports.
    And as investments are made, policies are set, incentives introduced,
    and technology progresses, we will be able to advance to larger
    aircraft flying longer distances--a pattern that should be familiar
    across most evolving industries.
        To reach this audacious goal within the next four years, we need
    our President and Congress to take bold action to support and
    incentivize the move to electric aircraft and to provide the boost
    needed for the technology to really take flight. I recommend a holistic
    flight ecosystem approach: set aspirational goals, provide incentives,
    and set bold policies.
        Aspirational Goals. In 1961, President John F. Kennedy announced
    before a special joint session of Congress the dramatic and ambitious
    goal of sending an American safely to the Moon before the end of the
    decade. This goal was achieved on July 20, 1969. With the current state
    of technology, our President and Congress could set a dramatic and
    ambitious goal of having all-electric aircraft start carrying
    passengers and packages for up to 250 miles in range by the end of 2024
    and up to 1,000 miles by 2030.
        Incentives. Congress needs to provide incentives for airlines and
    operators to adopt electric aircraft and use them on existing or new
    routes. In many ways, this would follow the same pattern as electric
    cars. When buying or leasing an electric car, the buyer gets a
    significant income tax credit against the car, sales tax exemptions on
    the purchase or lease, and more.
        Following the same analogy, Congress needs to provide incentives
    for airports investing in charging capabilities and sourcing renewable
    energy from solar, wind, and hydro--just as installing an electric car
    charger at home provides a financial grant for the installation,
    incentivizing people to do so and eliminating a barrier in purchasing
    an electric car.
        Finally, Congress needs to provide incentives for manufacturers
    developing electric propulsion systems for commercially focused
    aircraft, retrofitting conventional aircraft to electric, and designing
    and building new fully electric aircraft. Using an existing model
    familiar to automobile manufacturers, aviation carbon credits should be
    introduced in which manufacturers of fossil fuel-based aviation
    technology would be required to offset their environmental impact by
    buying carbon credits from all-electric aviation manufacturers.
        These incentives can take the shape of budget allocations,
    financial grants, tax credits, rebates, exemptions, reduced
    registration fees, reduced utility rates, and other innovative
    proposals. We should also consider changes to the Essential Air
    Service--a taxpayer-funded program that subsidizes rural air
    connections. By simply adding an environmental-performance criterion to
    qualify for and be awarded such subsidies, operators will be encouraged
    to increase service to these underserved areas by using aircraft with
    lower operational costs and zero emissions. This will result in gaining
    additional clean and quieter routes without any increase in federal
    investment.
        Set Bold Policies. Policies drive behavior and right now our
    behavior is lacking. Congress should set bold policies that require a
    certain percentage of domestic middle-mile flights be emission-free by
    a certain date. It could also require government officials fly a
    certain percent of their flights on zero-emission aircraft by a certain
    date. Similarly, the Department of Defense could operate short
    transport flights using emission-free technology by a certain date.
    Policies like this will set a clear line in the sand and send a message
    that this Administration and Congress--and the country, take this issue
    with the seriousness it deserves.
        As this new electric aviation industry grows and flourishes, there
    is a significant opportunity to bring new jobs and training across the
    United States while meeting the goal of creating a more sustainable
    economy. Investing in electric aviation will create thousands of jobs,
    from manufacturers to suppliers to operators to airports and peripheral
    servicing companies, right here in the United States. Moreover, it will
    enhance the economies of smaller and rural towns by connecting them
    with low-cost and cleaner flights, enabling access to new markets.
        It is my sincere hope that Congress provides all modes of
    transportation, and specifically electric aviation, the critical
    support needed to accelerate our country and provide good-paying jobs.
    Electric aviation will reduce our reliance on fossil-fuels, lower our
    carbon footprint, decrease aircraft operating costs, and create greater
    accessibility and connectivity to all areas in our country.
        I will conclude by shamelessly paraphrasing President Kennedy,
    because his words are as relevant and accurate today for electric
    aviation, as they were for the Space Race in 1962:
        We choose to transition to electric aviation within the next four
    years, not because it is easy, but because it is hard, because that
    goal will serve to organize and measure the best of our energies and
    skills, because that challenge is one that we are willing to accept,
    one we are unwilling to postpone, and one which we intend to win. And
    while it is not surprising that some would have us stay where we are a
    little longer to rest--to wait--this country of the United States was
    not built by those who waited and rested and wished to look behind
    them. It was conquered by those who moved forward. I truly hope that as
    a country, we make the decision to shift our efforts in aviation
    towards electric. To be sure, we are behind, and will be behind for
    some time. But we do not intend to stay behind, and in the next four
    years, we shall make up and move ahead.
        Thank you for giving me the opportunity to provide my insights.
    magniX and Eviation are proud to be a part of the solution that returns
    the American aviation industry to preeminence and global leadership. We
    can do this by continuing to build upon the innovative, environmentally
    sustainable technology that is already here and can soon be
    commercially available. With the right investment and incentives,
    electric aviation can and will be our reality starting within four
    years. We are on the cusp of the ``Electric Age of Aviation;'' the
    United States must take advantage of it.
                                     photos

          Some of the magniX team members in the Everett, WA facility
        magniX includes 23% women and 27% minorities Photo taken in 2021

        The eBeaver powered by magniX all-electric propulsion flying in
                                 Vancouver, BC
                              Photo taken in 2021

    The eCaravan powered by magniX all-electric propulsion flying in Moses
                                    Lake, WA
                              Photo taken in 2020

                       The magniX facility in Everett, WA
                              Photo taken in 2020

                                The magniX logo

        Mr. Larsen. Thank you, Mr. Ganzarski. I appreciate that
    very much.
        And now I want to turn to Mr. Blake Scholl, founder and CEO
    of Boom Supersonic.
        Mr. Scholl, you are recognized for 5 minutes.
        Mr. Scholl. Good morning. I would like to start by
    recognizing and reflecting on why flying is so moving. Even
    though air travel has now become routine, it affords
    opportunities and experiences that were just unfathomable a few
    generations ago. And we get to enjoy all of this while miles up
    in the air, at hundreds of miles an hour, while having a
    breathtaking view of the Earth.
        Sixty years before the early jets, crossing the Atlantic
    took 6 days. And the jet shrank that to just 7 hours. But
    today, we cannot travel any faster than we could 60 years ago.
    So Chair Larsen, Ranking Member Graves, and members of the
    subcommittee, I am grateful for the opportunity today to
    discuss the coming renaissance of safe, sustainable, and
    affordable supersonic flight.
        Since the 1950s, the jet airplane has defined so much of
    our modern lives. Thanks to the speed of the jet, places like
    Hawaii are now major tourist destinations. Musicians think of
    world tours, and entrepreneurs can reach customers around the
    globe. And our leaders can gather frequently in person to build
    relationships and defuse crises.
        At Boom, we want to unlock new possibilities for human
    connection and for business. We have three guiding principles:
    safety, sustainability, and speed. Our first supersonic
    commercial airplane, Overture, is designed to facilitate net-
    zero carbon travel. Aboard Overture, London would be just 3\1/
    2\ hours from New York, and Sydney becomes as accessible as
    Honolulu is today.
        Overture, along with the other emerging technologies
    represented here today, are going to be pillars of the future
    transportation ecosystem. Some day you might take an electric
    taxi to the airport, board a supersonic jet, and then cross the
    planet at twice today's speeds.
        More seamless point-to-point travel makes for a more
    connected world. At Boom, we have been building a strong safety
    culture from day one. Developing our piloted supersonic
    demonstrator, the XB-1, has helped us build a safety-first
    mindset early on, and to develop our safety management system
    well ahead of Overture's assembly.
        We are also taking great care to ensure that speed and
    sustainability are compatible goals. This is a deep part of our
    culture, and our team is working diligently to maximize
    efficiency and minimize noise in Overture's design.
        Crucially, Overture will meet the same stringent noise
    levels that are applicable to the latest generation subsonic
    jets. We understand the importance of community engagement, and
    we plan to undertake such outreach well ahead of Overture's
    entry into service. And because Overture will fly at supersonic
    speeds over water only, we will not be creating sonic booms
    over communities.
        Sustainable aviation fuels, or SAF, are key to Overture's
    sustainability. And we are designing Overture from the ground
    up to run on 100 percent SAF, enabling net-zero carbon flight.
        Lastly, we plan to use and support high-quality carbon
    offsets, including new generation carbon removal technologies
    where necessary, to meet our net-zero commitments.
        Additionally, we are excited to be working with the United
    States Air Force, on potential military applications of our
    aircraft. For example, carry leaders across the world in half
    the time, evacuating wounded soldiers to medical care in time
    to save lives, and transporting lifesaving emergency supplies
    to where they are urgently needed.
        And of course I would be remiss if I did not thank Congress
    and especially this committee, for your leadership in passing
    the bipartisan FAA Reauthorization Act of 2018. Through this
    act, Congress helped drive important regulatory work in support
    of new innovation. And indeed, the FAA's work at the
    International Civil Aviation Organization is critical.
    Regulatory certainty is vital to our success, and ICAO must
    continue to advance economically reasonable, technologically
    feasible, and environmentally beneficial standards for
    supersonic aircraft.
        In the field of SAF, policy incentives will also be
    critical to accelerating production and adoption. At Boom, we
    support measures such as blender tax credits to accelerate SAF
    production, and we are working with a broad coalition of SAF
    stakeholders to advance that policy. Boom is proud that
    Overture will be designed and assembled in the United States,
    leveraging the formidable talent, entrepreneurial spirit, and
    tradition of innovation in our workforce.
        Faster travel will offer many benefits to society, and I am
    grateful that Congress continues to show leadership in aviation
    innovation.
        Thank you for having me here today, and of course, I am
    happy to answer your questions.
        [Mr. Scholl's prepared statement follows:]

        Prepared Statement of Blake Scholl, Founder and Chief Executive
                            Officer, Boom Supersonic
        Good morning, Chair Larsen, Ranking Member Graves, and Members of
    the Subcommittee. My name is Blake Scholl, Founder and CEO of Boom
    Supersonic. Thank you for having me here today to talk about innovation
    in U.S. aerospace and our efforts to ensure the safe, sustainable
    reintroduction of commercial supersonic air travel.
        At Boom, we believe in a world where more people can go more places
    more often, and we want our children to grow up in such a world. Today,
    the barriers of time and inconvenience limit us from experiencing more
    of what Earth has to offer. By building transportation that is faster,
    more affordable, more convenient, and more sustainable, we can unlock
    new possibilities for human connection and for business.
        Boom is redefining what it means to travel long distances beginning
    with Overture, our first supersonic commercial airplane. We envision a
    future in which anyone can buy a ticket and enjoy the benefits of high-
    speed travel. Aboard Overture, London would be just 3.5 hours from New
    York, and Sydney becomes as accessible as Honolulu is today. With
    Overture, three-day business trips could be done in just one day--you
    could attend meetings across an ocean and be home in time to tuck your
    children into bed. Speed powers growth and transformation, and
    increasing the speed of travel would foster greater human connection.
    And Overture is about more than just speed--we are also raising the bar
    for safety and sustainability.
        Traditional wisdom says that supersonic flights are expensive,
    uncomfortable, noisy, and unsustainable. Thanks to key breakthroughs at
    Boom and to innovations across the industry, supersonic flight can now
    be not just faster, but also more comfortable, more affordable, and
    sustainable. For example, our whole-lifecycle approach to
    sustainability will facilitate net-zero-carbon Overture flights.
    Overture will also fly at supersonic speeds only over water, so
    communities will not experience sonic booms. Overture is already a
    massive leap forward from Concorde--the only supersonic commercial
    airplane to see lasting service--but Overture is only our first
    airliner. Ultimately, we want the fastest flight to be the most
    accessible, too.
               Why now is the time for a paradigm shift in travel
        Until the middle of the twentieth century, people could expect
    continued innovation in travel speeds. Railroads, steamships, piston-
    powered airliners, and jets each represented a significant improvement
    in how we got around. But in 2021, we're flying no faster than we were
    in 1960. The world has gone more than sixty years without a meaningful
    improvement in travel speeds. Limited by 1960s technology, Concorde was
    loud, costly, and fuel hungry. Concorde was a technological marvel in
    its time, but it was neither economical nor sustainable.
        Over the subsequent decades, aviation saw steady improvements in
    efficiency and safety. Fundamental advancements and key breakthroughs
    allow Boom to bring back supersonic travel--this time, economically and
    sustainably. Overture will be a brand-new airliner optimized to run on
    100% sustainable aviation fuels, facilitating net-zero carbon flights.
    It will leverage state-of-the-art computational design methods,
    advanced composite materials, and modern turbofan engines to increase
    efficiency and reduce noise. These technologies represent sixty years
    of advancement, but supersonic commercial aviation is still in its
    early days. Over time, we expect continued investment and innovation to
    lead to supersonic airliners that are even more efficient and less
    expensive--reducing ticket costs, fuel burn, and emissions. Overture,
    along with other emerging technologies represented on this panel
    including advanced air mobility and electric propulsion, will be key
    pillars of the future transportation ecosystem. Someday, you might take
    an electric air taxi to the airport, board a supersonic jet, and fly
    across the planet at twice today's speed. Together, these modes will
    enable easier, more seamless point-to-point travel and a more connected
    world.
                                     Safety
        At Boom, we have been working diligently to build both a strong
    safety culture and safety technology from day one. The U.S. aviation
    industry has an exceptional safety record, and we are committed to
    build on that legacy. However, we are also mindful of recent tragic
    accidents, and we have been proactively incorporating learnings and
    program governance best practices to ensure Overture is designed and
    built with safety in mind at every step. At Boom, we have involved
    pilots in the design and development of our airplane programs since the
    beginning.
        Our piloted supersonic demonstrator, XB-1, is a critical element of
    our safety culture. Designing, building, and testing XB-1 has given us
    the opportunity to build a safety-first mindset from day one and start
    to develop our safety management system well ahead of Overture
    assembly. XB-1 has helped mitigate risk from the Overture program.
        In addition, our goal is that Overture will be the first clean-
    sheet airliner to seek certification in the aftermath of the COVID-19
    pandemic. The global health crisis has brought significant changes to
    how we go about our lives--and in the context of air travel, it has
    shown all of us that passenger and crew health is a critical component
    of safety. We plan to incorporate state-of-the-art air filtration
    systems and other health-promoting innovations, ensuring that flying
    aboard Overture is both safe and healthy.

    [GRAPHIC NOT AVAILABLE IN TIFF FORMAT]

                         Environment and Sustainability
        Air travel offers many benefits to society--facilitating cross-
    cultural understanding, fostering new trading relationships, and
    supporting millions of jobs. But it also creates externalities,
    including community noise and climate effects, that the aviation
    industry is working diligently to minimize. As a new company designing
    a new airplane from a clean sheet of paper, Boom has the opportunity to
    optimize our products for sustainability. We have built this mentality
    into our culture from the beginning, and we are committed to making
    supersonic flight something communities welcome. Our team is working to
    maximize efficiency and minimize noise in Overture's design, and we
    plan to engage with airports and communities well ahead of Overture's
    entry into service to understand their concerns and help develop noise-
    reducing flight procedures. Key for airport communities, Overture will
    meet the same stringent noise levels set for subsonic jets. Because
    Overture will fly at supersonic speeds only over water, Overture will
    not create sonic booms over communities.
        Because Overture is a new airplane, Boom is able to take a whole-
    lifecycle approach to sustainability. This includes designing for clean
    manufacturing at our future final assembly line, where we plan to
    incorporate waste-minimizing production practices and leverage on- and
    off-site renewable energy, and it also includes planning for end-of-
    life recycling.
        At the core of this whole-lifecycle approach is facilitating net-
    zero-carbon Overture flights. In the development phase, we are reducing
    tailpipe CO2 emissions through airframe and engine design optimization.
    This step aligns economic and environmental goals. Next, we are
    ensuring that Overture can operate on up to 100% sustainable aviation
    fuels (SAF), a key strategy for more sustainable long-haul aviation,
    which will continue to rely on carbon-based fuels for some time.
    Current-generation SAF enables up to 80% reductions in life-cycle
    carbon emissions when compared with conventional petroleum-based jet
    fuels, and emerging SAF technologies could offer even greater
    reductions in net CO2. We believe the fastest and most comfortable
    flight should also be sustainable--and our goal is a net zero carbon
    future.
        Beyond the carbon reduction benefits, SAF also reduces emissions of
    particulate matter, helping mitigate the non-CO2 climate effects of
    aviation. SAF is currently only permitted to comprise up to 50% of a
    blend with petroleum-based fuels, but the clean-sheet nature of
    Overture allows Boom and our suppliers to design the airplane to use
    100% SAF, capturing the fuel's full potential to reduce CO2 and non-CO2
    effects. In the coming years, we will continue to engage with SAF
    producers to ensure adequate supply for Overture operations, and we
    expect to power Overture's engine test, certification, production test,
    and delivery flights using SAF. Lastly, we support and plan to use
    high-quality carbon offsets, including new-generation carbon removal
    technologies, where necessary to meet our net-zero pledges.
    Sustainability is at the core of Boom's mission to make the world
    dramatically more accessible.
                       U.S. global leadership in aviation
        Boom is proud that Overture will be designed and assembled in the
    United States, leveraging the formidable talent, entrepreneurial
    spirit, and tradition of innovation in our workforce. And we are
    fortunate to draw on the expertise of a variety of partners--including
    Collins Aerospace, Amazon Web Services, Rolls-Royce, and others. We are
    a growing team, and over the next several years, we will continue to
    create well-paying engineering and manufacturing jobs to support the
    Overture program.
        Beyond the immediate economic impacts of Boom and its partners,
    commercial supersonic manufacturing will have a sizable global economic
    impact. Leading investment bank UBS recently estimated the commercial
    supersonic market could be worth $255 billion by 2040.\1\ Undoubtedly,
    the promise of this market will spur international competition, and the
    United States must lead the charge.
    ---------------------------------------------------------------------------
        \1\ ``The need for speed--How will supersonic jets transform the
    travel industry?'' UBS Q-Series, 01 December 2020.
    ---------------------------------------------------------------------------
        The benefits of Overture go beyond commercial applications--for the
    United States government, supersonic travel represents a significant
    expansion in capabilities: conveying leaders across the world in half
    the time to resolve crises and build international connections;
    evacuating wounded soldiers to medical care in time to save lives; and
    rapidly carrying life-saving emergency supplies where they are needed.
    Boom is excited to be working with the United States Air Force to adapt
    Overture for executive transport. Overture could offer the Air Force a
    unique combination of passenger capacity, speed, cabin space, and power
    to accommodate requirements of multiple missions, enabling accelerated
    diplomacy and greater responsiveness to crises. Beyond USAF missions,
    Overture could also become part of the Civil Reserve Air Fleet and
    enable humanitarian and other critical airlifts in half the time.
        The United States has long been a global leader in aviation. To
    ensure that this leadership endures, the federal government must
    continue to encourage innovation and facilitate the integration of new
    entrants into the National Airspace System. I would be remiss if I did
    not thank this Committee and Congress for your leadership in passing
    the bipartisan FAA Reauthorization Act of 2018, which helped drive
    important regulatory work to support new innovation. We are grateful
    for the direction Congress provided to the Federal Aviation
    Administration, which has exercised global leadership in developing
    economically reasonable, technologically feasible, and environmentally
    beneficial standards for supersonic aircraft--helping ensure that U.S.
    industry remains the leader in this field.
        Regulatory certainty is critical to our success in bringing
    Overture to market. The FAA has also shown great leadership both
    domestically and at the International Civil Aviation Organization
    promoting the global standards necessary to develop, certify, and
    operate supersonic aircraft. The FAA has set up an office to deal with
    new entrants such as advanced air mobility vehicles. These processes
    will be extremely helpful to facilitate the introduction of supersonic
    aircraft--and to wider U.S. efforts to support emerging technology in
    aviation. I ask that Congress continue to provide resources to support
    this important work.
        Government also plays a key role providing policy incentives and
    resources for common infrastructure. We are grateful for the leadership
    role that this Committee has played in authorizing the FAA's Continuous
    Lower Energy, Emissions and Noise (CLEEN) program. CLEEN has been a
    successful public-private partnership to help advance sustainable
    technologies and we support expanding the program to include
    technologies applicable to new entrants. The technology behind SAF is
    well understood, but policy incentives will play a critical role in
    accelerating production and adoption. Boom supports measures such as
    blender tax credits to accelerate production of SAF, and we are working
    with a broad coalition of fuel producers, operators, airports, and
    manufacturers to advance this key policy.
        Thank you for having me here today, and I am happy to answer any
    questions.

        Mr. Larsen. Thank you, Mr. Scholl.
        And I want to thank all the witnesses for sticking to 5
    minutes or under. I appreciate that. It might be a record. We
    are going to go back and spend some staff time and look at
    that. So I appreciate that very much from folks.
        I also want to thank the staff on both sides of the aisle
    for putting together an excellent panel for us. I did think
    this was going to be a fairly interesting and somewhat exciting
    hearing based what I had planned to hear, and I think I can say
    ahead of time, before we get to questions, that this is giving
    us a lot to think about on the committee as we move forward in
    aviation. So I really want to thank the panelists for that.
        We are now going to move to 5 minutes each for Member
    questions. I am going to start by recognizing myself for
    questions. And next, if Mr. Graves--he had to step away. If he
    is not back, I think Mr. Massie will be next. He will be the
    first Republican up unless Mr. Graves comes back. So if Mr.
    Massie can be ready.
        So I recognize myself for 5 minutes. The first question is
    for Mayor Garcetti. Can you elaborate, specifically, on the
    elements FAA should include in vertiport standards to meet the
    needs of densely populated areas? This is the question that we
    are taking a look at on the committee. So specific elements the
    FAA should look at in terms of vertiport standards to meet the
    needs of densely populated areas.
        Mayor?
        Mr. Garcetti. Yeah, absolutely.
        First, I just think you have to coauthor this and write it
    with the community. Access is critically important, especially
    when it comes to private buildings. And looking at ways that
    the FAA can create a national standard, but also respect local
    zoning, local land use, and figure out a way to give that sort
    of flexibility on the ground and listen to the coauthorship of
    this with local communities as well.
        Seleta, I don't know if you want to add anything to that
    real quick, because I know the Members do not have a lot of
    time; but anything else you would add?
        Ms. Reynolds. I would just say consideration for
    integration with existing transit systems, as well as noise and
    redundancy. So do we have a large enough footprint to make sure
    that there are alternate landing and takeoff locations if
    something happens with the first one.
        Mr. Larsen. Yeah.
        And a follow up, Mayor Garcetti, how are you thinking about
    equitable access for residents using AAM?
        Mr. Garcetti. Well you know, we have developed something
    called Principles of the Urban Sky, or the other POTUS, as I
    call it. But Principles of the Urban Sky really looks at the
    ways that we can make sure that whatever we do in Los Angeles,
    that we have a public process to kind of coauthor that. That we
    look at links with our public transit system so that it is seen
    as connecting to a system, rather than existing above it.
        And making sure that there are stakeholders from
    underrepresented communities: lower income communities,
    commuter communities that often have been bypassed when it
    comes to cutting-edge technology. They should be the first to
    benefit, as well as folks of other communities.
        So we are looking at putting that together and probably
    having a task force while we develop a standard that wouldn't
    be just good for Los Angeles, but a playbook that hopefully
    folks from around the world can do. And doing that together
    with the World Economic Forum.
        Mr. Larsen. OK. Yeah, great. Thank you very much; it is
    great food for thought.
        Mr. Ganzarski, regarding magniX, you talked about in your
    testimony, you got the eBeaver and eCaravan 5 to 6 person and 9
    to 12 person. What is the limiting technological challenge to
    get to a platform that is larger, say, than a 12-seater
    caravan?
        Mr. Ganzarski. You are right. Right now, the limiting
    factor is sources of energy, meaning batteries and/or hydrogen
    fuel cells. With that said, today's batteries are enough, as
    you mentioned, to take a six to nine-passenger aircraft up to
    500 miles. And hydrogen fuel cells are good enough to take a
    40-passenger aircraft up to 500 miles. That is a project we are
    doing with Universal Hydrogen, converting at Dash 8.
        And so in the next 10 to 15 years, I would say that 40 to
    70 passengers will be the max size you see, and up to about 500
    miles in range. By the time we get to 2030, having 1,000-mile
    ranges with a 100-passenger aircraft should not be a problem.
        Mr. Larsen. Oh, we will make a note of that and check up in
    9 years with you on that one. You noted in your testimony, Mr.
    Ganzarski, that 23 percent of your workforce are women, 27
    percent are minorities. Is magniX doing anything specific to
    attract and hire a workforce that is more reflective of the
    Nation's diversity?
        Mr. Ganzarski. Yes. We intentionally and with purpose look
    for both women and minorities in the roles that we have. This
    is a challenging industry. Aerospace is a tough, tough industry
    to find good diversity in because they just do not exist. And
    that starts at middle school and high school; not enough women
    go into engineering. Not enough minorities go into engineering.
    And so when you want to hire someone today in 2021, the pool is
    much smaller.
        So you have to intentionally do that starting at middle
    school and high school programs. We go to campuses to look for
    women. We do internships, and then when we look at resumes, we
    specifically try to focus on minorities and women in this
    industry so that we can propel them up; but it is not an easy
    task.
        Mr. Larsen. Thank you. I want to touch on that with Mr.
    Grimsley.
        Given your focus on improving visibility of drone research
    and testing among the K to 12 Choctaw Nation students, how can
    the Federal Government--or should the Federal Government
    support the Choctaw Nation's efforts to encourage the students
    to pursue STEM and aerospace careers?
        Mr. Grimsley. Well thank you very much for that question.
    It is a very important question, and I agree with what the
    previous witness said. We need to reach the children at younger
    ages. That is when they develop the passion and when they have
    the ability to have a sense of confidence that STEM is
    something that they could do a career in, engineering is
    something they can do.
        I believe the things that Congress is doing right now in
    terms of broadband buildout, including STEM education as part
    of things like the FAA reauthorization, are all important. But
    I think more opportunities for partnerships. We have a great
    partnership with NASA where we do a lot of STEM-related camps
    for our Choctaw youths. So more opportunities where we can work
    with agencies so that we can reach some of these underserved
    students in some of these areas.
        The Choctaw Nation has really historically been an
    impoverished area. The Tribe has made a huge impact on the
    quality of life and economic opportunity. But we are still an
    emerging area. So one of the big things that we are working on:
    STEM at that younger age. We are looking at middle school and
    all the way through high school as something very important to
    us, even as part of BEYOND and our previous IPP efforts.
        So I think that----
        Mr. Larsen. OK.
        Mr. Grimsley. Thank you, appreciate it.
        Mr. Larsen. Yeah, thank you. I need to cut myself off.
        And with that, I will just doublecheck that Mr. Graves is
    available.
        [Pause.]
        Mr. Larsen. OK. Then we will move to Representative Massie
    of Kentucky.
        You are recognized for 5 minutes.
        Mr. Massie. Thank you, Chairman Larsen, for having this
    hearing.
        Mr. Bry, since we share an alma mater, I want to start with
    you. Also, I was very disturbed by the state of our drone
    manufacturing and the small market share that we have. What are
    the biggest challenges that you see for drone manufacturers in
    the United States? Why is China so dominant and what can we do,
    if anything, in Congress to sort of change the playing field or
    level it out?
        Mr. Bry. Well thank you, Representative, for that question.
    I think it is a really important issue.
        So there is some history to this. I grew up flying radio-
    controlled airplanes, which is kind of my on-ramp into the
    industry. And the U.S. had a thriving, and still has a
    thriving, obvious community, which I think is really important.
    But most of those RC airplanes, RC toys, were manufactured in
    China. And I think that is actually one of the reasons why
    China got out to an early lead, because there has kind of been
    this blending of the hobbyist industry into what is now the
    drone industry.
        I think the most important thing to recognize is that we
    are still very early. The technology is in its infancy, so
    there is tremendous opportunity. Ultimately, the way that we
    win is by having better products. And I think the way that we
    have better products is by focusing on the stuff that we are
    good at.
        So at Skydio, we focused on autonomy and AI. We think that
    is the future of the industry. And we are winning head-to-head
    with customers across basically every segment based on the
    strength of that AI and autonomy.
        From Congress' standpoint, I think there is a few things to
    consider. The U.S. public sector represents a really
    significant customer base for drones: from State departments of
    transportation to DOT to public safety. And the more the
    taxpayer dollars are going to support U.S. companies, the
    stronger the U.S. industry is going to be. So legislation like
    the American Security Drone Act, which is primarily concerned
    with security of drones, will also help promote U.S. industry.
        And I also think doubling down on the stuff that is
    working. So using drones for infrastructure inspection--and
    this is a use case that has tremendous public good. There is an
    opportunity to provide grant funding to increase that and help
    State departments of transportation stand up stuff that is
    working. You have heard this in a number of the opening
    statements as well: the regulatory environment matters a huge
    amount. We need to have regulations that support autonomous
    flight because that is really the future of the industry.
        Mr. Massie. Well let me ask you about that. As you well
    know, I am sure there were 50 UAS provisions in the last FAA
    authorization. How is that going at the FAA? We need a robust
    domestic end-user market for drones in order to have robust
    manufacturing, I believe.
        So how are they doing on that and what can we do?
        Mr. Bry. Again, I very much appreciate the question. I
    mean, I think there is a lot of good stuff in there.
        So one of the things that we have really benefitted from,
    from the last FAA reauthorization, was what is called the 44807
    provision. So there is kind of this, you know, small--part 107
    if you have a pilot, if they are flying within visual line of
    sight. That is one end of the spectrum.
        The other end of the spectrum is full type certification,
    which is designed primarily for crewed aircraft at a much
    larger scale. And there is kind of this missing middle, which
    44807 begins to fill where it is a lighter weight, faster
    process to certify autonomous aircraft for routine operation. I
    think we need a lot more of that. The FAA seems to be kind of
    backing away from this. I think we need to double-down on
    things like that.
        And one of the other areas that was called out in the
    reauthorization, which I think is really important to continue
    with, is investment in education. Because that is really where
    all of this starts. We are hiring from the pool of talent that
    comes from our educational system. And I think that is
    ultimately the future.
        Mr. Massie. Mr. Scholl, I am really excited about the
    prospect of civilians flying supersonic again, and especially
    if those routes will start from the United States. Can you tell
    us how far away we are, Mr. Scholl, from civilians flying
    supersonic? And what is the first route you are going to focus
    on?
        Mr. Scholl. Yeah, thank you.
        Yes. Super exciting. We are going to have passengers on
    board before the end of the decade. To give you a little bit of
    a sense of the timeline, our XB-1 supersonic demonstrator--
    which is history's first independently developed supersonic jet
    and the first new civil supersonic aircraft since the Soviets
    did it in 1968--that airplane is going to fly around the end of
    this year, early next year, start to set some speed records.
        We are breaking ground next year on the factory for our
    Overture airliner. We are going to start building the first one
    in 2023; it is going to roll out of the factory in 2025, and
    begin flight tests in 2026. So we are just 5 years away from
    having the first American-made supersonic airliner in our
    skies, and that is tremendously exciting.
        As far as which routes we are going to focus on, that is
    really up to our airline customers. But you are going to see
    supersonic first on the routes that are transoceanic. Think New
    York to London in 3\1/2\ hours. Think L.A. to Sydney in 8
    hours. Think being able to get from the U.S. to Asia an entire
    day faster than it takes today. You can leave a day later,
    sleep at home before you have to leave, it is super, super
    exciting.
        Mr. Larsen. Thank you.
        Mr. Massie. Thank you, Chairman Larsen. Has my time
    expired?
        Mr. Larsen. I am sorry, your time has expired.
        Mr. Massie. OK. Thank you very much.
        I yield back.
        Mr. Larsen. Thank you, Representative Massie.
        And next up, we have Representative Carson, who will be
    followed by Representative Mast.
        Representative Carson of Indiana, you are recognized for 5
    minutes.
        [Pause.]
        Mr. Larsen. I was waiting for a hint from the staff about
    sound.
        [Pause.]
        Mr. Larsen. You seem to be muted, Mr. Carson.
        Representative Carson.
        Mr. Carson. Yes, sir.
        Mr. Larsen. There you go. Representative Carson is
    recognized for 5 minutes.
        Mr. Carson. All right. Thank you. You know, I'm preparing
    to reintroduce my bipartisan bill with Don Young, the National
    Center for the Advancement of Aviation Act. It would
    effectively support and promote collaboration among civil,
    commercial, and military aviation sectors to address the
    demands and challenges associated with ensuring a safe and
    vibrant national aviation system through research, education,
    and training.
        To the panel, what do you think about this kind of center
    that would effectively go across silos of so many different
    aviation sectors and build up our American aviation industry.
    Is this too ambitious? What are your thoughts?
        Mr. Larsen. Mr. Carson, this is the chair. Could you
    identify a specific person to ask that of, please?
        Mr. Carson. Let's start with the good mayor. I think he's
    passionate about aviation.
        Mr. Garcetti. Absolutely. I would welcome it, Congressman.
    I think it's absolutely critical, and as we look at
    infrastructure packages that you'll be considering, having
    these national centers to both test and develop, I think of the
    high desert where the B2 bomber, Northrop Skunk Works, others
    have for a long time helped develop the aerospace innovation
    that's helped us win wars and keep the peace.
        Right now where there's drone technology and transportation
    technology being focused, I think for all of us it would be
    welcome to see that sort of investment. We can't take for
    granted that it will just happen. I think the best of public-
    private partnerships are the public funding to see this
    research be accelerated and then the private sector to spin it
    off as we've seen in this country from everything from the
    internet to the aerospace breakthroughs we've made in the past.
    So I would absolutely welcome it, and I'd probably lobby to put
    it here, but since my wife's from Indiana, I'd settle for
    Indiana too.
        Mr. Carson. Those Hoosiers ties run deep. Thank you, sir.
        Mr. Garcetti. You bet.
        Mr. Scholl. I can throw in a couple cents here. I am not
    familiar with this specific proposal but I think we're really
    onto something here with the importance of innovation at the
    intersection of different technologies. Especially as we think
    about the future of advanced air mobility, supersonic flight,
    how that intersects with our infrastructure, bringing together
    airports, airlines, aircraft manufacturers including new kinds,
    and thinking about how we can more fluidly move around the
    planet. This can be a major opportunity for innovation.
        Mr. Carson. Thank you.
        Mr. Ganzarski. I'd be happy to add to that as well in that
    I think the center would really have to focus on what is the
    deliverable and what do you call success. Is it about R&D? Is
    it about bringing practical solutions to market? How do you
    know the sector has been successful and how do you measure it?
        Mr. Carson. That's good, very good. Thank you all. I yield
    back, Chairman. Thank you.
        Mr. Larsen. Thank you. I recognize Representative Mast for
    5 minutes, who will be followed by Representative Davids.
    Representative Mast for 5 minutes from Florida. Sorry. We're
    going to skip ahead, and I apologize. Representative Balderson,
    you're recognized for 5 minutes.
        Mr. Balderson. Mr. Chairman, thank you very much. I
    appreciate everyone joining us today. My first question is
    going to go to Mr. Scholl. Mr. Scholl, I have had the
    opportunity to visit NASA's Glenn Research Center, which is
    located in Cleveland, Ohio, outside of my district, but within
    a 2-hour drive.
        So one of the many great projects they're working on with
    their state-of-the-art wind tunnels is developing a prototype
    quiet boom supersonic aircraft. Has your company collaborated
    with NASA or other Federal agencies on researching this
    technology or delivering a commercial product?
        Mr. Scholl. Thank you very much for the question. To be
    clear, with Overture 1, we are starting focusing on routes that
    are over water only for supersonic flight. So the question of
    quiet boom and sonic boom over communities is not something
    we're addressing in Overture 1. However, I am very excited with
    the work happening at NASA Glenn with the QueSST program and
    elsewhere about developing the technologies that will
    ultimately enable supersonic flight unrestricted everywhere,
    and I think that is certainly part of the future.
        Mr. Balderson. Thank you. Is there anything Congress can do
    to ensure some of the Federal research to help commercial
    airspace?
        Mr. Scholl. I think that's a great question. I think we're
    on a good track with QueSST. I think one of the things that
    would be important, sort of guidance in the regulatory process,
    is balancing sustainability, balancing affordability, and
    balancing what is an appropriate, acceptable noise level for
    communities. Sometimes, those goals can be intention, and
    having to balance on making supersonic flight acceptable for
    everybody, affordable for everybody, is going to be huge to
    enabling that next generation of high-speed flights everywhere
    for everybody.
        Mr. Balderson. Thank you very much. My next question is for
    Mr. Harter. Mr. Harter, thank you for joining this morning
    also. What do you believe the best practices are for Federal
    research collaboration with entities like your university and
    how can Congress best support your work and ensure that Federal
    agencies are collaborating with researchers on the university
    level?
        Mr. Harter. Thank you for the question, sir. I appreciate
    the opportunity. So I think NIAR has a long history of being
    able to process intersections and bring together all the
    different stakeholders; the Government, the industry, academia
    to collaborate on different research projects as well as to
    inform and help write the regulations and policies.
        So I think the Federal Government should continue to invest
    in research opportunities as well as policy and guidancemaking
    in centers that create those intersections, and I think Wichita
    State is very well poised to do that as are other institutions
    in the U.S.
        Mr. Balderson. OK, thank you very much. Mr. Chairman, I
    will yield back my remaining time. Thank you all very much.
        Mr. Larsen. Thank you, Representative. I now recognize
    Representative Davids, after which it will be Representative
    Van Drew. Representative Davids from Kansas, you are recognized
    for 5 minutes.
        Ms. Davids. Thank you, Chairman. And thank you to all our
    witnesses for taking the time to join us today, especially Mr.
    Harter, who is coming from the Sunflower State and serving on
    today's panel. Thank you so much.
        I also really want to just kind of note how much I
    appreciate the chairman and ranking member for holding the
    hearing that we're having today. This is a chance for us to
    look forward and evaluate the opportunities that exist that are
    frankly really exciting in the U.S. aerospace sector.
        Of course, one area of particular interest for me is
    advanced air mobility, or AAM, as folks often refer to it as.
    Because these air transportation systems hold a lot of
    potential to integrate into existing aerospace operations,
    whether we're talking about local and regional, rural, urban,
    passenger, cargo. I think we're hearing about all of that
    today. And I think a lot of folks would love to imagine a
    future where you can hop onboard a small electric vertical
    takeoff vehicle in the middle of an urban environment or city
    environment like Kansas City and then fly a really manageable
    distance. What would normally take maybe 45 minutes to commute
    now only would take 10 or 15 minutes. And it's obvious that
    that future is not really that far off.
        And I've had the chance to visit with some of the companies
    that are working on this exciting technology, and I know that
    now is the time for us to be engaged in this from the
    congressional level. And this is actually one of the reasons
    that Ranking Member Garret Graves and I have introduced H.R.
    1339, the Advanced Air Mobility Coordination and Leadership
    Act. We're going to come up with a nice little acronym for that
    for everybody.
        But you know, this is a simple bill that's got some pretty
    commonsense stuff in it directing the DOT to establish an
    advanced air mobility interagency working group. That includes
    executive agencies, labor, public and private stakeholders,
    which we've heard are going to be so important to this.
        And then, of course, there's obviously the infrastructure,
    security, cybersecurity, but when we're talking about an
    industry that's predicted to be a $1.5 trillion industry, we
    need to make sure that we're taking this really seriously here.
    And that's for everybody here in States like Kansas and all
    across the country.
        So I want to start off actually with a question to Mayor
    Garcetti. Mayor, I know you all have already started to prepare
    for an AAM-enabled future with your Mobility Plan 2035. You
    have a working group established, and I'm just curious, what
    questions and answers do you think that other cities need to be
    looking at when they're evaluating the future of AAM?
        Mr. Garcetti. Well, thank you, Representative Davids, and
    thank you to you and to Ranking Member Graves for the AAM
    Coordination and Leadership Act. I think it's a really
    important piece of legislation to have introduced.
        We're looking at a few different things and trying to do
    this in conjunction, not just with other cities but rural
    Tribal areas, as well as having this conversation outside the
    United States to see what sort of global standards might be
    developed, though I think America should lead on these.
        Obviously, it's the sharing of data in a way that's open-
    sourced as much as possible for stakeholders to be able to see
    that and understand the space that we all own collectively.
    We're looking at things like affordability, how much do these
    rides actually cost if they were in an urban area. Of course,
    the planning issues that I mentioned about land use, but also
    the distribution of vertiports. Are they equal in different
    communities? It's like broadband; this will be something for
    rural communities to consider as well as poorer neighborhoods
    in urban areas, the noise and visual pollution.
        And then lastly, the jobs from the manufacturing all the
    way to the passenger experience. What sort of standards do we
    want to establish for these jobs and opportunities for folks
    who are underserved and economically don't have as many
    advantages.
        Ms. Davids. Yeah, I appreciate the--particularly when it
    comes to the up and down stream. Both the jobs and also making
    sure that our suppliers are taken care of, and in Kansas where
    we've got both up and down stream suppliers, I'm keenly aware
    of how important that can be.
        And one last thing I wanted to just----
        Mr. Larsen. If the Representative could wrap? Your 5
    minutes is up.
        Ms. Davids. OK, OK. Sorry. I just wanted to--thank you to
    the Choctaw Nation for all the innovative work that you all
    have been doing. I meant to say that earlier.
        Mr. Grimsley. Thank you.
        Mr. Larsen. Thanks. A little change-up here. We're going to
    recognize Ranking Member Garret Graves from Louisiana for 5
    minutes.
        Mr. Graves of Louisiana. Great. Thank you, Mr. Chairman.
    Mr. Chairman, I love that we're talking about advanced
    technologies and found my internet was not solid in the first
    opening statement, but I think we got that fixed.
        In any case, I want to follow up on a question I believe
    Mr. Massie asked, and if I could ask Mr. Bry. We've seen a lot
    of problems with supply chain and perhaps dependence upon
    supply chain from China that's problematic. We've seen the
    percentage of the drone market share. Could you talk a little
    bit, you know, Congress is especially concerned about this
    increased reliance upon them for batteries for technology for
    components. Can you talk a little bit about the current status
    of domestically sourced components and supply lines and why you
    think that's important?
        Mr. Bry. Yeah, I very much appreciate the question,
    Representative Graves. I think this is a really, really
    important issue, and it's something that we think a lot about
    at Skydio. So most of the most critical components on our
    drones are coming from U.S. companies. The two major processors
    that we use are coming from Embedia and Qualcomm, both U.S.
    companies. Wherever we can, we're sourcing stuff from U.S.
    companies or allied nations. And there are a lot of great
    components out there.
        We were actually the first commercial customer for a
    company called Arris Composites that has a really innovative
    composite technology, a critical component for our latest
    enterprise drone. So I think there's a lot of good stuff
    happening. It's also important to recognize that these things
    take time, and there are certainly areas where there just are
    not U.S. alternatives. I think there's a lot of innovation and
    a lot of good things happening. I think everybody kind of
    recognizes that there's opportunity and need here. It's just
    going to take a little bit of patience to get there. But I
    think a lot of positive things are happening.
        Mr. Graves of Louisiana. Great. Thank you. I appreciate it.
        Mr. Harter, one of the things the subcommittee has been
    focusing a good bit of time on, and I know the chairman shares
    concerns, is on cybersecurity threats as it relates to
    aerospace. And certainly with new generations of technologies
    before us, this whole threat evolves. Could you talk a little
    bit about how you see the current threat and what we need to be
    thinking about as policymakers and some of those on the Zoom in
    terms of innovators?
        Mr. Harter. Yes, certainly. Thank you for the question.
    Cybersecurity is a paramount concern in all of new
    technologies. Aerospace, of course, is getting more and more
    connected. Not only in the technology of the aircraft or the
    air vehicles themselves, but in the technology that helps those
    air vehicles navigate our pathways. So we need to spend a lot
    of time and have a lot of concern and research and make sure
    our workforce is ready to support the cybersecurity of not just
    the air vehicle itself, but the systems that support those and
    help them fly around our Nation and across the world. Does that
    answer your question, sir?
        Mr. Graves of Louisiana. It does. Thank you. And I think
    this is an area where we need to continue being very thoughtful
    and vigilant, ensure that we keep it on the front burner.
        Mr. Bry, if I can go back to you, the FAA has done a number
    of rulemakings and a number of initiatives to integrate drones
    into the national airspace, IPP, BEYOND, unmanned traffic
    management systems and others. Can you talk a little bit?
    Again, I know the chairman mentioned this. I mentioned it in
    the opening as well. We've got to make sure that all of these
    efforts are coming together to ensure that we are efficiently
    and safely integrating drones into the national airspace.
        Could you just talk a little bit about how you see these
    things coming together?
        Mr. Bry. Yeah. Again, I think it's a great question, and I
    think this committee and the FAA deserve a lot of credit for
    the work that's been done. We've benefited quite a bit from the
    integration pilot program, the IPP. It's gotten us connected to
    end users. We've gotten some breakthrough waivers for low-
    altitude beyond visual line of sight.
        The most important thing I think is using that momentum to
    create repeatable operational stuff that goes beyond these
    pilot programs and gets codified into actual scalable
    regulations. And thanks to the pilot programs I think we now
    have a lot of data that suggests and shows the kinds of
    operation that can be done safely. So I think we've got a lot
    of the pieces we need. We just need to make sure that we keep
    the momentum and turn those into actual scalable operational
    standards.
        Mr. Graves of Louisiana. Great. Thank you. Yield back, Mr.
    Chairman.
        Mr. Larsen. Thank you, Representative Graves.
        I now recognize for 5 minutes Representative Kahele of
    Hawaii. Representative Kahele.
        Mr. Kahele. OK. Thank you so much, Chair, and aloha,
    everyone. It's great to be on this hearing today. As a pilot, a
    lifelong pilot, I'm really excited about some of the really
    innovative things that we're talking about.
        And my first question goes to Mr. Scholl from Boom. I had a
    great opportunity to read your testimony and I had something
    that popped out at me and I wanted to ask you a question on it.
        You mentioned in your testimony that Overture, the
    supersonic aircraft which looks very similar to the Concorde,
    but obviously from your testimony, there's much greater
    technological advancement in this type of aircraft. But you
    noted that the Overture will--due to noise--only fly supersonic
    speeds over the water.
        And so my question was, that makes a lot of sense when
    you're flying from New York to London or Japan to Hawaii, but
    how would that work flying from Los Angeles to New York if
    we're limited to flying right under the speed of sound?
        Mr. Scholl. Great question, really appreciate it. The
    reality is we're going to see supersonic travel coming to
    market in a couple phases, and that first phase is going to be
    focused on supersonic flight over water. So fortunately, Hawaii
    is one of those places to get a super benefit from it since
    it's right in the middle of a lot of water.
        Of course we want to get from, say, Seattle to Washington,
    DC, faster than we get from Seattle to Tokyo. And so there is
    going to be, I think, a second generation here, possibly some
    supersonic corridors that would allow high-speed flight over
    land.
        And then what we really need to have this be mainstream
    everywhere is global standards for supersonic flight over land,
    understanding what's going to be an acceptable level of noise
    over communities that doesn't create disruption.
        And then once we have those standards, once you have that
    certainty, we know we can build aircraft that meet it, but we
    can't do that in phase 1 because we don't know what we need to
    do. So it's that regulatory uncertainty that's really holding
    it back.
        Mr. Kahele. All right. Thank you for that. Second question
    is in regards to the SAF reductions in carbon emissions and the
    types of fuels and technology and research we're doing to build
    aircraft that are more energy efficient, more carbon neutral
    and the ones that help us contribute to a cleaner environment.
        Can you talk a little bit about that part of your testimony
    and what Boom is doing and Overture is doing to do R&D into
    that?
        Mr. Scholl. Yeah. It's a great question. It's super, super
    important to us, and we believe deeply that the airplane that
    you most want to be on from a comfort perspective, from a
    convenience perspective, from a speed perspective, also needs
    to be the one that's best for the planet. And, you know,
    historically we've seen those things in conflict, but they
    really don't need to be.
        And I think there is great inspiration that we can take
    from what Tesla has accomplished in automotive. You know,
    before Tesla you didn't want an electric vehicle. They were
    slow. They didn't go very far. They weren't fun to drive. And
    then they showed us that we could build an electric car that's
    great to drive and is best for the planet.
        And so that's the kind of vision that inspires us in
    Overture. And so the question is well, how do you do it? You
    can't do it with electricity, not anytime soon, because
    batteries are simply too heavy for a long-range flight. You'll
    run out of charge before you get to your destination.
        So what you need is sustainable aviation fuel, which is
    chemically very similar to today's jet fuels, but can come from
    completely carbon-neutral sources. So there are a bunch of ways
    we can do this. There are biofuels. There are fuels that are
    based out of municipal waste. There are fuels that are based in
    carbon sequestration. And we're designing Overture from the
    ground up to be the first commercial airliner that's going to
    run on 100 percent SAF, and that's super important to us as a
    design goal.
        Now, the biggest challenge, and I think this is where there
    is an opportunity for this committee and for Congress to
    provide some leadership, is that the supply chain for
    sustainable aviation fuel, for SAF, needs to be scaled. And
    today the technologies exist, but they're not scaled up yet.
        So we need things like producer tax credits, R&D around SAF
    and how we scale that so that it is not just technologically
    feasible, but available in large quantities and available on
    terms that are economically competitive.
        Mr. Kahele. Thank you so much for that. And mahalo, Chair,
    and I yield back.
        Mr. Larsen. Thank you, Representative, and I'm going to
    recognize Representative Steel of California. And just a heads-
    up that Representative Williams from Georgia will follow
    Representative Steel.
        Representative Steel, you're recognized for 5 minutes.
        Mrs. Steel. Thank you, Chairman Larsen and Ranking Member
    Graves. I'm happy to have the opportunity today to hear from
    the witnesses about the advances that aerospace industries are
    making through research and innovation for the future of
    American air transportation.
        I have the honor of representing coastal Orange County,
    California, in Congress. My district is home to John Wayne
    Airport. The airport is located between the cities of Costa
    Mesa, Irvine, and Newport Beach, and serve more than 3 million
    people within 34 cities and unincorporated areas of Orange
    County.
        In 2019, approximately 10.7 million passengers flew through
    John Wayne Airport. The residents of Orange County and of my
    district care a lot about our airport. In addition to the
    convenience of having a world-class airport close to home, my
    constituents are also deeply concerned about the impacts noise
    and pollution have on our community.
        I'm very encouraged by the innovations that the witnesses
    have presented today. They show that private-sector innovation
    is the driver for a new, cleaner, and quieter air travel. But I
    know the new technology such as electric airplanes have been
    part of the discussion for quite some time.
        I believe the Federal Government has an important role to
    play in cutting redtape and providing a regulatory environment
    where new technology can be approved for use safely yet avoid
    the pitfalls of using taxpayers' dollars to pick winners and
    losers. I'm happy to be a member of the Quiet Skies Caucus and
    to work here in Congress to help reduce noise and pollution
    from air travel.
        I believe the best way to do this is to create a fair
    playing field where innovation can flourish and airlines,
    manufacturers, and travelers can make the best choice for their
    businesses, and most importantly for the health and wellbeing
    of their passengers and the communities in which they operate.
        So having said that, I want to ask Mr. Ganzarski, can you
    share more about the current market for electric aircraft and
    about what the barriers are to transitioning to this more clean
    and more efficient technology?
        Mr. Ganzarski. Thank you very much. John Wayne Airport is a
    great example of a regional airport in the middle of a dense
    population. Imagine being able to fly in and out of John Wayne
    Airport with an aircraft that produces 100 times less noise
    energy, 20 percent less decibels, and do so at zero emissions.
    That completely changes the landscape. Now imagine that
    aircraft costs 40 to 80 percent less per hour to operate. How
    many more people in and around John Wayne Airport can now have
    access to flying?
        The fact is that most flights in the United States are less
    than 500 miles in range, which means that battery-electric or
    hydrogen fuel cell electric aircraft, even small ones, can
    today serve a large amount of demand.
        Because of battery density and fuel cell density, we will
    start with small aircraft, 6, 9, 12, 40 passengers flying to
    and from smaller airports in distances of 250 to 500 miles. But
    that will open up access and equity at costs and cleanliness of
    levels that have never existed before, and so the market is
    very strong for it. Now we have to incentivize the move
    forward.
        Mrs. Steel. So your testimony includes a request for
    incentives for manufacturers that make electric aircraft. So
    can you share how to see electric aircraft competing without
    taxpayer subsidies?
        Mr. Ganzarski. So it wouldn't have to be even taxpayer
    subsidies. Imagine carbon credits. So there is now the
    discussion about having carbon credits for synthetic aviation
    fuels. What if it was also for electric? If you use an aircraft
    or are manufacturing an aircraft that pollutes the environment,
    you can offset those with credits towards an aircraft or a
    propulsion system manufacturer that does so with completely
    clean technology.
        And so those types of incentives and subsidies, if we call
    them that, will encourage other manufacturers in other
    aerospace companies to go more electric.
        Mrs. Steel. Thank you very much. Thank you for all the
    witnesses and I yield back.
        Mr. Larsen. Thank you, Representative.
        The Chair now recognizes Representative Williams of Georgia
    for 5 minutes.
        Ms. Williams of Georgia. Thank you, Chairman Larsen for
    convening this hearing, and thank you to all of our witnesses
    today. It's critical that we make investments into aeronautics
    research. We have some of the best scientists and researchers
    at NASA working with the FAA on advanced air mobility. What was
    once thought of as futuristic or something from ``The Jetsons''
    will be our reality in no time. With all of the forms of
    transportation, safety is one of the top things that we need to
    ensure.
        Mayor Garcetti, I represent the city of Atlanta, and we're
    similar to the city of Los Angeles in many ways. Both cities
    are urban areas. Both have very large, busy airports, some of
    the busiest in the world, and have extreme vehicle congestion.
        As we move to implement AAM, what safety regulations and
    standards do you believe the Federal, State, and local
    government should have in place to ensure that residents in
    urban areas that are high density are safe?
        Mr. Larsen. Mayor Garcetti, you seem to be on mute.
        Mr. Garcetti. Sorry. Thank you so much, Representative
    Williams. We have a real expert here, who not only serves on
    the FAA Drone Advisory Committee, but who has been trying to
    help us hear what some of these things might even sound like in
    an urban environment. So I'm going to ask Seleta Reynolds to
    answer that with your indulgence if that's OK.
        Ms. Williams of Georgia. Yes, thank you.
        Ms. Reynolds. Thank you so much, Representative Williams,
    for the question. And I was born in Atlanta, so it has a place
    in my heart forever. I just want to share that like Atlanta,
    Los Angeles is a city that has suffered a legacy impact of
    where freeways are and how they really box Black and Brown
    neighborhoods and low-income neighborhoods out of opportunity.
        And as we consider where we are going to locate vertiports,
    we want to consider equity of impacts. We want to make sure
    that we don't double down on those same legacy impacts of the
    past. And that means we have to consider safety, which means
    that while the industry wants to innovate and lean forward,
    that probably should not happen over urban areas.
        But we also want to consider noise impacts. And in Los
    Angeles, we've actually built a sound lab where residents can
    come in and stand on the corner of a different part of Los
    Angeles; touch, feel, and hear what it might sound like, so we
    can really start to get their reactions about how they might
    like to see these things come into their community.
        We want everybody to benefit, but we want to make sure that
    we do not continue the harms of the past. And so that sound lab
    research is something that we hope we can share with other
    cities, especially cities like Atlanta that share so much in
    common with Los Angeles.
        Ms. Williams of Georgia. Thank you, Ms. Reynolds. And going
    more into that, AAM aircraft will still require landing areas,
    so thinking about the equity and the concerns from the past,
    how do you propose we build this infrastructure in cities that
    currently have limited space and land like L.A. and Atlanta?
        Mr. Garcetti. Go ahead, Seleta. Yeah.
        Ms. Reynolds. So I think that we need to come up with a
    tiered policymaking, so there may be regional hubs where larger
    or louder aircraft can take off and land, maybe near existing
    airports or other regional hubs like Union Station.
        But then at smaller distributed hubs throughout our
    neighborhoods, we want to have a higher bar and make sure that
    those aircraft are quieter. Maybe they're more appropriate for
    aircraft that are carrying cargo that are delivering things to
    restaurants and other sort of retail establishments, or even
    residents in those arenas.
        And so I think there is a thoughtful approach to
    policymaking where we really can come up with some creative
    ideas that directly address the needs of communities. We don't
    need another solution in search of a problem, and I think
    that's where sort of thoughtful city voices at the table can
    make the difference between success and failure for this
    industry as it scales.
        Ms. Williams of Georgia. Thank you. And Mr. Bry, in your
    testimony, you mentioned that companies based in China
    currently dominate the U.S. market share of drones by 80
    percent. What would it take for the United States-based
    companies to manufacture drones at the same rate or faster than
    what is currently being manufactured by these other companies?
        Mr. Bry. Thank you, Representative, for the question. I
    think this is an incredibly important issue and topic, and
    something that we think a lot about at Skydio and we're proud
    of the progress that we've made. I think just a few years ago,
    people thought it wasn't possible for a U.S. company to build a
    competitive product, and we're showing now on the strength of
    our artificial intelligence and autonomy that we can build a
    product that is winning just on the strength of its
    capabilities for a really wide range of customers.
        And I think that's really the most important thing, is
    using the things that the U.S. is good at. We've led the way in
    cell phones with the transition to software-defined devices
    with the iPhone, with Android. I think there's a similar
    opportunity with drones as AI and autonomy become more
    important. So I think getting the product piece right is most
    important.
        And anything that's good for domestic manufacturing is also
    going to be good for the U.S. drone industry, so we started
    building our drones in the U.S. because it was the way to get
    the best product the fastest with the fastest development
    times. Drones are really like other aerospace products where
    there's tight integration between hardware and software
    manufacturing.
        Mr. Larsen. Thank you, Mr. Bry. Thank you, Representative
    Williams. The time is expired.
        I'll now recognize Representative Johnson of Georgia,
    followed by Representative Brownley of California. So I
    recognize Representative Johnson for 5 minutes.
        Mr. Johnson of Georgia. Thank you, Mr. Chairman. I would
    like to ask Mr. Harter, how has the COVID-19 pandemic
    illuminated the need for greater innovation in the aerospace
    industry, and how can Congress amplify its role in
    incentivizing greater innovation in the aerospace industry?
        Mr. Harter. Thank you, Congressman Johnson, for the
    question. So how has COVID illuminated innovation in aerospace?
    That was the question. Correct?
        Mr. Johnson of Georgia. Yeah, the--how has the pandemic
    illuminated the need for greater innovation in the industry?
        Mr. Harter. I can't say that I've thought about that
    particularly, but let me try and, let me try and shed some
    light on that. So I think what we've seen is a big impact in
    air travel. We've certainly seen the airlines and OEMs respond
    with innovation in ensuring that air is clean inside their
    vehicles as we fly, and we've seen great innovation there and
    very good progress.
        There's been a lot of research and effort spent in ensuring
    that the way that we clean the aircraft doesn't damage them.
    And I think we're going to see a lot of innovation in the way
    seats are configured, the way people board airplanes, and
    continued innovation in the way air is cleaned on board the
    airplanes as well. I think----
        Mr. Johnson of Georgia. OK. All right. Well, thank you.
    Does anyone else care to respond to that question?
        Mr. Ganzarski. Yes. This is Roei Ganzarski. I'll be happy
    to add, COVID has showed us that people can work from home
    regularly. Many companies have already said that even post-
    COVID, people can continue working from home because it saves
    costs and increases productivity.
        What that means is--and we saw an article today in CNBC
    saying that younger generations are now moving out of the
    cities. Where once people were afraid of gentrification, of
    city costs going up, now it's the opposite. People are moving
    more to the suburbs, more into rural areas. That means now that
    low-cost aviation can connect them when they do need to come to
    the office, once a week, once every 2 weeks. They can come with
    low-cost, clean energy electric aircraft from a small airport
    nearby.
        The second thing----
        Mr. Johnson of Georgia. OK. All right.
        Mr. Ganzarski [continuing]. COVID----
        Mr. Johnson of Georgia. OK. Go ahead, go ahead.
        Mr. Ganzarski. The second thing is with COVID, maybe people
    don't want to come an hour ahead to their flight, stand in line
    with hundreds and thousands of other people at a large,
    congested airport. Maybe they would prefer to come 15 minutes
    ahead of time with only 10 or 15 other people to a smaller
    airport. So both those aspects are making changes.
        Mr. Johnson of Georgia. OK. Anyone----
        Mr. Grimsley. I'd like to comment on--yes, on behalf of the
    Choctaw Nation, in a way that we were not ready with
    regulation. We had communities when the pandemic started
    reaching out to us because they wanted to do contactless
    delivery. They said, is there anything we can do to do drone
    delivery now to get supplies to assisted living centers,
    basically to reduce that contact, human to human. And the
    regulatory system was not ready.
        So we saw a lot of other technologies, businesses that were
    using things like curbside delivery and online ordering, app
    ordering. They were able to shift, and society was able to
    adjust very quickly.
        On the side of things like drone delivery, where society
    could have benefitted, the regulatory system was not ready. We
    could not get anything in place to do any sort of meaningful
    missions or to help the public, specifically because the
    regulatory system has been so slow to get to where we are now.
        So I'd say our regulatory system actually delayed our
    ability to respond, in my opinion, very proactively or very
    constructively to the pandemic response.
        Mr. Johnson of Georgia. OK. Anyone else?
        Mr. Scholl. Yeah. I have a couple of things to throw in
    here. I think we're going to see that one of the effects of the
    pandemic is it's going to actually accelerate the adoption of
    supersonic flight, and that's for a couple reasons. First is
    the more we're able to do things over Zoom, the less tolerance
    people are going to have for the time inconvenience and hassle
    that air travel takes today, and the more attractive the
    faster, speedier flights are going to be. So that's thought
    number one.
        And thought number two is the way the aircraft fit into the
    airline fleets is changing. Airlines, as we know, have
    downsized their subsonic fleets, many retiring aircraft 10, 15
    years ahead of when they otherwise would have. And as we exit
    the pandemic and we see that air travel starts to recover,
    there's going to be a new generation of fleet plans made at
    airlines and supersonic for the first time is going to be baked
    into those from day one, and that's going to result in a much
    faster adoption of high speed than what we would have seen
    otherwise.
        Mr. Johnson of Georgia. Thank you. I'm sorry I'm not going
    to be able to ask you a question, Mr. Bry, but technology is
    very interesting. I wanted to ask about weaponized drones. You
    don't produce those, do you?
        Mr. Bry. We do not. We're focused on----
        Mr. Johnson of Georgia. Thank you, and I yield back.
        Mr. Larsen. All right. Thank you, Representative Johnson.
    We'll have Representative Brownley, followed by Representative
    Payne.
        Representative Brownley, you're recognized for 5 minutes.
        Ms. Brownley. Thank you, Mr. Chairman, and thank you very
    much for having this very interesting hearing. My first
    question is to Mr. Mayor, and you've sort of already touched
    upon this question, but I wanted to ask it anyway. So can you
    kind of explain how your city is engaging with the community to
    determine these vertiport locations for UAM, and how UAM is
    really being integrated into an extraordinary transit system
    being developed and in progress right now in Los Angeles?
        Mr. Garcetti. Yeah. It's actually very exciting,
    Representative, to engage the community. There's a lot of
    excitement and a lot of fear. I think human beings are either
    totally horrified by this or totally excited by this, and
    there's not a lot of people in between, and sometimes human
    beings can contain both of those emotions together.
        But for instance, I chair a Metro system for Los Angeles
    County, the third busiest transit system in the country. When
    we were just changing our bus service or looking at new rail
    lines in anticipation of the Olympics, we engaged with as many
    as 20,000 people. It's been tougher to engage people around
    this, and so we're looking for creative ways with the FAA and
    others. And FAA has done a great job of putting safety first,
    though we need to have the ability maybe to test some of this
    stuff a little bit more real-time.
        We are looking at those conversations, but we're trying to
    engage people with things like what Seleta Reynolds has done
    with our Department of Transportation is you can go someplace
    and listen to the difference between a helicopter, a drone, you
    can look at some of the AAM options, and hear that. In most
    neighborhoods in Los Angeles, for instance, you don't really
    hear much of the electric drone noise because it's already
    louder than that. We don't have, as you know, a lot of rural
    areas where there's a lot of quiet.
        So we're looking at ways to engage people where it's not
    just: What do you think of the boogeyman or are you excited
    about ``The Jetsons''? It's more like: Listen to this, how do
    you move from place to place, where would you want a vertiport
    if one was here, and how would you use it? Would you want it
    mostly to deliver packages in this area, or would it be
    something that human beings should be able to use, and how do
    you get accessibility through a private building for a public
    good?
        So those are some of the things and--but I think it's going
    to be a challenge for us across the country to engage people on
    the technology they don't really know anything more than a
    caricature about at this point.
        Ms. Brownley. What are two or three things at the top of
    your list that Congress should be doing to integrate UAM into
    the transportation systems?
        Mr. Garcetti. Absolutely. I mean, first, just with drones
    in general and UAM, I think it's very important. As I said, FAA
    has done a great job of putting safety first, whether it's NASA
    and the Grand Challenge or the Agility Prime in the Air Force.
        But at LAX, for instance, we have, I think, 260 reported
    cases of unauthorized drones in the area since 2016, and we
    can't test some of the kind of defensive work that we need to
    do to detect and to mitigate and have remote IDs. I think that
    would be a critical thing that Congress could help us, and the
    FAA could help us do in the short term.
        I think also it's very important that Congress, like I
    said, establish national standards and allow the local
    flexibility, especially when it comes to land use so that we're
    not overruled on things. We're often overruled, as we know,
    about the flightpaths, and people complain about them that are
    under them. When it comes to land use, people get even more
    intense.
        So I think that automation deconfliction, helping work with
    planning departments, and then finally, working together to
    understand the technical requirements of aircraft, but also
    their impacts on the noise, the density, environment, and
    privacy, those would be the main things that I would--and how
    do you fund the infrastructure?
        Is this something that cities pay for, or are Tribal areas,
    are areas in cities going to be potentially left behind if
    they're not higher income parts of America, and again we create
    that two-class transportation system?
        Ms. Brownley. And do you think FAA is hearing your message
    regarding Federal standard but local control?
        Mr. Garcetti. There's been some--I think they're hearing
    it, for sure, and we look forward to actually the
    implementation of that as well, and that's tough. I know FAA
    doesn't want 10,000 local standards, but a standard to allow
    local flexibility, especially when it comes to what gets built
    in cities and even rural areas, I think that's absolutely
    critical.
        Ms. Brownley. Thank you so much.
        And Mr. Scholl, I wanted to just comment to you. I have
    very limited time now, but you had mentioned SAF, and what the
    Federal Government needs to do to increase its supply and
    supply chain. And I just wanted to let you know that I have a
    bill, a great bill to do just that, and I would hope that you
    take a hard look at it and join many in the aviation industry
    in supporting the bill in terms of moving forward for cleaner
    fuels for all of aviation, so I appreciate your interest.
        And with that I will yield back. Thank you, Mr. Chairman.
        Mr. Larsen. Thank you, Representative Brownley.
        The Chair, before recognizing Representative Payne, will
    note that Representatives Stanton and Norton are next in order
    after Representative Payne, who is now recognized for 5
    minutes.
        [Pause.]
        Mr. Larsen. Sorry. We'll just move on and then we'll come
    back to Representative Payne. Representative Stanton from
    Arizona is recognized for 5 minutes.
        Mr. Stanton. Thank you very much, Mr. Chairman. Can you
    hear me OK?
        Mr. Larsen. Hear you fine. Go ahead there, Greg.
        Mr. Stanton. All right, great. What a fascinating hearing
    and an important hearing, so thank you for holding it. The
    aviation industry played such a critical role in Arizona's
    economy, supporting good jobs, making it easier for travelers
    and workers to get to our region, shaping local communities and
    impacting our environment. We already see how technology and
    innovative practices can transform every aspect of our lives,
    and it's no surprise that the aviation industry is evolving as
    well.
        In Arizona, we're committed to being at the forefront of
    transportation innovation. That includes the latest in
    aerospace and defense, clean public transit, autonomous vehicle
    testing, and drones.
        The common thread is that these innovations are
    strengthening our economy and our local communities, and as
    Government leaders, we're here today to explore how innovations
    in aviation can improve policymaking and the way we invest in
    infrastructure.
        My first set of questions are for Mr. Bry, CEO, Skydio.
    Drones play an increasingly important role in the way we
    inspect infrastructure such as roads and bridges. It's a job
    that when done by humans can be incredibly dangerous, and you
    addressed this during your testimony, but I want to hear a
    little bit more. How can the FAA help to promote safe and
    effective use of drones to inspect America's aging
    infrastructure?
        Mr. Bry. Thank you, Representative Stanton. It is a great
    question, and it is something that we are really excited to be
    working on at Skydio. I think the first thing is just
    recognizing the benefits, as you alluded to. There is
    incredible safety benefits for the workers doing these
    inspections. And it is also a positive transformation for the
    inspections themselves. You get a full digital record of the
    structure. Makes it easy to track changes over time. So we
    really think this is the future of this industry.
        From the FAA's perspective, from a regulatory perspective,
    I think the most important thing is unlocking autonomous
    operations from the ground up. We have the data now with our
    customers, and there are other companies doing similar things
    to know there is the potential for safe operations very close
    to the ground where drones pose no risk to manned aircraft.
    They pose no risk to people on the ground, and there is
    tremendous benefits for the people operating them. And I think
    that is really the place to start. We can scale up in size and
    altitude from there.
        Mr. Stanton. OK. That is great. And then I know you have
    talked a little bit, and I want to hear a little bit more about
    how the use of drone technology can help the environment. How
    can drones help mitigate carbon emissions and play a role in
    reducing climate change?
        Mr. Bry. Yeah. Thank you for the question. This is another
    really important area and, I think, an area of tremendous
    opportunity. So in basically every industry where our customers
    are using drones, the kind of status quo technology is some
    piece of heavy machinery. It could be a snooper truck for
    bridge inspection. These trucks actually get about 5 miles to
    the gallon. They have to drive them all over the country to
    perform bridge inspections.
        It could be a crewed helicopter which burns hundreds of
    gallons of fuel per hour. And a drone uses negligible energy.
    It is all electric. So the general story is the more that we
    are using drones to perform this work, the smaller the carbon
    footprint is going to be. We have done some analysis on this
    with our customers that finds that using drones for bridge
    inspection--just a fraction of the bridges in a State is
    equivalent to removing thousands of cars from the road. And the
    more that we do that across the country, the more that we are
    going to see the benefits.
        Mr. Stanton. That is great. And my next question is for
    Mayor Garcetti. Great to see you. Thank you for your
    outstanding testimony today. The balancing act between Federal
    jurisdiction and the role of local governments as it relates to
    drones. When I was mayor of Phoenix, I expressed some
    frustration when the FAA was trying to regulate airspace over
    the city and didn't really understand the full context in my
    city, particularly desert preserves and the importance of
    protecting desert preserves in my city. Maybe you can talk a
    little bit about your thoughts about the balancing act between
    the role of the FAA in drone regulation and what is the role of
    local governments in managing low-altitude airspace over
    cities.
        Mr. Larsen. I am sorry. This is the chair. Before you
    answer that--and I will give you a few extra seconds here,
    Greg--reminding Members to mute yourselves if you are not
    questioning because your talking is interrupting the questioner
    and the answers. Mute yourself if you are not currently asking
    questions.
        Mr. Garcetti. Well, thank you, Mayor. I mean,
    Representative Stanton. It is great to see you. And I know that
    experience you have had. Certainly, I think at some lower
    level, on the lowest level, that you have to have some local
    ownership, some local power, some local jurisdiction because it
    does become the city itself, not just the airspace above it.
    But we have been working with Google and others to--kind of how
    to even map three-dimensionally the space above a city and
    what's the basic unit of that, something that Seleta Reynolds
    has been the cutting edge of. And I think making sure that we
    can--again, around that, planning land use in transit
    connections.
        This isn't something that is autonomous--no pun intended--
    from the rest of the way we get around cities. It has to be
    integrated in, and that has to be a fundamental understanding.
    So I think that is the best way to approach that and to empower
    local governments, whether it is at a certain altitude or
    certainly not mandating how and where--unless it is around
    equity. I would welcome some sort of Federal mandates where
    cities have to make sure this is done equitably and affordably,
    but then we can figure out exactly how to hit that standard.
        And finally, from your previous question, as chair of our
    L.A. Metro, we use drones right now to inspect our rail
    infrastructure. And our fire department uses them all the time
    for hotspots. So we are already seeing that from a public
    safety perspective, not just transportation.
        Mr. Stanton. All right. Thank you for that excellent
    answer, and I yield back.
        Mr. Larsen. Thank you. Thank you, Representative Stanton.
        We are going to flip back again to Representative Payne,
    and then after that, go to Representative Norton.
        Representative Payne, you are recognized for 5 minutes.
        Mr. Payne. Thank you, Mr. Chairman. And, you know, sorry
    for not being there when called on. It was a bit of a dilemma.
    The Uber Eats guy came right at the same time you called on me,
    so I had to go pick up the Uber Eats, so I am back, though.
    Thank you.
        Mr. Larsen. We understand. Go ahead.
        Mr. Payne. Let's see. Mr. Grimsley, emerging aviation
    technology such as unmanned systems have the potential to
    greatly assist underserved communities. Businesses that have
    been historically discriminated against should not be left out
    of the process of developing these new technologies and
    bringing them to consumers. Can you explain why it is important
    that disadvantaged businesses be given a fair shot to implement
    emerging aviation technology?
        Mr. Grimsley. Yeah. That is a very good question. Thank you
    very much for that. I am an optimist when it comes to
    technology. I see technology as always a potential equalizer,
    an opportunity where we can see communities actually change the
    way they have access to quality of life through technology.
        I could give an example. I also serve as an Oklahoma
    transportation commissioner. So I have some oversight
    responsibility over our roadways and our bridges. And in our
    area, it is very historically impoverished and a very poor area
    historically. The roads are not that great. And so your life,
    your access to healthcare or just the risk of safety of driving
    around is at risk because these roads are not always up to the
    standards that they need to be for the traveling public.
        I see technology such as drones and even AAM as being able
    to allow us to leapfrog, to allow communities that don't quite
    have that infrastructure in place in roadways to get access to
    health services or get access to emergency healthcare or to get
    access to other things that improve the quality of life by
    leapfrogging very quickly. So I think it is very important that
    we ensure equity in what we are doing.
        We are seeing some tremendous things happening within the
    Choctaw Nation. And that is an area that traditionally has not
    had access to a lot of things. But it is happening very quickly
    now because of technology. Thank you.
        Mr. Payne. Thank you. And Mr. Chairman, that--I wish I had
    picked up on the topic for today a bit earlier. I work with
    several minority drone companies in Maryland, the consortium of
    four African-American companies that have gotten together that
    are in the drone space. So maybe one day, we can look at
    people, minorities in that space, and what they are doing, so
    just as potentially a topic in the future.
        Mayor Garcetti, it is good to see you here once again.
    Unmanned aircraft systems, or UAS, have opened the doors to
    numerous practical applications that improve lives and benefit
    communities. However, they must be used in a responsible
    manner, especially when used in dense urban areas near major
    airports such as Los Angeles or Newark, where I am from. How
    have you been engaging with your community to educate them on
    the responsible use of UAS, and what advice do you have for
    other cities who wish to do the same?
        Mr. Garcetti. It is a great question, Representative Payne.
    And I hope Uber Air delivered your food. I know they are
    talking about aerial delivery. I think it is a really good
    question because you really have a bunch of hobbyists right
    now. And trying to get to them is like trying to find your
    tweezers in the haystack and pull out the people that are
    engaged in this. The rest of us are kind of watching it and
    wondering about it.
        But I think what I would advise is kind of traditional
    community organizing, going into communities and putting
    together--we have a system of neighborhood councils, folks who
    are already interested in traffic and transportation issues and
    empowering them to be the voices and then provide them not just
    what do you think of X, but give a curriculum. Give them an
    experience, which is why our Department of Transportation is
    actually going and inviting community members to listen to what
    these things hear about, mapping and going around the city to
    see where noise is variable.
        Those things can empower you beyond just the particular
    issue of UAS. I think it is for all of us to be able to look at
    ways of empowering ourselves in the system. And that equity of
    access, that availability and affordability of services--for
    instance, we are trying to make transit free in Los Angeles, a
    bold pilot to make our Metro lines, which we already do with
    our city bus lines, free for everybody.
        But what does that mean when it comes to aerial
    transportation as well? And giving them the choice of weighing
    in on themselves being moved by these vehicles versus the goods
    that they need or the supplies for the businesses they go to.
    But it is a tough one. I think really there should be some
    funding that goes into that community capacity and organizing
    or else this will be a conversation among a lot of geeky
    experts like us, but it won't engage the public at large.
        Mr. Payne. Well, thank you for that answer, Mr. Mayor.
        And I yield back, Mr. Chairman.
        Mr. Larsen. Thank you, Representative Payne, and your
    suggestion is so noted by the staff, so we will follow up with
    you, Representative Payne, on meeting with some of these folks
    in the drone business and minority-owned drone businesses.
        Next up will be Congresswoman Norton from the District of
    Columbia. You are recognized for 5 minutes.
        Ms. Norton. Thank you very much, Mr. Chairman. This is
    really not a futuristic hearing because the future is now. I
    want to begin with Mr. Garcetti. I am interested in jobs and
    economic opportunity, particularly when you say there are
    280,000 new jobs coming by 2035. I am interested in the wages
    and opportunities. Are there existing pipelines to ensure a
    diverse talent pool, particularly of underrepresented
    minorities, or is this going to be an all-White matter?
        Mr. Garcetti. Well, that is an important question. We are
    trying to make that be reflective of our city and our Nation.
    Los Angeles is kind of the face of the Nation, I think,
    tomorrow, in many ways. And we are doing everything from
    setting up transportation schools that are focused on children
    who have experienced homelessness, been in the foster care
    system, live in our lowest income communities of color and
    getting them from the seventh grade into a public school that
    will prepare them for transportation careers as engineers and
    investors and builders, people who will be operators and
    maintainers of systems as well as people who can run agencies.
        New York had one of these, and we looked at it. And Phil
    Washington, the head of our Metro system, and I at the time--
    Supervisor Mark Ridley-Thomas are building this school. And we
    are going to our community colleges, which I think is
    absolutely critical saving some of those aerospace maintenance
    programs that have existed through our public schools, our
    adult schools, and our community colleges.
        And that is absolutely critical because if we get this
    wrong, then there will be a backlash, I think, against this.
    People won't see those jobs. In L.A., 50,000 people in L.A.
    County are in aerospace jobs, 300,000 indirect and direct jobs
    in the southern California region. So it is an immense
    manufacture. We are also going straight to those companies and
    asking them to make pledges to hire more diversely and to train
    more diversely because that is the pipeline of what is coming.
        I say don't wait for the pipeline to produce. Build it
    ourselves, and I think Federal funds that would go into those
    sorts of job training and, last piece, local hire. Please let
    us hire locally when we are investing our money in local
    transportation to support this and any transportation measures,
    something that was allowed in the Obama administration and
    taken away.
        Ms. Norton. That is encouraging, though, Mayor.
        Mr. Scholl, I am a cochair of the Quiet Skies Caucus. I am
    particularly concerned particularly here in the District about
    noise, aircraft noise.
        Mr. Larsen. Congresswoman Norton, would you--Congresswoman
    Norton, would you just suspend for a moment? There is some
    background noise. If everyone could mute yourselves, please.
    Thank you. No, thank you. Please mute yourselves.
        Ms. Norton. If I could--if my time----
        Mr. Larsen. Go ahead, Congress----
        Ms. Norton [continuing]. Could begin again, sir----
        Mr. Larsen. No. We stopped your clock. Don't worry about
    it.
        Ms. Norton. OK.
        Mr. Larsen. Go ahead. Go ahead.
        Ms. Norton. My question was for Mr. Scholl because here in
    the Nation's capital, we have been particularly concerned about
    aircraft noise. And supersonic flights were once infamous for
    that. I am a cochair of the Quiet Skies Caucus. I understand
    that Overture will only fly supersonic speeds over water to
    avoid creating supersonic booms. Still, even flying at normal
    speeds, aircraft generate a significant amount of noise. Is
    there research that would allow these aircraft to mitigate
    noise?
        Mr. Scholl. Thank you for the question. And we share your
    view and concern that aviation impacts to communities need to
    be minimized and continue to make forward progress. And you are
    right. Supersonic flight over water only so sonic boom isn't a
    consideration at all. And secondarily, we are using the latest
    generation propulsion technology, optimizing the airplane.
        So Overture is going to meet the same most stringent noise
    levels that apply to latest generation subsonic aircraft, so
    completely different than the last generation of supersonics.
    You were asking about R&D that could further advance that.
    There are opportunities that are kind of on the drawing board
    today, something called variable cycle engines, for example,
    that are going to allow us and next generations to push to even
    higher speeds while being even quieter at the same time. So we
    have got even more to look forward to here, and supersonics,
    going forward in the future.
        Ms. Norton. Can I ask you, Mr. Scholl, will Overture follow
    the same routes as current aircrafts over the same communities,
    or will it need new routes for its flight speed?
        Mr. Scholl. So over airport communities, it will take off
    and land just like every other airplane today. No need for
    special integration of the airspace.
        Ms. Norton. Thank you. I have a final question for Mr. Bry.
        Mr. Bry, drones interest me, and you mention education and
    training as some of the programming that Congress should enact
    in order to build a workforce. Let me ask you, drones with
    artificial intelligence cameras and sensors pose serious
    concerns for privacy that only grows as these technologies
    become more ubiquitous.
        How are you as a company building in safeguards for privacy
    as you build your technology?
        Mr. Larsen. Mr. Bry, we will give you 30 seconds to answer
    that, please.
        Mr. Bry. Yes, thank you, Representative, for that question.
        I think this is an incredibly important topic and something
    that we think a lot about at Skydio. So the most important
    thing that we do is only send customer data back to us if they
    explicitly choose to do so. So our app makes this very clear.
    If customers want to, they can say ``share flight logs with
    Skydio.'' There are all kinds of reasons why somebody might
    want to do that, to help us debug an issue or improve their
    experience. But it is totally transparent to customers and it
    is up to them.
        And we are actually the first drone company in the world to
    announce a set of ethical principles that guide our work.
    Privacy, civil liberties, transparency are at the forefront for
    us. I think this is----
        Mr. Larsen. Thank you.
        Mr. Bry [continuing]. Companies and lawmakers----
        Mr. Larsen. Thank you. Thank you, and thank you,
    Congresswoman Norton.
        The Chair now recognizes Representative Johnson from Texas
    for 5 minutes, and Representative Garamendi will follow
    Representative Johnson. Representative Johnson from Texas, 5
    minutes.
        [Pause.]
        Mr. Larsen. Just waiting for Representative Johnson maybe
    to return. We will put her in the queue and we will go to
    Representative Garamendi for 5 minutes.
        Sorry, Representative Garamendi, to catch you in mid-lunch
    there, sorry about that.
        Mr. Garamendi. Hello, Mr. Larsen.
        Mr. Larsen. You are good.
        Mr. Garamendi. Fascinating hearing. Thank you very much for
    the opportunity to ask a couple of questions.
        Mayor Garcetti, you seem to be a very busy person this
    morning. You seem to be the focus of a lot of attention.
    Perhaps that is because L.A. is such an important city with
    such an awesome mayor. But I have a question for you, Mayor.
        Mr. Garcetti. Sure.
        Mr. Garamendi. The upgrading of your airports requires a
    pile of money. We have a financing program at the Federal
    Government for transportation, mostly for highways, it is
    called TIFIA.
        Mr. Garcetti. Yes.
        Mr. Garamendi. We have been trying to expand TIFIA to
    include other modes of transportation, particularly airports,
    so that the investment in those airports could be made using
    Government financing. Federal Government can borrow money now
    20 years, maybe in 30 years, somewhere around 2 percent. It
    seems to me to make enormous sense for us to take advantage of
    that, make that money available through the TIFIA program for
    airports such as yours and others from around the Nation so
    that they can meet the requirements of much of what Mr. Larsen
    has put on the table today.
        So what do you think about going with TIFIA? And do you
    think it is a cool idea that you would support? If you think it
    is a bad idea, just don't say anything. What do you have for
    us, Mayor?
        Mr. Garcetti. Well, the feeling is mutual towards you.
    Thank you for your excellent service to our State and our
    country.
        As I mentioned, it is the third busiest airport in the
    world, second busiest in the United States, and the biggest
    airport improvement program in America, $15 billion. In my
    state of the city address just last week, I greenlit three more
    terminals.
        We have essentially, as folks put it, done open-heart
    surgery on somebody while they are running a marathon, because
    we had to keep this going while building every terminal out as
    well as three new terminals, four now, that we have greenlit.
        We would love, in anticipation of the 2028 Olympic and
    Paralympic Games returning to American soil, and we would take
    advantage of TIFIA funds if they were available for airports,
    together with the long overdue increase to the PFC cap and
    added flexibility for AIP funding. We would absolutely welcome
    it. I think it is a brilliant idea.
        Mr. Garamendi. Well, thank you. We do share brilliant
    ideas. It is good to work with you. I don't know how many years
    we have been at it, but it has been a good, long while and a
    good run.
        Mr. Garcetti. Thank you; you, too.
        Mr. Garamendi. Hang in there and we will see what we can
    do. I think we got a good shot at this. If you could talk to
    the other mayors, other airport folks around----
        Mr. Garcetti. You got it.
        Mr. Garamendi [continuing]. Many of whom are on this, I
    think we can push this thing through.
        The other question goes, if I might, to Mr. Harter. And
    this has to do with my work on the Armed Services Committee. We
    are trying to green the military. We are trying to see if we
    can really force them to reduce their consumption of carbon
    fuels, particularly hydrocarbons, petroleum products.
        Conservation is one of the best ways of doing that, but
    beyond conservation and they are going to battery-powered
    vehicles, including Abrams tanks, so that would be hybrid, the
    fuel is still petroleum based. And what I am looking for here
    is really what we can do, how we can move the military to be an
    early starter on biofuels of all kinds.
        And so if you can comment on that, and if any of your
    colleagues want to jump into it, that would be cool, too. So
    what do you think here? Can we do that?
        Mr. Harter. Thank you, Representative. Yes, I think there
    is already a lot of work being done in that area. I think Mr.
    Scholl addressed that earlier with some of his comments on
    sustainable aviation fuels. And I think all of that research
    that is underway on sustainability of fuels is applicable to
    the military. I certainly think it helps with your work on the
    Armed Services Committee to make that a focal point for the
    military and have them emphasize that more in their research.
        I also think a lot of the other technologies we are talking
    about here today are going to help with that greenifying. So,
    drones being able to deliver equipment and supplies to the
    solider on the front lines, not just the last mile but part of
    the last 100 miles of delivery.
        Electric aircraft, as Mr. Ganzarski has talked about, is
    going to evolve and we will eventually be able to carry our
    soldiers and equipment into battle and replace some of those
    fixed-wing and nonfixed-wing aircraft that we have flying
    today.
        Mr. Garamendi. Thank you very much. I am going to ask all
    of you to lobby your Congress Members about the military and
    going green in the military and going to biofuels, using the
    military to bring into the market these new fuels.
        With that, I am going to yield back my remaining 13
    seconds. Thank you very much, Mr. Chairman. Take care.
        Mr. Larsen. Thank you, Representative Garamendi. I will now
    recognize--I think Representative Johnson is back--
    Representative Johnson of Texas is recognized for 5 minutes.
        Ms. Johnson of Texas. Thank you very much, Mr. Chairman.
    And let me thank you for this very interesting and needed
    hearing, and all of our witnesses. I would also like to ask
    unanimous consent to put my opening statement in the record.
        Mr. Larsen. Without objection.
        [Ms. Johnson of Texas' prepared statement follows:]

     Prepared Statement of Hon. Eddie Bernice Johnson, a Representative in
                        Congress from the State of Texas
        Thank you, Chairman Larsen and Ranking Member Graves for holding
    today's hearing, which delves into the intricate and truly awe-
    inspiring ideas behind ``innovation in U.S. aerospace.'' I would like
    to thank our outstanding witnesses for testifying today, and my
    colleagues on the Aviation Subcommittee for engaging in today's
    thought-provoking discussion into the future of aviation and novel
    modes of transportation.
        As a nearly 30-year member of the House Committee on Transportation
    and Infrastructure, I have witnessed first-hand the astounding
    technological advancements and transformations in the aviation arena.
    As Dean of the Texas Congressional Delegation, I represent the city of
    Dallas, a critical and vital metropolitan area for the airline
    industry. In fact, Dallas Love Field, based in my congressional
    district, is home to Southwest Airlines' corporate headquarters.
    Southwest also operates a key base at Love Field Airport. Just outside
    my congressional district lies Dallas-Ft. Worth International Airport
    (DFW), which is the largest hub for American Airlines, and whose
    headquarters is nearby in Ft. Worth. By all measures, DFW is one of the
    busiest airports in the world and, according to The Texas Commercial
    Airports Association, generates a $37 billion impact for the North
    Texas region each year.
        Certainly, as the Chairwoman of the House Committee on Science,
    Space and Technology, the rapid advancements in U.S. aerospace are
    issues of primary importance, as reflected by the attention that the
    Science Committee has given to aerospace innovation. We have been
    examining the role that both NASA and the private sector play in
    promoting innovation in aerospace, whether in the areas of low boom
    supersonic flight, sustainable aviation, urban air mobility, and
    drones. We recently held a Subcommittee hearing looking at R&D pathways
    to sustainable aviation, an important avenue for innovation in cleaner,
    more efficient aircraft and aviation systems. We're also interested in
    understanding how aviation and aircraft operations can contribute to
    efficiencies in the aviation system.
        The role of academia, students, and the workforce is integral to
    our advances in U.S. aerospace innovation. In that light, we also are
    considering opportunities for further university involvement and ways
    to increase the diversity of professionals in aeronautics and
    aerospace. We need to include all of our talented students and
    professionals to remain on the cutting-edge.
        The Science Committee has and will continue to focus on innovation
    in our NASA Authorization and standalone bills. The testimony from
    today's witnesses will be helpful in illuminating the impact that
    innovation in U.S. aerospace will have on the operation of the National
    Airspace System, and I look forward to today's discussion.
        In closing, I want to again thank Chairman Larsen for holding
    today's hearing. Our nation is clearly at a decisive turning point with
    respect to innovation, specifically in the arenas of advanced air
    mobility, electric aircraft, drones, and supersonic plane exploration.
    And as we move forward and examine the federal government's role in
    these scientific advances, we need to make sure that our progress is
    inclusive of all Americans, and that no one, irrespective of race,
    income or ethnicity, is marginalized and left out of the tremendous
    benefits that have already been, and will continue to be produced by
    aviation innovation.

        Ms. Johnson of Texas. And let me say, Mayor Garcetti, I
    really like your attitude about preparing staff. I chair the
    Science, Space, and Technology Committee and we are very
    concerned about the lack of diversity in our STEM careers. And
    across the board here as we talk about this future, and it
    sounds exciting, but I want all of the people to comment on
    where they are getting talent, and what are they doing to
    expand the talent in trying to reach all of these goals that we
    have in this technology, and especially at home in the United
    States.
        So let me start with you, Mayor, to see if you have any
    other comments on producing more talent, on diversity, both by
    gender, whatever, and then move to the other witnesses.
        Mr. Garcetti. So we have what I think is a national model
    for going to technology companies, including aerospace
    technology companies as well was digital and biotech and other
    technology companies, something called PledgeLA with the
    Annenberg Foundation. It is voluntary but it has been highly
    successful and uses peer pressure.
        It started with kind of an equity framework we are using on
    ourselves hiring in the city of Los Angeles. But it essentially
    has two aspects. It goes to companies, over 100 of them, and
    their funders. So it goes to private equity, venture capital,
    other funders, and ask them to sign a pledge to look at the
    hiring of more women, of more people of color, and other
    disenfranchised communities, as well as then, second, applying
    some of their brilliance to problems that our communities face.
        I have an Italian last name because of an Italian who went
    through Mexico, but my father's whole side of the family is
    Mexican American. Looking at the Latino community, for
    instance, the STEM careers were greatly lagging. African-
    American communities as well; many Pacific Islander communities
    and some Asian-American communities, our Native communities.
        So it starts with that, and over 100 companies have signed
    off on kind of self-imposing that. And that becomes very
    collaborative. It becomes: If you are not doing that, you are
    not an excellent company here in Los Angeles anymore. And I
    think that is a great model building on some of the other
    things I mentioned, like the schools and community colleges
    before.
        Mr. Bry. I just want to jump in here. Thank you,
    Representative, for raising this issue. It has come up a couple
    of times. I think it is incredibly important and it is one that
    I am incredibly excited about. And I think drones can actually
    be one of the most valuable tools, not just for the drone
    industry but for all of aviation and all of aerospace because
    it is one of the few aerospace devices that people can actually
    use themselves and see how it works and benefit from.
        And so at Skydio we are doing a few things. We are donating
    drones to underrepresented communities, or groups that focus on
    underrepresented communities, to get them exposed to the
    technology. In our own recruiting efforts, we engage with
    college and campus groups that focus on diversity. And I think
    there is an opportunity for Congress here as well.
        So I have more details on this in my written statement, but
    something like a drone infrastructure inspection grant program
    could not only provide funding to State departments of
    transportation for using drones for inspection, but could
    provide funding to educate folks on how to use drones and
    really empower a new generation of workers with very diverse
    backgrounds.
        Mr. Grimsley. I would like to----
        Mr. Scholl. I would like to comment as well. Your core
    principle for building our culture here at Boom is to make the
    company the place where the most talented people on the planet
    can be inspired and enabled to do the best and most meaningful
    work of their careers. And today, many of the most talented,
    best people on the planet don't even consider careers in
    aerospace. And so this is a problem that runs deep, and you
    have to solve it at many levels.
        We focus on diversity at every level of the company at
    Boom. I am proud to have a very diverse leadership team with
    me. But we have to go much further beyond that. We need to do
    things that inspire the next generation of people to think
    about what they can do and to take on more challenging careers.
        But even more than that, we have to reach all the way back
    into early childhood and make sure that people have the
    opportunity and the education that they need to go off and do
    great things, and that everybody from every walk of life can
    look in the mirror and say ``I am somebody who can do something
    great. I am somebody who can change the world. I am somebody
    who can take on a tough challenge.'' And that is a very tall
    order. But if we inspire people and we focus on education, we
    can make it happen.
        Ms. Johnson of Texas. Thank you.
        Mr. Grimsley. And on behalf of the Choctaw Nation, I can
    say, just like the other witnesses here, we are focusing on
    that middle school and even younger age because that is when
    students develop a sense of confidence, when they develop their
    passions.
        An observation I have had on the IPP and BEYOND is some of
    our biggest champions within our region within the reservation,
    are school superintendents and our STEM educators, because the
    kids hear about what we were doing, they ask questions, they
    kind of get interested and excited about it, but it gives the
    STEM educators an opportunity to talk to them about STEM
    opportunities and so we have made it a priority. The pipeline
    that you are talking about, we have to start building it at
    that middle school level to make sure that it propagates all
    the way through the university level. So that is very important
    to us. So thank you for the question.
        Ms. Johnson of Texas. Thank you very much, Mr. Chairman. I
    yield back.
        Mr. Larsen. Thank you, Representative Johnson. And next is
    Representative Titus of Nevada. Representative Titus, you are
    recognized for 5 minutes.
        Ms. Titus. Thank you very much, Mr. Chairman. It is a very
    interesting hearing this morning.
        I would like to change the subject a little bit. We have
    heard a lot about the technological developments of the
    aircraft itself, but not too much about the impact it is going
    to have on infrastructure.
        What is going to be needed at our airports to accommodate
    these new kind of aircraft? Are the air traffic controllers
    engaged? How are we going to be able to provide some of these
    alternative, sustainable fuels?
        Could Mr. Ganzarski or Mr. Scholl talk about those kinds of
    changes that they see coming, or that we need to be considering
    as we take up an infrastructure bill that looks at modernizing
    our airports?
        Mr. Ganzarski. Yes, I would be happy to address that.
        Mr. Scholl. I would like to comment. So I think there are a
    couple things here that are important to emphasize. When it
    comes to sustainable aviation fuels, the technologies all
    exist. The biggest challenge is how do we scale them up.
        So finding ways to make investments in the SAF supply chain
    is going to be critical for making sure those fuels not just
    exist in laboratories in small quantities, but actually go into
    aircraft. And today, the SAF capacity for planned projects is
    just about 6 percent of what we're going to need in 2030, so
    there is a lot of work to do there to scale things up.
        The other piece of this is airports, and when we think
    about the ways transportation is going to get faster, the
    advanced urban mobility with vertical takeoff and landing, as
    well as supersonic, all of a sudden our airports can start to
    become a bottleneck. And so I think there is an opportunity
    there to say how can we think differently about how we build
    and operate airports such that these can also come up to the
    experience that we are going to see in the transportation
    itself.
        Mr. Ganzarski. And I would like to add to that that, and I
    will even oversimplify it, in the next 5 years you will see
    electric aircraft, traditional fixed-wing aircraft that take
    off from airports and land at airports, start to fly in the
    country. This country has over 10,000 airports that these
    aircraft can fly in and out of. So you don't need to invest in
    infrastructure. You do need electrical power, which lo and
    behold most of these airports have. Most of the States are now
    going to renewable energy, so we can even perhaps install the
    renewable energy sources at the airports themselves.
        The beauty of small aircraft going to and from airports is
    that we change the way we think about aviation. As long as we
    think about hub and spoke, everyone having to go to one large
    airport, then yes, airports get condensed and the costs go up.
    But if you think of most Americans and where they travel, it's
    locally, which means 200, 300, 400 miles. They would rather fly
    to and from an airport next to them, which means less flights
    per each of those airports.
        So the infrastructure challenge, while there, can be solved
    easier than we think. But having incentives from the Government
    to these small airports to help is critical.
        Ms. Titus. Thank you, that is interesting. Thank you very
    much.
        I would also like to ask Mayor Garcetti, or anybody, about
    the interconnectivity regionally. We are not nearly so
    connected in the Southwest as they are in the Northeast, and
    part of that is geography, part of it is demographic patterns,
    part of it is people just like to get in their car out here and
    drive wherever they want to go.
        But as we develop this kind of aircraft, how are we looking
    at regional approaches, so you can start in Los Angeles and
    come and see me in Las Vegas and you won't run into different
    kinds of regulations or barriers to getting here?
        Mr. Garcetti. Well, I will jump in, because whether it is
    high-speed rail or the highway that we are constantly trying to
    improve between our cities, we essentially are part of one
    State in two States, you know, we have more in common sometimes
    than we do with folks who are ``in our State'' than with each
    other.
        Seleta, do you want to address that a little bit? Because
    we were talking about regional work and making sure with rural
    and urban areas we can develop these standards and create that.
    So let me toss that over to Seleta for a couple words, if you
    don't mind.
        Ms. Reynolds. I really appreciate the question,
    Representative Titus, and just want to flag that when we talk
    about not wanting a patchwork of regulations so that industry
    can scale, what we don't mean is preemption, right? But in
    order to make sure that we retain our ability to sort of have
    the community voice heard and control our destiny, we have to
    collaborate and get together.
        So we have been working very closely with different
    organizations like CAMI and others to try and exercise that
    convening power of Government to think about a golden triangle
    of aviation that connects Los Angeles and Las Vegas and Phoenix
    and how we can all sort of grow together and come up with that
    policy framework that can be used broadly. Because you are
    right. The potential for regional interconnectivity is
    tremendous.
        I think one of the things that we can't walk past, though,
    is the needs for the municipal power grids. An airplane needs
    to be able to recharge in Los Angeles or recharge in Las Vegas,
    and our municipal grids, to your question about infrastructure,
    really need shoring up to enable that future. So whether it is
    infrastructure or it is questions about land use, I think there
    is a powerful role for local voices to play at the front end of
    this technology, and that is where we are now, so it is a
    perfect time to get together and come up with some great ideas.
        Ms. Titus. Well, thank you so much. Just make it easier for
    Mayor Garcetti to come over here and see me in Las Vegas.
        Mr. Garcetti. You got it.
        Mr. Larsen. Thank you, Representative Titus. And that
    actually concludes Member questions.
        I want to thank the Members for their attentiveness to this
    hearing, to the great questions. It is not often we get a
    chance to have hearings on things that we have to think about
    for the future, because as Congresswoman Norton said, the
    future is now in terms of innovation in the airspace. But I
    really do want to thank the Members for their questions. I want
    to thank the staff for putting this together.
        I want to thank the panel for providing this, a broad
    spectrum of ideas that we need to think about as we help the
    FAA sort out the new entrants in the airspace, who they are
    going to be, what they are going to be, how they are going to
    be using the airspace, and ways we can help.
        So with that, this concludes our hearing.
        I want to thank the witnesses for your testimony. Your
    comments have been informative and very helpful, and I want to
    ask unanimous consent that the record of today's hearing remain
    open until such time as our witnesses have provided answers to
    any questions that may be submitted to them in writing. I also
    ask unanimous consent that the record remain open for 15 days
    for any additional comments and information submitted by
    Members or witnesses to be included in the record of today's
    hearing.
        Without objection, so ordered.
        And with that, the subcommittee now stands adjourned.
        [Whereupon, at 1:22 p.m., the subcommittee was adjourned.]

                           Submissions for the Record

                                  ----------

      Prepared Statement of Hon. Sam Graves, a Representative in Congress
         from the State of Missouri, and Ranking Member, Committee on
                       Transportation and Infrastructure
        Thank you, Chair Larsen, and thank you to our witnesses for being
    here today.
        Just before the COVID-19 pandemic we held a similar hearing, and at
    that time we were excited about the possibilities for new aircraft, new
    operators, new business models, new technology, and new and expanding
    opportunities.
        If nothing else, the last year has shown us that opportunities for
    aerospace innovation are endless.
        In fact, some new technologies hit the market much faster during
    the pandemic due to high demand.
        There's no doubt that American innovation can lead the way in
    changing how we move people and goods across town, around the globe,
    and into space.
        However, during the advancement of new ideas, technology, and
    careers, we must maintain a high standard for safety.
        Today, I am interested to hear about some of the newest users of
    the airspace, including drone operators; and to hear from those
    pursuing drone manufacturing, Advanced Air Mobility, electric aircraft
    technology, and supersonic flight.
        I am particularly interested in how innovation will help connect
    small and rural communities with the rest of the country and world.
        I yield back.

                                    Appendix

                                  ----------

     Questions from Hon. Rick Larsen to Hon. Eric Garcetti, Mayor, City of
                            Los Angeles, California

        Question 1. In your written testimony, you emphasized that
    ``purpose-driven data sharing'' across all levels of government is
    critical to ensuring the safety of the National Airspace System. What
    types of data from the Federal government does the City believe it
    needs?
        Answer. While the FAA's record for aircraft and operational safety
    is nearly unparalleled across the transportation industry, Advanced
    Aerial Mobility (AAM) presents a new set of challenges--for safety both
    on the ground and in the sky. Purpose-driven data sharing can help
    reduce the actual and perceived risk of AAM operations, providing the
    public with greater confidence whether they are passengers or
    spectators of AAM. Purpose-driven data sharing is also not just about
    improving safety: it is about making sure AAM operations are consistent
    with all of the ``Principles of the Urban Sky,'' [https://
    www.weforum.org/reports/principles-of-the-urban-sky] including equity
    of access, multi-modal connectivity, sustainability, low-noise, and
    local job creation. States, Cities, Local Governments, and Tribal
    Nations will be held accountable for successfully integrating this mode
    into their built environments and achieving desired social and
    environmental outcomes.
        Some examples of purpose-driven data sharing include:
          Safety: Cities are places of spontaneity, and while local
    officials make all efforts to plan for the unplanned, there are often
    events and emergencies that crop up without notice. To that end,
    estimated and actual arrival and departure times, flying altitudes,
    geographic location of aircraft while in flight, number of flights per
    day and hour are among the data points cities might need to access on a
    real-time basis. And safety around areas of high traffic in the air,
    such as airports, is critical. LAX was recently selected by the U.S.
    Transportation Security Administration to test state-of-the-art
    technology to detect, track, and identify drones that are encroaching
    on restricted airspace. Data sharing pilot programs such as these are
    also critical to ensuring the safe integration of AAM.
          Sustainability: Many cities, including Los Angeles, have
    set ambitious greenhouse gas (GHG) emissions targets, and are actively
    implementing programs to improve local air quality. Data such as
    emissions of aircraft at flight, at take-off and landing; air quality
    impacts of aircraft at flight, at take-off and landing, and more will
    ensure that AAM helps cities reach sustainability goals, rather than
    inhibit progress. With many transportation modes transitioning to
    electric motors, cities need industry data to properly plan for
    electric grid enhancements and clean power production. We cannot afford
    a future where transportation modes compete for limited energy
    resources. We must search for synergies now to plan for an integrated
    future. Cities view sustainability comprehensively, and that includes
    impacts to nature, whether animal or botanical. Impacts to trees,
    birds, and other urban habitats need to be understood in order to site
    vertiports and operations sustainably.
          Multi-modal Connectivity: Flight path, origin, and
    destination, as well as the mode of transportation used to access AAM
    trips, are critical for transportation agencies to create integrated
    transportation networks with minimal impact to neighbors and to realize
    shared outcomes across communities.
          Low-Noise: Aircraft noise characteristics are important
    for planning low-impact arrival and departure procedures. Real noise
    data keeps community stakeholders educated and prevents the propagation
    of misinformation.
          Equity of Access: Where the FAA is concerned with equity
    of access to airspace, cities and communities are concerned with equity
    associated with exposure to detrimental impacts. Historically, a
    relatively small number of neighborhoods have borne the burden of
    negative externalities induced by new transportation technologies.
    These neighborhoods are often underserved communities of color. Cities
    should work with the FAA and other stakeholders to develop an index to
    identify both in advance and with operations the equity of impacts of
    AAM, including on affordability of services, time to reach vertiports,
    mode of transportation to vertiports, noise impacts, air quality and
    emissions impacts, connectivity and grid interruptions resulting from
    AAM, noise, emissions, job creation, and more.
          Local Job Creation: Data related to the manufacturing,
    maintenance, and servicing of future aircraft is critical to ensure our
    local workforce is prepared. From these data, secondary and tertiary
    job forecasts can further improve our ability to respond with targeted
    economic development strategies. Dense cities like Los Angeles cannot
    afford to develop a system where few are transported over the air at
    the cost of worsening our jobs to housing imbalances and induce more
    single occupancy vehicles onto our roadways. Organizations like Los
    Angeles' Urban Movement Labs [https://www.urbanmovementlabs.com/] are
    well positioned to help shape the job creation and workforce
    development of the burgeoning AAM industry.

        Question 2. How would the City need to enhance its digital
    infrastructure to accommodate the new frequency and scale of data from
    AAM operations?
        Answer. This is a question better suited for industry to answer at
    this time. Industry has not yet shared with the City the technological
    underpinnings of AAM operations, including what type or speed of
    digital infrastructure would be needed to facilitate data sharing,
    smart charging, connectivity for customers and for aircraft operations,
    and more.
        Understanding these needs is a critical component of planning for
    AAM, and part of the reason why the City has advocated for federal
    funding to support local AAM infrastructure planning.
        As a foundation, the City of Los Angeles has invested in open-
    source digital infrastructure called MDS that allows it and other
    transportation agencies around the world to have a two-way digital
    relationship between commercial transportation companies operating in
    the public right of way, and public regulators, planners, and
    operators. This system is being used today to receive over 4 million
    anonymous notifications daily from more than 50,000 shared vehicles in
    the City of Los Angeles and at the LAX Airport. The City of Los Angeles
    and other city transportation agencies participating in the Open
    Mobility Foundation [https://www.openmobilityfoundation.org/],
    participants in NASA's National Campaign, and FAA workshops are working
    to expand the digital infrastructure capabilities to include full-scale
    AAM operations in the near future.
        Without question, major metropolitan areas with existing airspace
    complexities will need the ability to communicate their policies at
    scale to the FAA and in turn, private companies. As cities begin to
    deploy pilots such as emissions-free delivery zones on the ground and
    invest in infrastructure such as bus-only lanes and protected bike
    lanes to access major transit hubs, we are relying on a mix of physical
    and digital methods. Enabling this same continuity of communication in
    the sky using similar open-source systems will assist the industry in
    scaling while allowing cities to achieve climate, safety, economic, and
    equity outcomes that residents expect.
        The lessons learned from aviation hubs like LAX in cities is that
    up-front investment in community outreach, a shared discussion about
    costs and benefits, and a strong role for cities can save tremendous
    amounts of time and energy further down the line. As we anticipate the
    arrival of AAM in the next several years, a timely investment now will
    avoid or minimize challenges in the future, with a goal of opening up
    shared wins for both industry and community.

        Questions from Hon. Rick Larsen to James L. Grimsley, Executive
    Director of Advanced Technology Initiatives, Choctaw Nation of Oklahoma

        Question 1. As the only tribal government participating in the
    Federal Aviation Administration's UAS Integration Pilot Program (IPP),
    what are your main takeaways from the Choctaw Nation's experience in
    that program?
        Answer. Thank you for your interest in our experience as a tribal
    government.
        As noted in the question, the Choctaw Nation of Oklahoma made
    history by becoming the first and only tribal government to be selected
    by the U.S. Department of Transportation to participate in the UAS
    Integration Pilot Program--or ``IPP''. The Choctaw Nation of Oklahoma
    was selected as part of a group of lead participants that also included
    state and local governments to focus on safely accelerating the
    integration of drones into our national airspace system (NAS). This was
    historic for the Choctaw Nation since, prior to the UAS IPP, tribal
    governments had not been eligible to participate in many technology-
    related federal government-sponsored pilot programs. Many positive
    developments and accomplishments were made possible due to the IPP. For
    example, the Choctaw Nation of Oklahoma became the first tribal
    government to be recognized by the Federal Aviation Administration
    (FAA) as a public aircraft operator (PAO).
        In 2020, the Choctaw Nation was invited to continue our
    collaborative relationship with the FAA as part of the FAA BEYOND
    program, which is focused on advancing beyond visual line of sight--or
    ``BVLOS''--drone operations, as well as cargo delivery by drone. As
    part of both the IPP and BEYOND, we have also focused on community
    engagement with public stakeholders. It has been exciting to be part of
    the Choctaw Nation team as we have accomplished many historic firsts
    for tribal governments in this exciting area of emerging aviation
    technology.
        As the only tribal government lead participant in the IPP and
    BEYOND, the Choctaw Nation of Oklahoma did face challenges, due to an
    outdated regulatory framework as well as to a legacy of exclusion of
    tribal governments from similar programs in the past. Some of these
    challenges highlighted some of the inequities that tribal and rural
    communities still face today.
        First, as we mentioned during the hearing, even as an IPP lead
    participant, we were frustrated by the lack of enabling regulatory
    progress in areas such as drone delivery, especially during situations
    such as the COVID-19 pandemic response. We believe that missions such
    as drone delivery could have possibly helped us to reduce person-to-
    person contact in our communities and could have been a significant
    tool for safely managing many parts of daily life during the pandemic
    response. However, outmoded regulatory frameworks designed for manned
    aviation did not enable this, nor did the IPP. The purpose of
    innovative pilot programs is to offer the ability to work around unduly
    restrictive existing regulatory frameworks. Indeed, that is why the
    Choctaw Nation was excited to participate in the IPP. Without that
    ability, the IPP's success enabling expanded UAS operations was
    limited.
        Relatedly, we are fully committed to safe aviation operations and
    protecting the safety of the NAS. However, when weighing the social
    benefits against safety risks, it is important to find ways to ensure
    that the societal benefits of these types of activities (such as drone
    delivery) are fully and thoroughly assessed and considered by the FAA.
    During disruptive events such as a global pandemic, our regulatory
    system needs to properly balance societal benefits versus safety risks
    to ensure that potentially groundbreaking changes in technology
    adoption are not unduly discouraged and prevented, especially when
    those technology changes could have significant immediate benefits for
    communities. Congress should require the FAA to account for these
    factors in its analysis.
        We have also experienced challenges associated with the legacy of
    exclusion from similar pilot programs. The FAA Modernization and Reform
    Act of 2012 (FMRA 2012) directed the FAA Administrator to initiate a 5-
    year program to establish six (6) UAS test sites to support the FAA in
    integrating UAS into the NAS. Unfortunately, tribal governments were
    excluded and ineligible to participate in the program, and thus unable
    to seek UAS test site status. Although originally only planned for a 5-
    year program life, these test sites have been extended and remain
    active programs today. This initial exclusion has therefore had
    cascading effects for the Choctaw Nation. Unfortunately, many follow-on
    pilot program opportunities and activities such as the UAS Traffic
    Management (UTM) Pilot Program (or ``UPP'') were limited to the
    original UAS test sites, and the Choctaw Nation was ineligible to
    participate in either the UPP 1 or UPP 2 programs. The history of
    exclusion of tribes from these types of pilot programs continues to be
    perpetuated when new pilot program opportunities are restricted to
    legacy programs, and there are no opportunities for inclusion of tribal
    governments.
        Finally, our activities with the IPP also reinforced our concerns
    about the historic lack of funding for science, technology, engineering
    and mathematics (STEM) educational opportunities and resources for
    tribal and rural communities. The STEM educators in our reservation
    territory were some of the most vocal supporters of our IPP activities
    because the visibility of our activities helped generate interest and
    enthusiasm for aviation and STEM-related topics among their students.
    However, a general lack of resources to fully support public STEM
    educators throughout our reservation territory was frustrating and
    discouraging, and the lack of available resources prevented us from
    fully exploiting the IPP activities to the maximum extent possible to
    support and encourage STEM educational opportunities for students in
    our region.
        As a result of the IPP, and now the BEYOND program, we are
    optimistic about the potential to use drone technology to improve the
    quality of life and health in our rural and tribal communities. It is
    our hope that these pilot programs are just the beginning of even more
    collaborative partnerships between tribal governments and the FAA, and
    that these collaborations can yield meaningful advances in regulatory
    modernization to accommodate emerging aviation technologies.

        Question 2. What lessons from the IPP should the FAA apply to the
    BEYOND program and future UAS integration efforts?
        Answer. Thank you for your focus on applying lessons learned from
    UAS pilot programs to support further UAS integration.
        In general, we endorse the industry recommendations as set forth in
    the Commercial Drone Alliance (CDA) policy papers included as an
    attachment to this document. We also endorse the CDA policy paper for
    IPP Renewal Recommendations (also attached).
        With respect to our experience as an IPP lead participant, we
    strongly believe there were important lessons learned that can be used
    to inform both near-term and long-term FAA decision-making and we offer
    the following suggestions. We believe also that Congress can play a
    valuable role. As described in my written extended testimony, Congress
    can provide important support by codifying BEYOND and funding the
    program (funding for both the FAA and lead participants). Congress can
    also empower the FAA to make important decisions and hold the FAA
    accountable for congressional mandates related to aviation regulatory
    modernization and reform.
        We offer the following specific suggestions for how the FAA can
    better pursue future UAS integration efforts:
    First Recommendation: Establish Senior Leadership Positions That Are
            Empowered to Advance and Enable Emerging Transportation
            Technologies.
        We believe there is a strong need for an Associate Administrator to
    be appointed within the FAA to focus solely on emerging aviation
    technologies. The new Associate Administrator should also be empowered
    to make decisions related to regulatory modernization and reform, and
    to oversee and enact mandates from Congress. The new FAA Associate
    Administrator should have responsibility for ensuring that our
    regulatory system can safely and efficiently integrate new emerging
    technologies into the NAS.
        Ideally, there should also be a counterpart position created within
    the U.S. Department of Transportation, such as an Assistant Secretary
    of Emerging Transportation Technologies. This particular office and
    official should have oversight of both ground and aerial emerging
    technologies. This is necessary to provide leadership and coordination
    to related efforts to integrate emerging technologies into existing
    transportation systems.
    Second Recommendation: Enable Site-Specific Regular Operations.
        As described in my extended written testimony, we recommend
    mandating that the FAA accelerate opportunities for particular
    communities and sites that can demonstrate the ability to safely scale
    regular operations, such as drone delivery. Some sites, such as the
    Choctaw Nation of Oklahoma, have already made significant investments
    in ground-based radar and other safety infrastructure and mitigations
    to support safe drone operations today. This can serve as an
    opportunity for industry to innovate and demonstrate economic viability
    by allowing these sites to move forward and scale their low-risk low
    altitude drone operations within a safe and managed environment.
        The original FAA UAS Test Sites fell short of fully meeting the
    needs of society and industry since the federal government did not make
    meaningful accommodations to enable regular advanced operations in the
    NAS. For many decades, the military and defense communities have
    benefited from the use of restricted military test ranges to support
    research, development, testing and evaluation (RDT&E) of emerging
    aviation technology. Over this same time period, civil aviation was
    typically the beneficiary of military aviation technology development
    as the technology moved from the military environment to civil
    environment. However, with the quick and expansive growth of electric
    propulsion, innovation in aviation is now occurring much more quickly
    within the civil market, and within commercial industry, versus the
    military and defense communities. The lack of fully capable aviation
    testing locations or ``sandboxes'' for regularized UAS operations
    adversely impacts the emerging aviation industries. This also places
    considerable pressure on the FAA's ability to achieve UAS integration.
    Overall, this situation is placing the United States at a global
    competitive disadvantage in these important emerging industry sectors.
        Therefore, we recommend that the FAA work with specific sites that
    have made necessary investments in safety mitigations to enable regular
    operations for missions such as drone delivery. Many of these missions
    can be broadly enabled now in those locations where there are
    sufficient safety mitigations in place. For example, the Choctaw Nation
    of Oklahoma has already made significant investments to enable safe
    operations within a 44,000+ acre test range that has been developed on
    tribally-owned land in rural southeastern Oklahoma.
    Third Recommendation: Proactively Prepare for Important Public Safety
            Missions.
        Many public safety emergency scenarios and disasters have common
    elements such as disruption of ground transportation, and an urgent
    need for an immediate pivot to alternative transportation/delivery
    modes. Given the unique utility and versatility of drone technology, a
    more proactive response should be taken by the FAA to prepare for--and
    enable--drone operations for public safety emergency operations. Most
    often it is not practical or possible to engage in detailed discussions
    with the FAA after an emergency situation or disaster scenario has
    commenced. Instead, the FAA should proactively work with emergency
    management and public safety officials to identify common scenarios and
    situations, and work to establish guidance for emergency operations
    during those scenarios. The FAA should not cede authority during these
    situations but should instead proactively evaluate common scenarios of
    emergency public safety operations and develop guidelines that can be
    used by public safety and emergency management personnel during times
    of emergency. This would enable the FAA to focus on only those elements
    or factors that are unique to the situation at hand, rather than
    ``starting from scratch'' during each and every emergency situation or
    disaster scenario.
    Fourth Recommendation: Establish Pilot Program(s) to Demonstrate
            Benefits of Drone Delivery to Improving Health in Rural and
            Tribal Communities.
        We enthusiastically support legislative proposals to establish a
    grant program to fund the use of commercial drones to increase rapid
    access to medical care in rural and tribal communities. As an example,
    we enthusiastically endorse the current pending industry proposals for
    infrastructure from the Commercial Drone Alliance (see attached in the
    appendix) for Congress to create a $20 million program for Advanced
    Infrastructure Solutions for Rural and Tribal Health Access to be
    administered by the Department of Transportation to provide grants to
    eligible entities to plan for and implement the use of drones to
    deliver medication or medical supplies to rural and tribal areas.
    American drone technology is already proven to operate safely at scale
    through extensive operations abroad and the time is right for it to be
    used at home to address rural and tribal health access inequities,
    create high-paying, next-generation jobs in our communities, and
    bolster American global competitiveness in crucial emerging
    transportation technology sectors.
    Fifth Recommendation: Empower the FAA Regional Administrators to More
            Actively Support Tribal Governments.
        We believe that the FAA Regional Administrators can be more
    effectively utilized to work directly with tribal governments, and
    typically these FAA regional offices are more familiar with the
    uniqueness of the particular regions, including tribal governments. For
    programs like BEYOND, the FAA should consider designating a regional
    liaison to work with the tribal government lead participants, and the
    resources of the regional offices should be fully leveraged.
                                    appendix
                  Commercial Drone Alliance's Policy Documents
        [Editor's note: The Commercial Drone Alliance's ``Policy Priorities
    for 2021: Proposed Executive Actions for the First 100 Days of the
    Biden-Harris Administration'' and ``Urban Air Mobility Policy
    Priorities for 2021: Proposed Executive Actions for the First 100 Days
    of the Biden-Harris Administration'' are included as an appendix to Mr.
    Grimsley's prepared statement on pgs. 25-31.]
      Commercial Drone Alliance Urges Continuation of the UAS Integration
                                 Pilot Program
        [Editor's note: This document is retained in committee files and is
    available online at https://www.commercialdronealliance.org/letters-
    comments/commercial-drone-alliance-urges-continuation-of-the-uas-
    integration-pilot-program]
    Drone-Related Infrastructure Proposals of the Commercial Drone Alliance
        [Editor's note: This document is retained in committee files and is
    available online at https://www.commercialdronealliance.org/letters-
    comments/drone-related-infrastructure-proposals-of-the-commercial-
    drone-alliance]

     Question from Hon. Steve Cohen to Adam Bry, Chief Executive Officer,
                                  Skydio, Inc.

        Question 1. Mr. Bry, I've been a longtime advocate for the Stadiums
    Operating under New Guidance (SONG) Act, which would give the Federal
    Aviation Administration the authority to issue Temporary Flight
    Restrictions (TFRs) for concerts and other events held at stadiums
    across the country. I know that some drone companies have the ability
    to recognize TFRs through their geo-fencing capability, which helps to
    keep careless and clueless drone operators out of airspace they
    shouldn't be in. However, I believe that Skydio does not offer a geo-
    fencing capability. In light of the FAA's Drone Advisory Committee and
    Unmanned Aircraft Safety Team, why is your company not implementing/
    endorsing that drone technology feature?
        Answer. Thank you for your question. I appreciated the opportunity
    to testify about the importance of enabling U.S. leadership in the
    uncrewed aircraft sector. The drone industry plays a critical role in
    leading the next generation of aviation innovation, creating good-
    paying domestic jobs, protecting workers who inspect America's aging
    infrastructure, and slashing carbon emissions.
        The safe and secure integration of drones requires a layered
    approach. Manufacturers have an important role to play, and Skydio
    takes that obligation seriously. In 2020, Skydio became the world's
    first and only drone company to issue a set of policy and ethical
    principles--the Skydio Engagement and Responsible Use Principles
    [https://medium.com/skydio/skydio-engagement-and-responsible-use-
    principles-49c6576eb740]--to guide our work and move the industry
    forward. These principles capture our commitment to considering the
    holistic impact our products will have on communities and countries.
        Skydio takes a range of measures to promote safety, including
    education and training. Our safety guidelines advise customers to
    follow FAA regulations and ensure it is appropriate to fly in a given
    area by using resources like the FAA's B4UFLY app. New customers
    acknowledge compliance with our safety guidelines when they first use
    the Skydio app. Skydio is one of the only drone manufacturers to offer
    a virtual and in-person flight school, known as Skydio Academy. The
    educational curriculum for Skydio Academy reinforces the importance of
    safe operations, including compliance with FAA regulations. In addition
    to Skydio Academy, Skydio offers flight school videos that teach our
    customers how to use Skydio drones safely and effectively. The nature
    of our products also contributes to safety of flight. Both of our
    drones--the Skydio 2 and Skydio X2--weigh less than three pounds and
    are not designed to carry cargo.
        We take pride in engineering advanced features that provide high
    levels of safety and efficiency. For example, we recently released
    Skydio 3D Scan, a transformational product that automates photographic
    data collection and mapping tasks. Enterprise customers use 3D Scan to
    produce stunning digital twins of bridges, cell phone towers, and dams.
    First responders use the product to capture 3D maps of accident scenes
    in a fraction of the time it takes to snap manual photos. 3D Scan
    enables the operator to create dynamic limitations on the boundaries of
    the flight--a feature known as geo-caging.
        As for geofencing, the FAA and global aviation regulators promote a
    layered approach to safety and security and generally have not required
    geofencing. Among other reasons, geofencing has been less effective
    than expected and can be easy to defeat.\1\ Geofencing also makes it
    difficult for critical infrastructure operators and commercial drone
    pilots to use drones for inspection and security purposes,
    inadvertently grounding authorized drone flights. We will continue to
    closely monitor developments in this space.
    ---------------------------------------------------------------------------
        \1\ See, e.g., Ben Heubl, Conflict Groups Arm Consumer Drones for
    Terror Attacks, Engineering & Technology, April 9, 2021, https://
    tinyurl.com/j8mejbax (describing terrorist groups' use of DJI drones to
    drop explosive devices in Syria and Iraq, notwithstanding geofencing);
    Alan Levin, Drone Easily Pierced New York `No-Fly Zone, Exposing Risk,
    December 15, 2017, https://www.insurancejournal.com/news/east/2017/12/
    15/474422.htm (discussing a DJI drone that struck a U.S. Army
    helicopter 2.5 miles away from the operator, despite Presidential
    security TFRs); Special Agent Deana M. Jones, Criminal Complaint,
    United States v. Henry Alejandro Jimenez, February 5, 2021, at 5-6,
    https://www.justice.gov/usao-mdfl/press-release/file/1365131/download
    (supporting federal criminal charges against a drone pilot who flew a
    DJI drone into restricted airspace surrounding the 2021 NFL Super Bowl
    in Miami, notwithstanding geofencing). Those anecdotes suggest that
    layered safety and security measures--from robust training and
    education to drone detection and enforcement--are important tools in
    ensuring airspace safety.
    ---------------------------------------------------------------------------
        At Skydio, we think safety and security go hand-in-hand.
    Appropriate security measures support the safe and effective
    integration of drones into the airspace. For that reason, we support
    the expeditious implementation of Section 2209 of the FAA Extension,
    Safety and Security Act of 2016, which directed the FAA to enable
    flight restrictions over security sensitive fixed-sites, such as
    critical infrastructure, refineries, and ``other locations that warrant
    such restrictions.'' Along similar lines, the Stadiums Operating under
    New Guidance (SONG) Act referenced in your letter would direct the FAA
    to protect sporting events from unauthorized drone overflights. I would
    welcome the opportunity to learn more about the Act.
        Skydio is committed to promoting safe and effective operations. We
    appreciate your interest in this topic and look forward to working with
    you and your office.

        Question from Hon. Rick Larsen to Pierre F. Harter, Director of
    Research and Development, National Institute for Aviation Research, and
     Associate Vice President for Industry and Defense Programs, Research
                      Operations, Wichita State University

        Question 1. Your written testimony highlights NIAR's long-standing
    collaboration with Federal agencies, academia, and the aerospace
    industry to improve the certification of new composites and additive
    manufacturing.
        What investment in composite technologies do you think is necessary
    to grow the United States' leadership in this field?
        Answer. In my initial testimony, I touched briefly on some areas
    that I will elaborate on in this response.
    Public-private partnerships
        We must continue to embrace strong public-private partnerships to
    help establish the strategic framework and shape the regulatory
    environment.
        We have seen great strides in enabling innovation over the last few
    decades in aerospace when government agencies have embraced
    collaboration with industry and academia. Indeed, the FAA has been
    strongly encouraged to utilize industry-based performance-based
    standards whenever possible \1\ \2\.
    ---------------------------------------------------------------------------
        \1\ OMB Circular A-119 Federal Participation in the Development and
    Use of Voluntary Consensus Standards and in Conformity Assessment
    Activities
        \2\ FAA Reauthorization Act of 2018, SEC. 329. PERFORMANCE-BASED
    STANDARDS
    ---------------------------------------------------------------------------
        Regardless of the origin of the standards, associated guidance and
    policy material, funding must be provided to enable the creation of
    material. That can range from convening forums of experts in an effort
    to collect and create standards based on consensus and experience, to
    executing on basic science or fundamental research to close knowledge
    gaps necessary to create new standards.
    Research and Development
        We must continue to invest in research and development that enables
    new designs/products, materials and manufacturing technologies. There
    is strong historical precedence and evidence that strong United States
    government investment in fundamental research and development creates
    tailwinds for economic prosperity (including closing the inequality
    gab), technological dominance, and national security. Some areas of
    composite technology historically have benefited in part from this
    investment, as referenced my testimony.
        To grow our leadership in this field, there should be continued
    funding to current composite topics of research funded via the FAA,
    NASA, DoD, DoE and other federal agencies. Some particular areas of
    focus are:
          Composite material formulation and characterization for
    thermosets, thermoplastics as well as higher temperature capable
    composites like CMCs and Carbon-Carbon (reference Figure 1 in my
    original testimony)
          +  This includes traditional fiber-reinforced composites (e.g.
    carbon and glass fiber-reinforced) as well as the other materials that
    are used in composite structures (e.g. honeycomb and other core
    products, film and paste adhesives, hybrid materials, sealants,
    fasteners, etc.)
          Composite process development. New materials and new ways
    to process existing materials need to continue to be developed to
    decrease costs, increase production rates and increase quality and
    safety. Process development is especially important in composites, as
    the processing of composites items can greatly affect the final
    physical, mechanical and other important properties of the end-use
    item. Some examples of this are:
          +  In-situ curing of composites (to reduce the need on capital
    intensive ovens and autoclaves)
          +  Bonding and welding of composite primary structure (to reduce/
    eliminate fasteners and decrease weight/cost)
          Fabrication and production-related technologies that
    focus on reducing manufacturing costs of raw materials as well as
    finished products. Special focus in this area will help enable US-based
    manufacturers to compete (via technology) in this market that has often
    been out-sourced to low-cost countries. This is especially important to
    creating a resilient U.S.-based composite supply chain to avoid
    production disruptions, and to ensure the ability to design and
    manufacture composites from a national security perspective. There is a
    broad array of technologies in these areas that are often combined to
    increase benefits, which adds to development complexity and the need to
    fund research. Many of these technologies have been matured in other
    industries, but still need to be developed for composite applications.
    Some examples are:
          +  Automation and robotics
          +  Industrial Internet of Things
          +  Artificial Intelligence (AI), Machine Learning (ML) and Deep
    Learning
          +  New tooling technologies aimed at faster development time,
    reduce cost, increased tool life, including adaptive and reconfigurable
    tooling
          +  Non-destructive inspection, in-process and post-process
          +  Process control technologies that eliminate or reduce the need
    to inspect every part
          Analytical tools and techniques that enable virtual
    design, analysis, certification, and life-cycle management through
    physics-based modeling and other techniques. With better simulation
    tools and computational infrastructure, we will be able to drastically
    reduce the time to market as well as the non-recurring costs associated
    with extensive testing for certification. These tools and techniques,
    coupled with large data sources and AI and ML, will also aide in
    reducing maintenance costs and increasing fleet safety
          Embedded structural health monitoring and other multi-
    functional hybrid composite technologies

        I appreciate the opportunity to answer this question and would be
    happy to answer any questions you may have in the future.

       Question from Hon. Rick Larsen to Blake Scholl, Founder and Chief
                       Executive Officer, Boom Supersonic

        Question 1. In your written testimony, you recommend expanding the
    Federal Aviation Administration's Continuous Lower Energy, Emissions
    and Noise (CLEEN) program to include technologies applicable to new
    entrants. Can you please elaborate on this proposal?
        Answer. The commercial supersonic aircraft industry is nascent, and
    supersonic technology requires research and development investment.
    Including an emphasis on new entrants as part of CLEEN would give the
    U.S. an opportunity to maintain leadership in these areas.
        Subsonic jet aircraft technology has matured over the past eighty
    years. This progress has occurred in part thanks to substantial NASA
    investment and the $225 million in CLEEN funding committed over the
    last ten years. These investments have helped improve performance and
    reduce noise and emissions. Boom recognizes and appreciates the new
    inclusion of supersonic technologies to the CLEEN III program, but we
    recognize that supersonic technology is eligible for only one of the
    program's four goal areas. The program explicitly includes the
    considerations of LTO noise and NOx emissions but does not include
    technologies that could enhance fuel efficiency and reduce other
    emissions. Certain potential technologies, like variable noise
    reduction technology, directly benefit the performance of supersonic
    aircraft but may also ultimately benefit subsonic aircraft. The CLEEN
    III program also omits other emerging technologies, including advanced
    air mobility and battery technologies.
        An expansion of CLEEN with funding exclusively dedicated to
    supersonic aircraft and other emerging technologies would help the U.S.
    maintain leadership in these new industries while also reducing the
    environmental effects of new technologies. This could come in the form
    of a mid-cycle expansion in CLEEN funding through direct Congressional
    appropriations; inclusion in the 2023 FAA reauthorization; or a number
    of other forms. Should an expansion not be realized by 2025, dedicated
    funds for supersonic technology in the CLEEN IV program would be
    beneficial for enhancing the environmental performance of supersonic
    aircraft.

      Question from Hon. Greg Stanton to Blake Scholl, Founder and Chief
                       Executive Officer, Boom Supersonic

        Question 1. Mr. Scholl, I understand that one challenge in the
    development of supersonic aircraft is the lack of clear international
    standards for environmental performance. The Federal Aviation
    Administration (FAA) plays an important role here on the International
    Civil Aviation Organization's Committee on Aviation Environmental
    Protection, which is charged with developing those standards.
    Ultimately the success of supersonic aircraft will depend on harmonized
    international rules that allow them to operate across national
    boundaries.
        Why are the development of international environmental standards
    important to Boom and how would you assess FAA's engagement on these
    standards at the International Civil Aviation Organization?
        Answer. Global supersonic standards, including a noise landing and
    takeoff standard, will facilitate the reintroduction of commercial
    supersonic air travel. For Boom, global standards would create a path
    for Overture certification and worldwide operations. Boom is committed
    to sustainability, including optimizing for reduced emissions and
    noise. The nuances of supersonic aircraft require alternative
    certification procedures (including increased takeoff speeds and
    variable noise reduction systems) to achieve reduced noise levels
    without significant emissions increases, and these procedures will need
    to be defined in global certification standards. The FAA has shown
    strong engagement and global leadership to date. FAA representatives
    lead noise, emissions, and modelling working groups within the
    International Civil Aviation Organization's Committee on Aviation
    Environmental Protection (ICAO/CAEP), and significant investment in
    research and modelling efforts to support data driven standards. Boom
    would like this strong engagement to continue. To meet Overture's
    planned entry into service in 2029, global standards are needed during
    the next CAEP cycle, which begins in 2022 and ends in 2025. An
    agreement to develop supersonic standards by 2025 must be reached at
    the next meeting of CAEP in February 2022, and FAA leadership is
    essential to achieve this goal.

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