    [Senate Hearing 118-652]
    [From the U.S. Government Publishing Office]

                                                            S. Hrg. 118-652

                       NOMINATION OF MICHAEL G. WHITAKER,
                          NOMINEE TO BE ADMINISTRATOR,
                        FEDERAL AVIATION ADMINISTRATION

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

                                    HEARING

                                   before the

                             COMMITTEE ON COMMERCE,
                          SCIENCE, AND TRANSPORTATION
                              UNITED STATES SENATE

                        ONE HUNDRED EIGHTEENTH CONGRESS

                                 FIRST SESSION

                                   __________

                                OCTOBER 4, 2023

                                   __________

        Printed for the use of the Committee on Commerce, Science, and
                                 Transportation

                     [GRAPHIC NOT AVAILABLE IN TIFF FORMAT]

                    Available online: http://www.govinfo.gov

                                   ______

                     U.S. GOVERNMENT PUBLISHING OFFICE

    60-397 PDF                WASHINGTON : 2025

           SENATE COMMITTEE ON COMMERCE, SCIENCE, AND TRANSPORTATION

                        ONE HUNDRED EIGHTEENTH CONGRESS

                                 FIRST SESSION

                       MARIA CANTWELL, Washington, Chair

    AMY KLOBUCHAR, Minnesota             TED CRUZ, Texas, Ranking
    BRIAN SCHATZ, Hawaii                 JOHN THUNE, South Dakota
    EDWARD MARKEY, Massachusetts         ROGER WICKER, Mississippi
    GARY PETERS, Michigan                DEB FISCHER, Nebraska
    TAMMY BALDWIN, Wisconsin             JERRY MORAN, Kansas
    TAMMY DUCKWORTH, Illinois            DAN SULLIVAN, Alaska
    JON TESTER, Montana                  MARSHA BLACKBURN, Tennessee
    KYRSTEN SINEMA, Arizona              TODD YOUNG, Indiana
    JACKY ROSEN, Nevada                  TED BUDD, North Carolina
    BEN RAY LUJAN, New Mexico            ERIC SCHMITT, Missouri
    JOHN HICKENLOOPER, Colorado          J. D. VANCE, Ohio
    RAPHAEL WARNOCK, Georgia             SHELLEY MOORE CAPITO, West
    PETER WELCH, Vermont                     Virginia
                                         CYNTHIA LUMMIS, Wyoming

                       Lila Harper Helms, Staff Director
                     Melissa Porter, Deputy Staff Director
                         Jonathan Hale, General Counsel
                     Brad Grantz, Republican Staff Director
               Nicole Christus, Republican Deputy Staff Director
                         Liam McKenna, General Counsel

                                C O N T E N T S

                                  ----------
                                                                       Page
    Hearing held on October 4, 2023..................................     1
    Statement of Senator Cantwell....................................     1
    Statement of Senator Welch.......................................     3
    Statement of Senator Cruz........................................     6
    Statement of Senator Klobuchar...................................    95
    Statement of Senator Thune.......................................    96
    Statement of Senator Duckworth...................................    98
    Statement of Senator Moran.......................................   100
    Statement of Senator Peters......................................   102
    Statement of Senator Blackburn...................................   103
    Statement of Senator Tester......................................   105
    Statement of Senator Fischer.....................................   107
    Statement of Senator Sinema......................................   108
    Statement of Senator Budd........................................   110
    Statement of Senator Capito......................................   113
    Statement of Senator Markey......................................   115
    Statement of Senator Baldwin.....................................   116
    Statement of Senator Hickenlooper................................   117
    Statement of Senator Lujan.......................................   119
    Statement of Senator Schmitt.....................................   120
    Statement of Senator Rosen.......................................   122
    Statement of Senator Sullivan....................................   123
        Report dated February 13, 2020 from the National
          Transportation Safety Board................................   125
        Letter to Hon. Dan Sullivan from the Alaska Air Carriers
          Association................................................   130
    Statement of Senator Warnock.....................................   133
    Statement of Senator Vance.......................................   135
    Statement of Senator Young.......................................   137

                                   Witnesses

    Representative Sam Graves, Chairman, House Transportation
      Committee......................................................     4
        Prepared statement...........................................     5
    Michael G. Whitaker, Nominee to be Administrator, Federal
      Aviation Administration........................................     7
        Prepared statement...........................................     9
        Biographical information.....................................    10

                                    Appendix

    Letter dated October 4, 2023 to Hon. Maria Cantwell and Hon. Ted
      Cruz from Gregory Pecoraro, NASAO President and CEO, National
      Association of State Aviation Officials........................   141
    Response to written questions to Michael G. Whitaker submitted
      by:
        Hon. Maria Cantwell..........................................   142
        Hon. Brian Schatz............................................   146
        Hon. Gary Peters.............................................   146
        Hon. Tammy Duckworth.........................................   147
        Hon. Jon Tester..............................................   150
        Hon. Kyrsten Sinema..........................................   150
        Hon. Ben Ray Lujan...........................................   151
        Hon. Raphael Warnock.........................................   152
        Hon. Ted Cruz................................................   154
        Hon. Deb Fischer.............................................   156
        Hon. Dan Sullivan............................................   156
        Hon. Marsha Blackburn........................................   160
        Hon. Todd Young..............................................   161
        Hon. Ted Budd................................................   162
        Hon. J.D. Vance..............................................   165
        Hon. Shelley Moore Capito....................................   167

                       NOMINATION OF MICHAEL G. WHITAKER,
                          NOMINEE TO BE ADMINISTRATOR,
                        FEDERAL AVIATION ADMINISTRATION

                                  ----------

                           WEDNESDAY, OCTOBER 4, 2023

                                           U.S. Senate,
            Committee on Commerce, Science, and Transportation,
                                                        Washington, DC.
        The committee met, pursuant to notice, at 10:02 a.m., in
    room SR-253, Russell Senate Office Building, Hon. Maria
    Cantwell, Chair of the Committee, presiding.
        Present: Senators Cantwell [presiding], Klobuchar, Markey,
    Baldwin, Duckworth, Tester, Sinema, Rosen, Lujan, Hickenlooper,
    Warnock, Welch, Cruz, Thune, Wicker, Fischer, Moran, Sullivan,
    Blackburn, Young, Budd, Schmitt, Vance, and Capito.

               OPENING STATEMENT OF HON. MARIA CANTWELL,
                      U.S. SENATOR FROM WASHINGTON

        The Chair. Good morning, everyone. The U.S. Senate
    Committee on Commerce, Science, and Transportation will come to
    order. This morning, we are here to consider the nomination of
    Michael G. Whitaker to be the Administrator of the Federal
    Aviation Administration.
        I want to thank Mr. Whitaker for his willingness to serve.
    I am also grateful that the House Chairman, Senator--House
    Chairman Sam Graves is here, and we will hear from you soon.
    Chairman Graves, along with my colleague, Ranking Member
    Larson, have worked hard on a bipartisan bill to pass a long
    term FAA reauthorization, so we thank you for that.
        And I am hopeful that we will be able to do the same here
    in a bipartisan fashion and finalize a bill into law before the
    end of 2023. This is a reminder that aviation safety and the
    job of running the FAA are not partisan endeavors.
        They are ensuring strong leadership at the top of America's
    chief aviation regulator, and this should be our common goal.
    Mr. Whitaker's nomination has attracted broad support, not only
    from across the aisle, but from across the aviation community.
        He is supported by the aviation workforce, pilots, flight
    attendants, machinists, and engineers, and enjoys a broad
    support from many in the private sector of aviation. This
    foundation of support will serve well because the FAA
    Administrator has a big job, over 44,000 workers across
    multiple lines of business, from airports to air traffic
    control, to aviation safety, and each day they help keep
    Americans moving safely--25,000 U.S. airline flights carrying
    2.5 million passengers across the country and around the world.
        Today, he will come before the Committee with more than 30
    years of a diverse experience in aviation, including executive
    leadership in the private sector, and 3 years serving as FAA
    Deputy Administrator.
        He led the FAA's modernization of the National Airspace
    System, known shorthand as Next Gen, and I hope he will be able
    to illuminate today the progress that we have made and
    important milestones that we have achieved, and what we need to
    do to get it finally implemented.
        Mr. Whitaker will bring a commitment to advancing aviation
    safety and appreciate his support by families who have lost
    loved ones and who have been very dedicated to improving
    aviation safety. But there are challenges that remain.
    America's aviation system is under stress, demonstrated by the
    number of near misses and close calls.
        We need to hear today about a plan on how to tackle those
    safety issues across our skies. The FAA's workforce has changed
    and will continue to do so over the next several years, and we
    look forward to learning how he will be able to build a strong
    safety culture, attract new talent, and renew leadership at the
    FAA.
        And like its workforce, FAA safety systems and technology
    must also be upgraded to 21st century innovations. And if
    confirmed, he will have the opportunity to lead the NAS
    modernization into the next era and telling us exactly how to
    get that done. To be the world leader in aviation, the United
    States must be a strong voice for safety at the International
    Civil Aviation Organization, ICAO.
        You have over 30 years of experience in aviation, including
    executive roles on these important international issues, and we
    hope that your leadership will help the world community
    continue its safety focus. We need to learn how the FAA will
    effectively raise the global safety bar on pilot training and
    human factors.
        The families of the 737 MAX tragedies were critical in
    helping Congress pass important legislation, the Aircraft
    Certification, Safety and Accountability Act. They support your
    nomination, as I mentioned, and we expect an understanding this
    morning on how you are going to carry out the further
    implementation of these critical safety reforms.
        The American public deserves a safe, reliable, effective
    air transportation system. Our economy depends on it, and if
    confirmed, you will have the opportunity not only to lead the
    FAA, but shape America's future of aviation along with NASA.
        These are challenging times, but the aviation community and
    the leadership across many spectrums have the ability to get
    this job done and get it done correctly. So, I welcome and
    thank you for your willingness to serve and take that
    leadership role in helping us.
        I now am going to--I am waiting on my colleague who had to
    run to Judiciary, so I am going to allow our colleague, Senator
    Welch, to make an opening statement, and then I will turn to
    Representative Graves.

                    STATEMENT OF HON. PETER WELCH,
                       U.S. SENATOR FROM VERMONT

        Senator Welch. Madam Chair, you gave an excellent
    presentation of Mr. Whitaker's experience, but you left out one
    very important fact, he is my neighbor. Lives down the dirt
    road. You go down Bragg Hill and up over little Densmore Hill,
    and take a little left, and there they are, on the same dirt
    road, right down the street in Vermont.
        So, it is wonderful to have Michael here, Mary, and Joe.
    You did outline his public experience, his private experience,
    and I was going to do that, but you have done it so well that I
    don't think we need to add to it.
        But I do want to say a couple of things. With this
    extraordinary experience he has first as a pilot, a lifelong
    pilot, and with that, a constant concern about safety, because
    he has had people he loves in his own plane.
        With his experience at the FAA, where you have this huge
    important agency, and he had the responsibility to make it work
    in the implementation of a very important program that you
    mentioned.
        And then with his experience in the private sector, with
    United Airlines and the very responsible big jobs he had there,
    how can you have more experience in every phase of what is
    required to have our flight systems be safe, to have
    performance be solid, and to have the managerial experience to
    kind of create the team in the culture that is necessary for a
    well-functioning FAA, something that he and I spoke about at
    Dan and Whit's, which is a store where if you don't have it,
    you don't need it.
        That is the Norwich famous country store. So, that broad
    depth of experience and that decision--and this is what I also
    really appreciate. At a time in his life when he was doing
    fine, he lives on a nice place that rarely anyone wants to come
    and see it. It is a nice place.
        He wanted to serve, and we so need that in this country, to
    have people with the benefit of a lifelong career in the public
    and private sector deciding, you know what, I want to serve.
    So, that gives me just immense confidence that we are going to
    have a tremendous director, and I yield back.
        The Chair. Thank you, Senator Welch. Thank you for that
    very personal view of the nominee, and good to know that--that
    road might come in handy some time for some.
        [Laughter.]
        The Chair. So, message delivery. Representative Graves,
    welcome before the Committee. Thank you so much. Unless Senator
    Moran, did you want to, as the Subcommittee Chair, make a
    statement?
        [Technical problems.]
        The Chair. Thank you. Representative Graves, thank you so
    much for being here.

        STATEMENT OF REPRESENTATIVE SAM GRAVES, CHAIRMAN, HOUSE
                        TRANSPORTATION COMMITTEE

        Representative Graves. Of course. Thank you, Madam Chair,
    and members of the Committee. There are a lot of familiar faces
    on this committee, and I like that.
        And I also very much appreciate the opportunity. It is an
    honor to be here today to support Michael Whitaker for
    Administrator to the Federal Aviation Administration. And this
    is a crucial time for aviation and for the FAA.
        Steadfast leadership at the FAA is paramount if we as a
    nation are to remain the global leader in aviation safety and
    innovation, a goal that I know this committee and the nominee
    unequivocally support. It has been a year and a half since
    previous Administrator Steve Dickson stepped down.
        And if you think about it, safety is dependent on
    consistency, and unfortunately, the only thing that has been
    consistent at the agency since the former Administrator
    departed is the growing list of acting positions across the
    agency. 18 months without an FAA Administrator is troubling.
        The American people deserve a confirmed leader who has a
    deep knowledge in, and a passion for that matter, for aviation.
    And because of that, I am honored and pleased to introduce
    Michael Whitaker, he is a very qualified nominee, that has been
    put forward for your consideration.
        Mr. Whitaker is currently the Chief Operating Officer for
    an advanced air mobility company, which is an aviation sector
    that is propelling American aviation to new heights and
    demands, both regulatory stability and innovation.
        Having previously served as the FAA Deputy Administrator,
    Mr. Whitaker understands what it takes to helm the agency's--
    that he has been nominated to lead. And he has also served many
    years, obviously, in the travel and airline industries. And as
    a professional pilot myself, I appreciate the fact that he too
    is a GA pilot.
        I have spoken to him on many occasions and visit with him
    about the need to pass on that passion to the next generation
    of young Americans and to be an advocate for aviation overall.
        The bottom line is, is that having Mr. Whitaker confirmed
    as FAA Administrator will help provide much needed certainty
    for the FAA and the aviation industry, which is pivotal right
    now in this moment in history. In addition to the confirmation
    of an FAA nominee, I would be remiss if I didn't point out that
    enacting a long-term FAA reauthorization bill will bring much
    needed certainty to the aviation industry.
        The bipartisan bill that passed out of the House in July by
    a vote of 351 to 69 is a 5-year bill. And while your committee
    works toward passage of companion legislation, our shared
    commitment to enactment of a long term FAA bill guarantees that
    the next Administrator will be charged with implementing the
    final product of our work.
        This adds enormous consequence to the nomination
    responsibility of Mr. Whitaker, if he is confirmed. And I want
    to be clear, I fully expect that if Mr. Whitaker is confirmed
    as Administrator that we will not agree on everything. However,
    I do believe that we will have a very strong working
    relationship, just as I have had with his predecessors.
        And like his predecessors from both Democrat
    Administrations and Republican Administrations, I want to see
    him be successful in the role because that is what is in the
    best interests of the American aviation industry and in the
    best interest of the American people.
        I fought hard against the previous nominee whose lack of
    relevant experience was greatly concerning, and that is also
    why I am here today supporting Mr. Whitaker, because I believe
    he is the right person for this job.
        As the Chairman of the Transportation and Infrastructure
    Committee in the House, my job is to hold the Administration
    and any Administrator of the FAA accountable for their actions
    to conduct rigorous oversight and to ensure that they are
    following the legislative intent of any piece of legislation
    that Congress passes.
        And rest assured, I will do just that. But I also want to
    express my support for this committee's consideration today of
    a nominee who has extensive qualifications in the aviation
    field and who is very familiar with the FAA, with its
    importance, with its intricacies, and with its shortcomings.
        And I believe Mr. Whitaker has a level of experience the
    position of FAA Administrator demands, and prepared to deliver
    the strong leadership that is needed at the FAA today more than
    ever before. I want to thank you for your time, and I hope the
    Committee favorably approves Mr. Whitaker's nomination and acts
    swiftly on finalizing an FAA reauthorization.
        So, thank you very much, and I yield back.
        [The prepared statement of Representative Graves follows:]

    Prepared Statement of Representative Sam Graves, Chairman, Committee on
                       Transportation and Infrastructure
        Thank you, Chair Cantwell, Ranking Member Cruz, and Members of the
    Committee.
        I appreciate the opportunity to introduce Michael Whitaker--the
    nominee for Administrator of the Federal Aviation Administration (FAA).
        This is a critical time for aviation and for the FAA.
        Steadfast leadership at the FAA is paramount if we--as a Nation--
    are to remain the global leader in aviation innovation and safety. A
    goal that I know this Committee and this nominee unequivocally support.
        It's been a year-and-a-half since the previous Administrator, Steve
    Dickson, stepped down. This Administration has waited far too long to
    nominate a qualified nominee, leaving the more than 45,000 public
    servants at the FAA without a permanent leader, jeopardizing American
    leadership in aviation, and--frankly--risking public safety.
        Safety is dependent on consistency, and unfortunately, the only
    thing that's been consistent at the agency since former Administrator
    Dickson's departure is the growing list of ``acting'' positions across
    the agency.
        18 months without an FAA Administrator is unacceptable.
        The American people deserve a confirmed leader who has a deep
    knowledge in, and passion for, aviation.
        Because of that, I'm honored and pleased to introduce Michael
    Whitaker, a qualified nominee that has been put forward for your
    consideration.
        Mr. Whitaker is currently the Chief Operating Officer for an
    advanced air mobility company--an aviation sector that is propelling
    American aviation to new heights and demands both regulatory stability
    and innovation.
        Having previously served as the FAA Deputy Administrator, Mr.
    Whitaker understands what it takes to helm the agency he's been
    nominated to lead.
        He has also served for many years in the travel and airline
    industries.
        And I appreciate the fact that he, too, is a private pilot. Having
    spoken with and gotten to know Mr. Whitaker over the years, I know he
    understands the need to ensure that our shared passion for general
    aviation is passed on to the next generation of Americans.
        The bottom line is that having Mr. Whitaker confirmed as FAA
    Administrator will help provide much needed certainty for the FAA and
    aviation industry at this pivotal moment in history.
        In addition to confirmation of an FAA nominee, enacting a long-term
    FAA reauthorization bill will also bring much needed certainty to the
    aviation industry.
        The bipartisan bill that passed out of the House in July by a vote
    of 351 to 69 is a five-year bill. And while your Committee works
    towards passage of companion legislation, our shared commitment to
    enactment of a long-term FAA bill guarantees that the next
    Administrator will be charged with implementing the final product of
    our work. This adds enormous consequence to this nomination and
    responsibility for Mr. Whitaker, if confirmed.
        I want to be clear--I fully expect that if confirmed as the
    Administrator, Mr. Whitaker and I will not agree on everything.
    However, I believe we can and will have a strong working relationship,
    just as I have with his predecessors.
        And like his predecessors from both Democrat and Republican
    Administrations, I want to see him be successful in this role because
    that is what is in the best interest of the American aviation industry
    and, more importantly, the American people.
        It is why I fought hard against the previous nominee, whose lack of
    relevant experience was greatly concerning, and why I am here today
    supporting Mr. Whitaker. Because I believe he is the right man for the
    job.
        As the Chairman of the House Transportation and Infrastructure
    Committee, my job is to hold the Administration, and any Administrator
    of the FAA, accountable for their actions, to conduct rigorous
    oversight, and to ensure they are following the legislative intent of
    any law Congress passes.
        And rest assured, I will do just that.
        But I also want to express my support for this Committee's
    consideration today of a nominee who has extensive qualifications in
    the aviation field and who is very familiar with the FAA--its
    importance, its intricacies, and its shortcomings.
        I believe Mr. Whitaker has the level of experience that the
    position of FAA Administrator demands and is prepared to deliver the
    strong leadership that is needed at the FAA today more than ever
    before.
        Thank you for your time. It is my hope the Committee favorably
    considers Mr. Whitaker's nomination and acts swiftly on finalizing its
    FAA reauthorization bill.

        The Chair. Thank you, Representative Graves. And again,
    look forward to working with you in that bipartisan fashion to
    get this over the goal line legislatively by the end of the
    year. So, thank you for that. Senator Cruz.

                      STATEMENT OF HON. TED CRUZ,
                        U.S. SENATOR FROM TEXAS

        Senator Cruz. Thank you, Madam Chair. And I want to welcome
    my good friend Sam Graves. I am glad to see you slumming it on
    the other side of the Capitol. Welcome. I hope that we have
    been hospitable and maybe given you a decent cup of coffee this
    morning. You don't have to answer that. Good morning.
        Welcome, everyone. Mr. Whitaker, welcome. A San Antonio
    native, something I am always glad to see. Every day, some 3
    million passengers board commercial flights in and out of U.S.
    airports with the confidence that they will safely arrive at
    their destinations.
        The public trust is the result of a nearly eight decade
    collaboration between the aviation industry and the Federal
    Aviation Administration. The FAA manages 29 million square
    miles of airspace.
        It ensures that aircraft and pilots meet the highest safety
    standards, and it is the FAA that will ensure the safe
    integration of drones, air taxis, and one day, commercial space
    flight. When it comes to aviation safety, the buck stops with
    the FAA.
        We are here today to consider the nomination of Michael
    Whitaker for the FAA Administrator. This is a crucially
    important role. The next Administrator will face serious
    challenges in rebuilding the FAA after unfortunately, 18 months
    without a Senate confirmed leader.
        Among those challenges, staffing critical air traffic
    control facilities, modernizing antiquated air traffic systems,
    and bringing FAA employees back in-person after 3 years of
    telework. Mr. Whitaker is President Biden's second nominee to
    be FAA Administrator.
        The first was rejected by both Republicans and Democrats on
    this committee for his lack of relevant experience. I am glad
    that the Administration has heeded my advice and nominated a
    person with significant experience in aviation, Mr. Whitaker.
        Mr. Whitaker previously served as the second in command at
    the FAA and has roughly three decades of aviation experience.
    As I have said since we received Mr. Whitaker's nomination, I
    am willing to keep an open mind and give him fair consideration
    on the merits. I want to hear how he is going to address the
    challenges facing the FAA and the aviation industry, should he
    be confirmed.
        I also want to ensure that Mr. Whitaker will focus on the
    FAA's primary responsibility, ensuring the safety of our
    national aerospace system, while having the fortitude and the
    clarity of mind to question assumptions and to push back
    against special interests.
        Congress gives the Administrator a 5-year term because the
    FAA is not a political organization, is not intended to be a
    political organization, and we must keep politics out of the
    FAA.
        Today, Mr. Whitaker has the opportunity to explain to
    members of this committee his vision for a stagnant agency, one
    that is in desperate need of strong and independent leadership
    willing to challenge the status quo.
        Mr. Whitaker, I look forward to hearing why you believe you
    are that independent leader and how you will meet the serious
    challenges faced by the FAA and the aviation industry. Thank
    you.
        The Chair. Thank you, Senator Cruz. Again, Representative
    Graves, thank you for being here. Mr. Whitaker, if you would
    come up and take an opportunity to introduce anybody you would
    like to introduce this morning before you give your opening
    statement.

    STATEMENT OF MICHAEL G. WHITAKER, NOMINEE TO BE ADMINISTRATOR,
                    FEDERAL AVIATION ADMINISTRATION

        Mr. Whitaker. Thank you, Chair Cantwell, Ranking Member
    Cruz, members of the Committee. It is an honor to appear before
    you today as President Biden's nominee for Administrator of the
    FAA.
        I am grateful for this bipartisan introduction, and support
    for my fellow Vermonter and neighbor, Senator Welch, and also
    from House Transportation Chairman Sam Graves, who has been
    very supportive throughout this process. I thank you both.
        I would not be here today if it wasn't for the love and
    support of my family, especially my wife, Mary, who is here
    with me today, who has been patient and amazingly supportive
    throughout this process, who is here with our son Joe. And our
    daughter Jordan, who is watching from Vermont.
        To begin, I would like to acknowledge Secretary Buttigieg
    and Deputy Secretary Trottenberg for the exceptional leadership
    that they have shown ensuring the FAA remains focused on its
    critical mission to provide the safest and most efficient
    aerospace system in the world.
        Throughout my career, I have believed in this mission, not
    only during my previous tenure at the FAA, but as an airline
    executive, and now as I focus on emerging technologies in our
    airspace. If confirmed, I will apply my 32 years of aviation
    experience to lead the 44,000 dedicated professionals at the
    FAA who work in every U.S. state and territory and across the
    globe to meet this mission.
        I began my aviation career as an attorney for Transworld
    Airlines, then rose through the ranks of United Airlines from
    Senior Counsel in a regulatory group to Senior Vice President
    of alliances, international, and regulatory affairs.
        More recently, I have worked with emerging aviation
    technologies such as small unmanned systems and electric
    propulsion. However, the key experience that qualifies me for
    this position and that will allow me to make an immediate
    impact at the FAA is my three-year tenure there as Deputy
    Administrator.
        During this time, I gained significant technical knowledge
    of the complex systems that make up the national airspace. And
    while at FAA, I also earned my private pilot certificate to
    better understand the national airspace from the perspective of
    a user of that system. If confirmed, my priority will be the
    safety of the flying public.
        They put their trust in the FAA to keep aviation the safest
    way to travel, and the world has looked to us for decades as
    the gold standard. To maintain that trust and that title, I
    would immediately focus on three things as Administrator.
        First, I will work not just to maintain the safety record
    we have collectively achieved, but to build upon it. The two
    Boeing MAX crashes remind us that we must be ever vigilant. The
    FAA must finish implementing the remaining provisions of the
    certification reform legislation passed by Congress, thanks to
    the leadership of this committee.
        These changes, along with other actions the FAA has taken,
    will ensure that the gaps in the certification process are
    fully closed and that we are able to catch risks even when they
    are not disclosed by a manufacturer.
        We simply cannot become complacent, and we must
    continuously improve as an organization. In March, the FAA
    announced a new goal to end serious close calls. It is critical
    that we achieve this. It will not be accomplished overnight,
    but it is urgent work that must continue.
        Second, we need to build the aviation system of the future.
    This requires the FAA to be agile and creative, and for all of
    us to make ongoing investments. When I was at the FAA just a
    few years ago, drones were new, commercial space launches were
    rare, and flying taxis were still only in cartoons.
        All of this has changed, and it requires that the agency
    look forward, adapt quickly, and execute a plan for the future.
    Third, none of this can be achieved without making the FAA an
    employer of choice where aviators want to build their careers.
    We must have a pipeline of dedicated public servants to achieve
    our mission.
        Nowhere is this clearer than the ongoing work to catch up
    on air traffic controller hiring. The shortage has been years
    in the making, but you have my commitment to reduce this
    backlog. The FAA faces big challenges, and it will take
    innovators and dreamers who bring ideas from every part of our
    country to solve them.
        Aviation has opened doors of opportunity for so many,
    including me. We must make sure it continues to do so for
    citizens in every corner of the country, no matter their
    background.
        I am honored by the trust the President has placed in me
    with this nomination. If confirmed, I will remain committed to
    the FAA's mission and pledge to work with you and the Committee
    to get things done. Thank you for considering my nomination,
    and I am pleased to answer questions.
        [The prepared statement and biographical information of Mr.
    Whitaker follow:]

    Prepared Statement of Michael G. Whitaker, Nominee to be Administrator,
                        Federal Aviation Administration
        Thank you, Chair Cantwell, Ranking Member Cruz, Members of the
    Committee. It is an honor to appear before you today as President
    Biden's nominee for Administrator of the FAA.
        I'm grateful for the bipartisan introductions and support from my
    fellow Vermonter, Senator Welch, and from House Transportation Chairman
    Sam Graves, who has been very supportive throughout this process.
        I would not be here today if it wasn't for the love and support of
    my family, especially my wife, Mary, who's been patient and amazingly
    supportive throughout this process.
        To begin, I want to acknowledge Secretary Buttigieg and Deputy
    Secretary Trottenberg for the exceptional leadership they have shown in
    ensuring the FAA remains focused on its critical mission to provide the
    safest and most efficient aerospace system in the world.
        Throughout my career, I have believed in this mission. Not only
    during my previous tenure at the FAA, but as an airline executive, and
    now as I focus on emerging technologies in our airspace. If confirmed,
    I will apply my 32 years of aviation experience to lead the 44,000
    dedicated professionals at the FAA, who work in every U.S. state and
    territory, and across the globe, to meet this mission.
        I began my aviation career as an attorney for Trans World Airlines,
    then rose through the ranks of United Airlines from senior counsel in
    the regulatory group, to senior vice president of alliances,
    international and regulatory affairs. Most recently, I have worked with
    emerging aviation technologies, such as small unmanned systems and
    electric propulsion.
        However, the key experience that qualifies me for this position,
    and that will allow me to make an immediate impact at the FAA, is my
    three-year tenure there as Deputy Administrator. During this time, I
    gained significant technical knowledge of the complex systems that make
    up our national airspace, such as ADS-B.
        While at the FAA, I also earned my private pilot's certificate to
    better understand the national airspace from the perspective of a user
    of that system.
        If confirmed, my priority will be the safety of the flying public.
    They have put their trust in the FAA to keep aviation the safest way to
    travel, and the world has looked to us for decades as the gold
    standard. To maintain that trust and that title, I would immediately
    focus on three things as administrator:
        First, I will work to not just maintain the safety record we have
    collectively achieved, but build upon it.
        The two Boeing MAX crashes remind us that we must be ever vigilant.
    The FAA must finish implementing the remaining provisions of the
    certification reform legislation passed by Congress, thanks to this
    committee's leadership. These changes, along with other actions the FAA
    has taken, will ensure that gaps in the certification process are fully
    closed, and that we are able to catch risks even when they are not
    disclosed.
        We simply cannot become complacent, and we must continuously
    improve. In March, the FAA announced a new goal to end serious close
    calls. This is critical. We will not achieve this overnight, but it is
    urgent work that we must continue.
        Second, we need to build the aviation system of the future. This
    requires the FAA to be agile and creative, and for all of us to make
    ongoing investments.
        When I was at the FAA just a few years ago, drones were new,
    commercial space launches were rare and flying taxis were still only in
    cartoons. All of this has changed, and it requires that the agency be
    forward looking, adapt quickly, and execute a plan for the future.
        Third, none of this can be achieved without making the FAA a place
    of choice where aviators want to build their careers.
        We must have a pipeline of dedicated public servants to achieve our
    mission. Nowhere is this clearer than the ongoing work to catchup on
    air traffic controller training. The shortage has been years in the
    making, but you have my commitment to reduce this backlog.
        The FAA faces big challenges, and it will take innovators and
    dreamers, who bring ideas from every part of our country, to solve
    them. Aviation has opened doors of opportunity to so many, including
    me. We must make sure it continues to do so for citizens in every
    corner of the country, no matter their background.
        I am honored by the trust the President has placed in me with this
    nomination. If confirmed, I will remain committed to the FAA's mission
    and pledge to work with you and the Committee.
        Thank you for considering my nomination today. I am pleased to
    answer any questions you have.
                                     ______

                          a. biographical information
        1. Name (Include any former names or nicknames used):

            Michael Gordon Whitaker, (''Mike'')

        2. Position to which nominated: Administrator, Federal Aviation
    Administration.
        3. Date of Nomination: July 10, 2023.
        4. Address (List current place of residence and office addresses):

            Residence: Information not released to the public.
            Office: 1101 16th Street, NW, Washington, DC 20036.

        5. Date and Place of Birth: June 21, 1961; San Antonio, TX.
        6. Provide the name, position, and place of employment for your
    spouse (if married) and the names and ages of your children (including
    stepchildren and children by a previous marriage).

            Mary Elizabeth Stevens, wife, Nurse Practitioner, retired
            Joseph Anthony Sansone, 26, stepson
            Jordan Elizabeth Sansone, 24, stepdaughter

        7. List all college and graduate schools attended, whether or not
    you were granted a degree by the institution. Provide the name of the
    institution, the dates attended, the degree received, and the date of
    the degree.

            Georgetown University Law Center 1984-1987
            Juris Doctorate 1987

            University of Louisville 1979-82, 1983-84
            Bachelor of Arts 1984

            Universite de Montpellier (France) 1982-83
            Certificate of Attendance (Junior Year Abroad) 1983

        8. List all post-undergraduate employment, including the job title,
    name of employer, and inclusive dates of employment, and highlight all
    management-level jobs held and any non-managerial jobs that relate to
    the position for which you are nominated.
        Note: Explanations of experience that may be relevant to the
    position for which I am nominated are provided in italics after the
    relevant job listings below.

            1985-86 Law Clerk, The Donohoe Companies (DC)

            1986-87 Law Clerk, Grossberg, Yochelson, Fox and Beyda (DC)

            1987-90 Associate, Stites and Harbison (KY)

            1989-91 Adjunct Professor, University of Louisville (KY)

            1990-91 Attorney, Self-employed, Louisville, KY

            1991-94 Several Positions, Trans World Airlines (NY, DC)
            Initially served as a litigation attorney; then was promoted to
            managing attorney for regulatory affairs, providing comments on
            pending regulations and DOT international route proceedings;
            then promoted to director of international affairs, where I was
            responsible for securing and safeguarding international route
            rights; then promoted to assistant general counsel, combining
            my previous two roles.

            1994-2009 Several Positions, United Airlines (DC, IL)
            I served as senior counsel, then managing director, then vice
            president of international affairs, where my duties included
            working with the DOT in international negotiations to acquire
            new flying rights abroad, as well as working with DOT and DOJ
            to secure antitrust immunity for commercial airline alliances.
            Then added commercial alliances to the existing portfolio and
            was promoted to senior vice president. Responsibilities
            included testifying before Congress and international
            governmental bodies on international aviation issues. Key
            accomplishments included:

            Worked with U.S. Departments of Transportation and
                State to secure a significant expansion of international
                route rights for the company, including expansion in the
                UK, Europe, China, Japan, India and Latin America

            Recruited international airline alliance partners to
                Star Alliance, securing valuable traffic feed for United's
                international flights.

            Secured anti-trust immunity with U.S. and foreign
                regulators to allow closer airline cooperation toward more
                seamless international alliance travel.

            2007-2008 Adjunct Professor, DePaul University School of Law
            (IL)

            2009-2012 Group CEO, InterGlobe Enterprises (India)
            Served as Group CEO over four businesses owned and operated by
            InterGlobe, an Indian travel conglomerate and owner of India's
            largest airline, IndiGo (a low-cost carriers). The four
            businesses were;

            Air Transport (a general sales agent operation)

            ITQ (the Indian franchise of the airline global
                distribution company TravelPort)

            InterGlobe Technologies (a software development and
                travel services provider)

            The Established (a sales organization representing
                general aviation manufacturers).

            Combined, these companies employed thousands of employees in
            over a dozen countries, and generated revenues of over $100
            million annually. During my tenure, I led a rebranding of the
            parent company, aligned business practices among the companies,
            and upgraded accounting practices to prepare the companies for
            public offering. In 2011, I transitioned from group CEO to
            board member.

            2013-2016 Deputy Administrator, Federal Aviation Administration
            (DC)
            Position also included the role of chief NextGen officer,
            responsible for the transition from radar-based to satellite-
            based surveillance of air traffic, plus adjacent technologies.
            Key focus was on ensuring industry equipage of ADS-B (Out)
            transponders in aircraft fleets by 2020, working in
            collaboration with key industry and military sectors. Other key
            initiatives included overseeing the negotiation of a labor
            contract with the controllers' union (NATCA), standardizing
            access to agency data by external users, and standing up an
            internal organization to facilitate entry of new users into the
            National Air Space, including UAS operators and electric
            aircraft.

            2016-2020 Principal, Whitaker Air Space (NH, VT)
            Aviation consultancy. Advised companies and government on
            strategic matters relating to aviation, aerospace, air traffic
            management, certification, strategic planning and government
            relations.

            2020 to present Chief Operating Officer, Supernal (a Hyundai
            company) (DC)
            This start-up company founded by the Hyundai group is designing
            and will manufacture electric, vertical takeoff and landing
            (eVTOL) vehicles for the emerging advanced air mobility (AAM)
            market. As COO I am responsible for commercial operations as
            well as core business operations, such as human resources and
            information technology. Previous roles include chief commercial
            officer and chief policy officer.

        9. Attach a copy of your resume.
        Attached as Addendum 1.
        10. List any advisory, consultative, honorary, or other part-time
    service or positions with Federal, State, or local governments, other
    than those listed above after 18 years of age.

            Board Member, Chicago Sister Cities (1996-2009)

        11. List all positions held as an officer, director, trustee,
    partner, proprietor, agent, representative, or consultant of any
    corporation, company, firm, partnership, or other business, enterprise,
    educational, or other institution.

            Co-founder, The Parisian Pantry (1983-88)

            Vice President, United Airlines (1998-2006)

            Senior Vice President, United Airlines (2006-2009)

            Board Member, Chicago Sister Cities (1996-2009)

            Board Member, San Francisco Opera (2007-2009)

            Group CEO, InterGlobe Enterprises (2009-2011)

            Board Member, InterGlobe Enterprises (2011-2012)

            Advisory Board Member, Passur Aerospace (2017-2020)

            Advisory Board Member, Aerion corporation (2017-2019)

            Advisory Board Member, Insitu (2017-2018)

            Consultant, United Airlines (2017-2020) (through Whitaker Air
            Space)

            Editorial Board Member, Air and Space Law Journal (2017-2022)

            Board Member, Matternet (2018 to present)

            Board Member, ANRA Technologies (2018 to present)

            Consultant, Ascension Global (2019-2020)

            Officer, Supernal (2020 to present)

        12. Please list each membership you have had after 18 years of age
    or currently hold with any civic, social, charitable, educational,
    political, professional, fraternal, benevolent or religiously
    affiliated organization, private club, or other membership
    organization. (For this question, you do not have to list your
    religious affiliation or membership in a religious house of worship or
    institution.). Include dates of membership and any positions you have
    held with any organization. Please note whether any such club or
    organization restricts membership on the basis of sex, race, color,
    religion, national origin, age, or disability.

            Board Member, Chicago Sister Cities (1996-2009)

            Board Member, San Francisco Opera (2007-2009)

            American Bar Association (1987-1990)

            Kentucky Bar Association (1987-2010)

            Louisville Bar Association (1987-1991)

            Upper Valley Flying Club, KLEB (2017-2020)

        None of these organizations restricts membership on the basis of
    sex, race, color, religion, national origin, age, or disability
        13. Have you ever been a candidate for and/or held a public office
    (elected, non-elected, or appointed)? If so, indicate whether any
    campaign has any outstanding debt, the amount, and whether you are
    personally liable for that debt. No.
        14. List all memberships and offices held with and services
    rendered to, whether compensated or not, any political party or
    election committee within the past ten years. If you have held a paid
    position or served in a formal or official advisory position (whether
    compensated or not) in a political campaign within the past ten years,
    identify the particulars of the campaign, including the candidate, year
    of the campaign, and your title and responsibilities. None.
        15. Itemize all political contributions to any individual, campaign
    organization, political party, political action committee, or similar
    entity of $200 or more for the past ten years. None.
        16. List all scholarships, fellowships, honorary degrees, honorary
    society memberships, military medals, and any other special recognition
    for outstanding service or achievements.

            University: Received a one-year study abroad scholarship
            (tuition, housing and food) through a Sister Cities program
            between Louisville, KY, and Montpellier, France; Received
            various departmental awards from the Political Science
            Department of the University of Louisville; was on the Dean's
            List multiple semesters; Graduated with high honors and was
            named a member of the honor society.

            Law School: graduated cum laude from Georgetown University Law
            Center

            Louisville Bar Association: Award for Outstanding pro bono
            service arising from my representation of a death row inmate
            (approximately 1989).

        17. List each book, article, column, letter to the editor, Internet
    blog posting, or other publication you have authored, individually or
    with others. Include a link to each publication when possible. If a
    link is not available, provide a digital copy of the publication when
    available. None.
        18. List all speeches, panel discussions, and presentations (e.g.,
    PowerPoint) that you have given on topics relevant to the position for
    which you have been nominated. Include a link to each publication when
    possible. If a link is not available, provide a digital copy of the
    speech or presentation when available.
        I have delivered numerous speeches and presentations, and
    participated in many panel discussions during the course of my career.
    Please see Addendum 2 for the most up-to-date list I have been able to
    compile. If additional speeches or remarks are identified following the
    submission of this Questionnaire, I will promptly let the Committee
    know and provide appropriate details.
        See Addendum 2 (attached).
        19. List all public statements you have made during the past ten
    years, including statements in news articles and radio and television
    appearances, which are on topics relevant to the position for which you
    have been nominated, including dates. Include a link to each statement
    when possible. If a link is not available, provide a digital copy of
    the statement when available.
        I have made numerous media statements during the course of my
    career. Please see Addendum 3 for the most up-to-date list I have been
    able to compile. If additional statements are identified following the
    submission of this Questionnaire, I will promptly let the Committee
    know and provide appropriate details.
        See Addendum 3 (attached).
        20. List all digital platforms (including social media and other
    digital content sites) on which you currently or have formerly operated
    an account, regardless of whether or not the account was held in your
    name or an alias. Include the full name of an ``alias'' or ``handle'',
    including the complete URL and username with hyperlinks, you have used
    on each of the named platforms. Indicate whether the account is active,
    deleted, or dormant. Include a link to each account if possible.

            LinkedIn: https://www.linkedin.com/in/michael-whitaker-
            14329828/ (active)

            Facebook: (terminated account several years ago--approximately
            2017)

            Twitter: @mgwhitaker (active account but rarely if ever used)

        21. Please identify each instance in which you have testified
    orally or in writing before Congress in a governmental or non-
    governmental capacity and specify the date and subject matter of each
    testimony.
        See Addendum 4 (attached).
        22. Given the current mission, major programs, and major
    operational objectives of the department/agency to which you have been
    nominated, what in your background or employment experience do you
    believe affirmatively qualifies you for appointment to the position for
    which you have been nominated, and why do you wish to serve in that
    position?
        I have spent the last 32 years in aviation, beginning as an
    attorney for Trans World Airlines, then rising through the ranks of
    United Airlines from senior counsel in the regulatory group to senior
    vice president of alliances, international and regulatory affairs. I
    have also worked with emerging aviation technologies, such as small
    unmanned systems as well as electric propulsion.
        But the key experience I believe qualifies me for this position is
    my three-year tenure as deputy administrator of the FAA and its chief
    NextGen officer. This experience allowed me to significantly deepen my
    technical knowledge of the air traffic system, as well as the
    technologies that the FAA and industry have applied to achieve the
    highest standards of safety in the world, including safety management
    systems, just culture principles, and the use of data to identify
    emerging safety risks. Working in close partnership with Administrator
    Huerta, I co-managed the 47,000 employee workforce and helped drive the
    transition from radar-based surveillance to satellite-and ground-based
    ADS-B. I also earned my private pilot certificate during that period,
    which further enabled me to understand the workings of the national air
    space (``NAS'') and the role of technology in increasing the levels of
    safety.
        23. What do you believe are your responsibilities, if confirmed, to
    ensure that the department/agency has proper management and accounting
    controls, and what experience do you have in managing a large
    organization?
        If confirmed, I will bring my previous experience of leading the
    47,000 dedicated employees at the FAA to ensure the FAA stays focused
    on safety and properly prioritizes modernization efforts of the
    national airspace. I will rely on my three-plus decades of executive
    experience in aviation and aerospace organizations to provide
    leadership with appropriate management and financial controls over the
    budgets, operations and program management of the agency.
        My experience encompasses a range of diverse organizations that
    have prepared me to lead large organizations. Those include start-ups
    such as Supernal where, as chief operating officer, I was responsible
    for overseeing the nascent operations as well as developing safety
    programs and policies and procedures to meet the need of a fast-growing
    electric aircraft manufacturer. At InterGlobe, India's largest travel
    conglomerate, I oversaw the restructuring of accounting and compliance
    policies and procedures in four companies to ensure they met
    international standards that would enable them to access public
    financial markets. And as Deputy Administrator of the FAA, I lead the
    successful implementation of key NextGen programs, ensuring that key
    milestones and budget targets were met during my tenure, enabling the
    scheduled cutover from radar to ADS-B surveillance in 2020.
        24. What do you believe to be the top three challenges facing the
    department/agency, and why?

      1.  Maintaining the U.S. Aviation System as the Global Standard for
            Safety. Maintaining the highest standards of safety that the
            traveling public expects is the top priority and challenge for
            the agency. This involves providing adequate staffing in key
            functions, ensuring operators are compliant with current
            standards, and constant diligence in analyzing safety data to
            identify emerging threats and working with system users to
            mitigate those threats.

      2.  Rebuilding the FAA Workforce for the Future. Use all available
            means to increase qualified staffing of controllers,
            inspectors, and other safety and operational professionals to
            ensure our mission of safety and efficiency are met while
            creating a great place to work.

      3.  Maintain Global Leadership through Excellence. Build an
            organization that can meet the challenges of incorporating new
            users and technologies--small unmanned systems, advanced air
            mobility, distributed electric propulsion, commercial space--
            into the busiest and safest air space system in the world.
            Building a culture of continuous improvement will allow us to
            achieve a level of operational excellence as a regulator and an
            air traffic systems operator that ensures the FAA and U.S.
            companies maintain their long-established global leadership in
            aviation and aerospace.
                       b. potential conflicts of interest
        1. Describe all financial arrangements, deferred compensation
    agreements, and other continuing dealings with business associates,
    clients, or customers. Please include information related to retirement
    accounts, such as a 401(k) or pension plan.
        My arrangements are fully described in Part 3 of my Public
    Financial Disclosure Report.
        2. Do you have any commitments or agreements, formal or informal,
    to maintain employment, affiliation, or practice with any business,
    association, or other organization during your appointment? If so,
    please explain.
        No.
        3. Indicate any investments, obligations, liabilities, or other
    relationships which could involve potential conflicts of interest in
    the position to which you have been nominated. Explain how you will
    resolve each potential conflict of interest.
        In connection with the nomination process, I have consulted with
    the Office of Government Ethics and the Department of Transportation's
    Designated Agency Ethics Official to identify any potential conflicts
    of interest. Any potential conflicts of interest will continue to be
    resolved in accordance with the terms of an ethics agreement that I
    have entered into with the Department's Designated Agency Ethics
    Official and that has been provided to this Committee. I am not aware
    of any potential conflicts of interest.
        4. Describe any business relationship, dealing, or financial
    transaction which you have had during the last ten years, whether for
    yourself, on behalf of a client, or acting as an agent, that could in
    any way constitute or result in a possible conflict of interest in the
    position to which you have been nominated. Explain how you will resolve
    each potential conflict of interest.
        In connection with the nomination process, I have consulted with
    the Office of Government Ethics and the Department of Transportation's
    Designated Agency Ethics Official to identify any potential conflicts
    of interest. Any potential conflicts of interest will continue to be
    resolved in accordance with the terms of an ethics agreement that I
    have entered into with the Department's Designated Agency Ethics
    Official and that has been provided to this Committee. I am not aware
    of any potential conflicts of interest.
        5. Identify any other potential conflicts of interest and explain
    how you will resolve each potential conflict of interest.
        In connection with the nomination process, I have consulted with
    the Office of Government Ethics and the Department of Transportation's
    Designated Agency Ethics Official to identify any potential conflicts
    of interest. Any potential conflicts of interest will continue to be
    resolved in accordance with the terms of an ethics agreement that I
    have entered into with the Department's Designated Agency Ethics
    Official and that has been provided to this Committee. I am not aware
    of any potential conflicts of interest.
        6. Describe any activity during the past ten years, including the
    names of clients represented, in which you have been engaged for the
    purpose of directly or indirectly influencing the passage, defeat, or
    modification of any legislation or affecting the administration and
    execution of law or public policy.
        None, except as pertains to the executions of my duties as Deputy
    Administrator of the FAA from 2013 to 2016.
                                c. legal matters
        1. Have you ever been disciplined or cited for a breach of ethics,
    professional misconduct, or retaliation by, or been the subject of a
    complaint to, any court, administrative agency, the Office of Special
    Counsel, an Inspector General, professional association, disciplinary
    committee, or other professional group? If yes:

      a.  Provide the name of court, agency, association, committee, or
            group;

      b.  Provide the date the citation, disciplinary action, complaint, or
            personnel action was issued or initiated;

      c.  Describe the citation, disciplinary action, complaint, or
            personnel action;

      d.  Provide the results of the citation, disciplinary action,
            complaint, or personnel action.

        No.
        2. Have you ever been investigated, arrested, charged, or held by
    any Federal, State, or other law enforcement authority of any Federal,
    State, county, or municipal entity, other than for a minor traffic
    offense? If so, please explain.
        In June or July 1979 I was stopped in Louisville, KY, for ``doing
    doughnuts'' in a parking lot. I pled guilty to a charge and paid a $10
    fine.
        3. Have you or any business or nonprofit of which you are or were
    an officer ever been involved as a party in an administrative agency
    proceeding, criminal proceeding, or civil litigation? If so, please
    explain. No.
        4. Have you ever been convicted (including pleas of guilty or nolo
    contendere) of any criminal violation other than a minor traffic
    offense? If so, please explain.
        Please see C: Legal Matters: Question 2.
        5. Have you ever been accused, formally or informally, of sexual
    harassment or discrimination on the basis of sex, race, religion, or
    any other basis? If so, please explain. No.
        6. Please advise the Committee of any additional information,
    favorable or unfavorable, which you feel should be disclosed in
    connection with your nomination. None.
                         d. relationship with committee
        1. Will you ensure that your department/agency complies with
    deadlines for information set by congressional committees, and that
    your department/agency endeavors to timely comply with requests for
    information from individual Members of Congress, including requests
    from members in the minority? Yes.
        2. Will you ensure that your department/agency does whatever it can
    to protect congressional witnesses and whistleblowers from reprisal for
    their testimony and disclosures? Yes.
        3. Will you cooperate in providing the Committee with requested
    witnesses, including technical experts and career employees, with
    firsthand knowledge of matters of interest to the Committee? Yes.
        4. Are you willing to appear and testify before any duly
    constituted committee of the Congress on such occasions as you may be
    reasonably requested to do so? Yes.

    [GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]

                                     ______

                                  Addendum 2
                             Response Question A.18
        List all speeches, panel discussions, and presentations (e.g.,
    PowerPoint) that you have given on topics relevant to the position for
    which you have been nominated. Include a link to each publication when
    possible. If a link is not available, provide a digital copy of the
    speech or presentation when available.
        I have delivered numerous speeches and presentations, and
    participated in many panel discussions during the course of my career.
    If additional speeches or remarks are identified following the
    submission of this Questionnaire, I will promptly let the Committee
    know and provide appropriate details.
        There are three time periods where I would have made public
    statements responsive to this request: my work as an officer at United
    Airlines, where I was a public advocate for policy positions of the
    company (1994-2009); my time as Deputy Administrator of the FAA (2013-
    2016); and my time since leaving FAA (2016 through present). These are
    outlined below with as much specificity as possible:
    United Airlines (1994-2009)
    March 2003, Presentation to ICAO Worldwide Air Transport Conference:
    ``Aviation in Transition: Challenges and Opportunities of
    Liberalization.'' https://www.icao
    .int/Meetings/ATConf5/Documents/Whitaker.pdf#search=whitaker

    August 14, 2003, Competitive Enterprise Institute: State of Airline
    Competition https://www.c-span.org/video/?177797-1/state-airline-
    competition
    FAA (2013-2016)
    Please reference Attachment 1: FAA Speeches
    Post-FAA (2016-present)
    October 12, 2017, CAPA Centre for Aviation (London): Renegotiating the
    North Atlantic multilateral post-Brexit. No recording available

    November 26, 2018, CAPA Centre for Aviation (Berlin): The Outlook for
    UK-Europe, the Transatlantic and Open Skies--How Are Airlines Preparing
    for the Post-Brexit World? https://centreforaviation.com/analysis/
    video/the-outlook-for-uk-europe-the-trans-atlantic-and-open-skies-how-
    are-airlines-preparing-for-the-post-brexit-world-912

    February 2021 CAPA Centre for Aviation (Virtual conference): USDOT--
    which aviation policies will (and should) Secretary Buttigieg pursue?
    https://centreforaviation
    .com/analysis/video/usdot-which-aviation-policies-will-and-should-
    secretary-butti
    gieg-pursue-1357

    April 21, 2021, ICAO Drone Enable (Virtual), Panel on Regulatory and
    technical challenges of Advanced Air Mobility--No recording available

    July 19, 2022, Farnborough Air Show, Panel on Advanced Air Mobility. No
    recording available

    September 2022, NBAA Webinar on Advanced Air Mobility. https://
    nbaa.org/aircraft-operations/emerging-technologies/uas/nbaa-webinar-
    its-a-bird-a-plane-building-public-trust-in-all-new-flying-vehicles/
                                     ______

                       Addendum 3 Response Question A.19
    List all public statements you have made during the past ten years,
    including statements in news articles and radio and television
    appearances, which are on topics relevant to the position for which you
    have been nominated, including dates. Include a link to each statement
    when possible. If a link is not available, provide a digital copy of
    the statement when available.
    United Airlines (1994-2009)
    December 23, 2001, O'Hare may feel pain of Detroit Metro's gains.
    https://www.
    chicagotribune.com/news/ct-xpm-2001-12-23-0112230375-story.html

    September 25, 2007, United awarded daily nonstop flight to Guangzhou,
    China. https://www.sfgate.com/business/article/United-awarded-daily-
    nonstop-flights-to-2538607.php

    April 8, 2008, Aer Lingus Partnership With United Airlines. https://
    www.globenews
    wire.com/en/news-release/2008/04/08/1394104/0/en/Aer-Lingus-
    Partnership-With-United-Airlines.html

    May 14, 2008, United Airlines Offers Inter-Island Hawaii Flights with
    New Hawaiian Airlines Codeshare Agreement. https://
    newsroom.hawaiianairlines.com/releases/united-airlines-offers-inter-
    island-hawaii-flights-with-new-hawaiian-airlines-codeshare-agreement
    FAA (2013-2016)
    Please reference Attachment 2: FAA Public Statements
    Post-FAA (2016-2023)
    July 24, 2019, Aviation News Talk podcast (ep.115): NextGen and General
    Aviation https://aviationnewstalk.com/podcast/115-former-faa-deputy-
    administrator-on-nextgen-and-general-aviation-interview-mike-whitaker/

    September 5, 2020, NBAA Webinar: It's a Bird? A Plane? Building Public
    Trust in All-New Flying Vehicles. https://nbaa.org/aircraft-operations/
    emerging-technologies
    /uas/nbaa-webinar-its-a-bird-a-plane-building-public-trust-in-all-new-
    flying-vehicles/

    October 27, 2021, Airlines Confidential Podcast https://
    podcasts.apple.com/gb/pod
    cast/107-mike-whitaker-chief-policy-officer-hyundai-air/
    id1488637686?i=1000539841
    583

    December 4, 2021, Vertical Space Podcast https://
    theverticalspace.buzzsprout.com/1875560/9661801-3-mike-whitaker-from-
    supernal-a-hyundai-company

    October 20, 2022, CEO and CCO of Hyundai's Supernal Talk eVTOL
    Development. CEO and CCO of Hyundai's Supernal Talk eVTOL Development--
    Avionics International (aviationtoday.com)

    January 12, 2023, NPR: Discussion of NOTAM system failure. https://
    www.npr
    .org/2023/01/12/1148633630/planes-are-back-in-the-sky-but-what-is-
    going-on-with-u-s-aviation

    January 12, 2023, Supernal to Utilize Microsoft Azure for eVTOL
    Development. Supernal to Utilize Microsoft Azure for eVTOL
    Development--Avionics International (aviationtoday.com)
                                     ______

                       Addendum 4 Response Question A.21
    Please identify each instance in which you have testified orally or in
    writing before Congress in a governmental or non-governmental capacity
    and specify the date and subject matter of each testimony.

    November 19, 2013, House Aviation Subcommittee: NextGen Listening
    Session. https://www.congress.gov/congressional-report/113th-congress/
    house-report/718/1

    March 11, 2014, House Committee on Transportation and Infrastructure:
    Modernizing the Aviation System--Leveraging the Assets of the FAA's
    William J. Hughes Technical Center https://transportation.house.gov/
    calendar/eventsingle.aspx?Event
    ID=369763

    June 25, 2014, Senate Commerce, Science, and Transportation Committee
    Subcommittee on Aviation Operations, Safety, and Security: Nextgen: A
    Review of Progress, Challenges, and Opportunities for Improving
    Aviation Safety and Efficiency. https://www.govinfo.gov/content/pkg/
    CHRG-113shrg95362/pdf/CHRG-113
    shrg95362.pdf

    June 17, 2015, House Oversight and Government Reform Committee:
    Commercial Drone Regulation https://www.c-span.org/video/?326612-1/
    commercial-drone-regulation

    October 7, 2015, House Aviation Subcommittee of the Transportation and
    Infrastructure Committee: Drone Safety https://www.c-span.org/video/
    ?328622-1/drone
    -safety
                                     ______

    Thanks, Paul.
    Intro comments
        I had the privilege of speaking a few weeks ago at the Women in
    Aviation International conference in Orlando. That conference was
    attended by a lot of young people--high school and college students
    looking at aviation as a career. I was asked to talk about why aviation
    is such a great career.
        This is a tricky topic for someone of my generation, because by any
    measure the last 25-30 years in the aviation business have been
    anything but smooth! If you are a pilot--and I know we have a lot of
    pilots at this conference--you likely would have endured one or more
    layoffs over the past 25, 30 years, because of bankruptcies, mergers,
    recessions, fuel spikes, 9/11. If you were an airline employee of any
    kind, you probably lost your pension . . . . and you learned what PBGC
    stands for. . . .
        At that Orlando conference, I made the observation that I had
    joined the airline business at the worst possible moment in history,
    which was 1991, just after Eastern shut down, just as PanAm was
    shutting down, and I had the foresight to join TWA . . . . . right
    before its first bankruptcy.
        But as I prepared for this conference it occurred to me maybe 1991
    wasn't the low point. Maybe it was 1981. I was a college student at the
    time hitch-hiking around Europe--until I got stuck at Heathrow for a
    week after the President of the United States fired the air traffic
    controllers.
        But of course actually the worst year was 2001--9/11 . . . which
    was then followed by the financial collapse in 2008.
        Then followed by 2013--with the sequestration, the budget battles
    and the government shutdown!

       Bottom line: it has been a very rocky ride. There are no
            guarantees in this business.

       And like most of you here, I wouldn't trade a career in
            aviation for anything!

        But this leads me to two observations.
        One--and maybe all of us in the aviation business are optimist by
    nature--but the worst may be behind us. Maybe 2013 is the last of the
    bad years. There are several factors that suggest the next 25 years
    will be much better than the last 25 years.
        And two, in a very real sense, we are at a pivotal moment in the
    industry that feels very much like a generational handoff. As
    Administrator Huerta has said, the decisions we make today--those of us
    in this room: FAA, NATCA, other stakeholders--will shape aviation for
    the decades to come.
        Some of those pivotal decisions were discussed with the panel David
    Grizzle and Trish moderated--should the ATC system be privatized? So I
    would like to talk briefly about these two things: why I think the next
    25 years will be so interesting--interesting in a good way!--and why
    this is such a pivotal moment.
    THE NEXT 25 YEARS
        What will the next 25 years look like? Well, it looks like it will
    be a good time to be a pilot. Our annual forecast shows the Nation's
    aviation system will continue to grow over the next two decades with a
    greater number of people expected to fly more miles each year. The
    rounds of mergers and bankruptcies that began after deregulation seem
    to have reached a stable state. It's unlikely we'll see many more
    mergers--except at the margins. The demand for experienced pilots is
    clearly growing.
        And it's a good time to be a controller, or to work for the FAA
    generally. This generational handoff shows up in the age of our
    workforce. Because many controllers were hired in the `80s, there is a
    wave of retirements coming up. We plan to bring on approximately 6000
    controllers over the next five years [verify]. Agency-wide, in fact,
    there will be a lot of retirements: a third of our workforce will
    retire in the next several years.
        The next 25 years also promise to be interesting because of new
    technologies and users being introduced into the system. Unmanned
    aircraft--UAS--will have many commercial uses: agriculture, pipeline
    inspections, construction, media. Each of these vehicles will have an
    operator--a pilot--and there will be many jobs created in the design,
    manufacture, sale and maintenance of these aircraft.
        For us, the challenge will be to ensure these operations are
    conducted safely, and to equitably balance their needs with the needs
    of current airspace users. We're currently working to develop the
    regulations to accommodate these users . . . and we're researching and
    developing a collision avoidance system called ACAS-Xu--similar to
    TCAS--to accommodate them technologically.
        Another exciting opportunity--and challenge for us--is the
    integration of commercial space operations into the system. Commercial
    operators are launching payload into space on almost a weekly basis
    [accurate?]. And the last technological challenges are being conquered
    to allow commercial passenger flights into space. We are also working
    on how to integrate these vertical operators into our horizontal
    system.
    PIVOT POINT
        So the next 25 years offers a lot of promise, but it also presents
    us with a lot of challenges. As we just heard in the industry
    leadership panel before lunch, there is some debate about what the air
    traffic system will look like in the future. Does it stay
    governmentally run, or should it be privatized, or semi-autonomous? But
    we shouldn't get too focused on the form it takes. Whatever it looks
    like, we still need to work closely together. We need to build the air
    traffic system of the future, regardless of how it is structured. The
    work we have to do doesn't change.
        Here I think there are three key areas where we can takes steps now
    to deliver a better air traffic system to the next generation. Those
    are: delivering on NextGen, right-sizing the NAS, and continuing to
    drive down safety risk. The FAA and NATCA have a unique opportunity to
    really shape the future . . . by continuing the collaboration that has
    been so successful the last few years.
    NextGen
        On NextGen, we are making substantial progress.

       We're on schedule to complete NextGen's foundational
            programs by 2015. Last week, we completed installation of our
            ADS-B radios throughout the U.S. We will continue to add
            additional stations in Alaska and the Gulf of Mexico.

       We will complete the deployment of ERAM at 20 of our en
            route facilities and TAMR at key terminal sites by March of
            next year. Sixteen of these 20 en route centers are already
            operating ERAM continuously to control air traffic.

       TAMR is now in full production mode. This effort involves
            implementing the STARS platform at over 150 TRACONs throughout
            the country.

        But to keep the momentum going we need to continue to deliver
    benefits to users. We've been working with the NextGen Advisory
    Committee, which is made up of members from a cross-section of the
    industry, on accelerating these benefits. We are focusing on four
    areas: Performance Based Navigation . . . the sharing of surface
    operations data with industry . . . implementing multiple runway
    operations . . . and Data Communications. These four areas offer the
    greatest opportunity to deliver benefits in the short term without
    requiring additional cockpit equipage.
    Right-sizing
        But as we build these new capabilities, we need to also work to
    better match our assets and services with the demands of the system--in
    other words, we need to right-size the NAS. We need to pull out
    redundant systems, downsize airports that were overbuilt, consolidate
    facilities, and run the system more efficiently. And we need to do this
    whether we are corporatized or remain a government agency.
    Safety
        Finally, we must continue to drive down safety risk. Our goal is to
    make use of the wealth of safety data now available--from voluntary
    safety reports by controllers, technicians, pilots and other aviation
    industry employees . . . automated collection of air traffic operations
    data . . . and also through the exchange of safety data with industry.
        We envision evolving the way we conduct safety oversight to take
    into account safety practices within the industry. We'll work with
    operators that have strong Safety Management Systems of their own.
    Through Safety Management Systems, we'll discover risks and monitor the
    steps they take to mitigate or manage the risk. This way, we can
    achieve compliance more efficiently. And we will be able to apply more
    of our oversight resources to areas of greater risk.
        On the air traffic side, we'll continue to build on our proactive
    safety culture. NATCA and our workforce have contributed in so many
    ways to our success in driving down safety risk. Through your ATSAP
    reports, we've already made more than 260 safety enhancements. The
    Professional Standards program is also a great peer-to-peer effort for
    controllers to maintain the highest levels of professionalism.
        The Turn Off, Tune In campaign--launched last year at this
    conference--has been a big success. Together, the FAA and NATCA have
    made great progress in raising awareness about the risk of
    distractions, including electronic distractions--which continues to be
    on the NTSB Transportation Most Wanted list for the second year in a
    row. Paul Rinaldi said it pretty well--``No text . . . no call . . . no
    update is worth your career or the safety of the flying public.'' The
    campaign is getting some international buzz too. Our counterparts in
    Hong Kong, Kenya and the Bahamas want to model our efforts. And now we
    have airlines asking us to use the campaign.
        Several facilities have been very creative in promoting Turn Off,
    Tune In. At Charlotte Tower and TRACON, for example, they've created
    stations outside the control room where employees can charge their cell
    phones. It's a subtle reminder that there's no room for distractions in
    the operational area. Speaking of charging up, the Fully Charged
    campaign--being launched here this week--will also make a big
    difference. Fully Charged is a collaborative effort among PASS, NATCA
    and the FAA to reduce the risk posed by fatigue. By using de-identified
    data gathered from ATSAP, operational event data and other sources,
    we're gaining a more scientific understanding of the factors that
    increase fatigue hazards. Fully Charged will help us take steps to
    reduce the risk, both as individuals and as an agency.
        In closing, I think the aviation industry is moving into a new
    period with lots of change and great opportunities. The FAA and NATCA
    have to stay on top of these changes. Let's continue to work together
    in the areas of safety . . . modernization . . . and integrating new
    vehicles. As we do that, we'll shape the future of aviation for decades
    to come. And we'll make sure the FAA remains the gold standard in
    aviation, here and around the world.
                                     ______

    SMU Air Law Symposium
    Dallas, TX
    Mike Whitaker
    April 3, 2014

        Thanks, Charles (Tarpley--chair of the SMU Law Review board of
    advisors).
        It's great to be here at SMU . . . and back in the company of
    aviation law professionals. I feel right at home.
        I entered the airline industry through the legal door . . . but
    moved to the business side about 20 years ago. But I have maintained
    strong ties with the aviation bar, and it is always a pleasure for me
    to speak at events like this.
        I spent my entire career in the private sector--first with a law
    firm, then with airlines--until I joined the FAA last June. I feel very
    privileged to hold my current position. I took the position in order to
    devote my efforts to moving NextGen forward--and I will talk a bit
    about NextGen in my remarks. But I also took the appointment because I
    thought it sounded exceptionally interesting and I thought I would also
    learn allow--seeing government from the inside.
        And it certainly has been interesting!

       Watching the rulemaking process

       Participating in a variety of Hearings

       The government shutdown

       Watching the budget process

        I have gained a lot of insight seeing government from the inside--
    none of which I will share with you today! That speech will have to
    wait until I am long out of government!
        But I would like to share some insights into the airline business--
    where it has been and where I think it is going--as I approach 25 years
    in the business.
        Last month, I had the privilege of speaking at the Women in
    Aviation International conference in Orlando.

       That conference was attended by a lot of young people--high
            school and college students looking at aviation as a career.

       I was asked to talk about why aviation is such a great
            career.

        This is a tricky topic for someone of my generation, because by any
    measure the last 25-30 years in the aviation business have been
    anything but smooth!

       I think I may have joined the airline business at the worst
            possible moment in history.

       It was 1991, just after Eastern shut down, just as PanAm was
            shutting down, and I had the foresight to join TWA--right
            before its first bankruptcy.

       I joined the Legal Department as a litigator . . . right
            before TWA filed its first Chapter 11

       I used that opportunity to move out of the Legal Dept. and
            join the business side of the airline--which was better than
            getting laid off.

        The tumultuous last 25 years can be directly traced to the
    deregulation of the airline industry in 1978.

       Within the first few years, it was obvious to most observers
            that a round of mergers and bankruptcies was inevitable . . .
            but no one imagined it would take over 30 years to complete the
            process

       During that time every major airline went through
            bankruptcy--some went through twice; TWA holds the record with
            three

       Employees were furloughed and many lost their pensions

       And that was BEFORE 9-11 happened

       Which was followed by the financial collapse, which was
            followed by sequestration

       You get the picture

        So as I was addressing the students and those in the early part of
    their careers at the Orlando conference, I was tasked with telling them
    why aviation is such a great career!

       And of course it is!

       I wouldn't trade it for anything!

        But as I thought about it, I think there are several factors that
    suggest the next 25 years will be much better than the last 25 years.

       Our annual forecast shows the Nation's aviation system will
            continue to grow over the next two decades with a greater
            number of people expected to fly more miles each year.

       The rounds of mergers and bankruptcies that began after
            deregulation seem to have reached a stable state.

       It's unlikely we'll see many more mergers--except at the
            margins.

        The next 25 years also promise to be interesting because of new
    technologies and users being introduced into the system.

       I want to talk about three of these technologies that I
            think are game changers . . . and will give us a more
            prosperous next 25 years.

       In other words, aviation law will no longer be a sub-
            category of bankruptcy law.
    UAS
       Unmanned aircraft--UAS--will have many commercial uses:
            agriculture, pipeline inspections, construction, media.

       You may have heard in the news that some want to use
            unmanned aircraft to deliver beer to ice fishers.

       We expect there will be many jobs created in the design,
            manufacture, sale and maintenance of these aircraft.

       For us, the challenge will be to ensure these operations are
            conducted safely, and to equitably balance their needs with the
            needs of current airspace users.

       We're currently working to develop the regulations to
            integrate these users . . . and we're working with industry to
            develop a system to detect and avoid other aircraft using on
            board computers and sensors. This is the key technology needed
            for unmanned aircraft to integrate into our airspace.
    COMMERCIAL SPACE
       Commercial operators are launching payload into space at an
            unprecedented rate. The second week of January had as many
            launches as all of 2012.

       And the last technological challenges are being conquered to
            allow commercial passenger flights into space.

       Some launches take off down a runway . . . most are
            traditional rocket launches.

       As we look to enable more operations--we have to think about
            how to accommodate a vertical operation into a horizontal
            airspace system.
    NEXTGEN
        The third technology that impacts the future in a positive way is
    NextGen

       NextGen is a comprehensive upgrade of our air traffic
            control system--and I believe it is the most important
            infrastructure project in the U.S. today.

       It is a 20-year, $40 billion project that enables us to move
            from a radar-based air traffic system to a satellite-based
            system.

        The first phase of this endeavor has been to upgrade the basic
    infrastructure of the system--the hardware and software in our 20 high
    altitude centers and in our regional approach towers.

       Much of this technology was from the 1980s--or early--and
            needed to be replaced--all while continuing to operate the
            system.

       That work is being completed over the next 24 months.

        We also needed to install ground radio transceivers for the
    satellite system

       The FAA just achieved a major milestone this past month. We
            completed the baseline installation of our ADS-B transceivers
            throughout the United States.

        As this foundational infrastructure is complete, it will enable us
    to build additional capabilities into the system, including data
    communications, time-based metering, closer spacing, additional runway
    operations, better weather information, and more operational
    flexibility and direct routings.
        We have already begun to see benefits in various cities across the
    country . . . and I'll just give you a few examples:

    At Dallas/Fort Worth International Airport, we put in place a NextGen
            procedure we call RNAV Off the Ground.

       Flights can now take off with 1 nautical mile distance
            between each aircraft, compared to the standard 3 nautical
            miles.

       This procedure enables a 15-20 percent increase in
            departures per hour.

       In fact, American Airlines is saving $10 to $12 million
            dollars in annual fuel costs at Dallas/Fort Worth \1\.
    ---------------------------------------------------------------------------
        \1\ NextGen Performance snapshots--http://www.faa.gov/nextgen/
    snapshots/stories/?slide=28
    ---------------------------------------------------------------------------
    North Texas is also one of the areas in our Metroplex Initiative.

       Metroplex is a targeted application of NextGen procedures to
            decrease congestion in busy metropolitan areas.

       These efforts will make North Texas airspace more efficient
            and improve access to airports like Dallas-Fort Worth, Dallas
            Love, and other regional airports.

       We have similar efforts under way in other metro areas
            including: Houston, northern and southern California, Atlanta,
            Charlotte, Phoenix, Cleveland and Detroit, South and Central
            Florida, and Washington, D.C.
    We're also seeing NextGen's benefits in places like Memphis and
            Louisville.

       In the fall of 2012, we revised wake turbulence separation
            standards at Memphis Airport.

       This means that aircraft can safely land and depart--one
            behind another--slightly closer than before.

       This has resulted in an increase in airport capacity by more
            than 20 percent.

       Of course, less time waiting to take off or land, means less
            fuel burned.

       FedEx is reporting a fuel savings of $1.8 million dollars
            per month.

       Building on that, we implemented new wake standards at
            Louisville International Airport this past September. Here, UPS
            is seeing 52,000 pounds of fuel savings per night on arrivals
            \2\.
    ---------------------------------------------------------------------------
        \2\ Jeff Tittsworth, FAA Terminal Services, Wake Turbulence
    Research Program Manager, Feb. 20, 2014.
    ---------------------------------------------------------------------------
    In the Denver area, we now have 51 satellite-based NextGen procedures
            in place.
       The FAA estimates these procedures will annually save
            operators $4 million dollars on arrivals and departures, from
            using more than 1.3 million gallons less fuel \3\.
    ---------------------------------------------------------------------------
        \3\ Seth Wenchel, MITRE. MITRE Denver Post-Implementation Analysis
    briefing to AJV-1. Feb. 21, 2014

       And United Airlines estimates a savings of 100-200 pounds of
            fuel on each arrival into Denver International Airport \4\.
    ---------------------------------------------------------------------------
        \4\ NextGen Performance Snapshots--http://www.faa.gov/nextgen/
    snapshots/slides/?slide=24

       We plan to deliver more benefits like these throughout the
            entire country.
    NextGen certainly offers many benefits for General Aviation as well.
       For instance, NextGen ensures greater access to many
            airports when visibility to the runway is reduced because of
            fog, clouds, heavy rain or other conditions like these.

       We have what we call LPV approaches--the full term is
            ``Localizer Performance with Vertical Guidance approaches.''

       LPV's provides pilots with a precise landing path that they
            can see on their cockpit instrument panel.

       It's beneficial for smaller aircraft including business
            aircraft, helicopters, and rescue aircraft that need access to
            smaller and medium-sized airports that can't afford expensive
            ground-based landing equipment.

       Nationwide, we've already published more than 3,300 LPV
            procedures, in place at more than 1,660 airports \5\.
    ---------------------------------------------------------------------------
        \5\ http://www.faa.gov/about/office_org/headquarters_offices/ato/
    service_units/techops/nav
    services/gnss/approaches/

    In closing, I think the aviation industry is moving into a new period
            with lots of change and great opportunities.
       Through NextGen, we're making aviation safer, greener, more
            cost effective, and more efficient.

       The FAA is committed to expanding these benefits throughout
            the country.

       And we're working to safely and efficiently expand the use
            of unmanned aircraft and commercial spacecraft.

       As we do that, we'll shape the future of aviation for
            decades to come.
                                     ______

    FINAL          6/17/2014 5:10 PM
    Mike Whitaker
    ASO Town Hall Meeting
    ASO Regional Office, Atlanta, GA
    June 19, 2014
    Thanks Doug [Murphy]. I'm glad to be here.
       I've been at the FAA for a year now . . . and I'm proud to
            work alongside people who are so skilled and dedicated.

       As Doug said, I serve as the agency's Chief NextGen Officer.

       NextGen is one of the largest infrastructure projects in the
            country.

       Before I take your questions, I'd like to talk about a few
            topics today--NextGen . . . the budget . . . and our efforts to
            right size the national airspace system.
    NextGen
    This past year, we've made great progress with NextGen and its
            foundational programs.
       This includes automation upgrades at our en route and key
            terminal facilities.

       By next spring, all 20 en route centers will be using ERAM
            continuously.

       Through the TAMR program, we're upgrading and standardizing
            the computer systems at more than 150 terminal facilities
            throughout the country.

       All of this leads to a greater capacity for air traffic
            controllers to more effectively handle their aircraft in their
            sectors. It leads to improved efficiency for the entire
            airspace system.

       I'm proud to say that in March, the FAA completed the
            baseline installation of the Automatic Dependent Surveillance
            Broadcast, or ADS-B ground infrastructure.

       We now have ADS-B coverage nearly everywhere there is radar
            coverage. And in some places where there isn't radar coverage,
            such as the Gulf of Mexico, mountainous regions of Colorado and
            low altitude airspace in Alaska.

       Last month, we flipped the switch on the Houston metroplex.
            Airspace users can now benefit from 61 new satellite-based
            procedures in the Houston area.

       Our data communications trials in Memphis and Newark are
            coming along very well. We're on schedule for deployment at 56
            airports starting in 2016, including at Hartsfield-Jackson.

       With these milestones accomplished, we're in a position to
            really unleash the benefits of NextGen.
    Going forward, the FAA's NextGen Advisory Committee has recommended
            that we prioritize our efforts toward four areas:
       Increasing the use of Performance Based Navigation . . .
            making multiple runway operations more efficient . . .
            improving surface operations . . . and implementing Data
            Communications.

       We believe, and industry agrees, that progress in these
            areas can benefit the aviation community right away, without
            requiring additional cockpit equipage.
    While we're making excellent progress, our challenge has been to convey
            all that NextGen does.
       We have been talking about programs, but we have to talk
            about what it means in terms of benefits for the user and the
            public.

       This is important because we want to encourage the user
            community to equip with NextGen avionics in a timely manner.

       And we want the public to understand why NextGen benefits
            them as taxpayers.
    So we're turning to YOU--our employees. We have an Idea Hub NextGen
            challenge underway.
       We're looking for you to send us a 90-second elevator
            speech. From your perspective, tell us how NextGen is making
            the system better, safer or more efficient.

       How does NextGen make your job better?

       How does your work help us deliver NextGen?

       The challenge runs until July 6 . . . and we look forward to
            hearing from all of you.

       You can send a video, or a photo of old equipment and new
            equipment. You can write a letter or a haiku. We'll read it.
    Before I turn to budget issues--let me also mention that we recently
            launched a general aviation weather safety campaign called Got
            Weather.
       I'm happy to report that at the end of May, we were 18
            percent below our not-to-exceed metric for fatal GA accidents
            this year.

       We still have work to do. Nearly 75 percent of weather-
            related GA accidents are fatal, according to our partners at
            AOPA.

       GA safety depends on the active involvement of the GA
            community.

       With that in mind, we launched a joint weather safety
            campaign with many GA organizations last month in Alaska.

       We already have more than a dozen partners, including AOPA,
            EAA and NBAA as well as NTSB.

       NOAA features Got Weather on its website, which gets 13
            million hits daily.

       Got Weather features a new topic each month. This month,
            we're looking at summer flying, which means thunderstorms.

       I ask you to reach out to the pilots you know and ask them
            to connect with us on Facebook and Twitter. And take a look at
            the Got Weather campaign website at www.faa.gov/go/gotweather.
    Budget
    The good news here is that Congress passed a two-year budget in
            December, which provides some fiscal certainty.
       It temporarily avoids the cuts we would have had to make
            under the sequester.

       But unless there's another fix, the sequester will be with
            us again in 2016.
    And even with the budget we have, it's still going to be a huge
            challenge.
       In 2011, we expected to have about $3.6 billion in the
            Facilities and Equipment budget by now.

       But instead, we're at $2.6 billion.

       The F&E budget is what pays for NextGen and the maintenance
            of our current airspace infrastructure.

       So if we cut back on NextGen investments, we'll have to
            spend more on sustaining our current infrastructure. Cutback
            will delay the implementation of much needed technical upgrades
            to make the system more efficient.

       And we're already facing a backlog of deferred maintenance
            of our facilities and equipment.
    Rightsizing the NAS/MAC work
    This tight fiscal climate, along with last year's sequester and
            shutdown has prompted a discussion about the need for greater
            budget certainty for the FAA.
       Some are saying the FAA's structure should be changed--that
            the Air Traffic Organization should be privatized or made semi-
            autonomous (e.g., a not-for-profit government corporation).

       We think these conversations are premature.

       We first need to determine what problem we're trying to
            solve. Is it funding? Do we need to rescope the services the
            FAA provides?

       Once that has been determined, a change in structure, if one
            is necessary, will emerge.
    We believe there is a fundamental disconnect between the services we
            provide and how we are funded.
       In addition to air traffic control, we've traditionally
            provided a variety of services to airspace users including
            flight plans, weather briefings, updated navigation charts,
            aircraft certification and pilot certificates.

       We are increasingly being asked to do more with less.

       In this budget atmosphere, we have to prioritize our
            efforts--knowing that we cannot continue to provide all of the
            services we have in the past.

       We're looking at what services we might be able to stop
            doing, or do differently, through innovative business methods
            and technologies.
    On the question of what changes to make, if any, to our services,
            funding, and governance structure, we're working to build a
            consensus within the aviation community.
       We've asked the FAA's Management Advisory Council (MAC)--
            which include members from industry and labor throughout the
            aviation community--to help us with this process.

       Over the past three months, the MAC has spent a lot of time
            gathering the input of our external stakeholders as well as the
            agency's top leadership.

       The MAC will build on this work to provide us with some
            recommendations as we prepare for reauthorization next year.
    Innovative Savings Initiative--Pay for Success
       As we think about being more cost effective at the agency
            level, we know that there are cost savings to be realized at
            the local level.

       You know your facilities and offices best . . . and you know
            where you can find cost savings.

       As part of this initiative, we're giving facilities and
            offices a chance to identify local ways to save money . . . and
            there's an incentive--you can reinvest a portion of these
            savings at the local level.

       We're going to begin this initiative with a limited number
            of facilities, offices and services as part of the test program
            developed as a response to our ``Right-Sizing the NAS''
            initiative.

       The Air Traffic Organization is leading the way with a pilot
            program in Indianapolis . . . Salt Lake . . . Orlando . . . and
            at flight inspection and service centers, including Eastern
            Service Center here in Atlanta \1\.
    ---------------------------------------------------------------------------
        \1\ Facilities include Indianapolis Center and Indianapolis Tower/
    TRACON; Salt Lake Center and Salt Lake TRACON; Orlando geographic
    area--Central Florida TRACON, Orlando ATCT, Sanford, Orlando Executive;
    All three ATO Service Centers, and Flight Inspection Services.

       Let's take this opportunity to be creative. How can we be
    ---------------------------------------------------------------------------
            more innovative and efficient in how we do our jobs?

       In support of these goals, the aviation safety office held
            an Idea Hub challenge earlier this year. They asked their
            employees how they could streamline efforts without affecting
            safety.

       AVS employees responded with 70 ideas that are now being
            reviewed.

       We know we'll see that kind of response with this initiative
            throughout the FAA.
    In closing, let me just recap.
       We're making great progress with NextGen.

       We have to start communicating more effectively about
            tangible benefits, and we look to you to help us do it.

       Our budget situation continues to be a big challenge . . .
            and we're in the process of reevaluating the services we
            provide and how we should be funded, as we prepare for the
            agency's reauthorization next year.
    Now, what's on your mind?
                                      Q&A
    UAS Test Sites
       As part of the current reauthorization, Congress mandated
            that the FAA would work to integrate unmanned aircraft systems
            into our Nation's airspace. We are meeting this mandate.

       Last week, we announced that the State of Nevada's unmanned
            aircraft systems test site is ready to conduct research. That's
            the third of six congressionally mandated test sites to become
            operational.

       This site will use a ScanEagle, a fixed-wing unmanned
            aircraft system. Nevada will focus on how air traffic control
            procedures will evolve with the introduction of UAS into the
            civil environment. They'll also monitor how these aircraft will
            integrate with NextGen.

       Earlier this spring, unmanned aircraft were cleared to fly
            at test sites in North Dakota and Alaska.

       In North Dakota, the unmanned Draganflyer will check soil
            quality and the status of crops. And during the summer it will
            collect data to help develop an automated count of North
            Dakota's deer, elk, and bison populations.

       The University of Alaska will conduct flights of the
            unmanned Aeryon Scout--a 2.5 pound helicopter with cameras. It
            will test the ability to locate, recognize and count
            populations of wild caribou, reindeer, and musk ox.

       These test sites will help us identify operational goals as
            well as safety issues that we must consider when planning to
            expand the use of unmanned aircraft into our airspace.

       Even while we're in the testing phase, there are businesses
            that already want to use unmanned vehicles for commercial
            purposes. Section 333 of the FAA reauthorization provides a
            bridge before the small UAS rule is finalized to be able to
            authorize certain UAS operations on a case-by-case basis.

       On June 2, seven film companies, in conjunction with the
            Motion Picture Association of America, petitioned for
            exemptions under Section 333 to let them operate before the
            small UAS rulemaking is finalized.

       Since then, we have also received petitions for precision
            agriculture and flare stack inspections.

       We might be able to expand these and other commercial
            operations in tightly controlled, low-risk situations. The
            point here is that this industry is really growing, and we are
            working hard to make sure that it does so safely.

       And earlier this month, we had the second commercial
            operation by an unmanned aircraft system over the Arctic and
            the first flight over land. This supports our congressional
            mandate to expand Arctic small UAS operations. This industry is
            evolving before our eyes.
    VERA/VSIP Announcement \2\--why wasn't it more widely offered?
    ---------------------------------------------------------------------------
        \2\ An announcement should go out on 6/17 announcing this round of
    VSIP/VERA pools, pending briefing to NATCA
    ---------------------------------------------------------------------------
       This year, a total of 1781 positions in various occupational
            series have been identified as eligible for VERA and VSIP
            pools.

       The primary rationale for selecting candidates into the pool
            include restructuring to consolidate or realign functions,
            reducing the supervisor to employee ratio, and changing the mix
            of employee skill sets.

       Last year, there were more offers because of the significant
            budget pressures we were facing. Some lines of business had a
            strong need to offer these early outs and buy outs, and those
            needs were met.

       Compared to last year, this year's need is not as great, and
            thus, there were fewer positions identified as eligible.
    The FAA's New Performance Management Program is called Valuing
            Performance (VP).
       The FAA is committed to attracting, retaining, and
            motivating a high performing workforce necessary to
            successfully achieve the FAA's mission.

       Valuing Performance (VP) is a new performance management
            program that was developed in response to feedback received on
            our current Performance Management System (PMS) from commentary
            on IdeaHub and in Town Hall meetings.

       The new program includes changes for the FAA's non-
            bargaining unit employees.

       It will go into effect on October 1, 2014.

       VP streamlines the performance management process by
            consolidating the Performance Management System (PMS) and the
            Superior Contribution Increase (SCI) processes into one program
            to reduce administrative workload.

       We'll replace the current pass/fail system with a four-tier
            rating system \3\.
    ---------------------------------------------------------------------------
        \3\ Four tiers are: Does not meet, meets, exceeds, or significantly
    exceeds minimum required goals and job requirements.

       We'll provide a consistent criteria and definitions for each
    ---------------------------------------------------------------------------
            of our ratings.

       This will enable managers to assign ratings based on
            employee performance which is tied to well-defined standards.

       You can learn more about this new program on the Valuing
            Performance website at my.faa.gov/go/vp
    Air Traffic Controller Hiring.
       As you know, the agency plans to hire more than 6,000 new
            controllers over the next five years to keep pace with expected
            attrition and air traffic growth.

       In the last year, we have spent some time examining our
            hiring process and determined that we need to make improvements
            to the way we select, train, and assign air traffic
            controllers. Our goal is to recruit a better qualified
            candidate and reduce costs associated with testing and
            training. This is important, because it's a big investment.

       We've taken steps to increase the objectivity in the
            assessment of candidates. In February, we issued the agency's
            first nationwide vacancy announcement since 2009. In the course
            of two weeks, we received more than 28,000 applications for
            1,700 positions.

       We also developed a new pre-employment tool, called the bio-
            data assessment, designed in cooperation with the FAA Civil
            Aerospace Medical Institute, or CAMI. The test was validated by
            outside experts and it helped us narrow the pool of candidates
            to those likely to have the greatest success as air traffic
            controllers. It offers a more cost effective approach, reducing
            the number of AT-SAT tests we administer.

       An advantage to this process is that we'll no longer keep a
            waiting list of candidates who made it through the AT-SAT test
            but were not hired. We will not keep people in limbo for years.
            In fact, we are moving toward an annual hiring process that
            allows people to reapply if they weren't successful in a
            previous screening.

       It's good news that we're hiring again and that the academy
            is up and running after last year's closure. We are also hiring
            aviation safety inspectors and others.
                                     ______

    POST-SPEECH TRANSCRIPT          10/16/2014 12:50 PM
    Michael Huerta and Mike Whitaker
    Employee Town Hall
    FAA Auditorium
    October 9, 2014

        Michael Huerta: Good afternoon, everyone. I'd like to welcome
    everyone to our Town Hall meeting today. And I'd like to say hello to
    those who are watching on-line. I think these meetings help us to
    communicate with one another and stay connected and to have a clear
    sense of what's going on around the agency. So I appreciated your
    taking the time to spend with us this afternoon. These meetings help us
    all stay on the same page. In an organization that's as big as the FAA,
    with a mission this critical as it is to the nation, it's important
    that we're all pulling in the same direction.
        Today, I'd like to discuss our strategic vision and initiatives.
    I'd like to reiterate what we're doing . . . why we're doing it . . .
    and the progress that we're making. I know we've discussed this with
    you in the past. But there are still a lot of questions about it. I
    want to continue this conversation with all of you now, and with our
    senior leaders as well.
        But before I go there, let me talk a bit about the fire at Chicago
    Center and our response to it. The fire at Chicago Center on September
    26 was absolutely devastating. But it also was a reminder to me why the
    FAA is such an incredible organization. First and foremost, everyone
    was able to evacuate the building safely. Second, our team throughout
    the Midwest and throughout the Nation made sure that operations
    remained safe.
        Because of the fire, resulting smoke, and water from the sprinkler
    system, there was extensive damage to a key part of our air traffic
    equipment, including the communication system. When FAA's
    Telecommunications Infrastructure--the FTI system--goes down, the
    facility can't provide air traffic services.
        Chicago Center activated their contingency plans, transferring
    control of en route traffic to neighboring control centers in
    Minneapolis, Kansas City, Cleveland and Indianapolis, as well as a very
    large number of terminal facilities in the region. These facilities
    stepped in right away.
        The Centers are working flights longer than they normally would.
    And the terminals are working flights they normally wouldn't even see.
    In fact, several TRACONs have doubled their traffic count over the last
    week. To support this effort, more than 140 Chicago Center controllers
    have deployed to these locations and are providing their expertise of
    Chicago Center's airspace.
        Within a few days, we were able to build back Chicago airspace
    operations to near normal levels. I want to thank all of our employees
    who continue to make this contingency effort a success. People are
    working very, very hard. They're doing a fantastic job in managing
    under very difficult circumstances.
        I also want to thank the many employees and the many contractors
    who are helping to bring Chicago Center back up on its feet. The FAA
    has 97 Federal employees and 92 contractors from multiple technical
    specialties and vendors working around the clock to clean and restore
    the equipment and systems. In addition to the onsite activities, there
    are more than 60 employees and 60 contractors providing support
    services from different sites around the Nation including our Tech
    Center, the Command Center, the Aeronautical Center, and many other
    locations throughout the system.
        They're making great progress in a very short amount of time.
    Remember this only happened on September 26th. We've set up 25 racks of
    equipment. We've replaced about 10 miles of cable . . . and we're
    restoring 835 distinct circuits. And we're in the process of
    configuring and testing all of that equipment. Our target is to have
    service restored to Chicago Center by this Monday, October 13th, and
    we're on track to meet that.
        In light of this incident, we're reviewing the agency's contingency
    plans, our resiliency plans, and our security protocols, to make sure
    we do everything possible to mitigate the risk of a future incident
    like this one.
        Teri Bristol, ATO leadership and I remain very focused on Chicago's
    contingency operations and the Center's restoration efforts.
        Last week, several of us traveled to the Midwest. I visit Cleveland
    Center, Midway Tower, Chicago TRACON, Kansas City Center and Chicago
    Center to thank all of the people that are rebuilding the
    infrastructure and are keeping our system running safely.
        At each facility I think all of us encountered the same thing. I
    couldn't tell who was management . . . who was labor . . . who was a
    controller . . . or who was a technician--all I saw was a team. One
    Team--One Goal.
        And while visiting these facilities, we all heard the same stories
    about adjacent facilities like South Bend, Indiana, or Cedar Rapids,
    Iowa, who have managed historic levels of traffic over the last week
    and a half.
        Mike visited our colleagues in Minneapolis and in Indianapolis,
    Chicago Center and O'Hare Tower . . . and Mike, I know you have some
    stories to tell as well.
        Mike Whitaker: Thank you, Michael and good afternoon. I would just
    echo what the Administrator said. Teri and I visited I think four days
    after the event, to Chicago Center, to the tower at O'Hare, Minneapolis
    and Indianapolis. The term we heard most often was esprit de corps, and
    the really coming together of groups that don't often get along too
    well, and don't necessarily always work well together, and someone put
    it, there were some employees that left their attitudes at home
    throughout this whole thing. As tragic as the event was, it was really
    nice to see that teamwork and pulling together. I'll just mention one
    more thing to validate that. We just had a luncheon this afternoon and
    the head of A4A spoke. He opened his remarks by complimenting the FAA
    on how they have handled the crisis, the sabotage in Chicago, and how
    quickly they got traffic levels back up, and how quickly they're
    rebuilding, so I think that's quite a testament to everybody's work.
        Michael Huerta: Thank you, Mike.
        I was looking at some numbers just before coming to this. Teri, I'm
    wondering how we're doing it, because O'Hare is apparently running, as
    of midday, traffic loads that are about 104 percent of a normal
    Thursday. But it really is a testament to the work that everyone is
    doing.
        We all know that we're very effective when we are focused on the
    mission, finding solutions to the challenges we face. We get incredibly
    creative, and we find very innovative solutions to very complex
    problems. It's who we are, and that's why we all came to the FAA years
    ago when we all joined. We may hold different positions. We may work in
    different facilities. We have different job tasks, but it's what we all
    share in common. How do we keep this system safe and how do we keep it
    efficient?
        That is the spirit of the FAA.
        A spirit behind a mission that's profound and simple at the same
    time. And it's in keeping with that mission, we have to focus not just
    on today. Not just on how we recover from the events of Chicago Center.
    We also have to focus on the long-term, and that's where our strategic
    initiatives come in. Let me turn to those now.
        Our air traffic system is built on an infrastructure that we all
    know is 50 years old and it's located in areas that made sense 50 years
    ago. It doesn't necessarily match with our stakeholder's changing
    needs. Technological advances enable us to reconsider how and where we
    can most effectively provide the services that we provide.
        We see emerging segments of the industry--like unmanned aircraft
    and like commercial space operations--that are looking for access to
    airspace they may not have had before.
        We see the growing influence of other nations with rapidly
    developing aviation systems.
        We see our own workforce changing and in the midst of a retirement
    wave.
        And we have to deal with all of these changes, and all of these
    trends, and at the same time do all of our work, in an increasingly
    tight budget environment that forces us to make choices and to
    prioritize.
        Just think, it was a year ago that we were in a shutdown. And since
    then we have been able to keep things on track and maintain a very safe
    and a very efficient system. This isn't a time to stand pat and
    congratulate ourselves on how well we are doing. We are in fact the
    gold standard in aviation. But it's a time to ask the question ``what
    do we need to do to keep it that way for future generations and in the
    years ahead?''
        Either we stay on top, or we fall behind. Just as the aviation
    industry has changed . . . the technology has changed . . . we need to
    continue to change in terms of HOW we do what we do.
        And that's where our four strategic initiatives come in, and that's
    what they are designed to do.
        Let me recap what they are:
        We're going to make aviation safer and smarter by consistently
    applying a risk-based approach to making decisions.
        We're going to deliver greater benefits through technology, through
    infrastructure, and through more efficient and more streamlined
    services.
        We'll enhance global leadership by prioritizing our international
    efforts.
        And we'll recruit and develop a highly-skilled workforce that
    enables us to meet the demands of the future.
        The common thread that is running through all four of these is that
    we will better target and prioritize our activities and our resources,
    that we will rely on data in order to base our decisions. This will
    include doing a better job of matching resources to needs and changing
    how we provide a lot of the services that we provide. But it also
    includes something else. It includes stopping some of the activities
    we've traditionally done and adjusting them to fit the new environment.
    As we all know that is a very, very hard thing for us to do.
        Now at first glance, and I've heard it from many of you, it's
    tempting to think that these four priorities are a lot like the
    agency's previous strategic plans. Isn't this like the Flight Plan ten
    years ago? Or isn't this like Destination 2025 five years ago? But
    that's true only if you look at the headlines.
        Make no mistake. This is NOT a ``flavor of the month.'' This is a
    fundamental shift in HOW we do our jobs. And that is what is different.
        Let me explain. If we're really going to make safety decisions
    based on a level of risk, then that means we have to shift resources
    away from lower risk areas toward higher risk areas. That means that
    we're not treating everyone exactly the same, and we're not treating
    every problem in exactly the same way. That's a big change in how we go
    about a lot of our work. Our task is to figure out where we need to
    focus. What are the areas of highest risk? What does the industry need?
    And how do we direct resources toward that.
        If we are going to build NextGen, and we are . . . if we're going
    to devote resources to new user entrants, and we are . . . and if we're
    going to better match our services to the needs of our stakeholders,
    then we have to STOP providing certain services that are no longer
    vital to our mission, or conduct them differently through innovative
    technologies.
        Figuring out what we're going to STOP doing is a big challenge for
    us. We've all lived it, particularly as we've looked at the last couple
    years. But after all, we certainly didn't become the best in the world
    by doing things that were of no value.
        One of our colleagues recently described the FAA as a lot like an
    all-you-can-eat buffet. We keep adding things to our plate, but nothing
    ever gets taken away.
        Well that may be the status quo, but we know that that is
    unsustainable. Doing things, simply because ``that's the way we've
    always done it,'' is not something that we can afford to do anymore.
        In our agency's history, if we look back, we have successfully made
    these kinds of changes.
        Certainly, when radar came along, we stopped lighting bonfires . .
    . shining beacons . . . and using shrimp boat markers for air traffic
    control. When I was in Kansas City last week, a local manager gave me
    one of the original shrimp boats, which apparently are quite rare, but
    that's how we used to control air traffic not that long ago.
        When we started using e-mail, we did actually start buying fewer
    stamps.
        It's especially important now to prioritize our activities and our
    services given the budget environment that we're in. The fact that
    we're starting off the Fiscal Year with a Continuing Resolution that
    keeps us at our 2014 funding levels through December 11th is a
    challenge for us. And with the budget agreement passed by Congress last
    December, we were only able to temporarily suspend a lot of the cuts we
    faced under the sequester. Unless there's another fix, the sequester
    will be with us again in 2016.
        Since we announced our strategic initiatives, we've been working
    hard to lay a foundation that will enable us to realize the vision.
        For instance, as part of our risk-based decision making initiative,
    we're in the process of taking the great relationship with industry and
    developing an even closer relationship where we will identify safety
    hazards and mitigate the risk together. In doing so, we'll be able to
    achieve safety compliance much more efficiently. This is part of our
    effort to evolve our safety oversight model to prioritize safety
    inspection efforts based on risk. We will determine the areas of
    highest risk and we need to focus our resources on those items rather
    than on everything.
        Mike is going to discuss some our efforts and progress with the NAS
    initiative in a moment.
        I'd like to briefly talk about the other two.
        To support our global leadership initiative, we've set up an
    agency-wide governing structure so that we can make decisions about
    international efforts in a data-informed and collaborative manner. And
    we've drafted an international strategic plan that states our
    international priorities and identifies the resources we need to
    execute it.
        To support our workforce initiative, we've set up two agency-wide
    steering committees, a senior level committee and one that includes
    labor and management. These committees will help drive our
    collaborative decision making on issues important to our current and
    our future workforce. We've also started efforts to implement a more
    effective, a more engaging and a more consistent on-boarding process,
    so that new employees know right off the bat what it is they need to
    know, and what's expected of them once they get here. And we stood up
    the FAA's Leadership and Learning Institute, replacing what many of us
    knew as CMEL, for manager and executive training.
        These are just a few examples of how we've been laying the
    groundwork over the past few months. Our task now, starting in the new
    Fiscal Year, is to institutionalize these processes so they become part
    of a new culture.
        We need to bring a much greater sense of urgency around these
    initiatives, and I'm looking forward to discussing this more fully with
    our leadership team at our executive off-site meeting scheduled in
    December. Our task is to realize as much of this strategic vision as
    possible by 2018. We need to start by thinking from the end state, and
    then walking back to identify all the things that we need to do between
    now and then.
        We need to be ambitious here, but many of you have heard me say
    this, we cannot let the perfect be the enemy of good. Ultimately, we're
    putting in place a new culture that will prevail beyond 2018 and
    continue for many decades to come.
        Before I turn it over to Mike, let me say that the need for change
    in the aviation industry, in government, and in the FAA is clear. But
    we also have to be willing to make those changes. I know we can do it,
    because it's in our DNA. And we've seen it on display for the last week
    and a half in Chicago. And we do it each and every day as we manage the
    safest, and the most efficient aerospace system in the world. That's
    why we continue to be the gold standard in aviation.
        We have an opportunity to make changes today that will have a
    lasting impact on the industry and our Nation in the years ahead.
        As we commit to these strategic initiatives, I have every
    confidence that we're going to be successful in getting there.
        Thank you, and let me ask Mike to talk about the NAS initiative.
        Mike Whitaker: Thank you, Michael. As you all know, the NAS
    Initiative is a very large initiative. It includes a number of elements
    including the rightsizing initiative that Michael has mentioned. It
    includes integrating new users into the NAS. And it includes NextGen,
    and what I want to do is focus on NextGen because there have been
    several very significant events taking place in October so I want to
    run through those three particularly significant events.
        The first is that yesterday, MITRE corporation released a report
    which is an independent assessment of how we're doing in NextGen. This
    was initiated at the request of Ed Bolton, our Assistant Administrator
    for NextGen. And was designed to give us a check in as we get to the
    point where we are four or five years into rolling out NextGen to see
    how we're doing.
        The headline is that it really validated what you've heard us talk
    about recently in that we are to the point where we are completing the
    foundational part of NextGen . . . and in essence we are on track with
    where we need to be with this phase of NextGen. We have completed, as
    you know, the ADS-B infrastructure this year. We are completing ERAM in
    the spring. And the TAMR program in the TRACON's is also on track.
    You've often heard us talk about this as building the iPad. This is the
    basic foundation for NextGen that will allow other capabilities to be
    run in the system. It's a necessary part, and a very expensive and long
    process but we're coming to the conclusion of that section of NextGen.
    The MITRE report acknowledges that and acknowledges that we're now to
    the point that we need to focus on rolling out capabilities for users.
        That brings us to the second significant event also yesterday. We
    had a meeting of the NAC, which is the NextGen Advisory Committee. This
    is our primary interface with industry. We meet three times a year. At
    the NAC yesterday, we completed basically what has been a year's worth
    of work where we reached out to the NAC right during the pre-government
    shutdown time and said tell us what you think the industry's top
    priorities are. Since that time, we've worked very intensively with the
    NAC and with industry, with over a hundred companies participating in a
    whole series of working groups to develop very concrete plans to roll
    out benefits in four particular areas: performance-based navigation,
    multiple runway operations, surface data sharing, and Data Comm.
        This has resulted in identifying locations, milestones, and very
    definitive work plans for the FAA and for industry to complete work
    over the next 24 to 36 months. That work was also rolled out yesterday.
    It was presented at the NAC. We have agreed with industry on all of
    these. It wasn't always obvious that we were going to be able to get to
    that point--huge amount of work by all parties involved but an
    important milestone. Some of the things that are captured in that work
    include the Metroplex programs. You heard Houston Metroplex rolled out
    earlier this year with great success--over sixty new procedures in
    Houston. And then at the end of September, the North Texas Metroplex
    rolled out again to great success. So we've got really good work
    underway in this next phase of NextGen delivering benefits. We will
    take that work with the NAC and we will present it to Congress at this
    point next week, and the real work will continue over the next couple
    of years.
        The third thing I'll mention on NextGen for this month is that as
    we complete the foundational portion, as we focus on benefits to users,
    we also have to keep out eye on the future. We're very focused on the
    2020 equipage mandate for ADS-B Out. This is a major milestone in the
    rollout of NextGen. Our main focus right now is to make it very clear
    that we have no intention of letting that date shift. The 2020 mandate
    is vital to keep NextGen on track.
        Later this month, we're going to have an industry call to action
    that we will host here at FAA. We are bringing all of the stakeholders
    together to discuss the roll out of ADS-B, what are the barriers, what
    are the issues. As we individually engage with stakeholders we get a
    lot of finger pointing the other way so we want to get everyone in the
    same room and talk about it. I can say that if you every worried about
    having a party where no one shows up, this is not one of those parties.
    We have a very long list of people trying to get in, and we're managing
    what's going to be certainly a very lively, but I think productive
    event.
        AVS has taken the laboring ore on this and has already done a huge
    amount of work in understanding what the technical issues are . . .
    what sort of issues we can anticipate, but I think on October 28th
    we'll probably learn some new things as well.
        So three really big events, and I think showing really good
    progress on keeping NextGen on track.
        Thanks.
        [Michael take the podium]
        Michael Huerta: Thanks a lot, Mike. One thing I would like to talk
    about before we open it up for questions is you've been reading a lot
    in the newspaper about the agency's role with respect to Ebola, and
    what's been happening as part of our larger government-wide effort. I
    would like to talk a little bit about that since I know that many of
    you have questions about it.
        First point is that this is a very big challenge, not just for the
    United States but for the world. It's an international effort, and here
    in the United States, it's very much an interagency effort. This is a
    significant public health issue, and given its focus as a public health
    issue, that necessitates that our colleagues at the Centers for Disease
    Control and Prevention play a leading role in making the determination
    of what the entire government's response is going to be. We are working
    very, very closely with our colleagues at CDC.
        The FAA's interests and the FAA's role in that is secondary to
    these broader public issues and concerns, but nonetheless, we do play
    an important role, and it's essentially in a couple of different areas.
    You heard from the President that the Nation is going to increase, and
    we've already started to increase, screening of inbound passengers
    coming into the United States. It's not the FAA that is conducting that
    screening. It's being conducted by our colleagues at CDC and the
    Customs and Border Protection. There is a plan that is in place for
    extending these activities to other gateway airports around the
    country. But as the principal proponent and regulator of the airport
    community, we play an important information-sharing role with our
    colleagues that operate airports all around the country, and are
    facilitating communication between them and the public health
    authorities as well as the other Federal agencies that we're dealing
    with in that regard.
        Second point is, we're doing a lot of communication with our
    stakeholders--the airlines, the pilots and flight attendants that serve
    as their crews, and ensuring that they have the information that they
    need that's provided to them by our public health colleagues. Again,
    it's not up to us to establish how best to combat an epidemic or an
    issue such as this but it's ensuring that we serve as a vehicle for
    communication and making sure that they have what they need. This is
    something that is a very tightly integrated effort. It's something that
    is evolving very, very fast, and it's something that has the highest
    attention of the Administration. While we play a role in it, ours is
    not the primary role. Our role is to support the great work that's
    taking place by our colleagues at HHS, Centers for Disease Control and
    Prevention, Customs and Border Protection, as part of a larger
    administration strategy on how we deal with an important public health
    issue.
        So with that, we'd like to open it up for questions. . .
                                     ______

    DRAFT--NOT FOR RELEASE          11/3/2014 3:27 PM
    Mike Whitaker
    FAA Central Region--Veteran's Recognition
    November 5, 2014
    Kansas City, MO

        Thank you, Joe [Miniace].\1\ I'm glad to be here for today's
    veterans recognition.
    ---------------------------------------------------------------------------
        \1\ Central Regional Administrator
    ---------------------------------------------------------------------------
        When our veterans sign up, they commit themselves to a cause
    greater than self. Some of you have to put off plans for family or
    education so you can serve your country. Some of you aren't able to see
    your families for months or even years at a time.
        Often, it's tough on your families. Spouses have to be both a mom
    and a dad when you're on deployment. Sometimes they have to move to a
    new city with each new assignment. Or they might be taking care of a
    wounded soldier.
        As we mark Veteran's Day, let's make a point of expressing our
    gratitude to our veterans when we have the opportunity. I'd like to
    take this moment do so. Could all of our veterans please stand and be
    recognized?
        [Lead Applause]
        When many of our veterans leave active duty, they find new ways to
    serve. In the Transportation Department, veterans make up more than one
    quarter of our workforce \2\. In the FAA alone, we have about 15,000
    veterans.
    ---------------------------------------------------------------------------
        \2\ Cynthia M. Vaughan, Director, Departmental Office of Human
    Resource Management, October 28, 2014.
    ---------------------------------------------------------------------------
        I'd like to highlight a few of our DOT veterans who work here in
    the regional office \3\.
    ---------------------------------------------------------------------------
        \3\ All three should be present in the audience.
    ---------------------------------------------------------------------------
        First, I'd like to recognize and thank Tim Coronado for his
    service. Tim is a motor power and equipment safety inspector in the
    Federal Railway Administration. He inspects freight rail cars and
    locomotives for safety compliance. He has been a part of our military
    for 29 years. Tim was in the Army, active duty for five years . . . and
    continues to serve in the Army National Guard.
        In 2005-2006, Tim was part of Operation Iraqi Freedom, stationed in
    the City of Ramadi, where he worked as an engineering equipment warrant
    officer.
        Tim ran a shop that provided maintenance support for an engineering
    battalion. His group was involved in building roads and other
    infrastructure projects. They also repaired Humvees, bulldozers, power
    generators and other motor equipment. They had to do their work while
    facing the threat of incoming rockets and mortar fire--about 2-3 times
    a week.
        Tim says that the military helped him learn how to operate in a
    safety-conscious environment, which enables him to better serve the
    public as a safety inspector.
        I'd also like to recognize and thank Donald Harper for this
    service. Donald works in the FAA's Airports Division. He's an airport
    engineer and supports the Airport Improvement Program here in the
    region. He signed up with the Air Force, active duty for five years,
    and he continues to serve in Kansas Air National Guard.
        In 2004, Donald was deployed to Iraq--stationed at Kirkuk Air Base,
    and then at Camp Victory near Baghdad in 2006. Donald was a project
    engineer, and supported efforts to build infrastructure, including
    repaving roads and conducting large drainage projects. He helped to set
    up trauma centers and hospitals that treated injured American soldiers.
    Like Tim, Donald and his service members faced the threat of rockets
    and mortars several times a week, very often at night.
        In 2010, Donald supported relief efforts in Haiti after the
    Earthquake struck. You remember how terrible that was--7.0 on the
    Richter scale . . . more than 200,000 dead . . . and 1.5 million people
    displaced.
        Donald worked to set up living quarters for U.S. military
    personnel, which were essentially rows of tents with electrical
    generators and shower units. He also helped set up hospitals for
    Haitian citizens to get treatment.
        And Donald was part of a team to manage the airport--making sure it
    had lighting, and helping relief agencies like the Salvation Army and
    the American Red Cross get their flights in and out.
        Donald says that through the military, he honed the skills of
    discipline, managing priorities and paying attention to detail. He
    reinforced core values including integrity and honesty--all of which
    enable him to continue serving the public at the FAA.
        Finally, I'd like to recognize and thank Oronde [Oh--RON--DAY]
    Smith for his service. Oronde is an assistant manager in the FAA's
    Flight Standards Division. His team provides administrative support for
    our safety inspector workforce. Oronde has served in the military for
    19 years. He was in the Air Force, active duty for 10 years, where he
    was on the ROTC faculty at Kansas State University. His job was to
    prepare students to be fighter pilots, cargo pilots, and support staff.
        Now, Oronde is a member of the reserves. He is a First Sergeant in
    the 303rd fighter squadron, where he advises the commander on a wide
    range of topics including the health, professional development and
    wellbeing of all assigned pilots and enlisted members. He works to make
    sure that pilots meet their physical and academic requirements, and
    maintain their flight hours and their type rating.
        In comparing his military service to his service at the FAA, Oronde
    says, ``It's the same fight, just a different mission. In both jobs,
    you make sure that aircraft and pilots and passengers are safe and can
    get from point A to point B.''
        Tim, Donald, and Oronde are only a few of the DOT's veterans who
    are making great contributions for our Nation.
        All of our veterans have given so much to us. Let's make a point of
    giving back. There's many ways to do that. Maybe we can help a
    returning vet find a job. Or help them with medical assistance . . . or
    do something to help their families, especially if their loves ones are
    deployed.
        And let's definitely thank our veterans for their service . . . and
    for fighting for the freedom we all value so much as Americans.
        Thank you very much.
                                     ______

    DRAFT--NOT FOR RELEASE          12/5/2014 11:36 AM
    Mike Whitaker
    AAAE Runway Safety Summit
    December 9, 2014

        Thank you, Randy [Berg, AAAE Chairman]. I'm glad to be here.
    Commercial aviation is a very safe industry.
       We've driven down the rate of commercial airline accidents
            to an exceedingly low level.

       But as good as the record is, the FAA is not satisfied.

       We know there is still risk in the aerospace system--both in
            the air and on the surface.
    Runway safety continues to be a priority for the FAA.
       Congress . . . The National Transportation Safety Board . .
            . the Transportation Department's Office of the Inspector
            General . . . and the FAA's own data shows that this is an area
            that requires a continued focus.
    The FAA takes a proactive approach that focuses on reducing safety
            risk.
       We're committed to preventing accidents long before they can
            happen.

       Our approach can be summed up in three parts: we collect . .
            . we find . . . and we fix.

         First, we collect safety data from many sources--
                including automated air traffic data gathering tools . . .
                and voluntary safety reports from pilots, air traffic
                controllers, technicians and other sources.

         Then, we find the potential safety hazards and assess
                the risk. We also determine the root causes and precursors
                of accidents.

         And last, we fix the problem by putting in place
                corrective actions.
    Today, I'd like to talk about how we're employing this proactive
            approach to ensure runway safety.
    Let me start by saying that we've made great progress in reducing
            serious runway incursions.
       The number of serious runway incursions has gone down 77
            percent since 2000.

       The nationwide rate of serious runway incursions was .282
            per million operations at the end of FY 2014 \1\.
    ---------------------------------------------------------------------------
        \1\ This is below the FAA's performance limit of .395 incursions
    per million operations.
    ---------------------------------------------------------------------------
    Yet, an article published last month in USA Today painted a false
            picture, I would argue.
       The article reports that runway incursions have increased
            substantially in the past decade.

       But it's not always intuitive.

       I'll say it again--serious runway incursions have gone down
            77 percent since 2000 . . . and most of the incursions we count
            involve no risk of collision.

       The article's claims of an ``increase'' in overall runway
            incursions is explained in part by changes the FAA made in the
            way we count incursions. In 2007, the FAA reclassified it's
            runway incursion count to include additional types of surface
            incidents, in order to be consistent with international
            aviation standards.

       Then in 2012, the FAA implemented improved reporting systems
            that have enabled us to capture more safety data than ever
            before. More data means we're identifying more incursions--even
            ones that pose no risk of collision.

       So we're documenting more incursions because we're counting
            more things and capturing more data.

       This is a good thing--we're in a better position to nip
            potentially serious problems in the bud.
    This proactive, data-driven, risk-based approach is working--take for
            example our efforts to reduce safety risk associated with
            converging runway operations.
       This includes those operations with non-intersecting runways
            with intersecting flight paths.

       Our safety data showed that there was a higher risk when
            aircraft execute a go around that conflicted with another
            aircraft departing from a non-intersecting runway, creating the
            potential for collision.

       To address the problem, we worked with our stakeholders, and
            put in place policy changes and new automation tools at 140
            airports where this risk was identified. This was one of the
            most significant reductions in safety risk we've made over the
            past decade.
    And we're making many other efforts, both using technology and
            partnerships with airports.
    First, Technology. . .
    We're deploying a program called Runway Status Lights, or RWSL.
       RWSLs are a series of red lights embedded in the runway
            pavement.

       These lights provide a visual signal to pilots and vehicle
            operators indicating that it is unsafe to enter, cross, or
            begin takeoff on a runway.

       We've deployed RWSL at 8 airports, including Orlando,
            Washington Dulles, Phoenix, Houston, Minneapolis, Seattle, Las
            Vegas, and Charlotte . . . and we plan to deploy it at a total
            of 17 airports by 2017.
    We are also working together with airports and port authorities to
            implement another technology--ADS-B Out Vehicle Squitters.
       These units are installed on ground vehicles, including fire
            trucks and snow plows.

       Like the transponder on an aircraft, these units allow the
            control tower and the airport operations center to see the
            ground vehicle's position.

       With a tablet computer, the ground vehicle operators can see
            their own position as well.

       This capability helps to ensure the safety of the vehicle
            operator and the aircraft on the airport surface.
    Second, Collaboration. . .
    The FAA is working collaboratively with airports and the aviation
            community to address runway safety risk.
       For example, we teamed up with the Aircraft Owners and
            Pilots Association to create an online runway safety training
            course for General Aviation pilots.

       The course helps pilots see the potential factors that could
            lead to a runway incursion, and how to prevent it.

       Since the launch in 2009, there have been nearly 61,000
            completions of the course . . . and next month, we expect the
            new, updated course to be available.
    The FAA also requires a Runway Safety Action Team (RSAT) meeting at
            each towered airport once a year.
       These teams include air traffic personnel, the airport
            operator, and often other stakeholders like pilot groups.

       The team identifies potential problem areas on the airport
            surface and takes specific actions to mitigate the risk. These
            actions could include: enhancing surface markings and signage .
            . . vehicle driver training programs . . . and pilot education
            and awareness.
    Looking ahead, the FAA's Airports office is starting a new 15-year
            initiative to improve taxiway geometry to reduce the likelihood
            of runway incursions.
       Through our safety data analysis, we've identified specific
            intersections at airports around the country where there is
            some safety risk associated with the geometry--it could be
            something with the angle or number of taxiways intersecting the
            runway at a specific location . . . a direct access from a ramp
            onto a runway . . . or because the width of the pavement causes
            the signs to be far away . . . or other things like this.

       We want to address these ``hotspots'' before it can result
            in an incident or accident.

       For corrective actions, we'll use a risk-based decision
            making approach--we will prioritize the locations based on the
            frequency of the incursions taking place . . . the number of
            operations at that airport . . . and the type of geometry
            causing the most issues.

       In 2015, we'll begin reaching out to the airport community
            and work with them to determine corrective options and
            recommend improvements.
    Runway Excursions. . .
    We're taking specific steps to address runway excursions as well.
       Of course, this is when a departing or landing aircraft
            veers off or overruns the runway surface.

       Runway excursions are the most common runway accidents to
            occur and account for the majority of runway fatalities.

       The number of excursions has not decreased in more than 20
            years, according to the International Civil Aviation
            Organization.

       Just like with incursions . . . and just like with all
            aviation safety problems . . . we want to know the root causes,
            so we can mitigate the risk.
    We're actively working to improve runway safety areas, so that they
            conform to a standard length, which is 1,000 feet from the
            runway end at larger airports.
       In some places, however, this is not practical because of
            lack of land or other obstruction.

       So we're employing other options. EMAS is one alternative--
            it stands for Engineered Material Arresting System.

       The FAA has obligated funds to put EMAS in at some airports.

       EMAS uses crushable material placed at the end of a runway
            to stop an aircraft that overruns the runway.

       Currently, EMAS is installed at 83 runway ends at 53
            airports . . . and we're continuing the deployment at
            additional airports.

       To date, EMAS has safely stopped nine overrunning aircraft
            with a total of 243 crew and passengers aboard those flights.
    These are just a few of the many efforts the FAA is making to ensure
            runway safety.
    In closing. . .
       Just as we've made midair collisions almost nonexistent . .
            . and just as we've driven down the rate of commercial airline
            accidents and fatalities . . . we have to continue to take the
            next big leap in safety.

       The FAA is taking aim at runway safety problems . . . and
            we're doing it through a proactive data-driven, risk-based
            approach.

       In doing so, we'll continue to maintain a very safe
            aerospace system.
                                     ______

    DRAFT--NOT FOR RELEASE          3/13/2015 10:34 AM
    Mike Whitaker
    Equip 2020 meeting
    Portals 3 Room
    March 18, 2015

    Reviewed by: Bruce DeCleene, James Marks
    Thanks Hoot. I'm glad to be here.

       At the FAA's Call to Action in October, many arrived with
            great concerns and individual interests.

       But we've been able to come together--operators, industry,
            and government--to identify and resolve barriers to the
            equipage of ADS-B Out.

       We're making great progress.
    In general aviation, we are seeing a marked uptick in equipage
       More than 3,500 GA aircraft \1\ have equipped since October:
            A more than 50 percent spike.
    ---------------------------------------------------------------------------
        \1\ James Marks, Aviation Safety Inspector, ADS-B/EFVS/TCAS, Flight
    Standards Service, Avionics Branch (AFS-360), March 6, 2015.

       I want to thank the GA Working Group for their efforts to
    ---------------------------------------------------------------------------
            address the cost concerns voiced by GA pilots and operators.

       Competition amongst avionics manufacturers has led to a
            dramatic cost reduction in equipage--over a 50 percent price
            drop since October.

       Several sources now exist for units at prices lower than
            $2,000.\2\
    ---------------------------------------------------------------------------
        \2\ In February, the FAA also published a technical correction to
    the rule to address concerns from the experimental aircraft community.
    Experimental aircraft are not certified by the FAA, but we had
    inadvertently implied that their ADS-B equipment had to be certified.
    Manufacturers have already announced solutions for this market for
    under $1000 (Source: Bruce DeCleene, February 17, 2015).
    ---------------------------------------------------------------------------
    We're making progress on airline equipage.
       Four airlines publicly declared they will meet the 2020
            deadline--Delta . . . American . . . Jet Blue . . . and FedEx
            (At the Feb. 26th NAC meeting).

       I want to commend the work done by the GPS Receiver Working
            Group.

         You reached an agreement that allows air carriers with
                first and second generation receivers (e.g., SA aware) to
                continue to use them until 2025, recognizing their
                dedication in adopting early and it provides time to
                upgrade to the best available receiver technology.

         It also recognizes that we want to reward--not
                punish--early adopters of technology. We want to ensure
                earlier equippers have flexibility in compliance with final
                standards.

         This has been an unresolved issue for three years . .
                . but after the Call to Action, we got an agreement in
                about 60 days. It's a good example of what can be
                accomplished when experts work together as a team.
    I want to credit Equip 2020 for developing an equipage tracking
            database.
       With this effort, you'll be able to capture data from
            suppliers (the solutions and products they're offering) . . .
            and you'll be able capture data from the air carriers (what are
            they buying?, when are they buying it?, etc.) \3\.
    ---------------------------------------------------------------------------
        \3\ The supplier database will include info on all aircraft types
    (air carrier, GA). The carrier database will only include air carriers,
    as it is not possible to acquire info from every GA operator. (Bruce
    DeCleene, Feb. 17, 2015).

       With this information, you'll be able to track the equipage
            trends . . . specifically, by comparing supplier plans with air
            carrier plans and spot potential risks to achieving equipage
    ---------------------------------------------------------------------------
            compliance by the deadline.

       This way, we'll know if we're on track for 2020 . . . and if
            not, redouble our efforts accordingly.
    I also want to credit the Education and Information Working Group for
            developing a strategic communications plan to encourage
            equipage.
       It's especially important for the GA community. We need to
            let them know what the benefits of equipage are, what the
            options are, etc.

       The FAA Safety Teams are a key part of the FAA's outreach to
            the GA folks. They will continue to provide aircraft owners and
            operators with ADS-B equipage information.

       We must continue to reach out to GA at key venues like
            AirVenture, as we did last year.
    Equip 2020 has accomplished a lot in just 4 \1/2\ months. And there's
            still much more to do.
       There will be another month of hard work as you continue to
            establish agreements and build the specific plans.

       Then, I understand you'll be shifting to bi-monthly or
            quarterly meetings to assess progress and make any necessary
            changes.

       I look forward to staying in close touch to see the great
            results in the months ahead.
    Closing.
       Again, I want to thank everyone for your efforts and
            teamwork.

       We're developing solutions for tough problems.

       When all said and done, everyone here will have a lot to be
            proud of.
                                     ______

    DRAFT--NOT FOR RELEASE          3/13/2015 3:37 PM
    Mike Whitaker
    Jeppesen CONNECT
    March 17, 2015

    Reviewed by: Mary Lou Pickel, Jesse Wijntjes, Jim Robb, Erik Amend, Jim
                Linney, Brian Hint, Lynn Ray, Lisa Zagaroli, Steve Bradford
    As you know, NextGen is the FAA's plan to modernize the U.S. airspace
            system.
       We're moving from a radar-based system to a satellite-based
            system to control air traffic.

       We're moving from largely voice communications, to less
            error-prone digital communications. We're adding new tools that
            give pilots, controllers and other users more information at
            the right time.

       NextGen provides greater efficiency and predictability to
            our system. It will enhance safety, and help us be greener by
            reducing fuel consumption and emissions.

       NextGen is happening now. It's being integrated into the
            airspace system every day.
    NextGen's Foundation
       We're on the verge of finalizing automation upgrades at 20
            planned en route centers.

       We're in full production mode with automation upgrades in
            our terminal facilities.

         With these new systems, we can process more flight
                data, more efficiently, from more sensors.

         All of this leads to improved efficiency for the
                entire airspace and gives us the foundation to employ other
                NextGen tools that track aircraft much more precisely than
                radar--like ADS-B.

       Last year, we completed the installation of 634 radios that
            make up the ground infrastructure for ADS-B--which enables more
            efficient separation of aircraft . . . and provides coverage in
            the mountains and over water.

       SWIM provides airspace users with a one-stop shop for real-
            time data products, including weather and air traffic
            information.

         SWIM includes more than 60 information products that
                the FAA makes available to the airlines, the Department of
                Defense, and air traffic facilities . . . and we expect to
                have about 115 products by the end of the year.

         Last year, we completed feasibility demonstrations
                with Virgin America and United Airlines to enable airborne
                access to SWIM products through Electronic Flight Bags
                (EFBs \1\), to provide air crews with the same information
                available to air traffic controllers (info on weather,
                NOTAMS about runway closures or procedural changes at the
                airport). This year, we are continuing to expand on the
                concept by demonstrating improved collaboration through bi-
                directional information exchange between aircraft and SWIM.
                Pilots can submit information including about turbulence,
                temperature, and wind, to their dispatchers and they can
                come up with flight preferences that they can submit to air
                traffic for clearance through voice or data communications.
    ---------------------------------------------------------------------------
        \1\ This can be on the cockpit display or through commercial off
    the shelf products like iPad or other smart tablets.
    ---------------------------------------------------------------------------
    NextGen's Capabilities--these are like apps that we can run on this
            foundation.
    Navigation (PBN)
       We have implemented more than 7,000 performance-based
            procedures and routes around the nation, which exceeds the
            number of traditional procedures. These procedures enable more
            direct routes . . . cut flight time . . . cut fuel burn and
            emissions . . . and improve access to airports.

       The FAA's Metroplex program is a way to target the benefits
            of PBN in busy metro areas.

       This past year, we implemented scores of new satellite-based
            procedures in the Houston, North Texas and Washington DC metro
            areas.

       These procedures include ones that enable planes to climb
            and descend without leveling off, reducing fuel usage and
            emissions.

       In Houston, where we put in place 61 new satellite-based
            procedures, post-implementation data analysis shows an annual
            savings of $6 million from reduced fuel consumption.

       We're in the process of conducting post analysis in North
            Texas, where we put in place 80 satellite-based procedures.

       For the Washington DC metroplex, we will implement a total
            of 49 new satellite-based procedures by June 25 . . . and we
            project that airspace users will annually save 2.5 million
            gallons of fuel . . . $6.4 million in fuel costs . . . and a
            reduction of 25,000 metric tons of carbon dioxide.
    Communications (Data Comm)
       Through Data Communications, controllers and pilots will be
            able to communicate by exchanging digital messages, to
            supplement current voice communication.

       We have trials underway at two U.S. airports (Memphis and
            Newark) to test Data Comm's departure clearance capability.

       Each site is using Data Comm, 24/7, to conduct as many as 80
            operations a day.

       Our airline partners include United, FedEx, UPS, British
            Airways, Lufthansa, and Scandinavian Airlines.

       In these trials, we're seeing reduced communications time,
            resulting in faster taxi outs, reduced delays, and reduced
            pilot and controller workload.

       When fully implemented, Data Comm will enable more dynamic
            rerouting, both in the pre-departure and airborne phases of
            flight.

       Our plan is to deploy Data Comm's tower services at Salt
            Lake airport and Houston's Bush and Hobby airports this year,
            and at 53 more airports in 2016. This schedule represents an
            acceleration of our plans to deploy this service into the
            national airspace system.

       We plan to deploy Data Comm's en route services starting in
            2019.

       On February 25th, the FAA made an adjustment to its 2008
            flight recorder improvement rule that should help facilitate
            aircraft equipage of Data Comm.

       The application of the data link recording rule was
            confusing and inconsistent for older aircraft. Also, the cost
            of equipping older aircraft with data link recording as part of
            Data Comm was reducing industry participation.

       The new policy applies the recorder rule only to new
            aircraft, manufactured after the effective date of the rule
            (2010 for air carriers), and to those aircraft which did not
            have any data link solutions available before the effective
            date.

       This new policy will allow the rule to be applied in a
            consistent and predictable manner, and it enables thousands of
            older aircraft to affordably access the safety and efficiency
            benefits of data communications.
    In NextGen, we're concentrating our efforts on four priorities in the
            next one to three years.
       1.) increasing the availability and use of Performance Based
            Navigation,

       2.) making multiple runway operations more efficient,

       3.) improving surface operations, and

       4.) implementing Data Communications.

       We believe, and the aviation industry agrees, that progress
            in these areas can benefit all of us in the near term.

       This past October, we submitted a plan to Congress with
            specific commitments, including locations and dates, to deliver
            capabilities in these four areas.
    Integrated System (by 2025)
        The systems we're putting in place are enabling a more networked
    airspace system, in which information is more easily shared between air
    traffic facilities and with airspace users, enabling greater
    flexibility and collaboration.
       For instance, because of ERAM, en route centers will have
            the same access to all flight plans filed in the system. So
            instead of one en route center telling the next en route center
            that an aircraft is on its way, air traffic controllers will
            already have better knowledge of what to expect, which will
            enable them to make decisions to optimize performance.

       In the future, we're also moving our voice system and our
            radar surveillance sensors onto a communications network. So if
            one facility has an outage, other facilities can pick up and
            manage their air traffic in a timelier manner.
    4D Trajectory (4DT) is what the future looks like and where NextGen is
            leading us.
       With 4DT, we'll have a more precise description of the
            aircraft path (latitude, longitude, altitude, and time).

       Under this concept, the airspace user submits a plan to fly
            a preferred route. Air Traffic can check it against the current
            constraints of the system, and then issue a clearance. Air
            Traffic may provide a required time of arrival--(i.e., the
            aircraft will be obliged to reach certain points at defined
            times.)

       Through SWIM, everyone will have a common set of information
            and therefore common situational awareness (about weather,
            runway construction, ground delays/stops, altitude
            restrictions, speed restrictions, etc.). With common
            information, air traffic and airspace users can negotiate
            preferences digitally through a pilot's iPad or smart tablet,
            and come up with the most efficient, deconflicted reroutes
            around bad weather, all before the controller issues the final
            clearance (which they can do through Data Comm, enabling more
            efficiency.)

       This kind of trajectory management will allow the aircraft
            to move at its maximum performance, making air traffic
            operations more efficient and increase overall predictability
            of the air traffic system.
    In this future state, we will be able to apply these same capabilities
            for larger unmanned aircraft, as they will be sharing the same
            airspace as the passenger planes.
    For now, we're taking steps to integrate small unmanned aircraft into
            the airspace system.
       This is an exciting new technology with wide-ranging
            applications from aerial photography . . . crop monitoring . .
            . moviemaking . . . search and rescue . . . and many more.

       On February 15, we proposed new rules permitting the use of
            small unmanned aircraft--those that weigh less than 55 pounds--
            for non-recreational purposes. These rules are now available
            for public comment.

       The rule limits small UAS to daylight flights and requires
            the operator to maintain visual line of site. The rule also
            proposes qualifications that an operator would need to fly a
            small UAS, and proposes operating limits to minimize risks to
            other aircraft and people and property on the ground.

       Before we can permit a wider level of integration, we still
            have to answer additional questions, including those related to
            system safety, command and control link, and ``sense and
            avoid'' capability.

       We'll be able to answer these questions from ongoing
            research being done by the FAA, NASA, the Department of
            Defense, and six FAA-approved test sites around the country
            \2\.
    ---------------------------------------------------------------------------
        \2\ The University of Alaska-Fairbanks, the State of Nevada, New
    York's Griffiss International Airport, the North Dakota Department of
    Commerce, Texas A&M University-Corpus Christi, and Virginia Tech.
    ---------------------------------------------------------------------------
    Unknowns?
    DRAFT--NOT FOR RELEASE          3/18/2015 3:13 PM
    Mike Whitaker
    MITRE AAC meeting
    March 20, 2015

    Reviewed by: Mark House, Bob Schramm, Mary Lou Pickel, Erik Amend, Lynn
                Ray, Jesse Wijntjes, Raquel Girvin, Pamela Gomez, Lorne
                Cass
    Thank you, Jane [Garvey]. It's good to be here.
       The FAA continues to believe strongly in the importance of
            collaboration with the aviation community, including labor,
            industry and international partners.

       We all have a stake in maintaining a 21st century airspace
            system . . . and we need to continue to work together--whether
            it be on NextGen priorities . . . establishing a consensus on
            the services FAA should provide . . . and continuing to foster
            America's leadership in global aviation.

       Today, I'd like to update you on four fronts: NextGen . . .
            small UAS rule . . . the FAA's Reauthorization . . . and our
            Budget.
    NextGen's Foundation/Equipage.
       We're on the verge of finalizing automation upgrades at 20
            planned en route centers. This is one of the biggest
            technological transformations in the agency's history.

       We're in full production mode with automation upgrades in
            our terminal facilities.

       As you know, last year, we completed the ground
            infrastructure for ADS-B. We're working through Equip 2020 to
            accomplish more rapid equipage of ADS-B Out (consistent with
            one of MITRE's recommendations from their NextGen assessment
            report last year).

         We've seen a more than 50 percent spike in GA aircraft
                that have equipped since the FAA's Call to Action in
                October. More significantly, we've seen a 50 percent price
                drop since then--Several sources now exist for units at
                prices lower than $2,000.\1\
    ---------------------------------------------------------------------------
        \1\ In February, the FAA also published a technical correction to
    the rule to address concerns from the experimental aircraft community.
    Experimental aircraft are not certified by the FAA, but we had
    inadvertently implied that their ADS-B equipment had to be certified.
    Manufacturers have already announced solutions for this market for
    under $1000 (Source: Bruce DeCleene, February 17, 2015).

       Four airlines have publicly declared they will meet the 2020
            deadline--Delta . . . American . . . Jet Blue . . . and FedEx
            (At the Feb. NAC meeting). We've reached an agreement to allow
            air carriers with first and second generation receivers (e.g.,
            SA aware) to continue to use them until 2025, recognizing their
            dedication in adopting early and it provides time to upgrade to
            the best available receiver technology.
    For NextGen, we submitted a plan to Congress this past October,
            outlining specific commitments in four key priority areas:
       1.) increasing the availability and use of Performance Based
            Navigation,

       2.) making multiple runway operations more efficient,

       3.) improving surface operations, and

       4.) implementing Data Communications.
    Since the plan was submitted, we've made a lot of progress.
    In the PBN area:
       This past year, as part of the FAA's Metroplex program, we
            implemented scores of new satellite-based procedures in the
            Houston and North Texas metropolitan areas.

       In Houston, where we put in place 61 new satellite-based
            procedures, post-implementation data analysis shows an annual
            savings of $6 million from reduced fuel consumption.

       We're in the process of conducting post analysis in North
            Texas, where we put in place 80 satellite-based procedures.

       For the Washington DC metroplex, we will implement a total
            of 49 new satellite-based procedures by June 25 . . . and we
            project that airspace users will annually save 2.5 million
            gallons of fuel . . . $6.4 million in fuel costs . . . and a
            reduction of 25,000 metric tons of carbon dioxide.
    In the Multiple Runway area:
       We completed Wake RECAT in Houston in December . . . and in
            the New York area, just this month.

       We're seeing great results in Atlanta. The FAA has improved
            the arrival rate at Atlanta by approximately five percent by
            using Wake RECAT.

       These results are having a tremendous impact and increasing
            our stakeholder confidence in NextGen.
    In the Surface area:
       We are working to increase predictability and provide
            actionable and measurable surface efficiency improvements by
            sharing more data with air traffic facilities.

       This effort includes expanding the deployment of the SWIM
            Surface Visualization Tool (SVT), which is giving TRACON
            controllers a visual depiction of the surface activity at
            airports equipped with ASDE-X. This month, we'll complete the
            deployment of this tool at eight TRACONS, plus the Command
            Center.\2\
    ---------------------------------------------------------------------------
        \2\ SoCal, NoCal, Houston, Louisville, Boston, New York, Chicago,
    Potomac, plus the FAA Command Center

       At the February NAC meeting, the FAA announced it will
            deploy Advanced Electronic Flight Strips (AEFS) at Newark Tower
            in 2016. AEFS replaces paper flight strips, reducing controller
            workload, and improving taxi-out and departure clearance times.
    In the Data Comm area:
       Our plan is to deploy Data Comm's tower services at Salt
            Lake airport and Houston's Bush and Hobby airports this year,
            and at 53 more airports in 2016. This schedule represents an
            acceleration of our plans to deploy this service into the
            national airspace system.

       We completed a final investment decision for initial en-
            route services for Data Comm . . . and we plan to deploy these
            services at en route facilities starting in 2019.

       On February 25th, the FAA made an adjustment to its 2008
            flight recorder improvement rule that should help facilitate
            aircraft equipage of Data Comm.

       The application of the data link recording rule was
            confusing and inconsistent for older aircraft. Also, the cost
            of equipping older aircraft with data link recording as part of
            Data Comm was reducing industry participation.

       The new policy applies the recorder rule only to new
            aircraft, manufactured after the effective date of the rule
            (2010 for air carriers), and to those aircraft which did not
            have any data link solutions available before the effective
            date.

       This new policy will allow the rule to be applied in a
            consistent and predictable manner, and it enables thousands of
            older aircraft to affordably access the safety and efficiency
            benefits of data communications.
    FAA will need MITRE's help in continuing to assess the performance
            impacts these priorities are having in the airspace system.
       This analysis helps us document benefits and give the user
            community continued confidence in the success of NextGen.
    We're taking steps to integrate small unmanned aircraft into the
            airspace system.
       On February 15, we proposed a new rule permitting the use of
            small unmanned aircraft--those that weigh less than 55 pounds--
            for non-recreational purposes. These rules are now available
            for public comment.

       The rule allows small UAS during daylight and requires the
            operator to maintain visual line of site. Rather than requiring
            a private pilot's license, we propose that operators obtain a
            newly created FAA unmanned aircraft operator's certificate by
            passing a knowledge test focusing on the rules of the air. The
            operator must renew their certificate every two years by
            passing a written proficiency test. The rule also proposes
            operating limits to minimize risks to other aircraft and people
            and property on the ground.

       Before we can permit a wider level of integration, we still
            have to answer additional questions, including those related to
            system safety, command and control link, and ``detect and
            avoid'' capability.

       We'll be able to answer these questions from ongoing
            research being done by the FAA, NASA, the Department of
            Defense, and six FAA-approved test sites around the country\3\.
    ---------------------------------------------------------------------------
        \3\ The University of Alaska-Fairbanks, the State of Nevada, New
    York's Griffiss International Airport, the North Dakota Department of
    Commerce, Texas A&M University-Corpus Christi, and Virginia Tech.
    ---------------------------------------------------------------------------
    Reauthorization
       The FAA's current authorization expires on September 30,
            2015.

       We have a joint responsibility--government and industry--to
            pull together to create the air traffic system that will carry
            this Nation well into the 21st century.

       The United States stands as a leader in aviation
            internationally, and we intend to remain the gold standard. We
            are truly unique in that we have the most diverse aviation
            community, which includes new users like unmanned aircraft and
            commercial space vehicles.

       Domestically, the FAA faces several challenges:

         Competing priorities among our stakeholders--one of
                the byproducts of a healthy, diverse system.

         Having to navigate a constrained fiscal environment in
                recent years, with nearly two dozen short term extensions
                prior to our 2012 reauthorization.

       To maintain our global leadership and to continue to reap
            the economic benefits of the aviation industry, we should use
            the upcoming reauthorization to provide the FAA with the tools
            necessary to meet the pressing demands of the future:

         Stable funding for core air traffic control
                operations, NextGen investments, and efficient
                recapitalization and right-sizing of aging facilities.

         Flexibility to prioritize resources and leverage new
                technology to respond nimbly to evolving challenges.

       Success will require compromise and setting aside many of
            the differences between different sectors and stakeholders.
    To that end, the Administration has developed a set of principles that
            we believe will improve our Nation's airspace system and set
            the course for future progress:
       Reauthorization should maintain our excellent safety record
            and foster the use of data and analysis to focus our precious
            resources on the areas of highest risk in our aviation system.

       We must continue the modernization of our air traffic
            control system. Part of that effort is to ensure stable funding
            for core operations and NextGen investments.

       We should secure appropriate funding for our Nation's
            airports.

       Reauthorization should enable the integration of new users
            into our airspace system and support the agency in fostering a
            culture of innovation and efficiency.

       The FAA also needs to realign today's airspace system with
            current demands (i.e. rightsizing/more efficient, streamlined
            services). We need the flexibility to make investment choices
            that further the health of our airspace system so everyone can
            benefit.

       And we need to maintain our position of aviation leadership
            on the world stage. This means the FAA needs to remain at the
            table to shape and harmonize international aviation standards
            that promote seamless travel around the world.

       The Administration looks forward to working with Congress on
            FAA's reauthorization.
    IF ASKED About Governance Changes:
       There have been conversations on alternative models for FAA
            governance by some stakeholders and in Congress. The Secretary
            and the Administrator have expressed openness to taking part in
            these conversations.

       We need to be sure that any governance changes would work to
            solve the challenges FAA faces.

       Any movement away from the present model needs to ensure
            more direct accountability to users of the National Airspace
            System (NAS) and be mindful of the linkage and integration of
            safety, NextGen, airport infrastructure, and other functions.

       We need to get to a place that best positions us to advance
            safety improvements, make the national airspace system more
            efficient, improve service for air travelers and other
            stakeholders, and enhance America's leadership in aviation.

       Proposed solutions will need to ensure that we make
            improvements in all aspects of FAA's mission and that any
            change does not set us back in the progress that we have made.
    Budget
       The FAA's total FY 2016 budget request of $15.83 billion
            will support our ongoing mission and a continued, but measured,
            transition to the future.

       This budget request supports today's infrastructure while
            deploying key NextGen benefits to our stakeholders and
            upholding our critical safety programs. This budget enables us
            to continue supporting the Nation's airports . . . and to
            safely integrate unmanned aircraft systems and commercial space
            launches into the airspace system.

       The FY 2016 request includes $2.85 billion for Facilities &
            Equipment and restores the program to a healthier, more
            balanced level after the major sequester reductions in FY 2013
            that were then continued in FY 2014 and FY 2015. The $255
            million (nearly 10 percent) increase provides funding for the
            four near-term NextGen priorities, maintenance of the existing
            infrastructure, as well as forward movement on unmanned
            aircraft systems and commercial space transportation.

       The FY 2016 Research, Engineering & Development budget
            request of $166 million is a $9.3 million (6 percent) increase
            over the FY 2015 enacted level. This request supports our
            continued efforts to make aviation more fuel efficient and
            greener . . . and conduct necessary research on unmanned
            aircraft integration and commercial space transportation.

       The FY 2016 budget includes a total of $956 million for
            NextGen. This funding will enable our continued commitment to
            deploying performance-based navigation capabilities . . .
            continue the integration of ADS-B applications . . . and deploy
            Data Communications, among other investments.
    In closing . .
       Let me reiterate that we're making very good progress with
            NextGen.

       We value our partnership with MITRE. We look forward to
            continuing that relationship. . .and we look forward to working
            with the aviation community in the months and years ahead.
                                     ______

    FINAL          3/24/2015 4:00 PM
    Mike Whitaker
    Senior Executive Service Video Teleconference
    Washington, DC
    March 25, 2015

        Thank you, Michael. I'm glad to be here.
        As you said, NextGen implementation is one of our top priorities as
    an agency. And thanks to the hard work of our team, and a successful
    collaboration with industry, we're successfully delivering the benefits
    of it--today.
        So, I'd like to give everyone a few quick updates on where some of
    our most important initiatives stand.
    ERAM
       We've made tremendous progress with transitioning our air
            traffic automation platform over to ERAM, which represents one
            of the largest technology upgrades the FAA has ever undertaken.

       ERAM is the backbone of our airspace system--processing
            flight and radar data, providing communications, and generating
            data for controllers' screens.

       By enabling a more networked airspace system, ERAM will
            allow us to move more air traffic more efficiently.

         We'll know when aircraft are approaching, where
                they're going, and where bottlenecks are likely to develop
                due to congestion or bad weather.

         This will help air traffic controllers safely space
                aircraft and reroute them quickly when needed.

       We're on the verge of completing the transition to ERAM at
            20 U.S. en route centers.

         Atlanta declared Operational Readiness earlier this
                month. And by the end of March, our last two centers in New
                York and metro D.C. will operate on ERAM and be turning off
                the old HOST system.

       ERAM will also allow us to continue implementing other
            NextGen technologies.

       We'll begin initial integration testing with ERAM to deploy
            DataComm at select airports this summer.

         This will help us replace the labor-intensive voice
                communications between pilots and controllers with direct
                digital communications.

       ERAM will also help us continue making progress with our
            transition to ADS-B.
    ADS-B Equipage
       Automatic Dependent Surveillance Broadcast is one of the
            most important foundational technologies of NextGen--moving us
            from a ground-based radar navigation system to a more accurate,
            satellite-based system.

       ADS-B will allow aircraft to fly more directly from point A
            to point B, saving time, money, and fuel burn. We can also use
            it on the ground to monitor airport traffic, reducing the risk
            of runway incursions--and increasing safety.

       Needless to say, this is groundbreaking technology--which is
            why we're working to make sure all of the users in our airspace
            are equipped and ready to use it as soon as possible.

       We've set a deadline that mandates all aircraft flying in
            certain controlled airspace must be equipped with ADS-B Out by
            January 1, 2020.

       And we've been working closely with all of our industry
            stakeholders to stay on track for meeting that deadline.

         Four airlines have publicly declared that they'll be
                fully equipped by 2020--Delta, American, jetBlue, and
                FedEx.

       Our Equip 2020 team also reached an agreement that allows
            air carriers with first and second generation receivers to
            continue using them until 2025--ensuring we don't punish early
            adopters of new technologies.

       We're seeing positive trends in general aviation, as well.

         More than 3,500 GA aircraft have equipped in the last
                six months--a more than 50 percent spike.

         And competition between avionics manufacturers has led
                to a dramatic reduction in the cost of ADS-B equipment.
                There are now units available for less than $2,000 that
                comply with the rule--so we hope to see those GA equipage
                rates continue to rise.

        All of these developments show that the FAA is making good progress
    on its promise to deliver real-world NextGen benefits--making air
    travel safer and more efficient for all users.
        And I once again applaud our team for all they've done to make that
    happen.
        Back to you, Michael.
                                     ______

    FINAL          4/13/2015 5:00 PM
    Mike Whitaker
    InfoShare Pittsburgh, PA
    April 14, 2015

        Thank you for the introduction, Warren [Randolph, FAA's Manager of
    Integrated Safety Teams].
        It's great to be here with all of you today--and it's great to see
    how this conference has grown in the last six years. InfoShare started
    as a small gathering of nearly a hundred attendees. This year, more
    than 800 have registered. I think that deserves a round of applause.
        All of us are here today because safety is our number one priority,
    and we believe in collaborating and sharing data to reduce risk and
    enhance safety.
        Thanks to the work of the Commercial Aviation Safety Team and the
    Aviation Safety Information Analysis and Sharing program, we have
    unprecedented insight into how our system is running. By leveraging
    data from across the industry, we can connect the dots to identify
    patterns we otherwise might not see.
        Let me give you an example of the importance of sharing data.
        Last year, an airline identified an issue involving an incorrect
    takeoff configuration setting through its voluntary safety program. The
    airline shared that knowledge with ASIAS to determine if it was a
    unique occurrence, or had been seen by other carriers. ASIAS was able
    to analyze a larger pool of data and find that, while infrequent, other
    airlines had experienced similar issues. Working closely with industry
    partners, CAST initiated a study to identify contributing factors. In
    the interim, we issued a Safety Alert for Operators to let them know
    about this potential problem. When the study is completed, CAST will
    adopt mitigations, as needed, to address the issue moving forward.
        In another instance, operators here at InfoShare alerted us to
    potential risks involving RNAV departures. After analyzing this
    information in ASIAS, we were able to identify opportunities to improve
    how we design these procedures, as well as potential enhancements to
    pilot and controller training.
        The fact is, solid data is the foundation for making good
    decisions. Now, with 45 carriers covering 99 percent of U.S. passenger
    operations feeding information into ASIAS, the data we're getting is
    better than ever. It's helping us keep commercial aviation safer than
    ever.
        But, as all of us in the safety business know, our work is never
    done. We must continue building on our momentum as we look to improve
    aviation's safety culture.
        Reaching the next level of safety is already a priority for many
    airlines, and I commend them for taking the lead on implementing Safety
    Management Systems, or SMS. SMS helps to minimize aviation risk. In
    fact, more than half of the presentations at InfoShare have come from
    these voluntary safety programs.
        I'm pleased to report that, because of the success of these
    programs, the FAA has codified what has become industry practice in
    many cases--issuing a final rule requiring most U.S. commercial
    carriers to have Safety Management Systems in place by 2018.
        At the FAA, we are committed to embedding risk-based decision-
    making into our culture. We know that it's not enough to analyze data
    from an accident after it happens. We need to analyze data from the
    entire spectrum of our operations. This will help us identify areas of
    risk and mitigate them before an incident occurs.
        To be successful in this effort, we must continue our work
    together. That's why your participation in forums like InfoShare is
    critical. We need government and industry to continue to have an
    ongoing conversation that includes sharing data, ideas, and best
    practices. That's how we've built the best aviation system in the
    world. And as we look to tackle the challenges we'll face in the years
    ahead, our partnerships will be more important than ever.
        I'm sure the next few days of presentations will be informative.
    There's so much we can learn from each other. With all of us sharing
    the same bedrock commitment to safety and finding ways to improve, I
    know there's so much more we can--and will--accomplish.
        Thank you.
                                     ______

    FINAL          4/22/2015 12:00 PM
    Mike Whitaker
    Sun `n Fun ``Meet the FAA'' Session
    Lakeland, FL
    April 23, 2015

        Thank you for that introduction, Dennis [Roberts, Regional
    Administrator for the Southern Region]. Congratulations on your new
    position.
        Hello, everyone. It's great to be back with you at Sun `n Fun. I'm
    particularly excited this year to be speaking with you, not only as the
    Deputy Administrator for the FAA, but also as a new pilot.
        Earning my pilot certificate last year gave me a whole new
    appreciation and love for general aviation. For seven months, I spent
    much of my free time studying and flying a Cessna 172 out of Freeway
    Airport located between Washington, D.C. and Annapolis, Maryland.
        Being a pilot is giving me a better perspective on our work at the
    FAA. Today, I'd like to talk about this and share a story with you
    about how one of my experiences in the cockpit gave me an opportunity
    to apply firsthand some of our new technologies and best practices.
        During my training, I set out to do one of my night flights with my
    instructor. We were only in the air for a few minutes when the sky lit
    up with lightning. Baltimore Tower contacted us to let us know that
    weather was ahead, but that they could re-route us directly through to
    our destination in Lancaster, Pennsylvania.
        I was tempted to do just that. But, because we were flying in a
    plane equipped with ADS-B weather capabilities in the cockpit, I was
    able to pull up a picture and see just how big the storm was.
        Because of ADS-B, I made the call to turn around and try again
    another night. I can't stress enough how valuable that kind of
    situational awareness is. And it's available now to all general
    aviation pilots who get equipped.
        ADS-B brings free weather and traffic updates from coast to coast
    directly to the cockpit. This means you're getting the most up-to-date
    information on hazardous weather, temporary flight restrictions, and
    notices to airmen when you need it most.
        Additionally, ADS-B's satellite-based technology helps controllers
    determine your aircraft's location with far greater accuracy. So if you
    operate in remote areas where radar coverage is limited, like Alaska or
    the Gulf of Mexico, ADS-B will make flying safer. If you run into
    trouble, it helps us take the ``search'' out of search-and-rescue--a
    potentially life-saving benefit.
        I'm sure everyone here is aware of the January 1, 2020 deadline to
    equip for ADS-B Out in controlled airspace. Many of you have asked
    about that deadline, and if it might be extended. The answer is no--the
    date is set--so I want to strongly encourage all of you to make plans
    to get equipped as soon as possible. You don't want to end up grounded
    in the early months of 2020 because of a parts or installation delay.
        I've been so pleased to see a number of avionics manufacturers
    stepping up to produce equipment that complies with the ADS-B Out
    mandate. A great result of this increased competition is that it has
    driven costs down considerably. Some units are now available for less
    than $2,000.
        If you haven't researched getting ADS-B equipment for a while, now
    is a great time to take a second look. In fact, you can even talk with
    manufacturers and check out the latest technology in the exhibitor's
    area right here at Sun `n Fun.
        Since our Call to Action last October, more than 8,000 GA aircraft
    have equipped--a really promising start. And we hope to see those
    equipage rates continue to rise.
        Let's go back to my night flight and the benefits of having ADS-B
    in my plane. Because of this technology, I had a better picture of the
    weather front I was heading into. However, the decision about what to
    do with that information was on me. I turned to my personal minimums--
    the checklist of questions I ask myself before deciding to fly.
        I faced a night filled with storms. And I knew that if we got
    delayed in Lancaster, I might not be flying back until two or three in
    the morning. Bad weather and potential fatigue--two items on my
    checklist--were immediate indications that the safe move was to turn
    around and head home for the night.
        You might say, ``Well, people tend to be very cautious when they're
    first learning how to fly--you'll get more comfortable.'' But the fact
    is, no matter how long you've been a pilot, it's actually a good thing
    to be extra vigilant--or a little ``uncomfortable''--whenever you're
    flying.
        We need to consider safety every time we sit in the cockpit. Being
    a pilot isn't a right--it's a responsibility. That means every time we
    take flight, we have a responsibility--to ourselves, to our families,
    and to the people on the ground--to make sure we're doing it safely.
        It's a responsibility the FAA shares with you. We want to help you
    in your efforts to fly safely. That's reflected in a goal we've set to
    reduce the GA fatality rate by 10 percent by 2018. I'm happy to report
    that our efforts, along with our collaboration with the General
    Aviation Joint Steering Committee, are resulting in good progress
    toward this goal.
        Another example of our efforts to support pilots in flying safely
    is the ``Got Weather?'' campaign we ran last year. The program reminded
    pilots about potential weather challenges they might face, and provided
    tips on how to best deal with them. The campaign reached 4.5 million
    people--a big success--and I want to thank all of you here today who
    participated in this effort.
        In order for us to keep making progress on safety, we constantly
    need your help and engagement.
        If there's one thing I've learned in the last year, it's that
    there's a lot more to flying than just knowing the rules and pushing
    buttons. It takes discipline. It requires skill. And it demands a true
    sense of professionalism--not the kind that comes from getting a
    paycheck, but from a deep, unwavering commitment to doing the right
    thing.
        I know everyone here today shares that commitment. By working
    together, I know we can make general aviation safer.
        So I hope that--whether you're a Master Pilot like the ones we
    honored earlier, or a newcomer to flying like me--you'll always embrace
    that feeling I mentioned earlier, of being just a little
    ``uncomfortable'' in the cockpit. It'll keep you focused, and it'll
    keep you safe.
        As for me, I'll be putting my pilot certificate to good use this
    summer as I log more hours and pursue my instrument rating. Being here
    at Sun `n Fun is definitely inspiring me to continue sharpening my
    skills so that I can keep up with all of you.
        I'm going to conclude on that point. The main reason I came today
    is to talk with you. Before I take your questions, I'm going to ask a
    few of my colleagues from the FAA to come up here and join me. Thanks
    so much for having me, and I'm eager to hear from you.
                                      ###
    DRAFT--NOT FOR RELEASE          4/28/2015 5:01 PM
    Mike Whitaker
    Labor Management Forum
    Room 9AB
    April 29, 2015

    Reviewed by: Raquel Girvin, Hoot Gibson, Lisa Zagaroli, Jessica
                Sypniewski, Mary Lou Pickel

    Thanks, Michele [Coppedge]. I'm glad to be here.
       I want to thank everyone here for the leadership, engagement
            and collaboration you've all shown.

       We've made progress together on many fronts--deploying
            NextGen, completing the new Valuing Performance system, and
            many others.
    Today, I'd like to talk about some of the progress we've made on
            NextGen since the last time we met on January 28th.
            Specifically, I'd like to talk about:
       ERAM

       ADS-B

       Our near-term NextGen priorities . . .

       . . . and I'd also like to talk about the FAA's
            Reauthorization efforts.
    Last month, we finalized the deployment of ERAM at 20 en route traffic
            control centers across the continental United States.
       This effort was one of the largest technology changeovers in
            the FAA's history.

       With ERAM in place, we're able to process more air traffic
            data, more efficiently, from more sensors.

       En route controllers can now track 1,900 aircraft at a time,
            instead of the previous 1,100. And ERAM provides our en route
            centers with the same access to all flight plans filed in the
            system. Transitions between sectors and centers will be
            automatic, even when planes divert from their planned course.

       All of this means increased capacity and improved efficiency
            for the U.S. airspace system.
    Tomorrow [April 30], we will be holding a press event at National
            Airport to publicize ERAM's completion.
       Transportation Secretary Foxx, Administrator Huerta, our COO
            Teri Bristol, and NATCA representative Julio Henriques will be
            speaking.

       They'll talk about what ERAM means for the traveling public,
            what it means for air traffic operations, and how labor-
            management collaboration was essential to making it a success.
    Let me briefly speak about the collaboration on ERAM.
       Labor and management worked together, as part of the
            National User Team.

       This team ensured that controllers had early input in ERAM's
            development.

       Through this input, we were able to more effectively
            communicate to our vendor, Lockheed Martin, what improvements
            should be made, and just as importantly, how these changes
            should be made.

       This approach saved us millions of dollars, resulted in
            performance improvements for ERAM, and gave Congress and the
            Transportation Department more confidence in our ability to
            handle large-scale deployments.
    ERAM is a key part of NextGen's foundation. So is ADS-B, and we're
            making progress there too.
       As you know, last year, we completed the nationwide
            deployment of 634 radios that make up the ground infrastructure
            for ADS-B.

       We've done our part, and we're looking to industry to do its
            part by equipping with ADS-B Out avionics.

       The deadline is January 1, 2020. We've been emphatic in
            saying publicly that this deadline is certain. It will not
            change.
    We're currently making efforts to spur more rapid equipage of ADS-B
            Out.
       As you know, we held a Call to Action last October, bringing
            together industry, operators, and government to identify
            existing barriers to equipage, and find solutions.

       From that meeting, we stood up the Equip 2020 working group,
            a public-private partnership.

       Since the last time this forum met, the Equip 2020 group has
            accomplished a great deal.

       Equip 2020 worked to address the cost concerns voiced by the
            GA community. Competition among avionics manufacturers has led
            to a dramatic cost reduction in equipage--over a 50 percent
            price drop since October. Several companies are selling units
            at prices lower than $2,000.

       In support of airline equipage, the Equip 2020 team reached
            an agreement that would potentially allow air carriers with
            first and second generation receivers (SA aware) to continue to
            use these until 2025 \1\. This agreement would provide time to
            upgrade to the best available receiver technology.
    ---------------------------------------------------------------------------
        \1\ Bruce DeCleene stresses that you should say ``potentially,''
    because Equip 2020 does not have regulatory authority.

       At the FAA's NextGen Advisory Committee meeting in February,
            four airlines have publicly declared they will meet the 2020
    ---------------------------------------------------------------------------
            deadline--Delta . . . American . . . Jet Blue . . . and FedEx.

       These developments are very encouraging, and we look forward
            to seeing greater progress.
    We submitted a focused NextGen plan to Congress this past October,
            outlining specific commitments in four key priority areas:
       1.) increasing the availability and use of Performance Based
            Navigation,

       2.) making multiple runway operations more efficient,

       3.) improving surface operations, and

       4.) implementing Data Communications.

       We determined these priorities, in collaboration with the
            aviation industry, through our NextGen Advisory Committee.

       We believe, and industry agrees, that progress in these
            areas can benefit all of us in the near term.

       We submitted a plan to Congress last fall outlining specific
            activities for these areas, which includes commitments by both
            the FAA and the aviation industry.

       To date, we have already met 17 milestones, and are
            delivering capabilities that are saving time and fuel in some
            of these priority areas. Some of this progress includes work
            done for our Metroplex initiative, and safely reducing wake
            turbulence separation standards at airports around the country.
    We're gearing up for the FAA's Reauthorization.
       We've had to navigate a constrained fiscal environment in
            recent years, with nearly two dozen short term extensions prior
            to our 2012 reauthorization, as well as the sequester,
            furloughs, and a complete government shutdown.

       The FAA's current authorization expires on September 30,
            2015.

       We should use the upcoming reauthorization to provide the
            FAA with the tools necessary to meet the pressing demands of
            the future. Two broad things we need are:

         Stable funding for core air traffic control
                operations, NextGen investments, and efficient
                recapitalization of equipment and of aging facilities.

         Flexibility to prioritize resources and leverage new
                technology to respond nimbly to evolving challenges.
    To that end, the Administration is continuing work on a set of
            principles that we believe will improve our Nation's airspace
            system and set the course for future progress:
       Reauthorization should maintain our excellent safety record
            and foster the use of data and analysis to focus our precious
            resources on the areas of highest risk in our aviation system.

       We must continue the modernization of our air traffic
            control system. Part of that effort is to ensure stable funding
            for core operations and NextGen investments.

       We should secure appropriate funding for our Nation's
            airports.

       Reauthorization should enable the integration of new users
            into our airspace system and support the agency in fostering a
            culture of innovation and efficiency.

       The FAA also needs to realign today's airspace system with
            current demands. We need the flexibility to make investment
            choices that further the health of our airspace system so
            everyone can benefit.

       And we need to maintain our position of aviation leadership
            on the world stage. This means the FAA needs to participate
            actively in shaping international aviation standards that
            promote seamless travel around the world.

       We look forward to working with our stakeholders, and
            Congress on reauthorization.
    The FAA's Management Advisory Council is working to provide us with
            potential recommendations as we prepare for reauthorization.
       The MAC agrees with us that there is a need for continuity
            of funding given the work and nature of investments made by the
            FAA. They are also looking at ways to further improve our
            processes around certification and regulatory functions, and
            looking at scenarios for the FAA's structure and governance
            (removing the Air Traffic Organization from FAA, creating a
            Federal Corporation incorporating a full set of functions
            within FAA, or no change)

       The MAC is continuing its work and we look forward to their
            potential recommendations.
        [If asked]
    We all know there have been conversations on alternative models for FAA
            governance by some stakeholders and Congress.
       The Secretary and the Administrator have expressed openness
            to taking part in these conversations.

       We need to be sure that any governance changes would work to
            solve the challenges the FAA faces.

       Any movement away from the present model needs to ensure
            more direct accountability to users of the National Airspace
            System (NAS) and be mindful of the linkage and integration of
            safety, NextGen, airport infrastructure, and other functions.

       We need to get to a place that best positions us to advance
            safety improvements, make the national airspace system more
            efficient, improve service for air travelers and other
            stakeholders, and enhance America's leadership in aviation.
       Proposed solutions will need to ensure that we make
            improvements in all aspects of FAA's mission and that any
            change does not result in unintended consequences or that sets
            us back in the progress that we have made. Our aviation system
            is too vital for our economy, our Nation's wellbeing, and our
            global leadership.
                                     ______

    DRAFT          06/01/15 at 12 P.M.
    Mike Whitaker
    NextGen Advisory Committee
    Washington, D.C.
    June 05, 2015
    Introduction
        Thank you, Richard (Anderson, NAC Chairman). Good morning everyone.
    It's great to be here with you today.
        This morning I want to update you on important events since we last
    met in February, then use some of my time for a continued discussion
    around PBN strategy and direction, picking up on a conversation we
    started in Atlanta in February.
        Earlier this week we filed our Annual NextGen Update to Congress.
    You should have copies of that document at your place. It is designed
    to be a brief and readable recap of what we have achieved over the past
    year. Much of that focuses on the work of the NAC and what we have been
    able to accomplish together.
        Since we met in February, our partnership has led to substantial
    progress with several key NextGen technologies. I'd like to take a
    moment to share these important milestones with you.
        In April, thanks to our partners in this room, particularly NATCA,
    PASS and Lockheed Martin, we completed one of the most complex
    technological projects in agency history. ERAM is now fully operational
    at 20 en route centers.
        As you know, ERAM is the backbone of the Nation's air traffic
    control system, serving as the operating platform for critical NextGen
    technologies such as ADS-B and Data Comm.
        It enables controllers to handle more aircraft over larger sections
    of the sky, increasing capacity and efficiency while enhancing safety
    in what is already the world's safest aviation system. It is also
    incredibly reliable: ERAM has been running for well over 300,000 hours
    since December 2011 with an availability of 99.9997 percent.
    Data Comm
        Last month, thanks to our partners in this room--including Fed Ex,
    UPS, United, Harris and Thales--we celebrated successful trials of Data
    Comm at Memphis and Newark. We took reporters into the tower and onto
    flight decks of aircraft owned by FedEx, UPS and United to show them
    how pilots and controllers are communicating through the instant,
    accurate exchange of data rather than a two-way voice conversation.
        Data Comm is a game-changer. Especially during bad weather. Pilots
    simply press ``wilco'' to accept re-routes, which are then immediately
    loaded into onboard systems and sent to their operations centers.
        Judging by the coverage we received, the reporters were as
    impressed with this technology as we are. And Memphis and Newark are
    just the beginning. This summer Data Comm will be rolled out at
    Houston's two major airports, as well as Salt Lake City.
        Next year, 53 more airports will get this revolutionary technology.
    ADS-B
        A couple of weeks ago--thanks to our partners in this room,
    including JetBlue, NATCA and PASS--we conducted a successful, live
    demonstration of ADS-B with a JetBlue aircraft flying far off the East
    Coast in airspace where radar coverage was limited. The ERAM system at
    New York Center seamlessly switched from traditional ground-based radar
    to satellite-based ADS-B, tracking the JetBlue aircraft with the
    pinpoint accuracy that is the hallmark of this next leap in air traffic
    control.
        As we move toward the January 1, 2020 deadline to install ADSB-Out
    in all aircraft that operate in controlled airspace, we continue to
    work with all of you to identify and resolve barriers to equipage. We
    appreciate the support from AOPA and all of our other industry partners
    who are actively encouraging their members to take this step so we may
    fully realize the benefits of ADS-B.
        A recent survey conducted by Embry Riddle found that about 56
    percent of General Aviation aircraft owners surveyed indicated that
    they don't plan to install ADS-B until the price comes down. This
    survey of course pre-dates the 50 percent price drop we've seen for GA
    ADS-B products over the last several months. But this shows more than
    100,000 aircraft owners are sitting on the fence.
        It doesn't take a mathematician to figure out that not all of these
    operators will be able to wait until 2019 and still expect to get their
    airplanes out of the shop by the deadline. As the price of equipment
    has now dropped below $2000, we appreciate the push NAC members are
    making in support of equipage.
        We are working closely with these organizations through our Equip
    2020 working group and the NAC ADS-B Ad Hoc group to identify and get
    past any barriers standing in the way. You'll hear more about this
    later today.
    Benefits to everyone as we continue to build the system
        Overall, we're building a strong foundation for NextGen while
    delivering benefits to everyone who uses our airspace system. As many
    of you know, we worked with McKinsey Consulting to identify specific
    benefits that airlines are getting from the NextGen technologies and
    procedures already in place.
        We found through this data-driven survey that we've already
    realized $1.6 billion in benefits system-wide. More than $500 million
    of this goes directly to aircraft operators. These benefits are being
    generated by improvements such as ELSO, Wake Recat, PBN routing and
    Time Based Flow Management.
        We expect that these capabilities will continue to produce an
    additional $11.4 billion in benefits over the next 15 years. This is a
    return on investments that we've already made.
    Importance of NAC partnership
        You've heard me use the words ``partners'' and ``partnership''
    several times already today. Without the cooperation of the people in
    this room, we wouldn't be anywhere close to maintaining our schedule on
    what we all agree is the necessary modernization of our Nation's air
    traffic control system.
        Time and again, we have rolled up our sleeves and collaborated with
    labor and the aviation industry to achieve great things. Our work here
    on the NAC is an excellent example of what we can accomplish when
    government and industry partner on common goals.
        The joint implementation plan we developed last year prioritized
    four NextGen areas where we can deliver concrete benefits over the next
    three years. In 2014, we collectively delivered on 19 of our
    commitments--three ahead of schedule. You will hear more about that in
    some detail today.
    PBN Strategy
        PBN is another area where we have worked closely with the NAC--and
    its predecessor--to implement satellite procedures throughout the NAS.
    With your help, we have so far implemented more than 7,000 satellite-
    based procedures in the National Airspace System. We now have more
    satellite-based procedures than radar-based procedures.
        Last year, we successfully implemented our Houston and North Texas
    Metroplex plans, flipping the switch overnight on dozens of NextGen
    procedures in each of these busy areas. This year, we did the same
    thing with the Washington, D.C., and Northern California areas.
        Although the vast majority of our NextGen projects have gone
    without a hitch, we are aware that some of them have been--and continue
    to be--controversial with the general public. We have done noise
    modeling on all of these projects. In all of them, the modeling
    indicates that there would be no significant noise impacts as a result
    of the proposed changes. Nevertheless, earlier this week the City of
    Phoenix filed a law suit against the FAA over the new departure
    procedures at that airport.
        We are always striving to get better at what we do, and part of
    that is learning from experience. While our mandate is for safety and
    efficiency, we are very conscious of the noise issue as it relates to
    the improvements we're making for the flying public.
        In the meantime, we will continue our transition from ground-based
    to satellite-based procedures. We began a discussion at the last NAC
    meeting about the future of PBN, and if and how do we get to an all-PBN
    NAS. A fully implemented NAS based on PBN would minimize the risks and
    consequences of maintaining two navigation systems--particularly as one
    of them is equipment-intensive and continues to become more costly and
    complex to keep in working order.
        At the FAA we continue to look at options for our PBN strategy,
    looking at key navigation capabilities and operations that we'll need
    over the next 15 years. We want to continue to include the NAC in that
    conversation as we develop a roadmap for deploying and effectively
    using PBN in the NAS while ensuring safety and efficiency.
        It's important that the FAA and industry agree on a strategy that
    will allow for a transition that effectively integrates PBN and related
    technologies and ensures that these technologies work together as a
    system.
        Now, I'm going to hand things over to FAA PBN Program Manager Josh
    Gustin and FAA Flight Technologies and Procedures Division Manager
    Bruce DeCleene, who will share our thinking on PBN strategy.
    [JOSH GUSTIN AND BRUCE DECLEENE DELIVERS REMARKS]
    [YOU WRAP UP]
        Thank you, Josh and Bruce.
    Conclusion: Staying the course will require steady funding
        Finally, a word about funding.
        We remain confident that the benefits of NextGen will only increase
    as more capabilities come on line, but this will only happen if we can
    secure a continuous, reliable source of funding to deliver the next
    milestones.
        That's where you, as members of the NextGen Advisory Committee, can
    help us stress the importance of keeping this vital initiative on
    schedule.
        Over the last few years, we carved up our capital investments into
    increasingly smaller pieces to make them affordable after we received
    lower-than-planned funding from Congress. This might help with near-
    term budget constraints, but it makes it difficult to know when we'll
    achieve the anticipated benefits.
        For example, Data Comm is a multi-year program with a multi-year
    budget. When we originally included DataComm as a NextGen priority, we
    planned to make a single investment decision for en route services. But
    when we saw the budget outlook, it was apparent that we could not
    predict a stable funding stream.
        Last November, we had to split the en route investment into two
    packages, raising questions about when we will be able to complete the
    program. The second package is pending a firm decision later this year.
        But Data Comm is just one of the four NextGen priorities we have
    set with industry through the NAC. So it comes down to trade-offs.
        We all understand that trade-offs are a part of every budgeting
    process, whether it's here in the government or in your own boardrooms.
    Our immediate concern with NextGen is that--within our current funding
    environment--the trade-offs we are forced to make are cutting deeper
    and may require us to choose among NextGen improvements.
        At the February NAC meeting in Atlanta, the FAA's Chief Financial
    Officer presented our five-year capital investment plan. Since that
    time, we received the initial Fiscal Year 2016 budget markup from the
    House of Representatives.
        Unfortunately, that includes a capital account $355 million below
    our budget request--and $100 million lower than our appropriations for
    the current fiscal year. We are now waiting to see what happens with
    the Senate and conference committee.
        This will obviously affect our NextGen plans. We need the support
    of you, our partners, to help us ensure sufficient funding.
    Reauthorization
        As we wait to see what happens with the budget, we're also keeping
    a watchful eye on the FAA's upcoming reauthorization. Our current
    authorization expires on Sept. 30, and we are committed to working
    closely with Congress to pass a long-term bill.
        Although we don't know what it will exactly look like, we do know
    that it must embrace a few key principles, such as making it possible
    for us to maintain our exceptional safety record, securing appropriate
    funding for airports, and strengthening America's global aviation
    leadership.
        Most notably for this group, reauthorization must enable us to
    continue our progress in modernizing the air traffic system.
        We have all seen how sequestration and lapses in funding make it
    hard for us to plan and execute these critical projects. Now is the
    time for us to build on our momentum--not slow it down.
        Thank you. That concludes the FAA report.
    FINAL          6/29/2015 3:00 PM
    Mike Whitaker
    General Aviation Safety Summit
    Washington, DC
    June 30, 2015
    Introduction
       Good morning, everyone. Thank you for joining us.

       We're here today to talk about general aviation safety, and
            how to improve it.

       Before we get into numbers and accident rates, I first want
            to talk a bit about responsibility.

       Everyone in this room has a role to play when it comes to
            improving general aviation safety.

       We also have to recognize how important education and
            training are.

       When a pilot's judgment, experience, or awareness fails, the
            result is often catastrophic, sometimes fatal, and all too
            often a repeat of incidents we've seen before.

       We can and must work together to address this.

       In 2009, we set a goal is to reduce the GA fatality rate by
            10 percent by 2018.

       While the number of fatal GA accidents over the last decade
            has gone down, so have the number of total GA flight hours.

       The fatal accident rate has remained stubbornly high--and
            too many lives are being lost.

       Last year, 434 people were killed in 251 GA accidents. We
            missed our annual goal for reducing fatal accidents by nine
            incidents.

       We need to find new ways to move the needle.

       I know I can count on this group to help find a way to do
            it.

       You've dedicated time and resources to making the General
            Aviation Joint Steering Committee a success.

       The Committee has been instrumental in developing risk
            mitigations and promoting important safety technologies and
            best practices.

       Thanks to your efforts, we have a good foundation of
            accomplishments that should help us build momentum and bring
            the GA fatal accident rate down in the years to come.
    Making Safety Enhancements
       The GA Joint Steering Committee has been instrumental in
            promoting important safety technologies and best practices.

       You designed and implemented a campaign to educate pilots
            about the safety benefits of Angle of Attack indicators, which
            can help prevent stalls by providing more reliable information
            about airflow over the wing of an aircraft.

       These campaign materials, along with accident case studies
            on Loss of Control and AOPA's online education course on AOA,
            have been viewed by more than 50,000 pilots. That's a big
            accomplishment.

       You've also done important work to raise awareness about the
            effects different medications can have on pilots when they fly.

       The FAA has issued recommendations and guidance on the
            appropriate use of medications while flying in order to ensure
            pilots remain alert and capable in the cockpit.

       Thanks to your efforts, the FAA, Jeppesen, and other flight
            training organizations will include medication awareness
            training for all pilots in their curriculums.

       Medical organizations will also be encouraged to remind
            physicians about the importance of finding out if patients are
            pilots--and educating them if the medication they're
            prescribing could be a hazard to safe flight.
    Supporting the Got Weather Campaign
       I also want to thank you for being such invaluable partners
            in our Got Weather campaign last year. We reached 4.5 million
            people.

       Got Weather reminded pilots about potential weather
            challenges they might face and provided tips on how to best
            deal with them.

       This year, we're looking to do even better on another key
            issue: Loss of Control.
    Launching the Fly Safe Campaign
       Earlier this month, the FAA and industry launched a new
            national safety campaign to educate the GA community on how to
            avoid Loss of Control accidents. We're calling it Fly Safe.

       Loss of Control is the number one cause of fatal GA
            accidents and is on the NTSB's Most Wanted list.

       Fly Safe will highlight different Loss of Control causes and
            tips each month.

       For June, we've highlighted Angle of Attack indicators and
            the importance of transition training.

       Over the next year, we'll highlight:

         The best ways to manage unexpected events, like
                weather;

         Survival tips in the event of an accident;

         Technologies like Enhanced Vision Systems;

         And much more.

       We'll be promoting this campaign on our website and across
            all of our social media platforms, including Facebook, Twitter,
            and Instagram.

       In order to make Fly Safe a success, we need your help.

       The GA community looks to your organizations for guidance
            and best practices.

       I hope you'll work with us to promote Fly Safe by liking the
            campaign on Facebook, sharing our posts, and re-tweeting on
            Twitter.
    Supporting Runway Safety Call to Action Initiatives
       I also want to update you on another important safety
            initiative the FAA is working on with industry.

       Last week, the FAA hosted a Runway Safety Call to Action
            that brought together a wide range of aviation partners to
            discuss ways to cut down on runway incursions.

       Runway incursions are a particularly serious issue for the
            general aviation community, and I appreciate all of you who
            attended and contributed.

       We received a number of useful ideas and recommendations
            that the FAA is going to be reviewing in the weeks and months
            to come.

       For example, we heard a lot about the distractions GA pilots
            have to deal with during take-offs and landings. So one
            recommendation was to create a campaign that reminds GA pilots
            to focus on what's happening in and around their aircraft
            during these critical flight moments.

       Another idea involved creating guidance that would help
            inform air traffic controllers if a pilot is flying into or out
            of an unfamiliar airport. This would give them an opportunity
            to offer the pilot extra instructions.

       These are just a few of the valuable suggestions we
            received, and I'm hopeful that they will help us reduce the
            number of future runway incursions in our system.

       I also hope we can count on you to work with us as we set
            out to review and implement these ideas.
    Equipping for ADS-B
       Finally, I want to thank all of you for continuing to
            support our efforts to get GA pilots to equip for ADS-B Out in
            advance of the January 1, 2020 deadline.

       We all know ADS-B provides real safety benefits for GA
            pilots.

       It allows air traffic controllers to pinpoint aircraft with
            far greater accuracy--which is especially important in areas
            where radar coverage is limited, like Alaska or the Gulf of
            Mexico.

       ADS-B also provides free weather and traffic updates that
            help pilots make better-informed decisions in the cockpit.

       The FAA will continue to partner closely with all of you
            through our Equip 2020 working group to identify and resolve
            the barriers delaying pilots from getting equipped.

       Fortunately, one of the most common barriers--cost--is
            becoming less of an issue.

       A number of manufacturers are bringing equipment that
            complies with the ADS-B Out mandate to market--and this
            competition is driving prices down. Some units are now
            available for less than $2,000.

       We hope this means we'll see equipage rates continue to
            rise. Since our Call to Action last October, the number of
            equipped GA aircraft has more than doubled.
    Conclusion
       Before we get to today's discussion, let me leave you with
            this thought.

       All of the initiatives I just mentioned are a testament to
            how much we can accomplish when government and industry work
            together.

       Summits like this one give us a unique opportunity to share
            ideas and find solutions that will help us achieve our common
            goal: making general aviation in America as safe as possible.

       I'm eager to hear from all of you--so don't hold back.
    At End of Summit
       Acknowledge any action items that came out of the
            discussion.

       Reiterate request for support on the Fly Safe campaign,
            which will be running all year.

       Thank group for their continued partnership and efforts to
            improve general aviation safety.

       Challenge attendees to make more safety enhancements,
            consider ways to assess or measure their effectiveness, and
            report what findings might be available the results at the next
            GA Safety Summit.
                                     ______

    DRAFT--NOT FOR RELEASE          9/14/2015 2:32 PM
    Mike Whitaker
    Equip 2020
    September 15, 2015
    Alexandra, VA

    Reviewed by: Bruce DeCleene, Jessica Sypniewski, Jenny Rosenberg, Hoot
                Gibson
    Thanks Hoot.
       Hello everyone. I'm glad to be here.

       Hoot, I want to thank you for your leadership in Equip 2020.

       Hoot was selected for a position to assist the FAA with the
            integration of unmanned aircraft into the airspace system.

       He'll be very busy in this new role. We look forward having
            him do for unmanned aircraft what he's done for ADS-B equipage.

       But we remain fully committed to continuing Equip 2020s
            important work. The details of the transition will be
            forthcoming.
    Recap Equip 2020s Success.
       It's been nearly a year since the FAA held its ADS-B Call to
            Action.

       It rose out of a conversation with Paula Derks and Ric Peri.
            The goal was to bring stakeholders together to identify
            barriers to equipage and develop solutions.

       Equip 2020 has been instrumental in this effort.

       I want to thank everyone here for your dedication and
            teamwork.

       Of the 43 initial tasks we established, 23 are complete, and
            17 are nearly complete.

       Last month, the FAA granted A4A's petition to allow air
            carriers with first and second generation receivers to continue
            to use it until 2025. This provides them with five years to
            transition to the best available receiver technology.

         We're making it clear that this is not an extension.
                It's an acknowledgement that these operators equipped
                early, and we want to reward and encourage that.

         This exemption would assure that the FAA's investment
                in NextGen is useable by operators and allows the FAA to
                maintain its NextGen schedule with no safety impact.

       This group succeeded in bringing the cost down for GA
            equipage. Units are now priced as low as $1,500 and there is
            also greater diversity of product out there. At this price,
            AOPA was able to promote early equipage to their members.

       Also, Equip 2020 helped developed a GA outreach plan which
            has worked to address the needs of aircraft owners. We have
            seen a very positive response to the introduction of the Google
            Airspace Map, which you are familiar with \1\.
    ---------------------------------------------------------------------------
        \1\ The FAA created a Google Earth -based application that provides
    an interactive 3-D map of the United States and it depicts all the
    commercial and private airports as well as airspace that will require
    ADS-B Out as of 2020. We created it in response to a GA desire to
    understand where ADS-B airspace exists in relation to the airports and
    airspace where they typically fly. Source: Scott Foose, NextGen Office,
    September 11, 2015.

       We have also developed an equipage tracking database, which
            enables us to capture data from both suppliers and operators.
            This way, we can track the equipage trends and make sure we're
    ---------------------------------------------------------------------------
            on target for the 2020 deadline.

       So we've accomplished a lot. It's taken a lot of cooperation
            by both government and industry.
    More work to do.
       Equipage trends still lag expectations.
       About 13,500 GA aircraft have been equipped, with about
            6,300 being equipped since last fall's Call to Action \2\.
    ---------------------------------------------------------------------------
        \2\ James Marks, ADS-B Focus Team Lead, AFS-360, September 9, 2015.

    ---------------------------------------------------------------------------
       We want to accelerate these numbers.

       I've spoken to the Aircraft Electronics folks, Regional
            Airlines, and other groups.

       The Administrator has been to AirVenture and other places.

       We've been making it clear to both industry and Congress
            that the deadline is firm. It will not change.

       We're urging operators not to wait until the last minute.

       The Aircraft Electronics Association has been encouraging
            operators to sign up for a slot, even if they're not certain
            they'll equip at that time. This helps make it more real for
            them.

       The regional carriers are stepping up their efforts.

         This morning, Perry Solmonson from Horizon Air will
                give us an update on this progress.

         I want to thank Perry for his leadership.

         In fact, Horizon Air has been a model for early
                adoption. They were one of the very first U.S. air carriers
                to obtain RNP operational approval and to equip with WAAS,
                and are now leading the way for the regional airline
                community on ADS-B Out equipage.

       On the international front, IATA is getting more involved
            now. Japan Air Lines has also expressed interest in being part
            of Equip 2020. We welcome participation from other
            international partners, and look forward to further engagement
            with the global community.

       I know we have to resolve other issues. The helicopter
            community has concerns about equipping older model aircraft.

       Groups like NBAA have raised privacy concerns.\3\
    ---------------------------------------------------------------------------
        \3\ NBAA has expressed concerns about the privacy of passengers on
    business jets, being violated through the ADS-B signals. Equip 2020 is
    evaluating possible short term and long term solutions to address this
    issue.

       As you know, these can be thorny issues, and it highlights
            the need for us to stay committed and bring forth creative
            solutions.
    Closing
       We've accomplished a lot in less than 12 months.

       Again, I want to thank everyone here for all of your hard
            work and dedication and I look forward to celebrating more
            success in months ahead.
                                     ______

    FINAL          10/6/2015 5:34 PM
    Mike Whitaker
    NextGen Advisory Committee Meeting--FAA Report
    Memphis, TN
    October 8, 2015
    Introduction
        Thank you, Richard [Anderson, NAC Chairman]. Good morning,
    everyone. It's great to be here with you today, and I look forward to
    updating the Committee on important events since our last meeting in
    June.
        David [Cunningham, FedEx Express Chief Operating Officer], our
    thanks go out to you and FedEx for hosting today's event.
        FedEx has been supporting our efforts to demonstrate NextGen
    capabilities for many years, and we value that partnership. You've been
    leaders in Controller Pilot Data Link Communications, and a key
    participant in our efforts to enable Data Comm capabilities in the NAS.
    Wake RECAT was also born here, as FedEx likes to say, and we are all
    very excited about the benefits we are seeing with it.
        We also heard this morning about the benefits of low-visibility
    capabilities like enhanced flight vision. The FAA continues to pursue a
    rulemaking on Enhanced Flight Vision Systems, which will help reduce
    our ground infrastructure requirements and lead to lower NAS
    maintenance costs. In fact, NASA is hosting a workshop next week
    highlighting its research in this area, as well as a session on next
    steps for using flight vision technologies in a NextGen environment.
        This type of interagency collaboration is important to the future
    of NextGen. That's why I'm pleased that we've added Dr. Jaiwon Shin
    [JAY-won Shin], Associate Administrator for NASA's Aeronautics Research
    Mission Directorate, as a new member of the NAC. Dr. Shin sends his
    regrets that he couldn't make today's meeting, but he looks forward to
    working closely with the Committee in the future.
        I also want to give a warm welcome to our other new NAC member: Jim
    Bowman, the Senior Vice President at FedEx, Flight Operations.
    FAA News
        Now before I get into the FAA's NextGen report, I want to briefly
    update you on some of the most important issues currently facing the
    agency.
    Reauthorization
        First, I have to address one of the foremost topics on everyone's
    mind: reauthorization.
        As you all know, Congress passed a six-month extension of the FAA's
    authority last week. This buys Congress some time to enact a longer-
    term bill. As part of that, there have been a lot of conversations
    happening on Capitol Hill about what a new FAA reauthorization should
    look like. We're committed to working closely with Congress to pass a
    bill that embraces a few key principles.

       Reauthorization must help us maintain our exceptional safety
            record by providing more opportunities to use risk-based
            decision-making.

       It should strengthen America's global leadership on
            aviation.

       It should allow us to continue to integrate new users in the
            NAS, and realign our airspace system with current demands.

       Reauthorization must provide further support for the
            modernization of our air traffic control system with stable
            funding for our core operations and NextGen investments.

        As Congress works on a bill in the months ahead, discussions are
    likely to continue about the structure of the FAA and our air traffic
    operations. We're open to having these conversations, but we must
    ensure that any potential changes under consideration provide long-
    term, stable funding for our air traffic operations and help us
    maintain the safest airspace system in the world.
        Congress has approved a Continuing Resolution, or CR, to keep the
    government funded through December 11--a two-and-one-half month
    extension of our funding. Needless to say, we will continue to push for
    a long-term reauthorization bill, and long-term funding. We don't want
    a return to the days before our 2012 authorization, when we had 23
    short-term extensions. We need a long-term bill that will provide
    stable, reliable funding for the critical projects we're supporting and
    help us maintain America's role as a global aviation leader.
    Compliance Philosophy
        I'd also like to update you on an announcement Administrator Huerta
    made earlier this week about the FAA's new Compliance Philosophy.
        It's often said that America is the gold standard in aviation. One
    reason for this is the dramatic improvements we've made together on
    safety. In recent years, our approach has matured to focus on
    identifying areas of risk and mitigating them before an incident
    occurs. As part of this shift to risk-based decision-making, our
    enforcement efforts are evolving as well.
        The Compliance Philosophy cements in writing what much of the
    agency has been doing for quite some time. It's based on open and
    transparent exchange of information and data between the FAA and
    industry.
        Our goal is to have safe operators, not operators who inadvertently
    make a mistake and then hide it because they're afraid of being
    punished. If there is a failing, whether human or mechanical, we want
    to know about it, learn from it, and make the changes necessary to
    prevent it from happening again.
        By aiming for compliance with the standard first, we free up our
    inspectors to spend more time identifying and correcting problems,
    rather than putting together enforcement cases for unintentional
    infractions.
        This doesn't mean we're going to go easy on compliance, or ignore
    minor issues, or let anyone believe they have a free pass. We will
    continue to have zero tolerance for intentionally reckless behavior,
    repeat failures, or deviation from regulatory standards. We will
    continue to vigorously pursue enforcement action in these
    circumstances.
        In fact, earlier this week, the FAA proposed a $1.9 million civil
    penalty against a company that knowingly conducted dozens of
    unauthorized flights with an unmanned aircraft over Chicago and New
    York for the purposes of aerial photography. This is the largest
    proposed civil penalty to date against an unmanned aircraft operator.
        But in cases where we find flawed procedures, simple mistakes, a
    lack of understanding, or diminished skills, we will use tools like
    training or documented improvements to procedures to ensure compliance.
        This approach recognizes that all aviation stakeholders have a
    vested interest in the safety of our system. That's what Compliance
    Philosophy is all about.
    Unmanned Aircraft
        I'd also like to update you today on the actions the FAA is taking
    in one of the fastest changing areas of the aviation industry: unmanned
    aircraft.
        Yesterday, I testified at a House Aviation Subcommittee hearing on
    our UAS efforts. [AD LIB IMPRESSIONS FROM HEARING. 1/2 PAGE SPACE FOR
    NOTES.]
        Integrating unmanned aircraft into our airspace is a big job, and
    it's one the FAA is determined to get right. We recently filled two
    executive-level positions that are going to build on our momentum and
    help us accomplish this goal.
        One of them is familiar to everyone in this room. Hoot Gibson, who
    worked with us very effectively in leading the Equip 2020 effort, has
    been chosen to serve as the FAA's Senior Advisor on UAS Integration. He
    will focus on external outreach and education, as well as interagency
    initiatives.
        As all of you know, Hoot is coming to us from the NextGen
    Institute, where he showed tremendous leadership as the Executive
    Director. With his departure and the substantial progress we've made on
    the Institute's goals, the FAA will be transitioning the NextGen
    Institute's activities into the agency in the months ahead as we
    continue to work closely with industry through similar entities like
    RTCA.
        We've also tapped Earl Lawrence as the Director of the UAS
    Integration Office within the FAA's Aviation Safety organization. Earl
    previously served as the Manager of the FAA Small Airplane Directorate.
    In his new role, he'll lead our efforts to safely and effectively
    integrate unmanned aircraft into our Nation's airspace.
        Earlier this year, we took an important step forward on that goal
    by releasing a proposed rule that laid out a flexible framework for
    allowing the routine use of small unmanned aircraft. The FAA received
    more than 4,500 public comments on this proposal, and we're working to
    address them before finalizing the rule.
        This, however, is a lengthy process--so we're simultaneously
    pursuing other ways to expand the use of unmanned aircraft.
        We've accommodated more than 1,800 requests for commercial
    operations under our Section 333 exemption process.
    NextGen Progress
        Now, I'd like to move on and share some recent highlights from our
    work implementing NextGen.
    Infrastructure Progress
        As I detailed at our last meeting, the FAA has made tremendous
    progress on building the infrastructure that supports all of our
    NextGen capabilities.
        ERAM is now installed and operational at all 20 of our planned en
    route control centers. We've finished the coast-to-coast installation
    of the ADS-B network, and ADS-B is integrated at all of our en route
    centers. And last month, we took a big step forward on Data
    Communications, one of our key NextGen technologies and one of our four
    NextGen priority focus areas.
        We reached initial operating capability for Data Comm's departure
    clearance services at our three key site towers: Salt Lake City, and
    both Houston airports. These sites are in addition to the highly
    successful Data Comm trials that we implemented at Newark and here in
    Memphis.
        This is an exciting milestone, and there are many people who
    deserve credit for getting us to this point. Everyone at the Salt Lake,
    Bush, and Hobby control towers, as well as at the Salt Lake, Houston,
    and Atlanta Air Route Traffic Control Centers, worked hard to install,
    test, train on, and manage this capability. Our labor partners at both
    the national and local facility levels also made invaluable
    contributions to accomplishing this milestone.
        Additionally, I have to thank our industry partners, including
    FedEx, Southwest, United, and UPS, who provided dedicated flight crews
    so we could test this new capability prior to Data Comm activation at
    these three airports. We're also working closely with the Air Force,
    which has an air national guard base at Salt Lake International.
        As we continue to roll out these new NextGen technologies, we also
    experience the occasional glitch--as we did with ERAM at the Washington
    Air Route Traffic Control Center in August. I've asked Teri Bristol,
    our Chief Operating Officer at the FAA's Air Traffic Organization, to
    update the group on that incident, as well as our cyber security
    strategy for Data Comm.
                        [TERI BRISTOL DELIVERS REMARKS]
    Today's Agenda
        We've got a number of other interesting topics on the agenda for
    today.
        We will start with an update on our joint priorities. Thanks to the
    work we have done in partnership with the NAC, we continue to be
    successful in delivering on these priorities together.
        Over the past year, we have implemented wake recategorization at
    numerous locations. We have implemented new performance based
    navigation procedures. We have published national standards. We have
    improved data sharing. We have also used the results of our studies and
    assessments to identify additional next steps for work that is
    important to industry.
        Most recently, as I mentioned, we completed implementation of our
    first Data Comm key sites. Starting next year, we will deploy Data Comm
    in more than 50 of our air traffic control towers.
        We've made significant progress in surface operations and data
    sharing this summer thanks to industry leadership. They've brought in
    airport operators to the collaborative decision-making process, and
    they've made sure that all users have real-time air traffic control and
    flight movement information to manage air operations more effectively.
        Industry has also worked closely with the FAA to simplify the
    application process for System Wide Information Management data--a
    much-needed improvement in our ability to access this important
    information.
        I continue to be impressed with the collaborative work at the
    subcommittee level and among the NextGen Integration Working Group
    leadership as well.
        Over the last few months, we interviewed more than 20 industry and
    FAA leaders who were involved in the effort to set priorities over the
    last year. You will hear the highlights from those interviews this
    morning.
        As a result, the NextGen Integration Working Group leaders have
    been talking about how we can move forward and ensure our plan remains
    current and relevant to our ever-changing industry.
        While we've had a successful year, this is only the beginning. We
    want to maximize our NextGen capabilities and the benefits we're
    delivering, and we continue to make progress on our efforts to measure
    these impacts.
        The FAA and industry leads for the NextGen Priorities will be
    providing updates on our milestones later this morning, and I know we
    are all looking forward to their report.
        While we're all very focused on the priorities outlined in our
    Joint Implementation Plan, NextGen is more than just these four focus
    areas. Following a request made at the last NAC, Paul Fontaine is going
    to provide a high-level overview of the full scope of our NextGen
    capabilities. With some new NAC members joining us, this is a good
    opportunity to review the overall breadth of our NextGen plans.
        We'll also be delivering on an IOU from our last NAC meeting by
    providing an update on ADS-B equipage progress and trends. John Hickey
    has our team ready to brief you today on where we are with the key
    issues the Equip 2020 team is working on. Equipage rates are
    increasing, but as you will see, we still have a lot of hard work to do
    to ensure we make that important 2020 deadline.
        With Hoot Gibson's move to my office to lead our UAS outreach
    efforts, I want to reiterate the FAA's commitment to supporting Equip
    2020. Quarterly meetings will be held as planned, and we will continue
    to provide logistics and technical support.
        We all know what important work this group is doing--and we're not
    the only ones. Last week, we received word that the Air Traffic Control
    Association will be presenting the Chairman's Citation of Merit Award
    to the Equip 2020 team at their annual conference next month. This
    recognition would not have been possible without your participation and
    leadership, so thank you and congratulations.
        I also want to thank all of our industry partners for their work
    promoting ADS-B equipage. I am confident that aligning our messaging--
    like we did with the NextGen Institute, AOPA, GAMA, and the Aircraft
    Electronics Association at the FAA Safety Center in Oshkosh this year--
    will deliver the results we're after.
        Jim Linney and Bruce DeCleene will also provide an ADS-B
    surveillance roadmap, including:

       The status of the ground infrastructure and airborne
            equipage activity for ADS-B Out;

       The definition and status of initial applications for ADS-B
            In; and

       Proposed future ADS-B In applications.

        Jim will also cover the FAA's work on space-based ADS-B and our
    progress toward a common weather picture.
        Additionally, you'll have the opportunity to hear from Mark Bradley
    on our work to formulate a new PBN Strategy. At the FAA's request, the
    PARC kicked off a technical review of this PBN Strategy document in
    August. They've identified two non-technical areas where they would
    like support from this Committee. Not surprisingly, one of those areas
    is traffic flow.
        Traffic flow management is essential to optimizing the flow of
    aircraft as they approach and depart congested airspace. The FAA has
    been working on this issue using Time Based Flow Management, or TBFM.
        We're on target to publish a set of national procedures this
    December that includes a policy for the use of TBFM to support PBN
    implementation. We've conducted an in-depth study on the soft skills
    and culture changes that will be necessary to make TBFM a success. We
    held our first TBFM Customer Forum in August, and we'll be holding
    discussions on how to measure TBFM performance and activities going
    forward.
        While the importance of flow management and its associated
    automation capabilities are well known, the PARC agreed that additional
    focus from the NAC in this area is needed.
    Community Engagement on Noise
        Finally, we can't discuss PBN without also engaging on the issue of
    noise.
        There are now more satellite-based procedures than conventional
    procedures in our skies, and the vast majority of PBN procedures have
    been implemented seamlessly and without controversy.
        Over the last two decades, we've made significant progress in
    reducing the noise footprint for people living around airports. This
    has been accomplished with advances in aircraft technology, operational
    procedures, and programs to work with airports to mitigate noise.
        But as individual aircraft noise levels have decreased, we've seen
    increases in the number of operations, particularly during nighttime
    hours, and in the number of people living around airports. Our
    procedural actions as we implement NextGen also sometimes result in
    changing flight patterns and noise for communities around airports.
        As a result, we've seen an increasing level of public debate,
    political interest, and even litigation related to aircraft noise.
    Given these trends, the FAA's engagement with communities is more
    important than ever.
        Efforts are already under way within the FAA to improve our ability
    to interact with communities on noise issues in ways that are
    transparent, inclusive, responsive, and productive. We're committed to
    being smart and thoughtful about educating, involving, and getting
    input from residents--building on good past practices and using new
    techniques, including social media.
        In Southern California, for example, we just today closed an
    unprecedented 120-day public comment period for the Southern California
    Metroplex Draft Environmental Assessment. We've held more than twice as
    many public workshops as we have for any other Metroplex project. And
    we've made a number of online tools available that let residents look
    up noise levels for their communities and see current and proposed
    flight tracks on Google Earth maps.
        We're also conducting early outreach to airport authorities to help
    us identify local environmental sensitivities and improve decision-
    making. Additionally, we are starting to introduce environmental
    considerations earlier in the procedural design process to better
    understand interdependencies and consequences.
        But this issue won't be solved by the FAA alone. We need to work
    together to ensure that NextGen enhancements are successful and provide
    a sustainable environment for underlying communities.
        We all have to lean in.
        We need the entire aviation industry to work with us on engaging
    communities, getting them comfortable with proposed changes, and
    explaining the capacity and efficiency benefits of new procedures.
        By working together, we can make sure NextGen has a net positive
    impact for everyone.
    Conclusion
        Thank you for the opportunity to address you today. This concludes
    the FAA report.
                                     ______

    DRAFT--NOT FOR RELEASE          10/7/2015 11:15 AM
    Mike Whitaker
    ICAO NACC meeting
    October 13, 2015
    Montego Bay, Jamaica

    Reviewed by: Carey Fagan, Krista Berquist, Michelle Westover
    Thank you, Mr. Chairman.
    Hello everyone.
       I regret that I will be unable to stay until the end of the
            meeting, but a few hours in a place like this is worth the
            trip. My thanks to Mr. Nari (NAR-e) Williams-Singh and the JCAA
            for their gracious welcome and their hospitality.

       On behalf of the United States, I am pleased to present
            Working Paper 1.

       The United States is a proud member of the NACC region.

       We're eager to partner with our neighbors to ensure the
            safety and efficiency of aviation in this region.

       In this working paper, we want to highlight some priority
            areas in need of additional attention to meet our shared goals.
    Regional Air Traffic Data
       Nearly 75 percent of international flights from the U.S. are
            headed for destinations in the Western Hemisphere region.

       Of that traffic, nearly 17 percent are going to the
            Caribbean.

       In 2014, more than 7 million passengers originating in the
            U.S. flew to the Caribbean.

       We also have more than 900,000 aircraft that cross 7
            adjacent flight information regions in the Central American and
            Caribbean (CAR) region.
    Forecasted Growth
       Looking to the future, the traffic between the United States
            and the CAR region will likely outpace the growth with other
            regions.

       In fact, air traffic in the Caribbean is expected to grow
            rapidly, between 5-6 percent over the next two decades; the
            region is second in the world behind the Middle East in terms
            of aviation.\1\
    ---------------------------------------------------------------------------
        \1\ According to the International Air Transport Association

       Looking behind these numbers--we see trade, tourism, and
    ---------------------------------------------------------------------------
            greater prosperity for our respective countries.

       We want to enable this growth in a way that ensures safety
            and maximizes efficiency.
    Port of Spain Declaration
       In 2013, the NACC Member States approved the Port of Spain
            Declaration to prioritize regional implementation of ICAO
            standards aligned with the Global Air Navigation Plan (GANP)
            and the Global Aviation Safety Plan (GASP).

       We've seen, however, a lack of effective regional
            implementation of standards in the area of aerodrome safety,
            and slow implementation of Aviation Safety Block Upgrade
            (ASBU)-related technologies.

       As identified in Paragraph 2 of Working Paper 1, let me
            cover these areas a bit more.
    Aerodrome Safety
       The Port of Spain Declaration includes a performance target
            to increase the number of certified aerodromes in the region.

       The region also has identified deficiencies related to
            aerodrome certification, runway safety, and wildlife mitigation
            programs.

       Addressing aerodrome safety matters is critical to creating
            a safe airfield environment for operating aircraft and to
            minimize risks related to runway excursions and their
            consequences.
    Air Navigation
       Region-wide Air Traffic Flow Management (ATFM)
            implementation is a key goal in the Port of Spain Declaration,
            and significant support is needed to support Member States on
            this initiative.

       This region is characterized by multiple air navigation
            service providers operating in a non-integrated network.

       Highly variable weather patterns and system complexities
            contribute to schedule uncertainties and delays.

       The FAA has been a strong advocate for the global
            implementation of Collaborative Decision Making (CDM) within an
            integrated ATFM system. The development of a regional ATFM/CDM
            network in collaboration with ICAO and industry partners would
            contribute to greater operational efficiency in the Caribbean
            Region.
    System Wide Information Management
       The FAA recommends greater regional implementation of System
            Wide Information Management (SWIM).

       SWIM will provide the region with increased capacity for
            exchanging information on traffic flow constraints such as
            ground delays and ground stops.

       SWIM implementation also provides the ability to
            automatically distribute weather-related pilot observations to
            controllers, which will further enhance safety and capacity.
    FAA Support for Regional Initiatives
       The FAA and other regional members have provided technical
            expertise as part of ICAO's CAR Project, which aims to support
            regional ASBU implementation and remedy air navigation
            deficiencies.

       In terms of regional achievements, I want to point out the
            welcome developments in the normalization of U.S. relations
            with Cuba. This administration believes that the most effective
            way of working with our neighbors is through engagement and the
            FAA is proud of its track record in support of this.

       I am happy to say that the years of engagement have proven
            successful and have guaranteed safe passage between our
            adjoining airspaces for millions of passengers.

       In fact, this week the FAA has an expert in Cuba to support
            a CAR Project on runway safety. Also, this past July, we sent
            someone to Cuba to assist with ATFM capabilities.
    In Closing. . .
       The Port of Spain declaration is a strategic plan for
            implementation of the GANP and the GASP, but it can be
            challenging to complete critical targets on your own.

       Working Paper 1 provides two recommended actions. The first
            encourages all NACC Member States to consider the Port of Spain
            Declaration regional performance targets and take action in
            meeting these goals. What can we do by 2016 to make real
            progress on these goals?

       The second recommended action strongly encourages the ICAO
            Council, through application of the ``No Country Left Behind''
            initiative, to give attention and resources to regional
            initiatives that are aligned with regional performance targets.
            Specifically, priority goals related to aerodrome certification
            and air navigation improvements should be a major focus.

       Providing needed attention to these issues will ultimately
            improve aviation on a system-wide basis throughout the NACC,
            and ultimately contribute to a more effective global aviation
            system.
                                     ______

                          Administrator Michael Huerta
                       Deputy Administrator Mike Whitaker
                                 FAA Town Hall
                                 Washington, DC
                                December 3, 2015
                      OPENING: THE ``BEST OF'' FAA (1/2)
                                 [HUERTA LEADS]
       It's hard to believe the end of 2015 is almost here.

       You know what that means--``Best of 2015'' lists are popping
            up all over the place.

         People are debating the best movies, best restaurants,
                best albums--I'm personally partial to [AD LIB].

       This, of course, got me thinking about our own ``Best of''
            list.

       It was certainly a big year for the aviation industry as a
            whole.

         The American Airlines--US Airways merger closed.

         Delta bolted from Airlines for America.

         A gyrocopter took a trip down the National Mall.

         And Mike and I got called to testify at more
                Congressional hearings than we can even recall.

       But when I think about our year here at the FAA, I'm filled
            with a tremendous amount of pride.

       We accomplished a lot--so today, Mike and I are going to
            make our own ``Best of'' list:

         Five areas where we think we made the most progress in
                2015, and

         What we see on the horizon for 2016.

       Then we'll get to your questions.

       This year, I've made a number of trips abroad--from London
            and Paris to Dubai. I even have a series of meetings scheduled
            in Israel in a few weeks.

       Meeting with our international counterparts is an important
            opportunity to advance America's aviation interests abroad.

       Since safety is our top priority, I shared best practices
            for maintaining strong regulatory oversight and manufacturing
            standards in growing markets like the Middle East while I was
            in Dubai.

       In Paris, I focused on harmonization agreements that ensure
            NextGen will be interoperable with other air traffic
            modernization systems like SESAR in Europe.

       Other countries often wrestle with the same issues we do, so
            these meetings also let us learn from each other. In London, we
            discussed the challenges of integrating unmanned aircraft and
            commercial space, as well as working with communities on
            environmental issues associated with performance based
            navigation.

       International engagement also helps us find ways we can work
            together to promote aviation safety around the globe.

         In the aftermath of the disappearance of MH370, the
                FAA committed to working with ICAO to find a way to make
                global flight tracking a reality.

         We're also working with other ICAO members to share
                more information about conflict zones that may threaten
                civil aviation.

       The FAA made tremendous progress in building the
            infrastructure that supports NextGen this year.

         ERAM is now installed and operational at all 20 of our
                planned en route control centers.

         ADS-B is now integrated at all of our en route
                centers.

         Data Communications is now in use at Newark, Memphis,
                Salt Lake City, and both Houston airports.

       We continue to work closely with the NextGen Advisory
            Committee to deliver measureable benefits to consumers,
            industry, and aviation stakeholders across the country.

         Over the past year, we've implemented new performance
                based navigation procedures and wake re-categorization at
                numerous locations.

         We've also improved data sharing and identified next
                steps for work that is important to industry.

       We made progress on our commitment to making aviation more
            environmentally-friendly, as well.

         We kicked off CLEEN II by selecting eight companies to
                develop technologies that reduce fuel consumption,
                emissions, and noise.

         We also stepped up our efforts to engage with
                communities on noise issues, like we did with the Northern
                California Metroplex.

       The FAA's new Compliance Philosophy is designed to help us
            achieve a higher level of safety.

       The goal of the Compliance Philosophy is to:

         Find problems before they result in an incident

         Use the most appropriate tools to fix those problems,
                and

         Monitor the situation to ensure they stay fixed.

       The success of the Compliance Philosophy relies on buy-in
            from FAA employees --and we're already seeing good results as
            we roll it out across the agency.

       In October, the Flight Standards and Aircraft Certification
            teams took more than 300 compliance actions in total.

       This means that issues were identified and documented, and
            corrective actions were applied--without having to take
            enforcement actions.

       This doesn't mean enforcement actions are off the table.
            They are still being used when it's appropriate--like when we
            find intentional or reckless deviations from regulatory
            standards or patterns of negative behavior or performance that
            represent an unacceptable risk to safety.

       But the data shows us that there's been a decrease in the
            use of enforcement between October and November.

       We'll continue to monitor the metrics, but initial
            indications show our new Compliance Philosophy is delivering
            positive results from a safety, resource, and efficiency
            perspective.

       Our Compliance Philosophy is just one part of our overall
            efforts to improve safety by embracing risk-based decision-
            making at the FAA.

       Earlier this year, we finalized a rule requiring most U.S.
            commercial carriers to have Safety Management Systems in place
            by 2018.

         This formalizes what many airlines are already doing
                voluntarily and brings those who aren't already involved on
                board.

       We hosted a Runway Safety Call to Action that brought
            together a wide range of aviation partners to discuss ways to
            cut down on runway incursions.

         I also want to thank all of our employees who
                submitted ideas through our Runway Safety Idea Challenge on
                IdeaHub.

       We also made important strides forward in general aviation
            safety.

       This summer, we launched Fly Safe, a new national safety
            campaign to educate the GA community on how to avoid Loss of
            Control accidents.

       We also continue to promote ADS-B equipage in advance of the
            January 2020 deadline.

         ADS-B provides real safety benefits for GA pilots--
                allowing air traffic controllers to pinpoint their aircraft
                with far greater accuracy and providing free weather and
                traffic updates that improves situational awareness.

       The FAA is committed to create a strong culture of safety
            and responsibility in the unmanned aircraft community through:

         Registration. We're considering task force
                recommendations and public comments, and we will have a
                system in place soon. FAA employees will soon have an
                opportunity to test this registration system, and I
                encourage everyone to participate so we can make
                improvements before the public launch.

         Education. We're working with government and industry
                partners to conduct outreach through the Know Before You
                Fly and No Drone Zone campaigns. We also launched a beta
                version of the B4UFLY app.

         Enforcement. We're pursuing penalties and enforcement
                actions against people who don't operate within the law.

       We're also working to put a regulatory framework in place
            for commercial unmanned aircraft operations.

         Earlier this year, we proposed a rule that would allow
                small UAS operations we know are safe.

         We've approved more than 2,200 requests for commercial
                operations under our Section 333 authority.

         We launched the Pathfinder Program, a public-private
                partnership that will help us expand UAS operations beyond
                the parameters of the small UAS rule.

       As we look to the future, we know that our approach to
            integrating unmanned aircraft must be as nimble as the
            technology itself.

       While it's important to reflect on all we've accomplished at
            this time of year, it's also an opportunity to look toward the
            future.

       For example, in 2016:

         Congress will consider our reauthorization bill.

         We'll finalize our small unmanned aircraft rule.

         We'll release our long-awaited re-write of Part 23.

         We'll ramp up work on our new Caribbean Strategy,
                which will help our neighbors mature their aviation
                systems.

       If we're going to be successful in tackling these, and so
            many other issues, we're going to need help from each and every
            one of our employees.

       I would ask each of you to think about how we can work
            safer, smarter, better, and together--every day.

       As an organization, the FAA can't achieve any of its goals
            if we don't have the right people to work on them.

       That's why we're committed to building the Workforce of the
            Future and developing employees into the leaders the FAA needs
            to be successful.

         This year, we rolled out a New Hire Orientation
                program that helps new employees better understand the
                FAA's mission and their role supporting it.

         The FAA Leadership and Learning Institute also
                launched new and updated curriculum for management
                trainees.

       With Annie Andrews, our new Assistant Administrator for
            Human Resource Management, on board, I know we'll be able to
            build on this momentum in 2016.

       What makes America's aviation system the best in the world
            is all of you--our employees.

       So let me close by simply saying: thank you.

       Mike and I, along with the entire FAA leadership team, value
            your service, and your feedback.

       Now, let's get to your questions.

       As Michael points out, we continue to accomplish a lot as
            congress and industry debate this bill. YOU continue to
            accomplish a lot and keep our system safe.

       During our last town hall, Michael and I discussed some of
            the FAA's achievements in 2015.

         Building the infrastructure that supports NextGen:

         ERAM was completed last year--we now have cutting edge
                technology running the heart of our ATC system

         The ADS-B ground infrastructure has been fully
                installed

         We continue to reach higher levels of safety with SMS
                and our new Compliance Philosophy; and

         We're preparing our workforce for the future with new
                onboarding and training initiatives.

       That good work continues this year as we finalize the small
            unmanned aircraft rule,

         and release our long-awaited rewrite of Part 23.

       Even with the uncertainty surrounding reauthorization right
            now, we must continue working toward these goals.

       And as Michael said, those goals are evolving as the
            aviation industry rapidly changes.

       Much of this change relates to our efforts to incorporate
            new users in the NAS--commercial space and UAS--both of which
            are part of our strategic priorities.

       Last week, I spoke at the Commercial Space Transportation
            Conference, and discussed the fact that in 2012 there were only
            three licensed commercial space transportation operations. This
            year, that number will be close to 50.

       The President's budget reflects this tremendous growth by
            requesting additional resources to support our commercial space
            integration efforts.

       For UAS, as you all know, our employees undertook a heroic
            effort--working weekends and holidays--to build and launch a
            registration system in record time.

       Employees from across the agency stepped up to do this.

       This was a major step in our efforts to create a culture of
            safety and responsibility in the unmanned aircraft community,
            and the speed at which you accomplished this is a true
            testament to your dedication.

       We're already seeing great results from your hard work.

         To date more than 330,000 pilots have registered.

       You may also be aware that we've teamed with various outside
            entities on our No Drone Zone campaign. One of the public
            service announcements we produced aired on the scoreboard
            before the Super Bowl, reaching a wide and diverse audience.

       All of this success is a credit to you. No matter the
            situation, the FAA workforce is known for its unwavering focus
            on maintaining the safest and most efficient aerospace system
            in the world.

       I have no doubt you'll maintain that focus in the days and
            weeks ahead.
                 [HAND BACK TO MICHAEL FOR ADDITIONAL REMARKS]
    FINAL          3/7/2016 1:00 PM
    Mike Whitaker
    AOC All-Hands Meeting
    Washington, DC
    March 8, 2016

       As Jenny mentioned, AOC accomplished a lot last year--
            working with every line of business to promote the FAA's
            mission of providing the safest, most efficient airspace system
            in the world.

       [REFLECT ON WHAT YOU HEARD DURING PRESENTATION.]

       In 2016, we're not slowing down.

       The FAA is working on a lot of high-profile issues--from
            NextGen to unmanned aircraft--and the American people are
            looking to our agency for guidance.

       So as we innovate the way we manage air traffic in this
            country, we should also think about how we can innovate the way
            we communicate with the people who care about our work.

       We need to find new ways to reach our audience--whether it's
            Congress, manufacturing and industry stakeholders, or a
            hobbyist who just bought their first drone.

       We also need to find new ways to work together--because
            whether you work in internal or external communications, we all
            need to be speaking with the same voice.

       AOC is a small office, but its impacts can be felt in every
            corner of the FAA. Thank you, and keep up the good work.
                                     ______

                       Deputy Administrator Mike Whitaker
                                GA Safety Summit
                                 Washington, DC
                                 March 31, 2016
       Hello everyone. Thank you for joining us.

       Before we get started, I want to briefly mention that we
            announced the selection of Shell and Swift Fuels as finalists
            for testing an unleaded replacement for avgas earlier this
            week.

       This is an important step forward in our efforts to
            eliminate the GA community's reliance on leaded fuel, which I
            know many of you are interested in and have been supportive of.

       We're on track for testing to begin this summer and conclude
            in 2018, and we're looking forward to seeing the results.

       Now let's get to our reason for being here today: general
            aviation safety.

       In 2009, we committed to reducing the GA fatal accident rate
            by 10 percent by 2018.

       Today, I'm happy to share some good news: last year, we hit
            our goal for the first time.

       And 2016 is off to a great start--we're already meeting our
            numbers for this year.

       Our gains are impressive--and they're a testament to the
            work being done by the GA Joint Steering Committee, which Griff
            will talk about in a few minutes.

       But we still have more work to do. Last year, 384 people
            died in 238 general aviation accidents.

       We're approaching this from a few different angles--some of
            them technological, some of them regulatory, and some of them
            educational.

       On the technology side, I got to see some of the benefits
            firsthand when I went airplane shopping recently and checked
            out a Cirrus SR20 that came equipped with an Angle of Attack
            indicator, as well as ADS-B In and Out.

       There's no question that ADS-B is one of NextGen's most
            important safety technologies, and we're continuing to work
            closely with the Equip 2020 team to get it into more general
            aviation aircraft.

         As of March 1st, more than 13,000 GA aircraft
                currently have rule-compliant ADS-B equipment.

         We estimate as many as 140,000 additional aircraft
                must be modified in advance of the January 2020 deadline.

         We'll be working with the GA community to announce
                some ideas about how to increase early equipage in the
                coming weeks.

       We're also looking for better ways to help the private
            sector access aeronautical data currently provided by the FAA,
            as well as identify additional data we could provide.

         Our goal is to help industry be in a position to
                create innovative products and technologies that are
                intended to improve safety and efficiency in the aviation
                industry.

         We'll begin the conversation at Sun `n Fun, and we'll
                be contacting you in the next few months for feedback on
                how the GA industry can work together to ensure the FAA is
                providing the data you need.

       On the regulatory side, we've made considerable progress on
            a few notable issues.

       As you all know, we recently released our proposed rewrite
            of Part 23, which would overhaul the airworthiness standards
            for small GA aircraft.

         We hope to help incorporate emerging technologies into
                the marketplace, as well as encourage new, safer product
                designs.

         I want to thank all of you who worked closely with us
                on this rewrite.

       Another policy we've been working on will streamline the
            approval process for Non-Required Safety Enhancing Equipment.

         We're reviewing the public comments on our draft
                proposal now and will issue the final policy in the coming
                months.

         Ultimately, this will make it easier to get safety-
                enhancing equipment into GA aircraft.

       We're also updating key elements of the airman certification
            system by replacing the practical test standards with
            certification standards that focus on risk management.

         This will help pilots understand how knowledge, skill,
                and risk assessment work together to ensure safe
                operations.

       Finally, we all know how important education and training
            are to improving general aviation safety.

       I want to thank all of you for continuing to collaborate on
            the Fly Safe campaign, which is educating the GA community on
            how to avoid Loss of Control accidents.

         Together we have reached 35 million followers on our
                social media platforms, including Twitter, Facebook,
                LinkedIn, Instagram, and YouTube.

       When government and industry work together, like we are
            doing through the GA Joint Steering Committee and the U.S.
            Helicopter Safety Team, we can make a significant difference.

       Summits like this provide an excellent opportunity to
            continue building on the momentum by sharing ideas and working
            on solutions.

       Thank you again for being here today, and I look forward to
            our discussion.
                                     ______

                       Deputy Administrator Mike Whitaker
          Sun `n Fun External Data Access Initiative Listening Session
                                 Washington, DC
                                 April 7, 2016
                                  INTRODUCTION
       Some of you probably showed up today expecting to hear from
            John and Martha King--and instead, you're stuck with me.

       And I'm here to talk about data! Wait, don't all head for
            the doors at once.

       I know it can be hard to get excited about massive
            spreadsheets and a bunch of ones and zeros.

       But data is the foundation for everything we do at the FAA.

       It helps us maintain the safest aviation system in the
            world, and it allows us to make our processes more effective
            and efficient.

       We also believe this data has the potential to spur
            innovation in the marketplace via the creation of new
            applications and services that aviation users want and need.

       That's why we recently launched a new initiative--Got
            Data?--to increase the public's access to the FAA's
            aeronautical data.

       We're reaching out to stakeholders who have used this type
            of data in the past, as well as companies that may be
            interested in using it in the future.

       Today, we want to hear from all of you.

         What types of additional aeronautical data would you
                like the FAA to provide to the public?

         How can we improve your access to aeronautical data,
                and in what formats?

         With better access to data, what kinds of products and
                services do you think could be developed to advance the
                aviation industry?

       But before we get to that, I think it'd be valuable to
            provide some context on the FAA's current data sharing
            practices.

       I'm going to turn things over to Larry Grossman, the FAA's
            Deputy Director for Information Security and Privacy, who will
            talk briefly about what data you currently have access to.

       Then he'll open it up for discussion.
                                   CONCLUSION
       Thank you all for being here today. This has been a
            productive discussion, and I look forward to taking your
            feedback to our team at the FAA.

       Today is only the beginning of this conversation about data
            access--and we've got a few ways you can continue to provide
            input.

         You can arrange a one-on-one meeting with a member of
                our team, which Larry can help you set up.

         You can also let Larry know if you'd like to
                participate in a stakeholder task force meeting in
                Washington, DC, at the end of April.

         And if you know anyone who isn't here today who would
                like to provide input, you can direct them to the online
                survey we've created. We've got the details and the web
                address on some flyers up here.
                                     ______

    FINAL          4/6/2016 2:00 PM
    Mike Whitaker
    Sun `n Fun
    Lakeland, FL
    April 8, 2016

        Thank you for that introduction, Dennis [Roberts, Regional
    Administrator for the Southern Region].
        It's great to be back here for Sun `n Fun. This is always one of my
    favorite events, both as Deputy Administrator of the FAA, and as a
    pilot.
        Being surrounded by all of you--people who live and breathe
    aviation--is an inspiration to me. I can only hope one day I'll have
    accomplished half as much as the Master Pilots we honored earlier. I'm
    already counting the minutes until I can climb into the cockpit again.
        When I got here yesterday, I made sure I had plenty of time to
    check out all of the aircraft and exhibits--and there was plenty of
    innovation on display. [AD LIB impressions from tour.]
        Yesterday wasn't just about checking out the latest and greatest
    technologies, though--I also fit in some time for business. I held a
    listening session on the FAA's new ``Got Data?'' initiative.
        I know, I know--it sounds pretty boring. It's tough to get excited
    about data--massive spreadsheets and a bunch of ones and zeros. But
    data is the foundation for everything we do at the FAA. And our data
    often makes its way into the tools you rely on in the cockpit every
    time you fly.
        Avionics manufacturers turn the navigational charts and instrument
    approaches the FAA produces into a wide variety of electronic products.
    These feed into your flight management systems and iPads. The biggest
    advantage of these new products is that they enable pilots to have
    greater awareness about where they are, and what lies ahead, than ever
    before. And it all fits in the space of a silicon chip.
        Now imagine what could be possible if we opened up more of our data
    to more partners in more formats. That's the idea behind Got Data. We
    want to find better ways to help the private sector access aeronautical
    data currently offered by the FAA. We also want to identify additional
    data resources we could provide. Our goal is to help industry be in a
    position to create innovative products and technologies that are
    intended to improve safety and efficiency in the aviation industry.
        We got great feedback at our listening session. [AD LIB impressions
    from meeting.]
        That's one of the many things I love about Sun `n Fun. The general
    aviation community doesn't hesitate to speak up. And the FAA is
    listening to what you have to say.
        One area we heard you loud and clear on was pilot testing. As
    someone who got his pilot certificate not too long ago, I think we can
    all agree that there was plenty of room for improvement on the
    knowledge test. It focused too much on memorizing things you didn't
    really need to know to be a safe pilot. And it didn't ask anything
    about risk management, which every pilot needs to use in real-world
    operations.
        That's changing. This June, we're starting the rollout of our new
    Airman Certification Standards. By integrating knowledge and risk
    management with practical skills, these standards define what a pilot
    needs to know, consider, and do to fly safely in America's complex
    airspace.
        This is good news, whether you're planning to get a new certificate
    or you've had your pilot's license as long as some of our Master
    Pilots. By keeping knowledge questions current and incorporating risk
    management into pilot training and testing, we can ensure our airspace
    is safer for everyone.
        We're not just improving our approach to pilot certification.
    Hobbyists and manufacturers alike have asked the FAA to revisit our
    small airplane certification standards for years.
        Last month, we took a significant step forward by releasing our
    proposed rule to rewrite Part 23. Instead of requiring certain design
    elements on specific technologies, the new Part 23 will define the
    safety outcomes we want to achieve. This approach recognizes there's
    more than one way to deliver on safety--and it provides room for
    flexibility and innovation in the marketplace.
        Our Part 23 rewrite will overhaul how we certify aircraft in the
    future. But we also recognize how important it is to modernize the
    existing general aviation fleet.
        In 2014, we developed a streamlined process for installing angle of
    attack indicator systems. Last year, we clarified the process for
    installing electronic attitude indicators. We're now building on this
    progress with a new policy that will make it easier to install other
    non-required safety-enhancing equipment in GA aircraft.
        We want to reduce unnecessary regulatory barriers that make it
    costly and time-consuming to develop and install these exciting
    technologies. They might not be required by a rule, but these tools
    still provide a number of valuable safety benefits--and we want to make
    sure you can easily take advantage of them.
        Of course, some tools are so revolutionary that the FAA does
    require them for all aircraft. ADS-B is one of these technologies.
        I've talked here before about ADS-B and all of its benefits. I got
    to see them firsthand when I went airplane shopping recently and
    checked out a Cirrus SR20 that came equipped with ADS-B In and Out. It
    gives a GA pilot a view that's similar to what a commercial jetliner
    pilot can see with the Traffic Alert and Collision Avoidance System.
    And it's particularly useful--and enhances safety--in busy airspace.
        All of us have been in the sky and had a controller tell us
    something like: you've got traffic at 2 o'clock, at an altitude of 400
    feet below you. The response is almost always the same: you start
    craning your neck and peering into the distance so you can report,
    ``Traffic in sight.''
        With ADS-B, that traffic will be displayed on your screen. You'll
    know exactly where that other aircraft is, the other pilot will know
    where you are, and you'll both have a good idea of what the controller
    is seeing as well.
        But this only works if everyone in our airspace is using the
    technology. That's why we're holding firm on the January 1, 2020
    equipage deadline.
        I know the issue with this, obviously. If someone tells me I have
    to do something by 2020, that means I'm not thinking about it until
    2019--late 2018 at the earliest. Unfortunately, since there's likely to
    be a capacity issue at repair stations as we get closer to the
    deadline, this approach may end up leaving your aircraft grounded for
    the early part of 2020.
        My advice is: don't wait until the last minute. This is a great
    time to get your aircraft in ahead of the crowds. Prices on ADS-B
    equipment have fallen considerably--some units can be found for as low
    as $1,500. So visit some of the manufacturers here at Sun `n Fun. Make
    an appointment with your local repair shop. The time to equip is now.
        There's one theme at the heart of all of the initiatives I just
    mentioned: safety. It's the common goal that unites the FAA with every
    level of the aviation industry. And it's the principle that unites each
    of us--pilot to pilot.
        I hope you'll join me today in making a personal commitment to
    safety. It's our responsibility to keep our skills sharp and operate
    safely every time we sit in the cockpit. No matter how long you've been
    flying, a safety refresher is always a good idea. I hope you'll
    consider checking out our Fly Safe campaign, which we launched last
    year on FAA.gov to help prevent Loss of Control accidents. We have a
    lot of terrific resources available for you to take advantage of.
        Thanks for being here today. Now it's time for my favorite part of
    the day: hearing from you. I'm going to ask a few of my colleagues from
    the FAA to come up here and join me so we can answer some of your
    questions.
                                     ______

    FINAL          4/6/2016 2:00 PM
    Mike Whitaker
    Sun `n Fun Outline
    Lakeland, FL
    April 8, 2016
    Sun `n Fun is one of my favorite events as both Deputy Administrator
            and as a pilot.
       Impressions from exhibits on Thursday.
    Yesterday I held a listening session on the FAA's new Got Data?
            Initiative.
       Data feeds valuable tools we use in the cockpit.

       Got Data? goals:

         Improve industry access to aeronautical data the FAA
                currently provides.

         Identify additional data we could provide.

         Support industry's creation of innovative tools that
                are intended to improve safety and efficiency.
    The GA community doesn't hesitate to speak up, and we've heard you on a
            number of issues.
       Pilot Testing

       Small Airplane Certification

       Safety Technologies
    In June, we're rolling out new Airman Certification Standards.
       Integrates knowledge and risk management with practical
            skills.

       Tests pilots on what they need to know and do to operate
            safely in real-world scenarios.
    We're revamping our small airplane certification standards.
       Published rule to rewrite Part 23 early last month.

       Moves from prescriptive design requirements to a new
            performance-based standard.

       Ensures safety while allowing for industry innovation and
            flexibility.
    We also support modernizing the existing GA fleet.
       2014: Streamlined process for installing angle of attack
            indicators.

       2015: Clarified process for installing electronic attitude
            indicators.

       2016: Building on this progress with new NORSEE policy.

         NORSEE = Non-Required Safety Enhancing Equipment.

         Makes it easier to get safety-enhancing equipment into
                GA aircraft.

         Expect final policy in the coming months.
    ADS-B is a revolutionary technology--that's why the FAA is requiring it
            for all aircraft.
       Impressions from using ADS-B In and Out in the cockpit.

       Full benefits require everyone to be equipped.

       January 1, 2020 deadline is set.

       Don't wait until the last minute to equip.

         Prices as low as $1,500.

         Get in ahead of the crowds at repair stations.
    Safety is at the heart of all the initiatives I just mentioned.
       Make a personal commitment to safety.

       Check out Fly Safe campaign on FAA.gov.
                                     ______

    FINAL          6/3/2016 12:00 PM
    Mike Whitaker
    ADS-B Rebate Program Launch Conference Call
    Washington, DC
    June 6, 2016

        Thank you, Mr. Secretary.
        Automatic Dependent Surveillance--Broadcast consists of two pieces:
    ADS-B Out, and ADS-B In.
        ADS-B Out transmits information about a plane's altitude, speed,
    and location to air traffic control and other nearby aircraft.
        ADS-B In allows aircraft to receive traffic and weather information
    from ground stations and see nearby aircraft that are broadcasting
    their positions through ADS-B Out.
        As the Secretary mentioned, we've set a January 1, 2020 deadline
    for aircraft to be equipped with ADS-B Out. Owners can choose to
    install ADS-B Out equipment to meet this requirement, or they can
    purchase an integrated system that includes ADS-B In.
        Our new $500 rebate will help offset the cost of purchasing this
    equipment.
        Owners of U.S.-registered, fixed-wing, single-engine piston
    aircraft can take advantage of this offer, provided they purchase
    equipment that meets the FAA's technical standards. To be in
    compliance, an aircraft must have installed an approved GPS receiver
    and an ADS-B Out system.
        Only installations performed after the program launches this fall
    will be eligible for the rebate. New aircraft or aircraft that have
    already been equipped with ADS-B will not be able to participate.
        We'll be issuing 20,000 rebates on a first-come, first-serve basis
    for one year starting this fall, or until all 20,000 rebates are
    claimed--whichever comes first.
        So our message to general aviation aircraft owners is pretty
    simple: it's time to equip. The 2020 deadline will not change. Apply as
    soon as the rebate system is launched to reserve your spot and get a
    rebate.
        It's particularly important for owners to contact their local
    repair shops and schedule an installation appointment, as well.
        There's likely to be capacity issues at repair stations as we get
    closer to the deadline. We don't want pilots to end up grounded in the
    early months of 2020 because of an installation delay.
        We'll be working closely with the Aircraft Owners and Pilots
    Association, the Aircraft Electronics Association, and the General
    Aviation Manufacturers Association to help get the word out about our
    new rebate incentive.
        Full details about the program and application process can be found
    on our website, and I'd encourage aircraft owners to sign up to be
    notified as additional information and deadlines become available in
    the coming months.
        Thank you.
                                     ______

                       Deputy Administrator Mike Whitaker
                               Executive Off-Site
                                 Cambridge, MD
                                 June 28, 2016
              DAY 1: UNMANNED AIRCRAFT REGISTRY CASE STUDY SESSION
       In late October, Secretary Foxx laid out an ambitious goal
            for our team: to create and launch a registration system for
            unmanned aircraft before Christmas.

       This was no easy feat.

         We had to convene a task force of government and
                industry stakeholders to get their feedback.

         We had to review their recommendations.

         We had to write an interim final rule.

         We had to build and test a new registration system
                that would be easy for consumers to use.

         And we had to do everything in less than two months.

       This kind of project--on that kind of timeline--isn't
            supposed to be possible in government.

       But we set the goal and put a stake in the ground.

       We brought all hands on deck, from many different lines of
            business.

       Everyone stepped up--working long hours and going above and
            beyond to help get this project across the finish line.

       Some even worked weekends and holidays.

       And we got it done.

       Thanks to the efforts of our team, almost 500,000 unmanned
            aircraft owners from across the county have already registered
            their devices.

       This wasn't just a huge accomplishment for the FAA as an
            agency.

       It was an example of government innovating, cutting through
            red tape, and using technology to tackle emerging risks.

       Now I'd like to ask Jim Eck and some of his team members who
            are here on stage to talk about this project from their own
            perspective.
                             [JIM ECK & TEAM SPEAK]
       We need to see more of this type of problem-solving--of
            taking a blank sheet of paper and figuring out the best way to
            tackle an issue before trying to fit it into one of our
            existing processes.

       We know it isn't possible to tackle every project within the
            timeline of the unmanned aircraft registry, but we can approach
            our work with the clarity and focus that the team just talked
            about.

       The question for us to explore today is: How could we make
            it easier to work this way? Are there barriers to remove? Are
            there new processes to put in place?

       Michael G. Whitaker U.S. Senate Committee on Commerce, Science, and
                                 Transportation
            Questions, Speeches, Panel Discussions and Presentations
    ------------------------------------------------------------------------
     Year     Month     Date      Organization       Location        Type
    ------------------------------------------------------------------------
    2013    June      6/27/13  Runway Safety       Boston, MA    Speech
                                Improvements at
                                Boston Logan
                                International
                                Airport
    2013    July      7/9/13   RTCA Policy Board   Washington,   Remarks
                                                    D.C.
    2013    July      7/16/13  JPDO Board meeting  Washington,   Board
                                                    D.C.          meeting
    2013    July      7/18/13  ALPA--Air Safety    Washington,   Forum
                                Forum--closing      D.C.
                                remarks
    2013    July      7/24/13  Tech Center Town    Atlantic      Remarks
                                Hall                City
    2013    July      7/25/13  NextGen Institute   Washington,   Remarks
                                Meeting             D.C.
    2013    August    8/7/13   ALPA--flight and    Washington,   Speech
                                duty time           D.C.
                                symposium
    2013    August    8/12/13  Commercial          Los Angeles   Panel
                                Aviation Panel                    Discussion
                                Discussion:
                                Global Outlook,
                                Opportunities,
                                Challenges
    2013    August    8/13/13  AWP--Los Angeles    Los Angeles   Town Hall
                                Town Hall
    2013    August    8/14/13  Oklahoma Town Hall  Oklahoma      Town Hall
                                                    City
    2013    August    8/20/13  First Annual AFN    Washington,   Award
                                Awards Ceremony     D.C.          Ceremony
    2013    Septembe  9/10/13  Aviation Week,      Washington,   Speech
             r                  NextGen Air         D.C.
                                Traffic
                                Modernization
                                conference
    2013    Septembe  9/12/13  AVS Awards          Washington,   Award
             r                  Ceremony            D.C.          Ceremony
    2013    Septembe  9/18/13  Great Lakes         Chicago, IL   Remarks
             r                  Recognition
    2013    Septembe  9/19/13  NextGen Advisory    Washington,   Speech
             r                  Committee           D.C.
    2013    October   10/21/   ATCA Speech         National      Speech
                       13                           Harbor
    2013    November  11/14/   ALTA meeting in     Cancun,       Keynote
                       13       Mexico              Mexico        speaker
    2013    November  11/21/   AIA                 Phoenix       Remarks
                       13
    2013    December  12/2/13  7th Triennial       Philadelphia  Speech
                                International
                                Aircraft and Fire
                                Cabin Safety
                                Research
                                Conference
    2013    December  12/11/   COMSTAC             Washington,   Speech
                       13                           D.C.
    2013    December  12/20/   Many Advancements,  Washington,   Speech
                       13       New Challenges      D.C.
    2014    January   1/15/14  TRB Panel           Washington,   Remarks
                                                    D.C.
    2014    January   1/24/14  European Aviation   Brussels      Remarks
                                Club: Overview of
                                NextGen
    2014    February  2/5/14   17th Annual         Washington,   Speech
                                Commercial Space    D.C.
                                Transportation
                                Conference
    2014    February  2/20/14  NextGen Advisory    Phoenix       Speech
                                Board
    2014    February  2/27/14  Roundtable on       Washington,   Remarks
                                NextGen             D.C.
                                Priorities
    2014    March     3/8/14   Women in Aviation   Lake Buena    Remarks
                                                    Vista, FL
    2014    March     3/13/14  Western Hemisphere  Washington,   Remarks
                                Flight Standards    D.C.
                                Conference
    2014    March     3/18/14  Southern            California    Remarks
                                California TRACON
                                20th Anniversary
    2014    March     3/20/14  NBAA Board Meeting  Washington,   Discussion
                                                    DC
    2014    March     3/26/14  NATCA's 2014        Las Vegas,    Remarks
                                Communicating for   NV
                                Safety Conference
    2014    March     3/27/14  ACI-NA/AAAE Annual  Washington,   Remarks
                                Washington          D.C.
                                Legislative
                                Conference
    2014    April     4/3/14   SMU Air and Space   Dallas        Speech
                                Law Conference
    2014    April     4/4/14   Sun `n Fun: Master  Lakeland, FL  Remarks
                                Pilo and
                                Mechanics Awards
    2014    April     4/14/14  Air Carrier         Washington,   Remarks
                                Training Steering   D.C.
                                Group opening
                                meeting
    2014    April     4/17/14  REDAC Meeting       Washington,   Remarks
                                                    D.C.
    2014    May       5/12/14  Town Hall and       Dallas, TX    Remarks
                                Recognition for
                                Houston I90
                                TRACON
    2014    May       5/13/14  North Texas FSDO    North TX      Remarks
                                and Employee All
                                Hands Meeting
    2014    May       5/13/14  Fort Worth Center   Fort Worth,   Remarks
                                All Hands meeting   TX
    2014    May       5/14/14  Awards Ceremony in  Oklahoma      Remarks
                                OKC                 City, OK
    2014    May       5/14/14  Town Hall at OKC    Oklahoma      Remarks
                                                    City, OK
    2014    June      6/3/14   NAC meeting, FAA    Washington,   Talking
                                report              D.C.          points
    2014    June      6/4/14   RTCA Symposium,     Washington,   Q&A
                                11:30 a.m.          D.C.
    2014    June      6/19/14  Town Hall,          Atlanta, GA   Speech
                                Southern Region
    2014    June      6/19/14  2014 AIAA Aviation  Atlanta, GA   Speech
                                Conference
    2014    June      6/24/14  MAC Meeting--ANG    Washington    NextGen
                                sent powerpoint 6/                talking
                                16/14                             points
    2014    August    8/4/14   Congressional       Washington,   Remarks
                                workshop for        D.C.
                                regional folks,
                                sponsored by AGI.
    2014    August    8/5/14   National Hispanic   Washington,   Remarks
                                Coalition           D.C.
    2014    Septembe  9/4/14   Seattle Town Hall   Seattle       Remarks
             r
    2014    Septembe  9/9/14   Alaska Aviation     Anchorage     Remarks
             r                  Coordination
                                Council
    2014    Septembe  9/16/14  NextGen Test Bed    Daytona       Remarks
             r                  event               Beach, Fla.
    2014    Septembe  9/19/14  NextGen             Washington,   Speech
             r                  Institute's         DC
                                Annual Public
                                Meeting
    2014    October   10/8/14  NextGen Advisory    Washington,   Speech
                                Committee           D.C.
    2014    October   10/9/14  Employee Town Hall  Washington,   Speech
                                                    DC
    2014    October   10/22/   IALI,               Chicago, IL   Speech
                       14       International,
                                Aviation Law
                                Institute, 10th
                                Anniversary
                                Luncheon
    2014    October   10/24/   Labor Management    Washington,   Remarks
                       14       Forum               D.C.
    2014    October   10/28/   ADS-B Call to       Washington,   Remarks
                       14       Action              D.C.
    2014    November  11/5/14  Veteran's Day       Trip to       Speech
                                Ceremony            Central
                                                    Region
    2014    November  11/6/14  NATA                Washington,   Remarks
                                                    D.C.
    2014    November  11/8/14  GAMA, Board of      South         Remarks
                                Directors           Carolina
    2014    November  11/18/   Volpe--Transportat  Cambridge,    Speech
                       14       ion and the         MA
                                Economy Speakers
                                Series
    2014    December  12/4/14  NBAA Board of                     Remarks
                                Directors Meeting
    2014    December  12/9/14  AAAE Annual Runway  Salt Lake     Speech
                                Safety Summit       City, Utah
    2014    December  12/11/   Town Hall,          Oklahoma      Remarks
                       14       Oklahoma City       City
    2014    February  2/26/04  CAPA                Washington,   Remarks
                                                    D.C.
    2014    April     4/27-4/  5th meeting of      Trinidad and  Chief
                       30       Directors of        Tobago        delegate
                                Civil Aviation of                 for the
                                the International                 U.S.
                                Civil Aviation
                                Organization's
                                (ICAO) North
                                America
    2014    Septembe  9/8-9/   Alaska Town Hall    Anchorage     Remarks
             r         14
    2015    February  2/3/15   Budget Stakeholder  Washington,   Q&A
                                Calls 1 p.m.        D.C.
    2015    February  2/18/15  Equip 2020 Meeting  Washington,   Speech
                                                    D.C.
    2015    February  2/27/15  NAC Meeting         Atlanta       Speech
    2015    March     3/17/15  Jeppensen Connect   Charlotte,    Speech
                                                    N.C.
    2015    March     3/18/15  Equip 2020 Meeting  Washington,   Remarks
                                                    D.C.
    2015    March     3/20/15  MITRE--Aviation     McLean, VA    Speech
                                Advisory
                                Committee
    2015    March     3/23/15  ICAO Remotely       Montreal      Speech
                                Piloted Vehicles
    2015    March     3/25/15  SES Video           Washington,   Speech
                                Teleconference      D.C.
    2015    April     4/8/15   Aircraft            Dallas        Speech
                                Electronics
                                Association
                                Convention
    2015    April     4/9/15   Southwest Region    Fort Worth    Remarks
                                Town Hall
    2015    April     4/14/15  InfoShare           Pennsylvania  Speech
    2015    April     4/21/15  World Aviation      Orlando,      Speech
                                Training            Fla.
                                Symposium
    2015    April     4/21/15  WATS: The Evolving  Orlando,      Speech
                                Role of Training    Fla.
                                in Aviation
                                Safety
    2015    April     4/22/15  Sun 'N Fun          Lakeland,     Speech
                                                    Fla.
    2015    April     4/29/15  Labor Management    Washington,   Remarks
                                Forum               D.C.
    2015    May       5/13/15  Regional Airline    Cleveland,    Speech
                                Association         Ohio
                                Convention
    2015    June      6/5/15   NAC                 Washington,   Speech
                                                    D.C.
    2015    June      6/30/15  GA Safety Summit    Washington,   Speech
                                                    D.C.
    2015    August    8/11/15  ANE All Hands       Wakefield,    Remarks
                                                    MA
    2015    August    8/14/15  UAS Symposium w/    Portland, OR  Remarks
                                Sen Wyden
    2015    Septembe  9/15/15  Equip 2020          Washington,   Speech
             r                                      DC
    2015    October   10/8/15  NAC                 Memphis, TN   Speech
    2015    October   10/13/   NACC/DCA meeting    Montego Bay,  Speech
                       15                           Jamaica
    2015    October   10/15/   ORD Runway          Chicago, IL   Remarks
                       15       Commissioning
    2015    October   10/20/   FAAMA               Las Vegas,    Remarks
                       15                           NV
    2015    November  11/19/   Aerospace           San Diego     Remarks
                       15       Industries
                                Association (AIA)
    2015    December  12/1/15  ATO Leadership      Ft McNair     Remarks
                                Meeting
    2015    December  12/3/15  Town Hall           FAA HQ        Speech
    2015    December  12/14/   Small Unmanned      Washington,   Speech
                       15       Aircraft            DC
                                Registration Rule
                                Press Call
    2015    November  11/1--4/ ATCA 60th Annual    Gaylord       Remarks
                       2015     Conference          Convention
                                                    Center
    2015    July      7/20-7/  AirVenture          Oshkosh       Remarks
                       26
    2016    February  2/2/16   19th Annual         Washington,   Speech
                                Commercial Space    DC
                                Transportation
                                Conference
    2016    February  2/11/16  FAA Town Hall       Washington,   Speech
                                (Reauthorization)   DC
    2016    February  2/25/16  NAC Meeting         Atlanta, GA   Speech
    2016    March     3/8/16   AOC All-Hands       FAA HQ        Speech
    2016    March     3/23/16  NATCA 2016          Las Vegas,    Speech
                                Communicating for   NV
                                Safety conference
    2016    March     3/31/16  GA Summit           FAA HQ        Speech
    2016    April     4/7/16   Sun 'N Fun:         Lakeland, FL  Speech
                                External Data
                                Access Initiative
                                Listening Session
    2016    April     4/8/16   Sun 'N Fun          Lakeland, FL  Keynote
                                                                  Speech
    2016    April     4/15/16  IFALPA              New Orleans,  Keynote
                                                    LA            Speaker
    2016    April     4/28/16  Aero Club of        Silicon       Remarks
                                Northern            Valley, CA
                                California
    2016    May       5/11/16  Labor Management    FAA HQ        Remarks
                                Forum
    2016    June      6/2/16   Charlotte Tower     Charlotte,    Remarks
                                Groundbreaking      NC
    2016    June      6/6/16   ADS-B Rebate        Washington,   Remarks
                                Program Launch      DC
                                Conference Call
    2016    June      6/7/16   New England         ANE Regional  Remarks
                                Regional            office
                                Administrator's
                                Awards ceremony
    2016    June      6/28/16  Executive Off-Site  Cambridge,    Remarks
                                                    MD
    ------------------------------------------------------------------------

       Michael G. Whitaker U.S. Senate Committee on Commerce, Science, and
                                 Transportation
                                Public Statements
    ------------------------------------------------------------------------
         Year          Date              Organization               Type
    ------------------------------------------------------------------------
    2013           7-Sep         Experts say stricter FAA      Press
                                  rules for pilots too
                                  costly, won't improve
                                  safety
    2014           1-Apr         FAA Inaugurates New Houston   Press
                                  Air-Traffic Facility
    2014           2-Apr         Houston TRACON Dedication     Event
    2014           4-Jun         NextGen Enters Critical Era   Press
    2014           10-Jun        United Airlines Starts        Press
                                  NextGen Flight Procedures
                                  in Houston
    2014           18-Sep        FAA Calls on the Aviation     Press
                                  Industry to Equip for
                                  NextGen and Help Increase
                                  Safety and Efficiency
    2014           18-Sep        FAA Calls On The Aviation     Press
                                  Industry To Equip For
                                  NextGen and Help Increase
                                  Safety and Efficiency
    2014           19-Sep        FAA asks industry to equip    Press
                                  for NextGen, help to
                                  increase safety and
                                  efficiency
    2014           19-Sep        FAA Calls on the aviation     Press
                                  industry to equip for
                                  NextGen
    2014           19-Sep        FAA calls on the aviation     Press
                                  industry to equip for
                                  NextGen and help increase
                                  safety and efficiency
    2014           19-Sep        FAA: Aviation industry needs  Press
                                  to embrace ADS-B, NextGen
                                  initiatives
    2014           19-Sep        Much Remains to be Seen: The  Press
                                  Future of NextGen
    2014           21-Sep        FAA Calls ADS-B `Summit'      Press
    2014           21-Sep        FAA Calls on the aviation     Press
                                  industry to equip for
                                  NextGen, increase safety
                                  and efficiency
    2014           23-Sep        FAA calls on aviation         Press
                                  industry to equip for
                                  NextGen
    2014           24-Sep        FAA Calls on the Aviation     Press
                                  Industry for Help
    2014           26-Sep        FAA preps NextGen summit,     Press
                                  but questions remain about
                                  drones
    2014           29-Sep        FAA Issues ``Call to          Event
                                  Action'' on NextGen
                                  Equipage
    2014           4-Oct         AOPA Fly In Town Hall: Third  Event
                                  Class Medical Reform
    2014           24-Oct        FAA Denies Bell Canada        Letter
                                  appeal for 429 weight
                                  increase
    2014           30-Oct        The Three-Year NextGen Plan:  Press
                                  DataComm, MRO, PBN and
                                  Surface Ops
    2014           4-Nov         Safety News | November 2014   Press
    2014           18-Dec        AOPA Magazine: FAA Deputy     Interview
                                  Administrator a New Pilot
                                  by Sarah Deener
    2015           9-Jan         Got ADS-B?                    Press
    2015           7-Apr         Airline GPS Receiver Issues   Press
                                  Being Resolved Through
                                  Equip 2020
    2015           9-Apr         North America Remains         Press
                                  Largest Market for GA
                                  Avionics Sales
    2015           23-Apr        Equip 2020: The Latest on     Press
                                  ADS-B Equipage, Pricing,
                                  Privacy Issues
    2015           28-Apr        Do You Have What it Takes To  Interview
                                  Be a Political Appointee?
                                  By Mark A. Abramson and
                                  Paul R. Lawrence.
    2015           6-Jun         AOPA Fly In Town Hall:        Event
                                  Lessons from a Hard Landing
    2015           8-Jun         FAA and GA Community Launch   FAA Press
                                  Fly Safe Campaign
    2015           16-Jun        Fly Safe: Prevent Loss of     FAA Press
                                  Control Accidents
    2015           17-Jun        Amazon Says it wants to use   Press
                                  drones to deliver packages
                                  in 30 minutes
    2015           17-Jun        Amazon says its 30 minute     Press
                                  drone delivery service will
                                  be ready in a year--if FAA
                                  changes it rules on flights
    2015           17-Jun        Congress warned that drones   Press
                                  present `a nightmare
                                  scenario for civil
                                  liberties'
    2015           17-Jun        Delivery by drone in 30       Press
                                  minutes or less?
    2015           17-Jun        Delivery by drone in 30       Press
                                  minutes? Amazon says it's
                                  coming
    2015           17-Jun        Delivery by drone in 30       Press
                                  minutes? Amazon says it's
                                  coming
    2015           17-Jun        Delivery by drone in 30       Press
                                  minutes? Amazon says it's
                                  coming
    2015           17-Jun        Delivery by drone in 30       Press
                                  minutes? Amazon says it's
                                  coming
    2015           17-Jun        Delivery by drone in 30       Press
                                  minutes? Amazon says it's
                                  coming.
    2015           17-Jun        Delivery by drone in 30       Press
                                  minutes? Amazon says it's
                                  coming
    2015           17-Jun        Delivery by drone in 30       Press
                                  minutes? Amazon says it's
                                  coming
    2015           17-Jun        Delivery by drone in 30       Press
                                  minutes? Amazon says it's
                                  coming
    2015           18-Jun        Delivery by drone in 30       Press
                                  minutes? Amazon says it's
                                  coming
    2015           18-Jun        Delivery by Drone in 30       Press
                                  Minutes? Amazon Says It's
                                  Coming
    2015           18-Jun        FAA Expects to Issue          Press
                                  Commercial UAS Rule in 2016
    2015           22-Jun        Centaur Flies Unmanned at     Press
                                  New York UAS Test Site
    2015           22-Jun        Centaur Flies Unmanned at     Press
                                  New York UAS Test Site
    2015           24-Jun        Amazon Says States Should     Press
                                  Not Undermine FAA Rules
    2015           27-Jun        Remote-controlled passenger   Press
                                  flights 5 years away, CEO
                                  says.
    2015           1-Jul         FAA and GA Community Focus    FAA Press
                                  on Safety
    2015           2-Jul         Amazon Scanning Backyards In  Press
                                  Seattle, Suggesting Drone
                                  Delivery In Its Sights.
    2015           6-Jul         Fly Safe: Prevent Loss of     FAA Press
                                  Control Accidents
    2015           2-Aug         Franklin startup at heart of  Testimony
                                  drone industry's cutting
                                  edge.
    2015           3-Aug         Fly Safe: Prevent Loss of     FAA Press
                                  Control Accidents
    2015           1-Sep         Fly Safe: Prevent Loss of     FAA Press
                                  Control Accidents
    2015           2-Sep         Drone incidents may cast      Interview/
                                  shadow on remote-control      Quote
                                  aviators in Phoenix area.
    2015           2-Sep         Why it's so hard for DC to    Press
                                  make rules for drones
    2015           14-Sep        Amazon: A Prime Time for      Press
                                  Drone Delivery
    2015           1-Oct         Fly Safe: Prevent Loss of     FAA Press
                                  Control Accidents
    2015           7-Oct         Drone use booms, but one      Press
                                  collision with an airplane
                                  could ground industry
    2015           7-Oct         FAA Expands Unmanned          FAA Press
                                  Aircraft Pathfinder Efforts
    2015           7-Oct         The Government Is Testing     Press
                                  Military-Grade Technology
                                  to Keep Drones Away From
                                  Airports
    2015           7-Oct         NBAA: House Hearing           Press
                                  Highlights Need for Action
                                  on UAS Regulations
    2015           8-Oct         Congressional Hearing         Press
                                  Tackles Drone Safety
    2015           8-Oct         FAA assessing drone tracking  Press
                                  technology
    2015           8-Oct         FAA Testing Technology to     Press
                                  Track Drones Near Airports.
    2015           15-Oct        Chicago O'Hare opens new      Event
                                  runway, control tower.
    2015           15-Oct        Latest runway opens in        Event
                                  decadelong modernization
    2015           15-Oct        O'Hare opens latest new       Event
                                  runway in decadelong
                                  modernization
    2015           15-Oct        O'Hare opens latest new       Event
                                  runway in decadelong
                                  modernization
    2015           19-Oct        Government Hailed for         Event
                                  Strides in Modernising Air
                                  Transport Sector.
    2015           19-Oct        O'Hare (Finally) Opens New    Press
                                  Runway
    2015           19-Oct        O'Hare opens latest new       Event
                                  runway in decadelong
                                  modernization.
    2015           20-Oct        Drone Legal Issues            Press
    2015           23-Oct        U.S. Indonesia Agreement on   FAA Press
                                  Sustainable Air
                                  Transportation and Aviation
                                  Alternative Fuels
    2015           26-Oct        Exclusive--Wal-Mart seeks to  Press
                                  test drones for home
                                  delivery, pickup
    2015           26-Oct        Get ready for the battle of   Press
                                  the home delivery drones:
                                  Wal-Mart set to take on
                                  Amazon and Google with
                                  fleet of unmanned craft
    2015           26-Oct        Walmart applies to test       Press
                                  drones for home delivery
    2015           26-Oct        Wal-Mart Seeks to Test        Press
                                  Drones for Home Delivery,
                                  Pickup
    2015           26-Oct        Wal-Mart Seeks To Test        Press
                                  Drones For Home Delivery,
                                  Pickup
    2015           26-Oct        Wal-Mart seeks to test        Press
                                  drones for home delivery,
                                  pickup
    2015           26-Oct        Wal-Mart Seeks to Test        Press
                                  Drones for Home Delivery,
                                  Pickup
    2015           26-Oct        Wal-Mart Wants to Test        Press
                                  Delivery Drones
    2015           26-Oct        Walmart wants to test drones  Press
                                  for home delivery
    2015           26-Oct        Wal-Mart Wants to Test        Press
                                  Drones for Home Delivery
    2015           27-Oct        Exclusive: Wal-Mart seeks to  Press
                                  test drones for home
                                  delivery, pickup.
    2015           27-Oct        How Will We Handle a Sky      Press
                                  Full of Drones?
    2015           27-Oct        Wal-Mart applies to test      Press
                                  delivery drones
    2015           27-Oct        Wal-Mart seeks permit to      Press
                                  test drones for home
                                  delivery
    2015           27-Oct        Wal-Mart To Challenge Amazon  Press
                                  On Drone Delivery
    2015           1-Nov         From the Hill: ALPA Tells     Press
                                  Congress UAS Need Greater
                                  Oversight
    2015           2-Nov         Google reveals its drone      Press
                                  package delivery service
                                  set to begin in 2017
    2015           2-Nov         Fly Safe: Prevent Loss of     FAA Press
                                  Control Accidents
    2015           9-Nov         FAA expands effort to detect  Press
                                  unmanned aircraft near
                                  airports
    2015           25-Nov        FAA Task Force Recommends     Press
                                  UAS Registration
                                  Requirements
    2015           8-Dec         Fly Safe: Prevent Loss of     FAA Press
                                  Control Accidents
    2015           14-Dec        Controversial drone rules     Press
                                  announced
    2015           14-Dec        Expecting a drone this        Press
                                  holiday season? The FAA
                                  wants to know about it.
    2015           14-Dec        FAA and DOT Announce          Press
                                  Recreational Drone
                                  Registration Process--
                                  Gadget Guru Editorial
    2015           14-Dec        FAA announces drone           Press
                                  requirements
    2015           14-Dec        FAA to require most drones    Press
                                  to be registered and marked
    2015           14-Dec        FAA to require most drones    Press
                                  to be registered and marked
    2015           14-Dec        Hobbyists Required to         Press
                                  Register UAS Under New IFR
    2015           14-Dec        Is Your Drone Naughty or      Press
                                  Nice? The FAA Begins Drone
                                  Registry Requirement on
                                  December 21
    2015           14-Dec        NPR: Small drone integration  Interview
    2015           14-Dec        Press Call on Small Unmanned  FAA Press
                                  Aircraft Registration Rule
    2015           14-Dec        FAA, DOT Unveil Small,        Press
                                  Unmanned Aircraft System
                                  Registration Requirements
    2015           15-Dec        Drone questions up in the     Press
                                  air
    2015           15-Dec        New rules for drones          Press
    2015           17-Dec        Hobbyists required to         Press
                                  register drones
    2015           18-Dec        New FAA Rule: Drone           Press
                                  Operators Are Aviators and
                                  Need to Register by Feb.
                                  2016
    2015           19-Dec        New rules for drones          Press
    2015           21-Dec        Unmanned Aircraft             Press
                                  Registration System Takes
                                  Flight
    2015           22-Dec        Golden Gate Bridge to Become  Press
                                  `No Drone Zone'
    2015           22-Dec        No Drone Zone' Signs Go Up    Press
                                  Around Golden Gate Bridge
    2016           1-Jan         Drones and the Law: What you  Press
                                  Need to Know
    2016           4-Jan         2015 Drone Year in Review     Press
    2016           5-Jan         Wal-Mart Seeks to Test        Press
                                  Drones for Home Delivery,
                                  Pickup
    2016           8-Feb         FAA says there are now more   FAA Press
                                  registered drone operators
                                  than licensed pilots.
    2016           23-Mar        FAA TV: NextGen Update        FAA Press
    2016           31-Mar        FAA and GA Community Are      FAA Press
                                  Making the Skies Safer
    2016           31-Mar        FAA, NBAA Recognize           Press
                                  Advances, Opportunities to
                                  Improve Safety
    2016           1-Apr         FAA: Voluntary Safety         Press
                                  Measures `Making
                                  Difference'
    2016           2-Apr         Fatal U.S. Small Plane        Event
                                  Accidents Declined in 2015.
    2016           2-Apr         Fatal U.S. Small Plane        Press
                                  Accidents Declined in 2015.
    2016           8-Apr         FAA and GA Community Are      Press
                                  Making the Skies Safer
    2016           12-Apr        Sun `N Fun Air Show: Got      Press
                                  Data?
    2016           2-May         Delivery by drone in 30       Press
                                  minutes? Amazon says it's
                                  coming
    2016           12-May        Transportation Research       Report
                                  Circular: Transformational
                                  Technologies in
                                  Transportation
    2016           16-May        Drone delivery start-up       Press
                                  Flirtey taking on Google,
                                  Amazon in race to satisfy
                                  safety regulators
    2016           18-May        Drone delivery start-up       Press
                                  Flirtey taking on Google,
                                  Amazon in race to satisfy
                                  safety regulators
    2016           20-May        Fly Safe: Prevent Loss of     FAA Press
                                  Control Accidents
    2016           1-Jun         A Conversation with FAA       Interview
                                  Deputy Administrator about
                                  the challenges and
                                  opportunities facing the
                                  FAA
    2016           1-Jun         The FAA Gave Us a List of     Press
                                  Every Drone Pilot Who Has
                                  Ever Been Fined
    2016           1-Jun         The FAA Has Never Fined       Press
                                  Anyone for Flying a Drone
                                  Commercially
    2016           2-Jun         FAA Breaks Ground for New     Press
                                  Air Traffic Control Tower
                                  at Charlotte Douglas
                                  International Airport
    2016           2-Jun         FAA Breaks Ground for New     FAA Press
                                  Air Traffic Control Tower
                                  at Charlotte Douglas
                                  International Airport
    2016           7-Jun         FAA Offers ADS-B Incentive    Press
                                  Program
    2016           12-Jun        He Flew a Drone to Take       Press
                                  Photos for a Friend. Now
                                  He's Facing $55K in
                                  Government Fines.
    2016           8-Sep-16      AOPA Responds to Crash        Event
                                  Report: NBC Story Lacks
                                  Context, Clarity. Event A
                                  Brief History of Unmanned
                                  Aeriel
    2015/2016      N/A           Vehicles AKA Drones           Press
    ------------------------------------------------------------------------

    ------------------------------------------------------------------------
        DATE                         OUTLET                     SOURCE TYPE
    ------------------------------------------------------------------------
    4/24/22       http://dronelife.com/                        Press
    4/25/22       http://aerospacetestinginternational.com/    Press
    5/6/22        http://naijaloaded.com.ng/                   Press
    5/8/22        http://architecturaldigest.in/               Press
    5/18/22       http://luxurylifestyle.com/                  Press
    5/3/22        http://ien.com/                              Press
    5/3/22        http://impomag.com/                          Press
    5/3/22        http://manufacturing.net/                    Press
    5/3/22        http://designdevelopmenttoday.com/           Press
    5/3/22        http://mbtmag.com/                           Press
    7/18/22       http://aiaa.org/                             Press
    7/21/22       http://pressnewsagency.org/                  Press
    7/21/22       http://newswwc.com/                          Press
    7/21/22       http://newstocheck.com/                      Press
    7/21/22       http://henryclubs.com/                       Press
    7/21/22       http://politico.eu/                          Press
    7/21/22       http://newswwc.com/                          Press
    7/21/22       http://agadir-group.com/                     Press
    7/28/22       http://politico.eu/                          Press
    5/14/22       http://wsj.com/                              Press
    5/14/22       http://newsupdate.uk/                        Press
    5/14/22       http://newsbit.us/                           Press
    5/14/22       http://techilive.in/                         Press
    5/14/22       http://newsazi.com/                          Press
    5/14/22       http://blogspot.com/                         Press
    5/15/22       http://topmostpopular.com/                   Press
    5/15/22       http://dellyranks.com/                       Press
    5/1/22        http://euronews.com/                         Press
    5/1/22        http://akilligundem.com/                     Press
    5/1/22        http://blogspot.com/                         Press
    5/2/22        http://vervetimes.com/                       Press
    5/1/22        http://ctvnews.ca/                           Press
    5/2/22        http://abc17news.com/                        Press
    5/2/22        http://kesq.com/                             Press
    5/2/22        http://ktvz.com/                             Press
    5/2/22        http://openjaw.com/                          Press
    5/2/22        http://newslanes.com/                        Press
    5/10/22       http://impactlab.com/                        Press
    4/25/22       http://evaint.com/                           Press
    4/25/22       http://yahoo.com/                            Press
    4/25/22       http://yahoo.com/                            Press
    4/25/22       http://businessairportinternational.com/     Press
    4/25/22       http://air101.co.uk/                         Press
    4/27/22       http://iotworldtoday.com/                    Press
    4/27/22       http://designboom.com/                       Press
    4/27/22       http://africapearl.com/                      Press
    4/28/22       http://businessairnews.com/                  Press
    5/1/22        http://btnews.co.uk/                         Press
    4/26/22       http://indiatimes.com/                       Press
    4/25/22       http://breitbart.com/                        Press
    4/25/22       http://menafn.com/                           Press
    4/25/22       http://techxplore.com/                       Press
    4/25/22       http://newsbit.us/                           Press
    4/25/22       http://barrons.com/                          Press
    4/25/22       http://ibtimes.com/                          Press
    4/25/22       http://digitaljournal.com/                   Press
    4/25/22       http://rfi.fr/                               Press
    4/25/22       http://newsazi.com/                          Press
    4/25/22       http://rtl.lu/                               Press
    4/25/22       http://newsupdate.uk/                        Press
    4/25/22       http://sharjah24.ae/                         Press
    4/25/22       http://mb.com.ph/                            Press
    4/25/22       http://thenews.com.pk/                       Press
    4/25/22       http://pledgetimes.com/                      Press
    4/26/22       http://easterneye.biz/                       Press
    4/26/22       http://newswwc.com/                          Press
    4/26/22       http://newswwc.com/                          Press
    4/26/22       http://cyberworldtechnologies.co.in/         Press
    4/26/22       http://newsbit.us/                           Press
    4/26/22       http://indiaweekly.biz/                      Press
    4/26/22       http://asiantimes.biz/                       Press
    4/26/22       http://gg2.net/                              Press
    4/26/22       http://bangladeshweekly.com/                 Press
    4/26/22       http://urallnews.com/                        Press
    4/26/22       http://indiatimes.com/                       Press
    4/28/22       http://hamariweb.com/                        Press
    4/28/22       http://suchtv.pk/                            Press
    4/28/22       http://urduwire.com/                         Press
    4/28/22       http://urduwire.com/                         Press
    4/28/22       http://hamariweb.com/                        Press
    4/28/22       http://blogspot.com/                         Press
    4/28/22       http://timesofnews.com/                      Press
    6/19/22       http://desi123.com/                          Press
    4/24/22       http://moodiedavittreport.com/               Press
    4/24/22       http://itsinternational.com/                 Press
    4/24/22       http://adsadvance.co.uk/                     Press
    4/25/22       http://airport-world.com/                    Press
    4/25/22       http://airtrafficmanagement.net/             Press
    4/25/22       http://airwaysmag.com/                       Press
    4/25/22       http://fuelcellsworks.com/                   Press
    4/25/22       http://edie.net/                             Press
    4/25/22       http://theweek.in/                           Press
    4/25/22       http://tradebrains.in/                       Press
    4/25/22       http://forecourttrader.co.uk/                Press
    4/25/22       http://latestly.com/                         Press
    4/25/22       http://devdiscourse.com/                     Press
    4/25/22       http://indiatimes.com/                       Press
    4/25/22       http://flyingmag.com/                        Press
    4/25/22       http://50skyshades.com/                      Press
    4/25/22       http://urallnews.com/                        Press
    4/25/22       http://theweek.in/                           Press
    4/25/22       http://coventry.gov.uk/                      Press
    4/25/22       http://aviation24.be/                        Press
    4/25/22       http://bobrtimes.com/                        Press
    4/26/22       http://aviation.com.ua/                      Press
    4/26/22       http://uasvision.com/                        Press
    4/26/22       http://india.com/                            Press
    4/26/22       http://greenfleet.net/                       Press
    4/26/22       http://traffictechnologytoday.com/           Press
    4/26/22       http://wonderfulengineering.com/             Press
    4/26/22       http://thebusinessdesk.com/                  Press
    4/26/22       http://blogspot.com/                         Press
    4/27/22       http://passengerterminaltoday.com/           Press
    4/27/22       http://businessgreen.com/                    Press
    4/29/22       http://mrobusinesstoday.com/                 Press
    10/25/22      http://latestnigeriannews.com/               Press
    1/12/23       http://wyso.org/                             Press
    1/12/23       http://wuwf.org/                             Press
    1/12/23       http://southcarolinapublicradio.org/         Press
    1/12/23       http://wuwm.com/                             Press
    1/12/23       http://publicradioeast.org/                  Press
    1/12/23       http://northernpublicradio.org/              Press
    1/12/23       http://klcc.org/                             Press
    1/12/23       http://delawarepublic.org/                   Press
    1/12/23       http://apr.org/                              Press
    1/12/23       http://wjct.org/                             Press
    1/12/23       http://ktep.org/                             Press
    1/12/23       http://wvtf.org/                             Press
    1/12/23       http://wqcs.org/                             Press
    1/12/23       http://capeandislands.org/                   Press
    1/12/23       http://wkyufm.org/                           Press
    1/12/23       http://redriverradio.org/                    Press
    1/12/23       http://wcbe.org/                             Press
    1/12/23       http://tspr.org/                             Press
    1/12/23       http://krwg.org/                             Press
    1/12/23       http://wuky.org/                             Press
    1/12/23       http://aspenpublicradio.org/                 Press
    1/12/23       http://wvasfm.org/                           Press
    1/12/23       http://spokanepublicradio.org/               Press
    1/12/23       http://wsiu.org/                             Press
    1/12/23       http://kwbu.org/                             Press
    1/12/23       http://wjsu.org/                             Press
    1/12/23       http://wboi.org/                             Press
    1/12/23       http://wuot.org/                             Press
    1/12/23       http://kvnf.org/                             Press
    1/12/23       http://ksjd.org/                             Press
    1/12/23       http://nhpr.org/                             Press
    1/12/23       http://wmra.org/                             Press
    1/12/23       http://wwno.org/                             Press
    1/12/23       http://krcu.org/                             Press
    1/12/23       http://whqr.org/                             Press
    1/12/23       http://ksmu.org/                             Press
    1/12/23       http://kawc.org/                             Press
    1/12/23       http://kasu.org/                             Press
    1/12/23       http://wfae.org/                             Press
    1/12/23       http://kvcrnews.org/                         Press
    1/12/23       http://wmfe.org/                             Press
    1/12/23       http://kunm.org/                             Press
    1/12/23       http://wknofm.org/                           Press
    1/12/23       http://wxxinews.org/                         Press
    1/12/23       http://ypradio.org/                          Press
    1/12/23       http://kunr.org/                             Press
    1/12/23       http://ksut.org/                             Press
    1/12/23       http://wpsu.org/                             Press
    1/12/23       http://wyomingpublicmedia.org/               Press
    1/12/23       http://wcmu.org/                             Press
    1/12/23       http://wlrn.org/                             Press
    1/12/23       http://mtpr.org/                             Press
    1/12/23       http://ctpublic.org/                         Press
    1/12/23       http://usf.edu/                              Press
    1/12/23       http://weku.org/                             Press
    1/12/23       http://wrkf.org/                             Press
    1/12/23       http://kwit.org/                             Press
    1/12/23       http://wdiy.org/                             Press
    1/12/23       http://nepm.org/                             Press
    1/12/23       http://boisestatepublicradio.org/            Press
    1/12/23       http://kazu.org/                             Press
    1/12/23       http://knau.org/                             Press
    1/12/23       http://kedm.org/                             Press
    1/12/23       http://tpr.org/                              Press
    1/12/23       http://nprillinois.org/                      Press
    1/12/23       http://kdll.org/                             Press
    1/12/23       http://kgou.org/                             Press
    1/12/23       http://wbaa.org/                             Press
    1/12/23       http://wuga.org/                             Press
    1/12/23       http://kosu.org/                             Press
    1/12/23       http://waer.org/                             Press
    1/12/23       http://wemu.org/                             Press
    1/12/23       http://kmuw.org/                             Press
    1/12/23       http://kccu.org/                             Press
    1/12/23       http://kclu.org/                             Press
    1/12/23       http://wnmufm.org/                           Press
    1/12/23       http://wvik.org/                             Press
    1/12/23       http://wunc.org/                             Press
    1/12/23       http://wordpress.com/                        Press
    1/12/23       http://wuft.org/                             Press
    ------------------------------------------------------------------------

    URL
    https://dronelife.com/2022/04/24/the-air-one-is-the-first-fully-
    functioning-vertiport-for-advanced-air-operations/

    https://www.aerospacetestinginternational.com/news/drones-air-taxis/
    urban-air-port-opens-uks-first-vertiport-air-one.html

    https://www.naijaloaded.com.ng/news/photos-inside-worlds-first-airport-
    for-flying-cars-unveiled-in-uk

    https://www.architecturaldigest.in/story/see-inside-the-worlds-first-
    airport-for-flying-cars/

    https://luxurylifestyle.com/headlines/supernal-and-urban-air-port-
    debut-worlds-first-functional-advanced-air-mobility-vertiport.html

    https://www.ien.com/video/video/22210419/mini-airport-pitches-future-
    of-hybrid-travel

    https://www.impomag.com/video/video/22210422/mini-airport-pitches-
    future-of-hybrid-travel

    https://www.manufacturing.net/video/video/22210422/mini-airport-
    pitches-future-of-hybrid-travel

    https://www.designdevelopmenttoday.com/video/video/22210420/mini-
    airport-concept-pitches-future-of-hybrid-travel

    https://www.mbtmag.com/video/video/22210423/mini-airport-pitches-
    future-of-hybrid-travel

    https://aerospaceamerica.aiaa.org/air-taxi-companies-acknowledge-lack-
    of-infrastructure-will-restrict-rollout/

    https://pressnewsagency.org/politico-pro-morning-mobility-air-taxi-
    future-ita-on-alitalia-staff-shortage-threat/

    https://www.newswwc.com/world/europe/politico-pro-morning-mobility-air-
    taxi-future-ita-on-alitalia-staff-shortage-threat/

    https://www.newstocheck.com/world/europe/politico-pro-morning-mobility-
    air-taxi-future-ita-on-alitalia-staff-shortage-threat/

    https://henryclubs.com/politico-pro-morning-mobility-air-taxi-future-
    ita-on-alitalia-staff-shortage-threat/

    https://www.politico.eu/article/politico-pro-morning-mobility-air-
    taxis-future-ita-airways-on-alitalia-staff-shortage-threat/

    https://newswwc.com/world/europe/politico-pro-morning-mobility-air-
    taxi-future-ita-on-alitalia-staff-shortage-threat/

    https://agadir-group.com/air-taxi-future-ita-on-alitalia-staff-
    shortage-threat-politico/

    https://www.politico.eu/newsletter/global-policy-lab/living-cities-
    road-to-europes-car-free-future-no-butts-allowed-flying-taxis/

    https://www.wsj.com/articles/the-biggest-problem-with-flying-cars-is-
    on-the-ground-11652500850

    https://newsupdate.uk/the-biggest-problem-with-flying-cars-is-on-the-
    ground/
    https://newsbit.us/the-biggest-problem-with-flying-cars-is-on-the-
    ground/

    https://techilive.in/the-biggest-problem-with-flying-cars-is-on-the-
    ground/

    https://newsazi.com/the-biggest-problem-with-flying-cars-is-on-the-
    ground/

    https://mokslas-studijos-ekonomika.blogspot.com/2022/05/among-biggest-
    challenges-to-flying-cars.html

    https://topmostpopular.com/the-biggest-problem-with-flying-cars-is-on-
    the-ground/

    https://dellyranks.com/the-biggest-problem-with-flying-cars-is-on-the-
    ground/

    https://www.euronews.com/2022/05/01/world-s-first-vertiport-could-be-
    used-for-flying-taxis-in-future

    https://www.akilligundem.com/worlds-first-vertiport-could-be-used-for-
    flying-taxis-in-future

    https://completetips24h.blogspot.com/2022/05/worlds-first-vertiport-
    could-be-used.html

    https://vervetimes.com/airport-for-flying-cars-and-drones-built-in-the-
    u-k/

    https://www.ctvnews.ca/business/the-u-k-now-has-an-airport-for-flying-
    taxis-and-drones-the-first-of-its-kind-in-the-world-1.5884247

    https://abc17news.com/news/2022/05/02/the-u-k-now-has-an-airport-for-
    flying-taxis-and-drones-the-first-of-its-kind-in-the-world/

    https://kesq.com/news/2022/05/02/the-u-k-now-has-an-airport-for-flying-
    taxis-and-drones-the-first-of-its-kind-in-the-world/

    https://ktvz.com/cnn-regional/2022/05/02/the-u-k-now-has-an-airport-
    for-flying-taxis-and-drones-the-first-of-its-kind-in-the-world/

    https://openjaw.com/offsite-news/the-worlds-first-airport-for-flying-
    cars-takes-urban-travel-to-a-whole-new-level/

    https://newslanes.com/2022/05/02/the-u-k-now-has-an-airport-for-flying-
    taxis-and-drones-the-first-of-its-kind-in-the-world-abc17news/

    https://www.impactlab.com/2022/05/10/worlds-first-vertiport-could-be-
    used-for-flying-taxis-in-future/

    https://www.evaint.com/worlds-first-functional-advanced-air-mobility-
    vertiport-debuts/

    https://nz.news.yahoo.com/vertiport-drones-flying-taxis-coventry-
    100321868.html

    https://uk.news.yahoo.com/vertiport-drones-flying-taxis-coventry-
    100321868.html

    https://www.businessairportinternational.com/news/technology/urban-air-
    port-opens-uks-first-vertiport-air-one.html

    https://www.air101.co.uk/2022/04/supernal-and-urban-air-port-debut.html

    https://www.iotworldtoday.com/2022/04/27/first-airport-for-flying-
    taxis-opens

    https://www.designboom.com/technology/urban-air-port-air-one-evtol-hub-
    04-27-2022/

    https://africapearl.com/2022/04/27/urban-air-port-unveils-air-one-the-
    worlds-first-evtol-hub.html

    https://www.businessairnews.com/mag--story.html?ident=24318

    https://www.btnews.co.uk/article/19025

    https://auto.economictimes.indiatimes.com/news/industry/uk-hosts-
    worlds-first-hub-for-drones-future-flying-taxis/91101103

    https://www.breitbart.com/news/uk-hosts-worlds-first-hub-for-drones-
    future-flying-taxis/

    https://menafn.com/1104091089/UK-hosts-worlds-first-hub-for-drones-
    future-flying-taxis

    https://techxplore.com/news/2022-04-uk-hosts-world-hub-drones.html

    https://newsbit.us/uk-hosts-worlds-first-hub-for-drones-future-flying-
    taxis/

    https://www.barrons.com/news/uk-hosts-world-s-first-hub-for-drones-
    future-flying-taxis-01650907208

    https://www.ibtimes.com/uk-hosts-worlds-first-hub-drones-future-flying-
    taxis-3484347

    https://www.digitaljournal.com/business/uk-hosts-worlds-first-hub-for-
    drones-future-flying-taxis/article

    https://www.rfi.fr/en/uk-hosts-world-s-first-hub-for-drones-future-
    flying-taxis

    https://newsazi.com/uk-hosts-worlds-first-hub-for-drones-future-flying-
    taxis/

    https://today.rtl.lu/news/business-and-tech/a/1903776.html

    https://newsupdate.uk/uk-hosts-worlds-first-hub-for-drones-future-
    flying-txis/

    https://www.sharjah24.ae/en/Articles/2022/04/25/UK-hosts-worlds-first-
    hub-for-drones-future-flying-taxis

    https://mb.com.ph/2022/04/26/uk-hosts-worlds-first-hub-for-drones-
    future-flying-taxis/

    9https://www.thenews.com.pk/print/953369-uk-hosts-world-s-first-hub-
    for-drones-future-flying-taxis

    https://pledgetimes.com/uk-gets-worlds-first-port-for-drones/

    https://www.easterneye.biz/britain-launches-urban-port-for-delivery-
    drones-flying-taxis/

    https://www.newswwc.com/automotive/cars/uk-hosts-worlds-first-hub-for-
    drones-future-flying-taxis-et-auto/

    https://newswwc.com/automotive/cars/uk-hosts-worlds-first-hub-for-
    drones-future-flying-taxis-et-auto/

    https://cyberworldtechnologies.co.in/uks-urban-air-port-tests-
    operations-for-worlds-first-ventiport-meant-for-drones-future-flying-
    taxis/

    https://newsbit.us/uk-firm-launches-worlds-first-hub-for-drones-future-
    flying-taxis/

    https://www.indiaweekly.biz/britain-launches-urban-port-for-delivery-
    drones-flying-taxis/

    https://asiantimes.biz/britain-launches-urban-port-for-delivery-drones-
    flying-taxis/

    https://www.gg2.net/britain-launches-urban-port-for-delivery-drones-
    flying-taxis/

    https://www.bangladeshweekly.com/britain-launches-urban-port-for-
    delivery-drones-flying-taxis/

    https://urallnews.com/uks-urban-air-port-tests-operations-for-worlds-
    first-ventiport-meant-for-drones-future-flying-taxis/

    https://infra.economictimes.indiatimes.com/news/aviation/uk-hosts-
    worlds-first-hub-for-drones-future-flying-taxis/91114574

    http://www.hamariweb.com/enews/uk-hosts-world-s-first-vertiport-for-
    drones-flying-taxis_nid3494799.aspx

    https://www.suchtv.pk/world/item/112942-uk-hosts-world-s-first-
    vertiport-for-drones-flying-taxis.html

    http://www.urduwire.com/enews/newsdetail.aspx?id=3494799

    https://urduwire.com/enews/newsdetail.aspx?id=3494799

    https://hamariweb.com/enews/uk-hosts-world-s-first-vertiport-for-
    drones-flying-taxis_nid3494799.aspx

    https://getevernews.blogspot.com/2022/04/uk-hosts-worlds-first-
    vertiport-for.html

    https://pakistan.timesofnews.com/breaking-news/uk-hosts-worlds-first-
    vertiport-for-drones-flying-taxis.html

    https://desi123.com/uks-urban-air-port-tests-operations-for-worlds-
    first-ventiport-meant-for-drones-future-flying-taxis/

    https://www.moodiedavittreport.com/air-one-preview-world-first-hub-for-
    flying-taxis-heralds-new-age-of-travel/

    https://www.itsinternational.com/its9/news/come-fly-me-coventry

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        The Chair. Thank you. Thank you, Mr. Whitaker. So
    appreciate you and your willingness to serve, and your many
    years of experience. You mentioned your commitment to
    implementing the safety certification program, which some of it
    has been implemented, but there is more to do.
        And I guess I would just say as a summation that the world
    of aviation, since you left the FAA, has changed significantly.
    You mentioned the 737 MAX crashes, the COVID pandemic. We kept
    the airlines moving during that time period.
        Recently, the NOTAM system outages, near-misses, things of
    that nature. What the FAA needs to do, I think are even greater
    challenges since when you were there before. So, I want to--I
    appreciate you saying you wanted to fully implement the law, so
    thank you.
        Thank you for that. What are your strategies for building a
    resilient safety culture at the FAA, and what do you think it
    takes at this point in time to have that safety culture? I just
    want to mention we were able to implement the Samya Stumo Air
    Grant Program, and I see it already paying dividends on Capitol
    Hill and at agencies because we have the smartest technology
    people here helping on the very technical details of aviation.
        The underlying ACSA bill has the integrated project team.
    Sometimes around here we call them the gray beards. While I am
    anxious to see how the gray beards assess technology, as you
    mentioned in your statement, that may not be disclosed by a
    manufacturer, and yet you have to understand the huge
    technology change that is happening. I mean, I wonder at some
    time if we shouldn't be looking at a CTO.
        In some ways, NASA is our CTO, but maybe on the
    implementation of things, as we look at the NOTAM outage and
    other things, I mean, maybe in addition to the forward thinking
    that NASA does for the agency, maybe a CTO or these integrated
    project team leaders are a key to our future.
        But if you could talk about what it is that you think we
    need to build in that intersection of changes of technology and
    safety?
        Mr. Whitaker. Thank you, Senator Cantwell. It is a great
    question. I think there are a number of aspects to this. We
    need to build a strong leadership team, make sure we have the
    right people in the right positions and make sure they are
    permanent.
        And we need a strong bench. So, I think focusing on making
    sure we have the expertise in the organization is going to be
    key. Safety culture doesn't create itself, and I think you have
    to constantly emphasize that it is our first mission above all
    else, and everything has to be focused on that.
        We have to hold the line on pressure to reduce standards
    and make sure we are keeping the system as safe as possible.
    The technology issue is a very interesting one. There are a lot
    of new technologies coming into the agency that you can't prove
    out through flight testing necessarily.
        Software is a good example of that. New technologies that
    interact with each other in ways that maybe we haven't
    experienced in the past. So, I think it is good to look at
    having somebody with the appropriate technology experience who
    can see the big picture when a new aircraft or new technology
    comes in, how the pieces fit together and where we can look for
    risks that may not be apparent otherwise.
        The Chair. So, you are fully committed to the integrated
    project team and getting them on board, and their oversight in
    the certification process?
        Mr. Whitaker. I think further integration in the
    certification process between groups, including technology, is
    a key reform from ACSA and we will certainly implement that,
    and look for ways to even go beyond that.
        The Chair. What else do we need to do here on Capitol
    Hill--you mentioned a bench. I would just call it a resilient
    workforce. How do we communicate to people what the workforce
    needs of the FAA are so that we can build this?
        I think it is one of your key priorities. You mentioned it
    in your statement, but we--we are like every other workforce in
    the Nation. We need the right people, and we need them now. So,
    what can we do to better enable this FAA workforce?
        Mr. Whitaker. I think assessing the workforce will be one
    of the first goals that I have within the agency, and I would
    look forward to finding ways that we can increase ways to bring
    people into the agency. I think it is a tight workforce right
    now in aerospace and we recruit in the same places that private
    industry does, and we have got to figure out a way to be
    competitive to bring the right talent into the agency.
        The Chair. Will you work with us on the ability of the FAA
    to communicate these outcomes? I think we get in this role
    between the legislative branch and the agency, and we have had
    to push for a lot of discussions so that people understand
    impacts. And so, I hope you will commit to being a frequent
    communicator.
        I think my former colleague, Senator Wicker, had his levels
    of frustration many times before the Committee in cooperation
    with the FAA on information. And what we need is we are the
    authorizers, but we are not the appropriators.
        And what needs to be clear to the appropriators is what a
    shortfall an impact at the FAA will mean for us to do any
    aspect of the job at the FAA. So, if you will commit to that?
        Mr. Whitaker. I will. I think communicating better with
    stakeholders all around will be an important priority as well.
        The Chair. Thank you. Senator Cruz.
        Senator Cruz. Thank you, Madam Chair. Mr. Whitaker, you and
    Chair Cantwell just a moment ago were talking about the need to
    recruit excellent talent at the FAA, which is certainly a
    pressing need, I agree.
        The number of air traffic controllers was a significant
    concern during your tenure as Deputy Administrator at FAA. You
    repeatedly touted the FAA's plans to hire 6,000 controllers
    over 5 years.
        Years later, unfortunately, the shortage has only grown
    worse, leading to congestion and frequent delays, especially in
    the New York airspace. As you know, all newly hired air traffic
    controllers must complete a training program at the current FAA
    academy, but that academy is limited to only about 1,800
    individuals per year, and it takes several years to fully train
    an air traffic controller.
        Realistically, considering that the attrition rate at the
    academy and the field training process, we need to hire
    significantly more than 1,800 each year for several years. If
    you are confirmed as FAA Administrator, and you look at the
    issue of controller training and you find what has been
    consistently said to be the case, that a major choke point in
    the controller pipeline is the physical limits of the ATC
    academy, would you support a second ATC academy to increase
    throughput?
        Mr. Whitaker. Yes, Senator Cruz. I certainly would. And as
    we have discussed, looking at those chokepoints and
    understanding where the problems lie will be an early priority,
    and we just simply need to solve this problem and figure out
    how to get it done.
        Senator Cruz. I appreciate that commitment. Given that our
    system is facing a critical air traffic controller shortage, I
    would hope that one of the first things you would do would be
    to address this issue.
        And if you are confirmed quickly by the Senate, can you
    commit to addressing it and trying to turn it around by the end
    of the year?
        Mr. Whitaker. I will. Assuming I have enough time to do
    that, I will, sir.
        Senator Cruz. Thank you. Let me turn to a different
    question. When you were Deputy Administrator of the FAA, how
    many days a week did you go into the office?
        Mr. Whitaker. Every day, sir.
        Senator Cruz. Every day. In late July, the FAA said that
    employees had to be in the office at least 3 days a week by
    October 9. But two weeks later, after the FAA hired a senior
    labor policy adviser for the first time, the agency put that
    in-person expectation on hold because of union pushback. Do you
    believe it is important that the FAA return to in-person work?
        Mr. Whitaker. I do believe it is important to be in-person
    for collaboration and working together. And it--when I get into
    the agency--this has been a challenging issue for all
    organizations, private or public.
        And I think what needs to happen is after understanding of
    the situation that we are in and the limitations that might be
    there, issuing very clear guidance on what the expectations are
    to get people in the office.
        Senator Cruz. Well, and I will say there is a sharp
    differential, I think, between private and public. When I talk
    to businesses in the private sector, virtually all of them, the
    employees are going back to work, and they are physically
    present.
        And yet throughout the Biden Administration, we have a
    pattern in just about every agency where large portions of the
    workforce have apparently decided going to the office is
    optional.
        And I think that seriously limits the effectiveness of an
    agency, and particularly an agency whose mission is protecting
    people's lives in the airspace. If confirmed. Will you commit
    to working diligently to bring FAA employees back to the
    office?
        Mr. Whitaker. I will, sir.
        Senator Cruz. When you were Deputy Administrator of FAA,
    the certification of the Boeing 737 MAX was underway. What was
    your involvement in the certification of the 737 MAX?
        Mr. Whitaker. I didn't have any involvement in the
    certification of the MAX. I wish I had in retrospect, but the
    issues around the safety of the MCAS were unknown at that time,
    at least at the executive level, so they were not raised.
        Senator Cruz. So, what went wrong with the certification of
    the MAX?
        Mr. Whitaker. Well, I think, of course, this has been well
    studied by this committee and others, but I think it is--I have
    to say it was a failure all around. It was a failure at Boeing.
    It was a failure at the system to catch information that was
    not disclosed by Boeing. And I think the ACSA has done a
    commendable job of plugging a lot of those holes, but I think
    there is more work to do, and we need to make sure that never
    happens again.
        Senator Cruz. As a technical matter, what caused the two
    air crashes with the 737 MAX?
        Mr. Whitaker. Well, I think there are a number of issues. I
    think the functioning of the MCAS and the characteristics of
    the MCAS, pilot training, or I should say lack of pilot
    training, lack of awareness of the system was a major
    contributor. So, there were a number of causes.
        Senator Cruz. And let me ask you, what is your level of
    confidence that the FAA has changed how it approaches those
    issues so that prospectively there will not be another disaster
    like we had with the 737 MAX?
        Mr. Whitaker. I won't fully know the answer to that
    question until I am there. I understand about two-thirds of the
    reforms in ACSA have been implemented. But it will be a top
    priority to make sure that is done, and we go beyond that and
    bring extra vigilance to the situation.
        Senator Cruz. Thank you.
        Mr. Whitaker. Thank you, sir.
        The Chair. Senator Klobuchar.

                   STATEMENT OF HON. AMY KLOBUCHAR,
                      U.S. SENATOR FROM MINNESOTA

        Senator Klobuchar. Thank you very much, Madam Chair. And
    Mr. Whitaker, I enjoyed our discussion earlier, and I also am
    excited about the experience you will bring to this job, and
    hopefully you will get confirmed swiftly like everyone gets
    confirmed in the Senate. OK, that was a sarcastic joke.
        But I think we all know that this couldn't be more
    important. I appreciated Senator Cruz's remarks about the need
    for the air traffic controllers. Senator Braun and I just
    introduced something on this, and I understand you want to see
    more--a bigger aviation workforce.
        A bunch of us are working on this with grants and things
    like that. Tell us what would be most helpful to get the
    aviation workforce we need?
        Mr. Whitaker. I think the grants are very helpful. I would
    view my role as Administrator as chief recruitment officer,
    certainly for FAA, but also for the industry. And I think we
    need to really build interest in people becoming pilots, or
    controllers, or mechanics, or flight attendants. It is a great
    industry, and we need to push the word out a little bit and
    really cast a broad net to build as broad a pipeline as we can
    to bring people into aviation.
        Senator Klobuchar. Right. And Senator Cantwell had
    mentioned the need to focus on what we saw out of the--with the
    systemwide failure that morning that we will never forget.
    Senator Moran and I were on the phone with the Acting Director
    that day.
        Could you talk about your commitment to carry out some
    upgrades to our air mission system? I--Senator Moran and I and
    Capito passed a bill on this actually to include all the
    stakeholders that represents jobbers--was carrying. Could you
    quickly answer that? Then I have a real fun like Gong Show-off
    question.
        Mr. Whitaker. Sure. No, that is--I am committed, and I have
    been briefed on the matter from FAA, and I understand that work
    is underway.
        Senator Klobuchar. OK. Very good. When it comes to the
    Essential Air Service, we talked about that. Do you agree that
    we need to ensure that air service reaches travelers outside of
    urban areas and continue that program?
        Mr. Whitaker. I do. I think our network of airports in the
    U.S. is a treasure, and it needs to be--we need to invest in it
    and keep them viable.
        Senator Klobuchar. Right. Contract Tower Program provides
    critical air traffic control safety benefits to 256 smaller
    airports across the country, including in Saint Cloud,
    Minnesota, Anoka County Airport. Do you support this program?
        Mr. Whitaker. I do.
        Senator Klobuchar. OK, very good. Here is one that really
    interests me, sustainable aviation fuels. A lot of our
    airlines, and certainly farmers in Minnesota, and many are
    interested in this.
        And decarbonizing commercial flight is one of the greatest
    challenges facing modern aviation. You can't use a plug in
    plane. Could you talk about how renewable fuels are a key
    pathway? Renewable fuels offer an opportunity to reduce
    emissions and also use homegrown fuel.
        Mr. Whitaker. I think it is part of the number of
    initiatives underway to decarbonize. And I know the airline
    industry is very supportive of that transition. There are other
    technologies out there, including electric aircraft, that help
    in that mission as well.
        Senator Klobuchar. Senator--Secretary Vilsack actually
    would be a good one to talk to about this because it has been
    one of our big priorities when it comes to renewable fuels.
        And finally, the Safe Skies Act and Senator Cantwell, with
    her great leadership in aviation, has been supportive of this,
    to take the rest requirements that are put in place for
    passenger pilots, applying them to cargo pilots that currently
    have looser rest requirements, but they are all still flying
    planes in the same airspace.
        Could you talk about cargo pilots and the work that I think
    needs to be done from the safety standpoint?
        Mr. Whitaker. I am happy to look into that issue. It is not
    something I am currently familiar with, but I will look into
    that.
        Senator Klobuchar. OK. Very good. You can talk to Sully
    Sullenberger about that. But anyway----
        Mr. Whitaker. Thank you.
        Senator Klobuchar. All right. I hope you get confirmed
    swiftly. I think it would be a really--a tribute to this
    committee and our leadership if we are able to get this done
    strongly in a bipartisan basis. And so, I toss it back to the
    Chairwoman here.
        The Chair. Thank you. Thank you, Senator Klobuchar. Senator
    Thune.

                     STATEMENT OF HON. JOHN THUNE,
                     U.S. SENATOR FROM SOUTH DAKOTA

        Senator Thune. Thank you, Madam Chair, for holding this
    important hearing. And I would just say, to put it simply, the
    FAA has its work cut out for it.
        On top of implementing the last FAA reauthorization and the
    certification reform bill, the agency is contending with an
    increasingly complex national air space system, which must
    accommodate the growth in commercial space activity and the
    integration of drones and advanced air mobility aircraft.
        And managing all of those challenges while maintaining the
    highest level of safety in the world's busiest aviation system
    requires a skilled leader with extensive aviation experience.
    So, I look forward to today's discussion. Mr. Whitaker, thank
    you for being here today and for being willing to take on this
    role.
        I have a whole bunch of questions on contract towers,
    airspace, UAS integration, and some other subjects that I would
    probably submit for the record. But I want to talk about the
    current training for transport pilots, airline transport
    pilots, requires the vast majority of flight hours be
    accumulated in the cockpit, and I fully recognize the value of
    cockpit experience and see time in real aircraft is an
    essential part of training airline pilots.
        However, I am concerned that little to none of the
    currently required flight hours are accumulated in the type of
    aircraft these pilots will be flying, should they get a job
    with an airline. Instead, they are typically accumulated in
    small single engine aircraft.
        To address this issue, Senator Sinema and I have offered an
    amendment to the Senate FAA reauthorization, codifying the
    recommendations of the air carrier training, or ARC, to create
    a 2-month enhanced qualification program completed in exchange
    for a 250 hour credit toward the requisite aeronautical
    experience.
        The EQP's use of simulator training, whose proven value has
    resulted in extensive use by the military and instruction I
    would add from seasoned airline pilots, would give trainees
    exposure to the cockpits and the jets that they would actually
    be flying, and crucially allow them to experience what it is
    like to handle challenging and dangerous situations in these
    cockpits.
        So, there is a bipartisan group of former FAA
    Administrators and ALPA Presidents who recently called on
    Congress to expand the use of similar training, stating that
    and I quote, ``requiring the repeated practice of the
    prevention of and recovery from myriad real world accident
    scenarios in full motion flight simulators will make better
    pilots.''
        So, Mr. Whitaker, I frankly find it hard to believe that
    anyone would disagree with the statement from a respected group
    of aviation safety officials. Just like the adoption of ADSB,
    which you championed when you were last at FAA, the agency's
    leadership in adopting new technologies has significantly
    benefited aviation safety, time and time again making the U.S.
    aviation system the safest in the world.
        So, having said all that, my question is, can you describe
    how, if confirmed, you would work to ensure the FAA takes the
    same leadership role in expanding the use of flight simulators
    to ensure that new pilots are well rounded and best prepared to
    fly safely in airline operations?
        Mr. Whitaker. Thank you, Senator, for the question. I
    think, I guess there are a couple of pieces to this. I think
    the 15 hour--1500 hour rule has been, of course, it is
    legislated, so it is--we follow the law and implement that
    rule.
        But I think since it has been passed, it is an important
    fabric of our safety network, if you will, and it has yielded
    good results in our operating system. The simulator issue is an
    interesting one.
        It involves a lot of different technologies and a lot of
    open questions, and there is an ARC that has been formed at FAA
    to look at how that might be used and how we might look at
    pathways for reaching that 1500 hours.
        I know from my time at United Airlines, there are
    simulators and there are simulators. Some of the ones you
    mentioned, the full motion 777 simulator that the United
    Airlines would operate is an incredibly valuable tool for
    training airline pilots and running through scenarios and
    accidents and the like.
        But there are also multi-multi-million dollar machines that
    wouldn't normally be available for a pilot trying to get 1500
    hours. I know that the technology has developed in simulators.
        We know that a desktop computer is not an adequate
    simulator for flight training, but understanding what the
    possible uses are, I think is something that we should leave to
    the experts in the ARC, take their recommendations, and
    consider those.
        Senator Thune. OK. Well, and I hope you will. I mean, that
    is essentially what we are operating off of here.
        Mr. Whitaker. Yes.
        Senator Thune. All right. Very quickly, talk a little bit
    about UAS. If confirmed, you describe how you will work to
    create a beyond visual line of sight regulatory framework and
    otherwise streamline the airworthiness approval process for
    UAS?
        Mr. Whitaker. I think the next step with the BV laws is
    getting a rule out. I am not--I don't have access to where that
    process stands right now, but it seems to me that the time has
    come to do that and move as quickly as we can.
        Senator Thune. We have got a bill, Senator Warner and I,
    that addresses this issue, which I hope you all will take a
    look at. But I just think this is something that stakeholders,
    everybody have been waiting for us to address, and I hope that
    as you undertake this new responsibility, that you will work to
    implement a system that is not only safe but is something that
    can accommodate the--what we are going to see in terms of
    increased use, I think, of those types of aircraft for lots of
    different applications.
        Mr. Whitaker. I agree, sir, and I will.
        Senator Thune. Thank you.
        The Chair. Senator Duckworth.

                  STATEMENT OF HON. TAMMY DUCKWORTH,
                       U.S. SENATOR FROM ILLINOIS

        Senator Duckworth. Thank you, Madam Chair. Mr. Whittaker,
    thank you for being here today, and for your willingness and
    your family's willingness to serve to ensure our Nation's
    aviation system is safer, especially at a time when we are
    experiencing alarming safety crises.
        The FAA needs a leader who will be proactively
    strengthening the post-Colgan era safety system and work with
    Congress to secure transformational investments that will
    enable America to recruit and train the next generation of air
    traffic controllers and pilots and mechanics.
        Airlines broke the pilot pipeline when they decided that
    the best strategy to deal with the 1500 hour rule, that they
    claim is causing the pilot shortage, was to spend their hard
    earned cash on mass buyouts that resulted in tens of thousands
    of their most experienced pilots exiting the system--the
    workforce.
        The mass exodus of pilot experience was compounded by a
    wave of retirement of air traffic controllers, many possessing
    decades worth of experience. And being from Illinois, we are
    very familiar with tornadoes.
        And just like warm air and cold air colliding together to
    create a tornado, plummeting aviation experience levels
    combined with a post-pandemic surge in travel that created a
    perfect storm we are witnessing now in all these near-misses
    and safety incidents.
        The aviation system's margin of safety has been reduced and
    the results are downright terrifying. According to the New York
    Times, in a 12 month period, there were 300 accounts of near
    collisions involving Part 121 carriers.
        That is almost one near-miss per day so far this year. Yet
    despite the alarming evidence that we must raise experience
    levels and bolster training across the aviation workforce, some
    airlines are continuing their years long campaign to weaken or
    water down the post-Colgan era reforms.
        Mr. Whitaker, if confirmed, you will face heavy pressure
    from cost cutting carriers looking to water down experience
    requirements. You will hear arguments that the 1500 hour role
    is too rigorous because foreign countries require much less
    time. But I don't want our Nation's aviation system to morn--to
    mimic foreign regulations.
        I want the United States to operate the safest airspace in
    the world, and I am assured you do as well. I want the FAA to
    commit to doing everything in its power to ensure that the next
    set of safety reforms are not written in the blood of
    passengers killed in an aviation incident.
        Complacency kills. That is why the next FAA Administrator
    must proactively work to increase experience and training
    requirements before our luck runs out and this year's near-
    misses turn into next year's deadly collisions.
        Mr. Whitaker, if confirmed, will you protect the post-
    Colgan era safety system by rejecting efforts to water down the
    1500 hour rule that requires a pilot build at least 1500 flight
    hours to earn an ATP certificate?
        Mr. Whitaker. Yes, Senator. The--of course, the 1500 hour
    rule is legislative, and we will certainly work to maintain its
    integrity. It has been an important part of the safety system,
    and any changes I would recommend would go through an ARC
    process to make sure we are not lowering the bar in any way.
        Senator Duckworth. Thank you. Debates over the 1500 hour
    rule often provoke intense disagreement, yet carriers and
    safety advocates alike appear skeptical of the value of so-
    called diploma mill institutions, which enable pilots to
    efficiently earn the 1500 hours of flying, as I have been told,
    circles and cloudless blue skies without a gust of wind.
        But you can do the same thing in the simulator where you
    are not practicing the exact maneuvers needed, and you can be
    also flying 15 hours--endless hours in blue skies and God knows
    what type of simulator.
        So, we would need to specify exactly what type of simulator
    usage, what type of procedures are being practiced. Mr.
    Whitaker, if confirmed, will you work to enhance safety by
    strengthening the 1500 hour rule, specifically by refining what
    type of flight hours count toward meeting the rules, such as,
    for example, requiring more than 50 hours be spent flying in
    the class of airplane for the rating that will be sought,
    something that the airlines have talked to me about, which I
    agree with, which is precisely the type of experience that
    these regional carriers are asking for.
        Mr. Whitaker. I think those are excellent points, and I
    think they specifically apply to any use of simulators so that
    we are very clear on what constitutes a simulator, what is
    acceptable, and how do you log the time, and what sort of
    maneuvers. You can't just go for a pleasure flight on your
    simulator. It doesn't really add much to the equation. So, I
    think those are excellent points.
        Senator Duckworth. Exactly. I think this is why a very
    vague proposed language such a structured training in a
    simulator is--causes me to be very skeptical. If you don't
    specifically say you need, you know, exact hours of flying an
    actual IMC, if you don't have actual requirement to fly the
    exact type of aircraft, all of these lead to lack of pilot
    experience.
        And I have to say, you know, in all the years that I flew,
    the top types of simulators that the Army had, full motion,
    everything, not once did we ever practice the procedure that
    resulted in my surviving the RPG that hit my aircraft.
        And in fact, when I was told that had I experienced that--
    every time we were in the aircraft and we simulated
    experiencing what we experienced, a total loss of our avionics,
    we were told, you are just going to die and then you pause the
    simulator.
        But it was the years of experience that caused us to be
    able to land that aircraft, and that is what I want from our
    air traffic control system. I hope it is the same for you.
        Mr. Whitaker. Yes. Thank you, Senator, and thank you for
    your service.
        Senator Duckworth. Thank you. And I have one more question
    for the record on the 737 MAX, but I will submit that. Thank
    you, Madam Chair.
        The Chair. Thank you. Senator Moran.

                    STATEMENT OF HON. JERRY MORAN,
                        U.S. SENATOR FROM KANSAS

        Senator Moran. Senator Cantwell, thank you. Thank you to
    you and Senator Cruz for rescheduling today's hearing from
    tomorrow to today.
        It would be a terrible mistake if we lost another couple of
    weeks in our efforts to get a confirmed and capable Director,
    or Administrator of the FAA, and I am glad to see that you
    share that priority.
        I also want to associate myself with the remarks of Senator
    Cruz in a couple of--particularly in a couple of instances in
    which he spoke about the importance of workforce and returning
    to the office. That needs to be a Federal wide circumstance,
    but I hope you will fully take the lead that you described to
    Senator Cruz to see that that happens at the Federal Aviation
    Administration.
        And also, it baffles my mind that we desperately need air
    traffic controllers so critically, and yet the gap that is
    created by a lack of educational facilities and training
    remains. And so, I appreciated your answer to both of Senator
    Cruz's questions.
        Let me ask a couple of questions. You are nominated at a
    unique time in the history of the FAA. Airspace is congested
    and new entrants are arriving daily. As the demand for aviation
    continues to grow, coupled with unprecedented challenges the
    industry has faced over the past few years, what lessons did
    you learn, what lessons did you learn as the Deputy
    Administrator that prepare you to be the Administrator in these
    days?
        Mr. Whitaker. Thank you, Senator Moran. I learned an
    infinite amount during those 3 years. It was really quite
    instructive, both on the technical side. I learned particularly
    to appreciate the 5,000 airports that we have in this country,
    some of them dating back to World War II and military uses.
        And I know from my experience with some startups that are
    looking at new technologies, these airports present structure
    of infrastructure that is an opportunity, a business
    opportunity.
        I know BETA from Vermont is already building charging
    stations and the like in small airports to create their own
    network of connectivity. So, I think my experience,
    particularly in the airspace, will help me chart a path forward
    for integrating a lot of these new technologies going forward.
        Senator Moran. Your experience as Chief Operating Officer
    at Supernal, can you identify ways you will shepherd exciting
    technologies, AAM in particular, safely and efficiently into
    our national airspace?
        Mr. Whitaker. So, safety will always be the number one
    priority. But we can't use that as an excuse not to move more
    quickly. I think the key is to have an integrated vision for
    how these various new entrants, whether it is commercial space
    launch, supersonic travel, small drones, or vertical takeoffs
    that turn into horizontal flight can fit into our existing
    system. I think that is going to involve some technologies in
    the system that we haven't had before, and it is going to
    involve a roadmap on how to implement those technologies.
        Senator Moran. Senator Duckworth and I and others have been
    fully engaged in air mobility issues, and it seems things move
    at a glacially slow pace. And the difficulty we face--certainly
    no one could disagree with your comments about safety, it is
    the priority.
        But we operate in a world in which competitors cannot have
    the advantage of a regulatory system that moves much more
    rapidly than what I have seen in our circumstance, and it is
    true beyond just these new advanced technologies. We need to be
    competitive in this world, as we manufacture, develop,
    research, and engineer new entrants into the realm. I would ask
    you a final question.
        Assure me that you will take charge and be a strong and
    determined leader in a circumstance in which there is lots of
    bureaucracy and backlog that makes that a challenge?
        Mr. Whitaker. Senator, I can give you that assurance, and I
    feel like my time at FAA gives me some real advantage. I am
    known in the agency, and I know a lot of people there, and I
    have a pretty clear vision for the mission. And I know it is a
    hard job, and I know it is an important job, and I embrace
    that.
        Senator Moran. Well, Mr. Whitaker, you will have a tough
    job, if confirmed, ahead of you. I have not said this publicly.
    You and I have met. You and I have had a telephone conversation
    and today's hearing. Everything I know about you suggests that
    you should be confirmed, and my intention is to vote for your
    confirmation and encourage my colleagues to do so as well.
        Mr. Whitaker. Thank you, Senator.
        The Chair. Senator Peters.

                    STATEMENT OF HON. GARY PETERS,
                       U.S. SENATOR FROM MICHIGAN

        Senator Peters. Thank you, Madam Chair. Mr. Whitaker,
    congratulations on your nomination and your willingness to take
    what is truly a challenging job, so we appreciate that.
        Mr. Whitaker. Thank you, sir.
        Senator Peters. Mr. Whitaker, as Michigan Senator, I have
    the privilege of representing nine rural airports that are
    served by Essential Air Service Program. That is the most of
    any state in the lower 48. And many of those airports are in
    Northern Michigan and the Upper Peninsula, and host only a
    couple of roundtrips per day.
        Looks like I am going to take one of those aircraft on
    Friday up to one of those Northern Michigan cities that is
    serviced through EAS. The proposed Senate FAA Reauthorization
    bill this year includes a provision that I championed that
    would hold airlines accountable when they break their contracts
    with these small communities who rely on them for service.
        It is absolutely essential that they continue to get the
    service. And under the proposed new EAS rules, it would be
    harder for airlines to terminate contracts early, and the
    Department of Transportation would be empowered to penalize
    airlines that abandon these EAS communities. I believe this is
    essential to preventing uncertainty and lapses in services in
    communities like Holton, Michigan, which experienced this very
    issue last year.
        So, my question for you, sir, is, if confirmed, will you
    work with Congress to protect the Essential Air Service Program
    and hold airlines accountable to the communities that they
    serve in rural areas, not just in my state, but all across the
    country?
        Mr. Whitaker. Yes, sir. I believe that the EAS program in
    our network of smaller airports is really key to our system,
    and I will do--work with you to support the appropriate safety
    mechanisms and infrastructure in those airports, and then work
    with DOT on administrating the EAS program.
        Senator Peters. Good. Thank you. Mr. Whitaker, Gerald R.
    Ford International Airport in Grand Rapids, Michigan, is
    Michigan's second largest airport. It sees well over 200
    aircraft operations each and every day, and it serves a very--
    rapidly growing part of our State as well.
        However, even as Grand Rapids serves record numbers of
    passengers, it has been stymied in its efforts to expand and
    modernize because of a 60 year old FAA air traffic control
    tower that the agency has not acted to replace.
        And that is why last year I secured $5 million in
    Congressionally directed spending for the airport to begin the
    design process to replace the tower. But clearly, the job is
    not done yet. My question for you is, will you commit to
    working with me and the Grand Rapids Airport to ensure that
    there is a plan to replace their tower in a timely fashion, if
    confirmed?
        Mr. Whitaker. Yes, sir, I will.
        Senator Peters. Well, thank you. I have also long advocated
    for the FAA to transition away from the use of toxic PFAS
    containing firefighting foams. Last year, President Biden
    signed into law my Preventing PFAS Runoff at Airports Act,
    which will allow airports to purchase the equipment they need
    to test their firefighting response without discharging toxic
    PFAS chemicals.
        This year, the proposed FAA Reauthorization Bill includes
    provisions that I championed to ensure a quick transition to
    these new non-PFAS firefighting foam, alongside financial
    resources for airports to make that transition.
        Michigan airports continue to lead the way on this issue,
    but they need a strong partner in the FAA to fully transition
    away from the use of these chemicals to protect our
    communities, to protect their firefighters from contamination.
        So, if confirmed, I would like certainly get your
    commitment to work with airports to end the use of PFAS in
    aviation and your thoughts generally on this challenge?
        Mr. Whitaker. Thank you, Senator. I am new to the issue,
    but I understand the FAA has been doing work and following the
    DOD guidance on transitioning from the fluorine free foams, and
    also looking for new forms of product to fight fires
    effectively, so we will continue to have that engagement with
    you.
        Senator Peters. Right. Thank you. Mr. Whitaker, in your
    questionnaire, you said one of your top three priorities is
    rebuilding the FAA workforce for the future.
        And I certainly agree that our focus must be on building a
    robust workforce of air traffic controllers, pilots,
    maintenance technicians, aviation engineers, and other workers.
    I also believe we can't meet this goal without doing more to
    recruit and retain women in these fields.
        Currently, 5 percent of airline pilots are women, and even
    fewer serve in the other aviation fields. I have heard directly
    from a Michigander who served on the FAA's Women in Aviation
    Advisory Board, Kelly Yost, about the work the board did to
    direct FAA industry and Congressional action to support women
    in industry, and that is why I introduced the Promoting Women
    in Aviation Act, and I am fighting to have it included in the
    FAA reauthorization package.
        Can you speak to the importance of building a strong
    aviation workforce pipeline and finding ways to recruit and
    retain women in these critical positions?
        Mr. Whitaker. I think casting as broader net as we can and
    making it as inclusive as possible is necessary. We need a lot
    of folks to have interest in aviation and all those jobs you
    have mentioned, so I do support that.
        Senator Peters. All right. Thank you, Madam Chair.
        The Chair. Thank you. Senator Blackburn.

                  STATEMENT OF HON. MARSHA BLACKBURN,
                      U.S. SENATOR FROM TENNESSEE

        Senator Blackburn. Thank you, Madam Chairman, and thank you
    for the hearing today. Mr. Whitaker, thank you for being with
    us, and thank you for the time to visit by phone. And I--Madam
    Chairman, I hope we can move soon to the FAA Reauthorization
    Act and get that finished.
        The House passed their mark on that bill back in July and
    we need to take that up so we can all move forward. Mr.
    Whitaker let's talk a little bit about drones, which we did as
    we visited last week. As we noted, DOD, CISA, let's see,
    Interior, Commerce, and Treasury have all warned about the
    threat that are there as we look at Chinese drones.
        And because of that, I introduced the Stop Illicit Drones
    Act, and it would prohibit the FAA from operating or providing
    Federal funds to certain foreign drone companies. And this is
    all to protect us and our country.
        And I would like to hear from you, if you are confirmed,
    what will you do to guard against this threat that we have from
    Chinese drones? And how are you going to raise awareness on
    this issue?
        Mr. Whitaker. Thank you, Senator Blackburn. And thanks for
    taking the time last week for us to meet. This is a very
    serious issue and I think national security, protecting our
    airspace, protecting our intellectual property as an economy
    are all very important issues.
        The FAA's role here is to really work with various other
    agencies, law enforcement officers or agencies, to make sure we
    have the adequate protections in place, regardless of where the
    drone is manufactured to protect, particularly from my
    perspective, the airspace.
        Senator Blackburn. OK. And Chinese drones, specifically.
    Would you agree with prohibiting Federal funds for the purchase
    of these drones?
        Mr. Whitaker. I will certainly defer to this body on the
    legislation that they put forward, and I will defer to the law
    enforcement agencies on how to best approach it. But clearly,
    there are risks associated with drones in that category, yes.
        Senator Blackburn. OK. I want to talk with you about 5G,
    because I have an amendment that I filed to the Reauthorization
    Act to create an R&D Grant Program to develop, test, and
    certify standards for ensuring the telecom industry and the FAA
    can meet installation requirements for Next Gen radio by 2024.
    So, do you believe that this would help mitigate the FAA
    broadband carrier dispute over 5G in planes?
        Mr. Whitaker. I think there has been tremendous progress in
    resolving this issue. And I know that the industry has is
    equipped, I think the levels are over 90 percent now of
    equipage to include mitigations for any interference from the
    5G. So, I think I will continue to work with you on making sure
    that is completed.
        Senator Blackburn. OK. That is great because that is
    something we need to see completed. The New York Post earlier
    this year had an article on the epidemic surrounding aviation
    employees using their credentials and privileges to smuggle
    drugs through airports and onto airplanes.
        And I, like many of my colleagues, have worked visiting
    different airports and looking at some of these issues. And so,
    how do you plan to work with TSA to counter these illegal
    operations that are being carried out on the tarmac at some of
    our Nation's airports?
        Mr. Whitaker. We would certainly follow the lead of TSA and
    any other law enforcement agencies involved in stopping those
    activities and contribute to that--stopping them as much as we
    could.
        Senator Blackburn. Well, build on that a little bit. How
    would you work with other entities that are there in the
    aviation ecosystem to ensure that these guys are not going to
    be on the tarmac and are not going to be able to carry this
    out?
        Mr. Whitaker. So, our security folks at FAA have well-
    established networks of cooperation with the various agencies,
    so we can track that down through that network and find out how
    we can contribute to fighting this.
        Senator Blackburn. I have got one other question I will
    submit to you, but it has to do with some of the bilateral
    aviation safety agreements that we have in place. And we have
    had some issues with the lack of leadership within the FAA as
    we look at these not honoring either the letter or the spirit
    of the law. I will send that to you for a written response.
    Thank you.
        Mr. Whitaker. Thank you, Senator.
        The Chair. Thank you, Senator Blackburn. And I want to just
    say, we really do believe that fentanyl transported at airports
    is an issue, so we will work with Senator Blackburn and you on
    that. Senator Tester.

                     STATEMENT OF HON. JON TESTER,
                       U.S. SENATOR FROM MONTANA

        Senator Tester. Thank you, Madam Chair. And I want to thank
    you for being here today, Mr. Whitaker, and your willingness to
    serve the country.
        Mr. Whitaker. Thank you.
        Senator Tester. The FAA Administrator is a very, very
    important position, particularly if you are setting on this
    side of the rostrum, because we fly a lot, OK. So, the job you
    do impacts us daily, and it impacts the American people daily,
    so it is important.
        Workforce is a major problem throughout this country, I
    don't care what industry, and finding workers is tough duty.
    The same is true with the folks who run our towers, who do a
    marvelous job, but we are seeing shortages there, too.
        And my question to you is, is do you have any plans on how
    we can address that workforce shortage, because quite frankly,
    truly it is a life and death situation, if you have got folks
    that are working too many hours, and they are in a difficult
    situation. They do a great job, they work hard, there just
    ain't enough of them. How can we fix it?
        Mr. Whitaker. Senator, I am sorry, there is some noise
    behind me. Are you referring to the towers?
        Senator Tester. Yes.
        Mr. Whitaker. Yes. It is definitely an area that we need to
    focus on and we need to fix. It has been going on for too long,
    and I think it was exacerbated by COVID and not necessarily
    understanding the direction that air traffic was going to go
    during that time period. We have to have as wide a pipeline as
    we can to bring controllers into this space.
        An air traffic controller is a very good job. I am sure
    there are a lot of people that would like to do it. Same with a
    lot of aviation jobs. So, it is time that we aggressively go
    after that. And I think part of my role will be chief
    recruiting officer for the agency and making the agency an
    employer of choice for people who are having an aviation career
    and are looking for an opportunity to enter.
        Senator Tester. Well, I think it is going to take some
    creative thinking, because you are right, I think there is a
    lot of people that want to be in the business, but we don't
    have enough people. And so, whatever you can do in that vein to
    get more folks available, I think, makes the skies a safer
    place, so thank you. Now I want to talk about pilots.
        Mr. Whitaker. Yes.
        Senator Tester. I come from a state where these are
    destinations, they are not hubs, the airports there. We have
    got fewer flight options. In fact, it is fair to say, at least
    in my case, that this is a different world. This flying world
    is a different world post-pandemic than it was pre-pandemic.
        And it is not better, it is worse. And part of it is we
    don't have enough pilots. And I thought I had a beautiful
    solution after being in an American Airlines simulator. I
    thought, we can do this with simulators for a portion of it,
    until the lady to my right pointed out to me that all
    simulators aren't alike. Being a pilot, she knew that, and I
    went, oh, man, there goes that brilliant idea I had.
        So, how can we fix this? How can we utilize ways to get
    more pilots into pipe--and we are paying them a decent amount
    of money. More pilots into the pipeline and still keep our
    airplanes safe, still have pilots behind the stick that know
    what they are doing, and move forward, so that I can get more
    flights into a place like Great Falls, Montana that, by the
    way, oftentimes, if I miss a night flight, the next flight in
    is the next night, OK. So, give me some hope.
        Mr. Whitaker. So, I think--thank you for the question. I
    think the pilot situation was long in the making. It for many
    years was a pretty rocky profession. It is very expensive to
    become a pilot, just like it is to become a doctor or a lawyer.
    It assumes a lot of debt often. And then the starting salaries
    were very, very low.
        So, a regional pilot 15 years ago might have made $20,000 a
    year, while a lawyer in a law firm might have made $100,000.
    So, there was a pretty big disparity. Those salaries have gone
    up quite a bit, both at the entry level and at the airline
    level. So, I think the market is working and it is going to
    work and help correct that.
        I think what we can do is look at other ways to facilitate
    people coming into the industry, and I think your point on
    simulators is a good one. It is a complicated issue. There are
    simulators and there are simulators.
        And then how you spend your time is important, which is why
    we have got an ARC at FAA that is looking at this, safety
    professionals looking at it to see are there consensus avenues
    that we can create to 1500 hours.
        Senator Tester. OK, you have got--do we have--55 seconds?
    You have got a rulemaking committee that is going to make some
    recommendations to you and potentially even Congress. Is that
    correct?
        Mr. Whitaker. They make the recommendations to the FAA, but
    we will certainly work with Congress on those.
        Senator Tester. OK, that is good. But can you push that
    committee to do their due diligence but get a rule out sooner
    rather than later?
        Mr. Whitaker. I will do all I can to do that, yes.
        Senator Tester. Thank you very much. Thank you, Madam
    Chair.
        The Chair. Thank you. Senator Fischer.

                    STATEMENT OF HON. DEB FISCHER,
                       U.S. SENATOR FROM NEBRASKA

        Senator Fischer. Thank you, Madam Chairman, and welcome,
    Mr. Whitaker.
        Mr. Whitaker. Thank you.
        Senator Fischer. I have heard from stakeholders that they
    are facing substantial delays in the certification and
    operational approval that could improve aviation safety. To
    address this, I worked on bipartisan language in the Senate FAA
    Reauthorization Bill, creating a new Associate Administrator
    for Advanced Aviation Technology and Innovation.
        This FAA leadership level position would be charged with
    improving how the agency works across lines of business to
    certify advanced technologies more rapidly and break down
    barriers delaying the adoption of aviation technologies.
        Drawing from your prior industry experience, do you believe
    that the FAA places enough emphasis on the certification of
    advanced technologies? And would this new position improve how
    the agency responds to the pace of innovation?
        Mr. Whitaker. Thank you, Senator. I think that is a very
    astute question, and certainly to the point, I think these new
    technologies coming into the agency are one of the biggest
    challenges we are facing.
        We don't necessarily understand everything about them,
    especially when there is extensive software involved in
    interactions between new technologies, so we need to have
    resources put in, making sure there is a holistic understanding
    of how these systems interact and where the risks are and where
    the faults are.
        So, I think that is a step in the right direction,
    certainly.
        Senator Fischer. Good. Also, the Nebraska Division of
    Aeronautics serves as the agent for airport sponsors seeking
    Federal grants. It has been noted that the interpretation of
    eligibility and requirements for projects are not uniformly
    enforced from region to region, State to State, and even
    between different FAA planners and engineers within the state.
        So, what is--what can be done to straighten this out? How
    can you, as FAA Administrator, at that level, ensure that
    requirements are interpreted and administered uniformly across
    this country?
        Mr. Whitaker. I think it is important that we have a very
    transparent and uniform system to allocate funding across the
    system, so that it is applied fairly. And I would certainly
    provide direction to make sure that happens.
        And then from that baseline, there are always exceptions
    for unique circumstances. We have to have the flexibility to
    adapt to that as well. But it needs to be a--it needs to be a
    completely fair and transparent system.
        Senator Fischer. You know, when we have some of these cases
    brought to our attention, though, if we are able to present
    that information to you, will you take a personal interest in
    trying to figure out just why maybe some of these discrepancies
    are happening?
        Mr. Whitaker. I would be happy to work with you on that,
    yes.
        Senator Fischer. Thank you. One of FAA's most successful
    Government industry partnerships is the FAA Contract Tower
    Program, and that includes one we have in Grand Island,
    Nebraska.
        This critical air traffic safety program is important to
    maintain and develop air service in rural states like mine.
    There have been attempts in the past to shut down the Contract
    Tower Program over budget concerns.
        Can you give me assurances that you will support the
    Contract Tower Program given its really vital importance to the
    national airspace system, and that contract towers will remain
    a high priority for the FAA if you are confirmed as
    Administrator?
        Mr. Whitaker. Yes, Senator, I can give you that assurance.
    I think contract towers are an important part of our network of
    smaller airports, and we need to maintain those and make sure
    they are viable.
        Senator Fischer. Thank you very much. Thank you, Madam
    Chair.
        Mr. Whitaker. Thank you.
        The Chair. Thank you. Senator Sinema.

                   STATEMENT OF HON. KYRSTEN SINEMA,
                       U.S. SENATOR FROM ARIZONA

        Senator Sinema. Thank you, Chair Cantwell. And thank you,
    Mr. Whitaker, for joining us today. As you know, the FAA has
    lacked Senate confirmed with leadership for over a year and a
    half. It is essential that the leader has the right experience
    at this particularly tough time.
        The next Administrator will need to effectively evaluate
    arguments over aviation safety and near-misses, air traffic
    controllers staffing, short and long term workforce development
    concerns, new technologies, novel regulatory questions, and
    more.
        So, my first question to you, Mr. Whitaker, is I agree with
    you that safety is the top priority and the preeminent
    responsibility of the FAA. I appreciate your emphasis on not
    just maintaining the FAA safety record but continuing to build
    upon it.
        I believe that updating our pilot training rules is a
    critical part of this, so the U.S. continues to lead the world
    in aviation safety. Rather than waiting around for a tragedy or
    deferring to unhelpful rhetoric, it is critical to build on our
    prior successes in training the world's best pilots. It is not
    just me who feels this way, but also each of the Senate
    confirmed FAA Administrator since 1997, including your former
    boss, Michael Huerta.
        I am sure you saw their letter last month, which also were
    signed by two former Presidents of the Airline Pilots
    Association. These experts make clear that the significant
    technological advances in flight training in the nearly 15
    years since the tragic Colgan Air crash require their use to
    ensure the best pilot training continues.
        They argue, ``incorporating this realistic training and
    experience in a structured and controlled way will add to the
    existing margin of safety in commercial operations.'' The Air
    Force also agrees. It has more than tripled the amount of
    simulator training for its new pilots, including at Luke Air
    Force Base in Arizona.
        Now, current FAA rules appreciate the military pilot
    training regime so much that pilots leaving the military need
    only 750 rather than the standard 1500 hours for their
    certificate. So, credit is provided for what is considered
    superior military training, which incorporates superior
    simulator training.
        So, Mr. Whitaker, do you agree with these experts and
    former FAA Administrators that properly using advanced
    simulators produces safer pilots without compromise?
        Mr. Whitaker. Thank you, Senator. I do agree that
    simulators are a hugely valuable training tool, and we have
    seen that in large airlines with full motion simulators that
    allow pilots to go through scenarios that you would not want to
    do in an actual aircraft.
        I think the, you know, the 1500 hour rule is, of course,
    law, and we are open to any way to improve safety from that
    baseline. I think the challenge is that there are a variety of
    types of simulators.
        There are open questions about what kind of training would
    be involved, how you would log that. And the FAA has an ARC
    that has been convened to look at those issues, and I would--I
    look forward to seeing their results from that work and hope we
    can continue to work on this issue.
        Senator Sinema. Well, thank you. Do you agree that as pilot
    training technology evolves, it is the responsibility of the
    FAA and policymakers to evolve with it by incorporating these
    simulators and other modern training systems into the existing
    pilot training regime? And do you believe that advanced
    simulators have a significant role to play in improving safety
    outcomes?
        Mr. Whitaker. I certainly agree that advanced simulators
    can have a significant role to play in improving safety
    outcomes. I think the challenges that the simulators that the
    airlines are using are much too expensive to be available to
    most young pilots or new pilots trying to reach 1500 hours.
        So, I think the challenge is to define when is a simulator
    appropriate for that kind of training. And that is something
    that we should be leaving to the ARC. And then to your point, I
    think this technology evolves quickly and we have to figure out
    a way to keep up with it.
        Senator Sinema. Thank you. FAA leadership will also be
    tasked with rapid changes in technology and new entrants to the
    national airspace, including advanced air mobility. Now, I am a
    proponent of AAM technology, and I believe it holds incredible
    promise. Can you speak to how your experience at FAA with the
    Next Gen system, as well as your current work in the nascent
    AAM industry, prepares you to lead the industry at this
    critical time? And specifically, what do you believe are the
    most important things you must do, if confirmed, to foster AAM
    innovation without sacrificing safety?
        Mr. Whitaker. I think the Next Gen program was a successful
    and significant upgrade of the air traffic system that took
    many, many years to pull together. It was designed as a 15 year
    program.
        But as we sit here today, traffic is controlled by
    satellite and communications are being pushed out for flight
    plans by data rather than voice.
        So, I think it was a successful transition, but I think we
    are at a point where we need to talk about what is next, and
    what next is new capabilities, new technologies, what that
    platform looks like, and how we incorporate not only AAM but
    small UAS and commercial space and supersonic and other new
    entrants into the market.
        So, that will be an immediate focus, but it is developing
    that long term vision in a collaborative way.
        Senator Sinema. Thank you. Thank you, Chair Cantwell.
        Mr. Whitaker. Thank you.
        The Chair. Thank you. Senator Budd.

                      STATEMENT OF HON. TED BUDD,
                    U.S. SENATOR FROM NORTH CAROLINA

        Senator Budd. Thank you, Chair. Mr. Whitaker, good to see
    you. I enjoyed our meeting last week. And from that meeting, I
    understand that you are a private pilot. So does your
    experience as a private pilot in general aviation, does that
    help enhance your experience back from when you served as
    Deputy Administrator?
        Mr. Whitaker. It did, Senator. And thank you for taking the
    time last week. It was an extremely valuable thing. It helped
    me really understand the system and appreciate what is at stake
    when you are up there in that tin can.
        Senator Budd. We spoke about BasicMed. Back in 2017, pilots
    of smaller aircraft could use an alternate medical
    certification program known as BasicMed. More than 70,000
    pilots have used BasicMed to maintain their flying privileges.
    In March, FAA reported to Congress that pilots flying under
    BasicMed are just as safe as pilots with a third class medical.
    So, what are your thoughts on the BasicMed Program?
        Mr. Whitaker. Thank you, Senator. So, I completed my
    BasicMed just a few weeks ago. I had gone through a regular
    medical examiner previously for the 2-year check.
        And this time I did the BasicMed because I had a physical
    scheduled and tried it, printed out the form, took it to the
    doctor. Took the online course that you require, which I
    actually thought was quite useful.
        So, I thought it was a very clever efficiency that
    actually, in my view, yielded more information and was more
    useful to the pilot.
        Senator Budd. Very good. I am so glad to hear your feedback
    on BasicMed. Now, you may remember this from your previous
    tenure at FAA, but if it were up to the FAA, BasicMed would
    have never happened.
        Despite several requests for third class medical reform
    over more than 20 years, two decades, the FAA did not act until
    Congress mandated those reforms. So, I bring this example up
    because many enabling regulations come from Congress in FAA
    Reauthorization Bills, and they have a deadline attached to
    them.
        Yet FAA routinely misses Congressionally mandated deadlines
    for these new rules. My office analysis found that the FAA
    missed Congressional rulemaking deadlines in the last three FAA
    Reauthorization Bills by an average of 543 days.
        Even more concerning, there are still 14 mandatory
    rulemaking stretching back over a decade to the 2012
    reauthorization that FAA has not yet completed to this day. FAA
    also missed reporting deadlines by an average of 554 days,
    depriving Congress of crucial information needed to legislate
    and conduct oversight.
        Reports during your tenure as Deputy Administrator were 678
    days late on average. If confirmed, what will you do to ensure
    that the FAA is meeting the deadlines that Congress places into
    law?
        Mr. Whitaker. Thank you for the question, Senator. I will
    do everything I can to make sure that we are on schedule. I
    think rulemaking is a very frustrating thing from every
    perspective. It is highly regulated under the Administrative
    Procedures Act. It takes a long time.
        It is a frustration as we try to bring new entrants into
    the airspace and have to go through that onerous process, but I
    will do everything within my power and within the confines of
    that to move as quickly and communicate with this committee on
    the status of those.
        Senator Budd. Thank you. So, I share your concern about
    maintaining FAA's global leadership in aviation safety and
    regulation. That position greatly benefits our domestic
    aviation industry and allows companies to pioneer the next
    generation of aviation technology. I am proud that North
    Carolina is home to many of these companies.
        But in order to innovate, industry needs to know the rules
    of the road, or the rules of the air. That goes back to the
    speed of new regulations. So, what can Congress, so our end,
    what can we do to help FAA speed up those enabling regulations
    that are necessary for these new industries to grow?
        Mr. Whitaker. I wish I had a good answer for that. Most of
    the review periods and the public commentary periods are set by
    statute. I think we can--I think we have power within the FAA
    and DOD and OMB to try to move that as fast as we can, and I
    would work those levers.
        Senator Budd. So, I hope you are hearing the question to
    you and the question about us as Congress, you hear a desire
    for us to work together.
        So, if successful, I hope that we can continue to work
    together. So ever since the Wright brothers first flew at Kitty
    Hawk, North Carolina, America has been a world leader in the
    aviation industry.
        The FAA sets the gold standard for aircraft certification
    standards in aviation safety. I am glad to see the Biden
    Administration finally put forward a qualified nominee to fill
    a vacancy that has lasted over 550 days.
        Mr. Whitaker, if you are confirmed, I look forward to
    working with you to implement the upcoming FAA reauthorization
    and address the many challenges facing the aviation industry
    today. Thank you. I yield back.
        Mr. Whitaker. Thank you, sir.
        The Chair. Senator Welch.
        Senator Welch. Thank you. And I have been to hearings that
    have been a little rougher on the person in your chair than
    this one. I think it is a testament to your qualifications, and
    I am delighted at the reception you are getting, but I think it
    reflects your experience. Just a couple of things.
        Senator Budd was asking about your private pilot's license,
    and that was a concern that the Committee had with some of the
    prior nominees, that they weren't a pilot, and I think you
    answered that pretty well.
        But I am kind of interested in your decision to become a
    pilot. It was when you were at the FAA. So why did you make
    that decision? And just quickly, because you have addressed
    this, how does it inform what you are doing?
        Mr. Whitaker. Thank you, Senator. It really derived from my
    role as the Chief Next Gen Officer. All of that technology was
    around how the controllers interact with the pilot in that
    situation, and I wanted to understand it from that perspective.
        And it helps to understand somewhat abstract principles
    around navigation if you actually go through it, so that was
    really the driving force.
        Senator Welch. OK. The second thing, the number of people
    brought up the delay issue and how long it takes, and I am with
    them on that, but it is a dilemma, I imagine, if you are the
    head of the agency where you absolutely can't compromise
    safety.
        It is what Senator Duckworth has been the leader on this
    committee and focusing on. But there can be times where that
    becomes an excuse not to do your job----
        Mr. Whitaker. I agree.
        Senator Welch [continuing]. And act and make a decision.
    Not cut corners, but try to expedite it. Can you talk about the
    role you will play in maintaining that standard but not using--
    not allowing the agency to hide behind that standard rather
    than do their job in an efficient and prompt way?
        Mr. Whitaker. No, I think that is an excellent point, and I
    agree. And I think we can't allow safety to become an excuse
    for inaction, and I think that does happen. I think
    decisionmaking in a large organization is an interesting thing.
    You need to have accountability.
        If you don't have clear leadership and visibility into
    where things are stuck, if you will, then they often don't get
    made, so.
        Senator Welch. OK, and just on that point, Senator Cruz is
    concerned about folks being back in the office, and I know that
    is an issue that is throughout America, not just public
    agencies, but private, and can you speak to that, because I
    think Senator Cruz has got a legitimate point there?
        Mr. Whitaker. No, I agree. Of course, a lot of our
    workforce is back there, air traffic controllers, and safety
    inspectors, and the like. But to build a cohesive leadership
    team and move forward, we need to have in-person encounters.
    So, that will be establishing a clear policy and enforcing that
    will be an early action.
        Senator Welch. OK. And then the last area that I want to
    ask is about advanced air--the advanced air mobility industry.
    And as you I am sure know, in Vermont, we have a new, very
    exciting company, BETA Technologies, that just yesterday opened
    up its production facility. It will be the largest one East of
    the Mississippi.
        And our Governor was there, former Senator Leahy was there,
    the entire Congressional delegation. But that goes into the,
    that is electric planes, and it is going to require
    regulations, and can you tell me two things.
        One, your thoughts about AAM. And number two, the role that
    the FAA has to play in facilitating that, while, of course,
    maintaining what I will call the Duckworth's standard of
    safety?
        Mr. Whitaker. Thank you, Senator. So, I think with AAM,
    there is an opportunity for certification under existing rules,
    and I believe that BETA is moving under those existing rules.
    But I think as that technology evolves and matures, we probably
    need a more aggressive set of rules to allow tighter operations
    and more application of technology for efficiency in those
    spaces.
        Senator Welch. OK. Thank you very much, and good luck to
    you.
        Mr. Whitaker. Thank you, sir.
        Senator Welch. And welcome. I yield back.
        The Chair. Senator Capito.

                STATEMENT OF HON. SHELLEY MOORE CAPITO,
                    U.S. SENATOR FROM WEST VIRGINIA

        Senator Capito. Thank you very much, Mr. Whitaker, for
    being here. And thank you for visiting my office. I am going to
    follow up on what my colleague from Vermont was talking about,
    because my local airport, Yeager Airport--I have just been to
    Vermont to look at this, and we are not using the same term
    that he used.
        They use the EVTL, which is that electric vertical takeoff
    and landing vehicle. I am assuming we are talking about the
    same or similar thing. So, this would be next generation
    technology, but I think--it holds a lot of promise really for
    rural areas to be the centers of excellence and also the
    innovators here in terms of where we take this electrification
    on these types of vehicles.
        What kind of ideas would you have in terms of where the FAA
    might be able to be helpful in terms of building out--it is a
    different infrastructure that would be needed, just like
    electric cars would be different. How do you envision something
    like that?
        Mr. Whitaker. Thank you for the question, Senator. In the
    case of BETA, it is an interesting case because I think they
    started as a EVTL company and now that is a fixed wing
    departure.
        So, they are more of a traditional aircraft design. They
    are dealing with the infrastructure issue by installing their
    own infrastructure at airports. But I think for the FAA, we are
    following the path that is being set by the companies.
        So as these companies need infrastructure for electric
    power and things, we need to be able to respond to that. But I
    do think it offers tremendous opportunity for smaller
    communities.
        The cost of--the simplicity of operation, it means the cost
    is much lower, the maintenance is much lower on these types of
    vehicles. So, it lowers your unit cost and opens up more
    market, so I think it really is a potential opportunity for
    smaller communities.
        Senator Capito. I do too. And it is, you know, it is a much
    less cluttered airspace too, to be able to handle the
    innovation.
        Mr. Whitaker. Absolutely. Right.
        Senator Capito. In 2020, and it seems like this is another
    never ending story, but the FCC and the FAA and DOD have gotten
    into a fiasco over the 5G spectrum. This has created
    significant issues in this committee and elsewhere.
        I am wondering, would you commit to being a strong advocate
    to try to seek to avoid these similar issues, sit down at the
    table, and work these things out so that we don't lay it at the
    table at the last minute to try to decide what direction to go?
        Mr. Whitaker. I would commit to that. I think collaboration
    is a good way to avoid a lot of misunderstanding and to reach
    alignment upfront on difficult issues like that. So, yes, I
    would.
        Senator Capito. Let me go back to rural--thank you for
    that--rural air service. I can speak from experience that it is
    contracting, it is not expanding in terms of availabilities.
        There have been some, you know, some different companies
    that have come into play to sort of do niche kinds of things,
    which are great--it is great for an area such as mine. Do you
    see the loss of rural air service as an urgent problem, and how
    could you work to address that?
        Mr. Whitaker. I think it is a serious issue that needs to
    be addressed. I think the pilot demand has been such that it
    has left smaller communities behind in some case. So, I think
    we want to try to encourage as many people into this profession
    as we can.
        I think the rising salaries will help draw people into this
    profession, but we want to make sure we are supporting that
    effort as well by keeping the airports up to safety standards
    and improving them as is appropriate so you can attract
    traffic.
        Senator Capito. Well, I think, too, on the pilot shortage
    issue, we just had a Women in Aviation, you know, Expo around
    the state to try to encourage and have a broader reach to
    recruit more women, but also different types of populations
    into becoming a pilot.
        We have several pilot schools that have just kind of grown
    in the last several years, so I am very encouraged by that. Let
    me ask you, in your prior experience at FAA, how many visits to
    the tower, how important is that for you to have those onsite
    visits, and how does that kind of inform your work going
    forward?
        Mr. Whitaker. I was a frequent visitor to our facilities
    around the country, including towers, both in large urban areas
    but also in remote areas, including contract towers.
        So, I think it is key to hear the voices on the ground.
    Usually there are opinions about what technology they should
    have, but they don't have. So, it is a good way to really
    understand at ground level how the system is operating.
        Senator Capito. Well, I think, too, speaking from a--coming
    from a mountainous rural area, that having eyes on the runway
    is pretty significant in a place where I live. That fog can
    come in pretty quick like it did last week, and we had to go
    back around and try again.
        Mr. Whitaker. Right.
        Senator Capito. So, I would just urge that--it is amazing
    how much better the weather predicting has gotten over the year
    and how much more accurate. But as we move forward, I think
    those rural airports need to have that basic attention paid to
    them. Thank you.
        Mr. Whitaker. Yes, I agree. Thank you.
        The Chair. Senator Markey.

                   STATEMENT OF HON. EDWARD MARKEY,
                    U.S. SENATOR FROM MASSACHUSETTS

        Senator Markey. Thank you, Madam Chair. Mr. Whittaker, I
    would like to discuss the resiliency of our aviation system.
    From melting runways in London last year to rising sea levels,
    threatening coastal airports, to increase turbulence on
    flights, climate change is significantly impacting our aviation
    system. Mr. Whitaker, do you agree that climate change poses
    new challenges for airlines, airports, and the FAA?
        Mr. Whitaker. I do, Senator. I think we saw that last week
    with New York and LaGuardia runways being flooded. And each
    airport has its own issues, but I think sometimes it is just a
    question of improving drainage. But I think we need to look at
    that resiliency.
        Senator Markey. Do you agree that all parties in the
    aviation system need to invest in more resiliency? LaGuardia is
    a good example. New York City is a good example.
        Mr. Whitaker. And I think the airlines are investing in
    sustainable fuel. I think that is part of that equation.
        Senator Markey. So that is why I have fought hard for two
    of my bills to address this issue. The first is the Airport
    Infrastructure Resiliency Act, which Senator Sullivan and I
    filed as an amendment to the FAA Reauthorization Bill, which
    would create a new grant program to improve airport resiliency.
        Senators Fischer, Welch, Capito, and I have also introduced
    the Airline Operational Resiliency Act, which requires the
    Government Accountability Office to investigate airlines' plans
    for extreme weather events. We need to harden our aviation
    system against extreme weather events and natural disasters.
        There is no time to lose. I want to turn to another issue
    related to airport resiliency, the airport service workers.
    These individuals are the unsung heroes of our aviation system,
    but they are often overworked and underpaid.
        Our airports would not function if these essential workers,
    like baggage handlers, wheelchair attendants, and ramp agents,
    did not do their jobs. Mr. Whitaker, do you agree that airports
    service workers are critical to the operation and reliability
    of our aviation system?
        Mr. Whitaker. I certainly agree that they are critical to
    that system.
        Senator Markey. Yes, I agree. And that is why with Senator
    Schumer, I have been fighting to include my Good Jobs for Good
    Airports Act in the FAA Reauthorization Bill.
        The bill would help to ensure that airport service workers
    are paid a living wage and benefits. It is time that we repay
    the benefits that these workers deserve. We could see it during
    the pandemic where they had to go to work. They had to take the
    risks which others did not have to take.
        It is absolutely imperative that we have a fairer
    distribution of the incredible benefits that are flowing to
    airports increasingly in terms of how it is shared. And that is
    not happening. And Senator Schumer and Chair Cantwell and I are
    committed to continuing to work in order to ensure that we can
    include that in the FAA reauthorization. And I would like to
    finally turn to aviation safety.
        Over the past year, we have seen a scary number of near
    misses between aircraft. In fact, in one instance, two planes
    actually struck each other at Boston's Logan Airport in my home
    state. Fortunately, the two planes were barely moving when
    their wings clipped each other, and no one was injured.
        But it was yet another reminder about the risk of air
    travel. So, and I know other members have asked you about it,
    but I would like you once again just to expand on the
    prioritization of safety that you will bring to the FAA?
        Mr. Whitaker. Thank you, Senator. Clearly, safety is the
    number one priority. These near-misses, these incursions they
    come in a number of categories, and I think what we need to do
    is really drive the most serious ones down to a level of zero.
    That has not been the case before, but that needs to be our
    target.
        Senator Markey. When I was a boy, my Aunt Mary would travel
    around the world and would go to Logan Airport. My brothers and
    I would be taken by her over to a machine where she would buy
    an insurance policy on her life----
        Mr. Whitaker. I remember those days----
        Senator Markey.--to fly out of Logan Airport, and then hand
    us the insurance policy on her life, which of course, as we
    were kissing her goodbye, left us with mixed emotion.
        [Laughter.]
        Senator Markey. What is about to happen to our Aunt Mary?
    And we have come a long way from that----
        Mr. Whitaker. Yes, we have.
        Senator Markey.--at the airport. But still, there are
    families that justifiably are concerned about their safety,
    given the incidents now in airport after airport across the
    country. Thank you for your good work. Thank you, Madam Chair.
        Mr. Whitaker. Thank you, sir.
        The Chair. Thank you. Seeing a lot of my colleagues on the
    other side are on the screen, we will go back to--keep on this
    side. Senator Baldwin.

                   STATEMENT OF HON. TAMMY BALDWIN,
                      U.S. SENATOR FROM WISCONSIN

        Senator Baldwin. Thank you, Madam Chair. Mr. Whitaker,
    thank you so much for your willingness to return to public
    service at this critical moment in--for the FAA. I wanted to
    ask you about the agency's ongoing efforts to support airports
    in their transition away from firefighting foams that contain
    PFAS.
        I will say that the issue facing so many of my communities
    in Wisconsin, where public wells or municipal wells near
    airports have led to PFAS contamination in the drinking water
    systems has cost them millions of dollars in both short term
    and long term remediation efforts.
        In early May, I sent a bipartisan letter with several of my
    colleagues on the Committee to the FAA asking that the agency
    complete its transition plan by early May, and I am encouraged
    to note that that transition plan was completed and the very
    first PFAS free foam was approved by the FAA last month.
        However, many airports throughout Wisconsin continue to
    have questions about transition and are anxious for additional
    guidance and clarity from the agency. We have fielded a number
    of questions and forwarded them to the agency.
        So, will you commit to ensuring that this transition is a
    top priority for the agency, and the FAA is responsive to
    airports that have any questions and need guidance?
        Mr. Whitaker. Yes, Senator, I will. This is a new issue for
    me. I have come to learn about it in just--in recent weeks. But
    I understand the FAA is working closely with DOD to have an
    appropriate transition, and we will make sure that that
    continues.
        Senator Baldwin. I appreciate that. Another topic. Earlier
    this year, I worked with my colleague, Senator Sullivan, to
    introduce bipartisan legislation called the ``Flight Education
    Access Act''. This would ensure pilot--the pilot profession is
    accessible to more people by raising the amount of Federal
    student loans available.
        It is a more costly educational program. This was one of
    the top recommendations of the Women in Aviation Advisory
    Board's final report, and I am encouraged by the strong support
    we have received for the legislation, including from a wide
    ranging groups of airlines and pilot unions.
        Given your leadership in aviation, including at the FAA and
    at a major airline, do you believe that additional financial
    tools like student loans may help more people enter the
    aviation workforce?
        Mr. Whitaker. I do, and I think that as many initiatives as
    we can muster to make it easier for enter this profession--it
    is very expensive to become a pilot. It is an investment akin
    to becoming a lawyer or a doctor financially. So, I think if we
    want more pilots, we need to make that pathway more affordable.
        Senator Baldwin. Thank you. One final question. I have been
    working closely with Aviation subcommittee, Chair Duckworth,
    for years on access to air travel for individuals with
    disabilities.
        In the last FAA Reauthorization Bill, we made progress on
    the issue, and we are hopeful that the reauthorization bill we
    are working on now will continue to make meaningful change in
    this arena.
        Mr. Whitaker, I am interested in your thoughts about how
    FAA can continue to break down barriers for individuals with
    disabilities. And if confirmed, will you commit to making this
    a top priority?
        Mr. Whitaker. I will make it a top priority. I think, by
    all means, there is every reason to make sure we move as
    aggressively as possible in that space.
        Senator Baldwin. All right. Thank you.
        The Chair. Thank you. Senator Lujan.
        Senator Lujan. Madam Chair, thank you very much. I believe
    that Senator Hickenlooper is going to be next.
        The Chair. I am more than happy to call on Senator
    Hickenlooper.

                 STATEMENT OF HON. JOHN HICKENLOOPER,
                       U.S. SENATOR FROM COLORADO

        Senator Hickenlooper. I apologize. And I appreciate the
    support of my peers. I have to go preside. We don't want the
    wheels of democracy to grind to a halt.
        [Laughter.]
        Senator Hickenlooper. Mr. Whitaker, thank you for your
    visit last week. Thank you for your willingness to serve.
    Communities in and around Centennial, Colorado, and across our
    state have to consistently deal with excessive noise from low
    flying aircraft getting worse and worse.
        We are working to ensure a long-term authorization bill for
    the FAA gives communities a seat at the table to resolve noise-
    related concerns and have their concerns heard. If you are
    confirmed, will you work with us to ensure our communities are
    properly heard and responded to when dealing with the concerns
    of aircraft noise?
        Mr. Whitaker. Thank you, Senator. I certainly would. And I
    think engagement with the community in these circumstances is
    crucial and can often result in understandings about
    operational limitations that can alleviate some of that noise.
    So, I think that is a great initiative.
        Senator Hickenlooper. Great. Perfect. Also, big deal in
    Colorado is regional air service. It is a lifeline in many
    cases to rural communities all around our state and around the
    country. A big part of their economic development.
        In Colorado, some of our rural communities, such as Grand
    Junction, Cortez, have suffered dramatic reductions in air
    service over the last few years. We also need to strengthen the
    Essential Air Services, the EAS Program, as you know, to ensure
    airlines honor the contracts that they signed with these rural
    areas.
        If you are confirmed, what improvements would you make to
    the EAS Program to improve--what improvements would you make to
    improve its long-term reliability?
        Mr. Whitaker. So, for the FAA, the role that we can play
    really is to make sure the airports have the proper
    infrastructure, the proper safety technology. The EAS program
    itself is administered, of course, out of the DOT.
        But we can support DOT on that by having adequate airports,
    and I think also encouraging new technology that might be
    available for those--new technology, new forms of flight,
    electric, EVTL flights that I think are a service option for
    some of those locations, so we can help facilitate their entry
    into service.
        Senator Hickenlooper. Great. My last question. Obviously,
    fighting climate change has become one of the greatest
    challenges we face. Cleaner aviation fuels, more efficient
    technologies are going to be able to reduce carbon and
    pollution coming out of the aviation sector.
        We have heard a lot of Coloradoans come through our office
    talking about the impact of leaded aviation fuels on their
    public health, their air quality. We need to ensure that new
    types of aviation fuels and technologies are widely available
    and affordable, especially for regional airports, before we
    make their consumption a requirement, is my perspective on
    this.
        If confirmed, how would you strike a balance between
    incentivizing and recognizing how important it is to use more
    efficient aviation fuels and technologies, but also ensuring
    that they are widely available for the entire aviation sector?
        Mr. Whitaker. Thank you, Senator. I know this is an issue
    that the FAA and industry, GA industry have worked on for many
    years, and that there is a plan to try to make that transition
    by 2030.
        So, I think we need to continue to get engaged with GA,
    with airports to make sure we make that transition, but also
    don't interrupt flight training, for example. So, I think it is
    going to involve a lot of collaboration to deliver that.
        Senator Hickenlooper. Right. I sense that urgency in your
    voice, which is what I wanted to hear. I appreciate that. I
    yield back the floor, Madam Chair.
        Mr. Whitaker. Thank you, Senator.
        The Chairman. Senator Lujan.

                   STATEMENT OF HON. BEN RAY LUJAN,
                      U.S. SENATOR FROM NEW MEXICO

        Senator Lujan. Thank you, Chair Cantwell. And Mr.
    Whittaker, thank you for being here today and for accepting the
    responsibility as the representative laid out with coming
    forward to serve. Senator Welch also said something along those
    lines. So, thank you for accepting that responsibility.
        Mr. Whitaker. Thank you.
        Senator Lujan. Now, as you know, I am from New Mexico, and
    New Mexico is known for many, many beautiful landscapes and our
    mountains and weather, our sunrises, our incredible airspace,
    which we protect.
        But in the next few weeks, we are going to be celebrating
    the International Balloon Fiesta, which is the largest hot air
    balloon gathering in the world. And there comes
    responsibilities to the FAA pursuant to the International
    Balloon Fiesta.
        And I have been proud to work with many of the balloonist
    community in this particular space, Mr. Whitaker, to ensure
    that the FAA would not bar Albuquerque balloon operators from
    flying in the city's Class C airspace.
        However, as new technologies emerge, I know that these
    issues will continue to come up as the FAA works to keep our
    airspace safe. My question to you, Mr. Whitaker, is, if
    confirmed, do you pledge to keep in mind the unique needs and
    limitations facing hot air balloon operators as you roll out
    regulations related to new technologies and airspace access?
        Mr. Whitaker. Thank you, Senator. I think it is an
    interesting question. We have talked a lot about new entrants
    into the airspace.
        That is a very old entrant, I think, in the airspace. So, I
    think that one of the key principles for the new entrants is
    that the existing services can operate efficiently and
    unimpeded by the new entrants.
        So, I would categorize balloons as part of that. So yes, I
    can give you that commitment.
        Senator Lujan. I appreciate that. And if there is one thing
    we can all agree on, is that the FAA needs strong leadership.
    After a winter and summer travel season rife with delays,
    technological disruptions, staffing issues, it is time that we
    confirm an FAA Administrator to get our aviation system back on
    track.
        Now, one part of the aviation system that needs immediate
    attention is air traffic control, Mr. Whitaker, as you know.
    Right now, there are shortages in staffing across the country,
    forcing our controllers to work intense schedules with long and
    longer hours.
        When we do not take good care of our air traffic
    controllers, it puts the efficiency and safety of our aviation
    system at risk. Fortunately, there are some actions we can take
    together to improve the health of our air traffic control
    systems.
        Now, Mr. Whitaker, yes or no, do you support efforts to
    ensure the FAA is hiring and training as many controllers as
    are needed each year to address existing shortages?
        Mr. Whitaker. Yes, sir. That will be a top priority.
        Senator Lujan. Mr. Whitaker, yes or no, do you support
    efforts to fix the way we calculate the number of air traffic
    controllers that our aviation system needs? This would mean
    counting those currently in training separately from fully
    trained controllers.
        Mr. Whitaker. I can commit to look into that issue. That is
    not an issue that I am familiar with, but I will certainly look
    into it.
        Senator Lujan. I appreciate that. If we don't set the right
    targets for how many staff are at our air traffic control
    systems, it concerns me that we will not fix the problem. I
    will follow up with you in writing to make sure we continue to
    work closely in this space and to fully express why it is
    important.
        Mr. Whitaker. Right.
        Senator Lujan. Now, Mr. Whitaker, the Albuquerque Air
    Traffic Control Center staffing numbers have consistently been
    below target for years. What can we do to address staffing
    challenges, especially at the centers that are struggling the
    most?
        Mr. Whitaker. I think that that is a common issue and an
    outcome of the shortage generally that we have. So, I think the
    most important thing is to really focus on expanding that
    pipeline and getting as many potential controllers into the
    system and training them as we can.
        Senator Lujan. I appreciate that. And last, Mr. Whitaker,
    diversity matters to me as we work to establish a strong
    workforce, and in every aspect of the Federal Government as
    well.
        And that is a space that I look forward to working with you
    on and working with colleagues as well to raise issues all
    across the country, but to ensure that we have the strongest
    teams available, possible trained, ready to go, and especially
    with retirement eligibility as well, that we pay close
    attention to many of these factors that need desperate
    attention just to keep us safe. So, I appreciate that very
    much, and Chair Cantwell, I yield back.
        The Chair. Thank you. Senator Schmitt.

                    STATEMENT OF HON. ERIC SCHMITT,
                       U.S. SENATOR FROM MISSOURI

        Senator Schmitt. Thank you, Madam Chair. Welcome. And I
    heard TWA. As a St Louis guy, it is like a long lost ghost. TWA
    used to dominate, and I grew up by the airport in St. Louis.
        Mr. Whitaker. And I spent a lot of time in that airport
    back in the day, yes.
        Senator Schmitt. I want to start by just noting that since
    Joe Biden took office, we have had pilot shortages, air traffic
    controller shortages, widespread daily delays, the first
    nationwide ground stop since 9/11, and near-misses at major
    airports throughout the country.
        This Administration, the Biden Administration, has taken
    its eye off the ball and it has been a mess. Instead of
    focusing on thoughtful deregulation and incentivizing policies
    to promote technological innovation and improving safety, this
    Administration has been focused on superfluous changes, such as
    changing the name of the NOTAM system from Notices to Airmen to
    Notices to Air Mission, and spending millions on climate
    change, racial equity, and environmental justice.
        Like many in the room and many of my constituents, I travel
    on a weekly basis. And I can tell you the last thing that I
    care about 30,000 feet in the air is virtue signaling. I can
    tell you that most Missourians feel the same way. All they want
    is to get home the quickest and safest way possible so they can
    get back to their families and put their kids to bed.
        Unfortunately, I have heard more about DEI and radical
    climate agenda from this Administration when it comes to the
    priority list for the FAA than I have about safety. Mr.
    Whitaker, that said, I will say that it is refreshing to not
    see a single mention of the words diversity, equity, inclusion,
    or climate change in your testimony.
        That is at least progress over the last nominee for the FAA
    we had just a few months ago. I want to read for you the FAA's
    mission statement provided on the agency's website for you.
    ``Our continuing mission is to provide the safest, most
    efficient aerospace system in the world.''
        Mr. Whitaker, do you agree that the FAA's primary mission
    should be to provide for the safety and efficiency of America's
    national airspace system?
        Mr. Whitaker. I do agree that that is the mission of the
    FAA. Yes, sir.
        Senator Schmitt. OK. Mr. Whitaker, we have heard
    incessantly from this Administration about its blind obsession
    to promoting DEI.
        One of the worst actors would indeed be your boss,
    potential boss, Secretary Buttigieg. In fact, at the end of
    August, Secretary Buttigieg announced 24 members to his
        Advisory Committee on Transportation Equity to help
    implement, ``an equity action plan across the Department of
    Transportation, including the FAA.''
        Mr. Whitaker, if confirmed as FAA Administrator, will you
    prioritize promoting practices to institutionalize equity over
    safety of America's flying public?
        Mr. Whitaker. If I am confirmed as Administrator, my number
    one priority will be safety, always.
        Senator Schmitt. Thank you, Mr. Whitaker. And last, your
    experience, I think, speaks for itself. And I am not here to
    question your expertise. However, this Administration has
    clearly lost sight of what really matters when it comes to the
    aviation sector.
        If your nomination is successful, I hope that you will hold
    true to your commitments today, and we need a sense of urgency
    in promoting that kind of innovation, safety, and addressing
    workforce shortages, as opposed to this radical agenda that
    this Administration has put forth that has nothing to do with
    any of those things.
        And I look forward to continuing those conversations, if
    you are confirmed. Thank you.
        The Chair. Senator Rosen.

                    STATEMENT OF HON. JACKY ROSEN,
                        U.S. SENATOR FROM NEVADA

        Senator Rosen. Thank you, Madam Chair. Really appreciate
    you holding the nomination hearing today. And Mr. Whitaker,
    thank you, again, like everyone has stated, your willingness to
    serve, and I look forward to today's discussion.
        And so, I am going to talk a little bit about something
    that is impacting us in Nevada, which is airport obstruction.
    And we need some analysis on that because the safety of
    passengers and crew, it is a most important part of airport
    operations.
        And, of course, if you have ever been to Las Vegas, Harry
    Reid International Airport really is at one end of the Las
    Vegas strip, with so many hotels right next door. Last year, in
    2022, we saw a record 52 million visitors through there.
        But our airport, like many others across the country, has
    been left unable to raise critical safety and security concerns
    about nearby obstructions through the FAA's current obstruction
    evaluation airport--airspace analysis process.
        We must ensure that this process is robust, it involves all
    stakeholder input, and in particular, takes into account the
    safety and security and the concerns of the airport seriously.
        So, Mr. Whitaker, I know when we met ahead of this hearing,
    I spoke with you about the need to consider more of a
    cumulative impact during the OEAAA process, and if confirmed,
    how will you ensure that this process is sufficient to account
    for major concerns as our Las Vegas strip is right there at the
    end of the runways, and all the ground safety that is--there
    are just the safety concerns in general raised by the TSA?
        Mr. Whitaker. Thank you, Senator, and I am glad we had a
    chance to talk about this issue a couple of weeks ago. I think
    that the processes that the FAA runs are designed to be a
    standard across the board.
        But we do run into circumstances where we need to consider
    special geographies or special characteristics. Our focus is on
    safety. Security is a somewhat different bucket, but I think it
    is a valid issue that you are raising, given the geography of
    the airport and the proximity to the high rises in that area.
        So, I think we can look at taking a more holistic look at
    that analysis.
        Senator Rosen. Thank you. I appreciate that. And on that
    note, we have a large stadium right there off the Las Vegas
    strip. We are going to be home to next year's Super Bowl. We
    are very proud of that. But of course, there are stadiums all
    across the country.
        And since the September 11 terrorist attacks, Congress and
    the Executive Branch have recognized the need to protect
    stadiums and large sporting events. We have F1 race coming up
    around--Formula One around Thanksgiving.
        So, like I said, it is home to the Las Vegas Raiders. We
    have the Super Bowl, NFL draft. We are really emerging as a
    sports capital in the Nation. And so, this makes Las Vegas a
    very rich target environment for bad actors.
        And the FAA initially imposed temporary flight restrictions
    over stadium events, including for drones, and Congress
    subsequently strengthened and codified these requirements.
    However, sports leagues have reported an increase in violations
    of flight restrictions, particularly by drones.
        So again, Mr. Whitaker, if you are confirmed, will you
    commit to working with my office to ensure that Federal policy
    continues these longstanding protections for stadiums, and
    ensure that the Federal Government is nimble as we face these
    evolving threats like drones?
        Mr. Whitaker. Yes, Senator, I can give you that commitment
    and we will work with the appropriate law enforcement agencies
    to cooperate in that endeavor.
        Senator Rosen. Thank you. And finally, I am going to just
    move on a little bit to cyberattacks, because, again, we are no
    stranger to when that happens, and the NOTAM system outage in
    January, it really made clear to all Americans how dependent
    the world's largest economy is on air travel.
        And so, how dependent we are, how antiquated our computer
    system is, and just so many things laid bare, obviously, in
    January. So, while the incidents spanning January 10th and 11th
    was determined not to be the result of a cyberattack, it did,
    again, really reveal the vulnerabilities that the FAA's NOTAM
    system security, its architecture, and it does raise
    significant cybersecurity concerns that we must be proactive
    about.
        So, can you talk about the FAA cybersecurity capabilities
    and how you would plan to improve in this space to prevent an
    attack?
        Mr. Whitaker. Thank you, Senator. My knowledge on the
    cybersecurity is about 7 years out of date. If I am confirmed
    and I am back in the secure realm there, I will be able to
    evaluate that more closely. But it is typically a very
    comprehensive cross-agency approach to identifying threats and
    mitigating those threats.
        Senator Rosen. Thank you. Appreciate your time, Madam
    Chair.
        Mr. Whitaker. Thank you.
        The Chair. Senator Sullivan.

                    STATEMENT OF HON. DAN SULLIVAN,
                        U.S. SENATOR FROM ALASKA

        Senator Sullivan. Thank you, Madam Chair. And, Mr.
    Whitaker, congratulations----
        Mr. Whitaker. Thank you, sir.
        Senator Sullivan.--for your nomination. I appreciated our
    extensive discussion last week on a lot of issues, national
    issues, but I want to dig into the Alaska issues that we talked
    about.
        As you and I discussed, over 80 percent of the communities
    in my state are only accessible by air or boat, if you are on a
    river or snow machine. They are not connected by roads, and,
    you know, we work really well with the FAA, but there is this
    kind of one size fits all approach from Federal agencies.
        A lot of times it just doesn't work in Alaska. And as you
    and I talked about, there are a lot of issues where we are
    trying to get the FAA to be a little bit more flexible, not to
    cut corners, but to actually increase safety. So, I want to
    just review a few of these. You know, there are the issues of
    weather observation and infrastructure that a lot of times the
    FAA can be like, well, that is kind of expensive.
        Well, you know, give us roads to our communities and it
    wouldn't be that expensive, right. So, we feel like sometimes
    we are an afterthought. And the problem is, is that more people
    die and there are more crashes in my state relating to aviation
    than any other state by far.
        So, you and I talked about that. I just want to submit for
    the record, Madam Chair, the February 2020 NTSB report that
    looked at a 10 year period of accident rates in Alaska, that
    was 2--almost 2.4 times higher, that is with an x, than the
    rest of the country.
        And the fatal accident rate is almost 1.4 times higher than
    the rest of the country. I am sure you will agree that that is
    unacceptable.
        The Chair. Without objection.
        [The information referred to follows:]

    [GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]

        Senator Sullivan. Thank you.
        Mr. Whitaker. I do, agree, sir. I appreciated the
    conversation we were able to have. And I have had a chance to
    visit a lot of the aviation facilities in Alaska, and I do
    recognize the importance of having a bespoke system in place to
    mitigate some of those risks.
        Senator Sullivan. So, let me just try to walk through a
    couple of the commitments that you and I talked about. I think
    the first one is really easy. The FAA, Alaska Aviation Safety
    Initiative, FAASI, as we are calling it, was an attempt to try
    to address these, you know, highest crash and death rates in
    the country.
        Will you commit to me and this committee to keep the FAA
    leadership on that? There has been some good work in that
    regard, but a lot more needs to happen in that with regard to
    keeping this FAASI initiative going?
        Mr. Whitaker. Yes, sir, I will.
        Senator Sullivan. And in particular, I want to, as you and
    I discussed, the issue of weather observation, the reliability
    of weather equipment.
        It is kind of crazy that when it goes down in, say, a
    remote community, then you don't have pilots who can see what
    the weather is, and the inflexibility of the FAA to enable
    people on the ground to go fix that equipment, as you and I
    have talked about, sometimes they will be down for months
    because the regs say, well, someone from
        Washington, D.C. has got to fly 5,000 miles to Alaska to
    fix the weather observation equipment in a small remote village
    in Alaska, and so you don't have weather observation.
        Can you commit to me to work with me and this committee to
    fix those kind of regulations? Again, we are trying to get more
    safety, not less safety, and some of the inflexible FAA regs
    prevent us from doing that.
        Mr. Whitaker. Yes, sir. I will make that commitment, yes.
        Senator Sullivan. Your predecessor's first--just a month on
    the job, met with the Alaska air carriers. Will--you and I
    talked about that. Will you commit to coming to Alaska soon in
    your tenure, if confirmed, to meet with our air carriers, our
    aviation community, and get firsthand from them some of the big
    challenges that we are working on?
        Mr. Whitaker. Yes, sir. I would be happy to.
        Senator Sullivan. And then, as I mentioned with regard to
    FAASI, would you work with this committee and me to make sure
    that--again, that is part of the FAA budget. One of the things
    that we get frustrated on--and by the way, the FAA reauth that
    we are working on right now has a lot of good stuff in it as it
    relates to infrastructure, weather observation. It was very
    bipartisan.
        Most people realize, geez, you guys have this real
    challenge in Alaska, Dan, with infrastructure weather
    reporting. The rest of the lower 48 doesn't have that, so of
    course will help you.
        So, it has been very bipartisan. But can I get your
    commitment, particularly when it relates to budget issues, to
    work with us on those kind of FAASI infrastructure and weather
    observation reporting issues?
        Mr. Whitaker. Yes, sir, you can.
        Senator Sullivan. And then finally, I wanted to just
    revisit the discussion we had on the ARNP issue. I have a
    letter, Madam Chair, I would like to submit for the record from
    the Alaska Air Carriers Association requesting assistance to
    retract, amend, and reissue the guidance that we talked about
    with regard to the FAA and the approved instrument approach
    procedures.
        Again, this is a community that is trying to get to more
    safety, not less. Will you take a hard look at that, if
    confirmed, to retract, or amend, or at least suspend that
    guidance until people have a better understanding of how that
    is negatively impacting Alaska? I don't think that was FAA's
    intention.
        The Chair. Without objection.
        [The information referred to follows:]

    [GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]

        Mr. Whitaker. I certainly will look at it.
        Senator Sullivan. Great. Thank you. Thank you, Madam Chair.
        The Chair. Thank you. Senator Warnock.

                  STATEMENT OF HON. RAPHAEL WARNOCK,
                       U.S. SENATOR FROM GEORGIA

        Senator Warnock. Thank you very much, Chair Cantwell. My
    colleagues on this committee may be tired of hearing me say it,
    and I may be a little bit biased, but I believe that Georgia is
    this country's most important aviation state. We are home to
    the world's busiest--I appreciate all the Amens in the----
        [Laughter.]
        Senator Warnock. Georgia is home to the world's busiest
    airport in Atlanta's Hartsfield-Jackson International Airport,
    the headquarters of Delta Airlines, and over 100 public use
    airports across the state.
        According to the Georgia Department of Economic
    Development, airspace products--aerospace products are both the
    state's top export, and the second largest manufacturing
    industry responsible for $57 billion in annual economic impact.
    Most importantly, Georgia's aviation industry employs more than
    108,000 people across more than 800 different companies.
        That said, like many industries, aviation faces a
    widespread workforce shortage affecting both commercial
    aviation and the FAA's air traffic control staffing, which
    should concern all of us. Mr. Whitaker, how are you--how do we
    meet this moment and build a more sustainable, representative,
    and resilient aviation workforce?
        Mr. Whitaker. Thank you, Senator. I think building the
    workforce pipeline for the aviation industry is a key priority,
    starting with the controller workforce, but also in piloting
    mechanics, other professions. These are all good professions.
    We need to cast as wide a net as we can, and we need to build a
    pipeline of folks coming through to take these jobs. So, it is
    a priority.
        Senator Warnock. I agree with you. And I want to zero in on
    that phrase that you just said. You said we need to cast a net.
    As wide as we can. And I couldn't agree with you more. And I
    believe that the best way to foster a well-trained aviation
    workforce is to invest in aviation education. I think often
    about a young man that I met down in Georgia a few months ago.
    His last name escapes me. Ezekiel was his first name.
        And he had that light in his eye that you like to see in a
    young person. He had found that passion, that thing that, you
    know, you wake up in the morning wanting to do. He wanted to be
    a pilot, and he was very well-qualified, was making progress.
    But years into trying to become a pilot and thousands of
    dollars of his own money trying to meet the requirements, he
    was still struggling to get there.
        And it is entirely too hard for too many of our young
    people. And he had this kind of persistence and passion that
    not everybody has. And so that is why I was proud to introduce
    the Airways Act earlier this year and why I am working with my
    colleagues to expand the FAA's workforce development grant
    programs in the FAA Reauthorization Act of 2023.
        It is also my belief that once authorized, these grants
    should help more schools, including State and technical
    colleges, train students from rural and nontraditional
    communities to work in the aviation industry, all at a
    reasonable cost.
        We need all of our talent. All of our brilliance of all of
    our young people, regardless of their zip code. If confirmed,
    will you commit to working with me to ensure that the FAA's
    Workforce Development Grant Program reaches students who don't
    typically enter the aviation field, whether they are mechanics,
    or pilots, or aviation engineers?
        Mr. Whitaker. I can, Senator, and I feel part of my job
    would be to be the chief recruiting officer for the FAA, but
    also for the industry, making FAA an employer of choice, so I
    would welcome that role.
        Senator Warnock. Thank you so very much, and I look forward
    to working with you on this issue. On another matter, this past
    weekend, Congress narrowly avoided a Government shutdown. I
    commend my colleagues who supported this bipartisan funding
    bill, though I fear that we may find ourselves right back here
    in just a few short weeks.
        A reckless Government shutdown would hurt countless
    Georgians, including the over 1,700 local TSA agents and almost
    600 air traffic controllers in Georgia who would be required to
    work without pay during a shutdown. Mr. Whitaker, you may find
    yourself in the unenviable position of being confirmed as FAA
    Administrator and immediately facing the prospect of a
    Government shutdown.
        How would a Government shutdown, in your opinion, affect
    the FAA? And if tasked with shepherding the FAA through a
    Government shutdown, how will you lead the agency through this
    manufactured chaos?
        Mr. Whitaker. Well, Senator, if it does happen, it won't be
    the first time it has happened because it happened when I was
    there before. I think the biggest impact that I would point out
    would be on the training of controllers that would come to a
    stop, and controllers who are in the training program would no
    longer be in the tower. So, I think that is not the result we
    would want in this situation.
        Senator Warnock. Thank you so much.
        Mr. Whitaker. Thank you.
        The Chair. Senator Vance.

                    STATEMENT OF HON. J. D. VANCE,
                         U.S. SENATOR FROM OHIO

        Senator Vance. Thank you, Madam Chair. And thank you, Mr.
    Whitaker, for being here and for being willing to serve. I
    appreciated our conversation yesterday, and I appreciate you
    coming in today. You know, one of the things that I worry
    about, not just at the FAA, but it is sort of the Government
    Administration more broadly, is that we focus on sort of
    bizarre questions of identification and language rather than
    the very real problems that you guys have to confront.
        You guys have to address. You know, my colleagues on the
    Democratic side typically want Government to be a little bit
    maybe bigger or more aggressive than we do on our side. But I
    think pretty much all of us think that we want an FAA that is
    good at its job, preventing airlines and airplanes from
    crashing, one of the most important functions that exists in
    our Government, and I want it done well.
        So, let me just sort of ask that with that sort of set up
    in mind, I have been a little bit worried about the focus on
    non-gendered language that exists in some of the FAA manuals
    and recent trainings. Just to give you an example, the FAA
    recently hosted an ``inclusivity summit,'' where the
    spokeswoman stated, ``aerospace is for every one of the
    language we use matters. We launched an agency wide initiative
    to adopt gender neutral and inclusive aviation terminology.''
        Now, as an example of some of this, which I struggle not to
    laugh, the FAA has decided that it should stop using airman, it
    should start using pilot. And it should stop saying unmanned,
    it should start saying uncrewed.
        And I guess generally the word ``cockpit'' is offensive and
    so should stop being used in the Federal Aviation
    Administration. And I am just curious, Mr. Whitaker, you seem
    like a very serious guy. Do you believe that the FAA should be
    focused on eliminating all references to gender-specific
    language like the ones I just mentioned?
        Mr. Whitaker. Thank you, Senator. I guess I would start by
    saying that the primary mission at FAA is going to be safety--
    --
        Senator Vance. Sure.
        Mr. Whitaker.--and that will always be the top priority. I
    do think language evolves. You know, we went from stewardesses
    to flight attendants, and it doesn't strike me as necessarily
    out of the ordinary to do that. But again, my focus is going to
    be on safety and running the agency effectively.
        Senator Vance. I understand that, and I understand that
    language does sometimes evolve. I guess the concern that I
    have, if I am looking at this from the perspective of my
    constituents in the state of Ohio, they say--they see a
    Government agency that has an important function. Instead of
    focusing on that important function, it is focused on things
    like changing ``unmanned'' to ``uncrewed''. It just seems a
    little unserious.
        I guess, I think I speak for a lot of people in the State
    of Ohio when I would say that I just want a lot of our
    Government agencies to be a little bit less weird and a little
    bit more focused on the mission.
        And I hope that if you are confirmed, you will take a
    similar approach. You know, one way in which I think this is a
    particularly acute problem in the aviation industry, and you
    and I talked about this a little bit yesterday is, you know,
    traveling by air has become more and more miserable, it seems,
    over the past couple of years. I mean, it is because airlines
    are a little bit too unstaffed. It is because of some of the
    pent up demand, the latent demand from the COVID era.
        But, you know, one thing that I have become aware of just
    in the last few months is that apparently travel times between
    certain major American cities has actually gone up over the
    last 50 years. We have this sense in America that we are on
    this pathway to sort of technological progress. It marches on
    and on and on. But apparently, 50 years ago, it took less time
    to fly from New York to Houston than it does today.
        It seems kind of weird, right. Like why in an era of
    technological progress is it taking us longer to travel from
    one place to another? That seems to indict the aviation
    industry, or the people who regulate the aviation industry, or
    somebody who is involved in the aviation industry.
        And so, I just encourage you to be focused on as many of
    the real problems instead of the fake problems. I think it will
    build trust in your agency if you are able to do that. Let me
    just ask this final question. I mean, we--would you think it is
    fair that we are dealing with a labor shortage in the aviation
    industry, whether it is flight crews, pilots, or ground staff?
        Mr. Whitaker. Well, I think those--I think there are
    different causal factors for those situations, I think.
        Senator Vance. Sure.
        Mr. Whitaker. For pilots, for example, for many decades, it
    was not a particularly well-paid profession, particularly at
    the entry level. And it became well-paid at the very end of
    your career, but you started a very low salary.
        So, I think we have seen those salaries go up pretty
    significantly over the past few years. So, the market I think
    is working fine. A lot more people are being attracted to that
    profession. I put that in a different category than the
    controller shortage, which is really a pipeline issue for
    hiring at FAA that needs to be fixed.
        Senator Vance. Yes, I understand. And recognizing my time
    is low here, I just ask, Mr. Whitaker, to the extent possible,
    I would ask you to be as focused as much as you can on the
    actual Administration, on the real problems, on the safety
    challenges, and not on these sort of weird language priorities.
    Again, I think it erodes confidence in Federal agencies. I also
    think it is a huge distraction. Thank you for being here.
        The Chair. Senator Young.

                     STATEMENT OF HON. TODD YOUNG,
                       U.S. SENATOR FROM INDIANA

        Senator Young. I thank our Chair. Mr. Whitaker,
    congratulations----
        Mr. Whitaker. Thank you, sir.
        Senator Young.--on your nomination to this important
    position. I really appreciate it. And before I dive into a
    series of questions, just one threshold question for me. Would
    you commit to visit with Indiana's aviation stakeholders,
    should you be confirmed?
        Mr. Whitaker. Absolutely, sir.
        Senator Young. All right. Thank you. It is really
    important, as someone who has spent a lot of time focusing on
    innovation during my Senate term, that the approach you take
    this job lends itself to continue aviation. And I know from
    your background, you have recently focused quite a bit on
    emerging technologies.
        Your previous experience at FAA suggests that. So, when
    balancing innovation on one hand and security on the other,
    they are really not two sides of a coin. I think oftentimes
    innovations lead to increased safety, which is rightly your top
    priority. But I just, I would kind of like to unpack this topic
    with you.
        So, if confirmed, maybe you can tell me how you would
    ensure that the FAA continues to prioritize safety but doesn't
    unnecessarily stifle innovation?
        Mr. Whitaker. Thank you, Senator. I think that is the
    balance that we have to strike. And I think we view it as
    primarily safeguarding existing operations to make sure that as
    new entrants come in, they are not interfering with
    particularly the very busy airspace that we operate now.
        So, it is--the goal is integration, not creating separate
    spaces for folks to operate. And that is going to take really
    fundamentally revising how we design the airspace and what we
    can accommodate. And it is going to take some time.
        But I think we need to really develop a, sort of, a master
    vision for what that looks like, and what technologies are
    needed, and how we are going to deploy those technologies.
        Senator Young. Well, that could really be, you know, one of
    the hallmarks of your tenure is to get that right. Maybe you
    can speak to the importance of embarking down that path.
    Discuss some of the upside of these emerging technologies that
    you would like to incorporate into our airspace, drones,
    hydrogen, electric propulsion, advanced air mobility? There may
    be others.
        Mr. Whitaker. And I think those are good examples. And we
    are really following what the industry is doing and trying to
    understand at what pace they are going to come into the system.
    I think the FAA's role is to try to safely create an
    opportunity for those technologies to be proven out so that
    they can be incorporated into the airspace.
        But it is--there is huge opportunity in all those things
    for really transforming travel and changing--you know,
    potentially changing the structure of aviation by opening up
    new markets that previously couldn't be served because it was
    unaffordable.
        Senator Young. So, you are interviewing today to be our
    Nation's head safety regulator. But this is an even bigger job
    than the title suggests. The FAA also has an important role
    leading international civil aviation community on aviation
    regulation and safety issues. And we have to maintain the FAA's
    global leadership in aviation. Do you believe we are currently
    the global leader in aviation?
        Mr. Whitaker. I think historically we have been. I think
    the last few years have put that somewhat in question.
        Senator Young. And you are specifically referring to what?
        Mr. Whitaker. To the MAX crashes.
        Senator Young. Yes. Are you concerned that we don't
    currently have a U.S. Ambassador to the International Civil
    Aviation Organization and have not had one since June 2022?
        Mr. Whitaker. I think it is important to fill that role. I
    think the ICAO organization is an excellent organization, one
    that we should work with closely to drive safety globally.
        Senator Young. Do you believe that this gap in leadership
    is hurting our ability to maintain global leadership in
    aviation?
        Mr. Whitaker. I will work to reassert that leadership
    regardless of whether that position is filled. I don't have a
    specific view on sort of recent months in that regard.
        Senator Young. The FAA has still not begun a rulemaking on
    beyond visual line of sight drone flights to allow for a safe
    and predictable process to ensure the U.S. remains globally
    competitive. If confirmed, will you commit to ensuring this
    happens in short order?
        Mr. Whitaker. It will be a top priority, yes.
        Senator Young. OK. Anything else you would like to say to
    me in my remaining 13 seconds?
        Mr. Whitaker. Thank you for your thoughtful questions, sir.
        Senator Young. All right, sir. I yield back.
        [Laughter.]
        The Chair. We will follow--I will use your 13 seconds. One
    thing we didn't cover, you are kind of Mr. Next Gen. Could you
    explain where you think we are? What has been implemented? What
    advantages that has given us, and what more advantages will it
    give us in aviation if we get that fully implemented under your
    watch?
        Mr. Whitaker. Thank you, Senator. I will--Next Gen is an
    often misunderstood designation. It is a collection of programs
    to upgrade the national airspace. We use the analogy of
    building an iPad.
        So, we have put in an entirely new technology platform that
    allows us to now move traffic using satellite technology rather
    than radar, and to communicate with data rather than voice
    communications for routing.
        So, it is a significant upgrade to the system. The early
    foundational investments allow us to continue to add new
    efficiencies into that system, new technologies to make it
    easier to control traffic. It was originally designed as a 2010
    to 2025 program, so 15 years, and it is largely completed. Some
    of the programs will run beyond that.
        So, Data Comm, for example, largely because it was
    expanded. It was such a popular technology that we have
    expanded it to additional facilities. So, I think it is largely
    coming to a close and it is time to really look at what is next
    for the airspace.
        The Chair. So, you would say in general to somebody at home
    who may not quite understand this, we have moved off of radar
    on to satellite communications.
        Mr. Whitaker. We have moved from radar to satellite, yes.
        The Chair. And guiding planes in a much more gradual
    approach and saving fuel and costs.
        Mr. Whitaker. And I think--that is right. I think many of
    us remember the step down approaches where you would feel a
    descent and level, and a descent and level, and now it is a
    much more efficient descent where you pull back the power and
    let the aircraft take its natural path down to the runway. Much
    more fuel efficient and much quieter.
        The Chair. And what do you think that has benefited
    aviation--how do you think that has benefited aviation?
        Mr. Whitaker. I think fuel savings is a huge component of
    that. Noise reduction and block time savings for airlines. So,
    it was a big upfront investment, but it is yielding benefits
    and will continue to yield benefits.
        The Chair. Well, I think I wanted to close with that just
    because I think you were at the beginning of a very big
    transformation, and yet we have more transformation to do. So,
    I think you are the guy with the experience of that Next Gen
    implementation that gives you the depth and breadth of how big
    a challenge can be, because certainly it was a big challenge
    moving our country on to a better system.
        So, we will look forward to that full implementation
    because I agree with you, I think it could yield much bigger
    aviation advantages to the United States if we keep moving
    forward on this. I think you can see we had a very engaged
    committee today. I think you can see that this committee cares
    a lot about aviation.
        We had, I think, a few people missing, probably because
    they are dealing with other big thorny problems at the moment,
    but nearly perfect attendance from everybody and very big
    engagement. I think I heard the words safety and workforce
    constantly from everyone. So, I think it tells you what we
    think the priorities are.
        So again, thank you for your willingness to serve. Before
    we close the hearing, I have to again ask if you pledge to work
    collaboratively with the Committee, and that means timely
    responses for requests for information, and to address
    important policy issues, and appear before the Committee when
    requested?
        Mr. Whitaker. Yes, I will.
        The Chair. Thank you. Senators will have until the close of
    business Monday, October 9, to submit questions for the record
    to the Committee. The witness will have until the close of
    business Monday, October 16, to respond to those questions. And
    that concludes our hearing.
        Mr. Whitaker. Thank you.
        [Whereupon, at 12:27 p.m., the hearing was adjourned.]

                                A P P E N D I X

    [GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]

       Response to Written Questions Submitted by Hon. Maria Cantwell to
                              Michael G. Whitaker
    Safety Vision
        U.S. aviation has been through a difficult period. With the 737 MAX
    accidents, America's global leadership in aviation safety was called
    into question. Then the COVID-19 pandemic halted airline operations on
    an unprecedented scale. More recently, there have been a number of
    incidents, like the NOTAM shutdown to near-miss runway incursions, as
    discussed in the Committee's recent hearings. Additionally, it is clear
    that advanced technology adds more challenges and complexity. If there
    were a time for strong safety leadership at the FAA, it's now.

        Question 1. What is your overall vision for improving and enhancing
    safety?
        Answer. Maintaining the highest standards of safety that the
    traveling public expects is the top priority and challenge for the
    agency. This involves providing adequate staffing in key functions,
    ensuring operators are compliant with current standards, and constant
    diligence in analyzing safety data to identify emerging threats and
    working with system users to mitigate those threats.

        Question 2. What is your plan to turn this vision into action to
    ensure the U.S. sets the global gold standard for aviation safety?
        Answer. To ensure the U.S. sets the global gold standard for
    aviation safety, the FAA will need to lead through excellence. If
    confirmed, I will ensure the agency continues to prioritize
    implementation of the Aircraft Certification, Safety, and
    Accountability Act (ACSAA) and any subsequent authorization.
    Implementation of ACSAA is not just about completing the directives in
    each section but incorporating the spirit of the law throughout the
    agency. That means promoting transparency and insisting on thorough and
    uncompromising oversight of all regulated entities. It also means being
    a leader internationally to promote strong safety standards throughout
    the world and providing assistance to foreign Civil Aviation Agencies
    who may need it. I will work to build an organization that can meet the
    challenges of safely incorporating new users and technologies--small
    unmanned systems, advanced air mobility, distributed electric
    propulsion, commercial space--into the busiest and safest air space
    system in the world. This will also involve building a culture of
    continuous improvement to allow us to achieve a level of operational
    excellence as a regulator and an air traffic systems operator that
    ensures the FAA and U.S. companies maintain their long-established
    global leadership in aviation and aerospace.

        Question 3. In the 2020 Aircraft Certification Safety and
    Accountability Act (ACSAA), Congress set forth specific improvements in
    FAA's safety oversight of aircraft manufacturers. If confirmed as
    Administrator, do you commit to fully implementing these safety
    reforms, on-time and consistent with Congressional intent?
        Answer. If confirmed, I commit to fully implementing these safety
    reforms, on-time and consistent with Congressional intent, and I would
    keep Congress informed of progress in implementation.

        Question 4. How would you ensure FAA develops and maintains a
    regulatory environment that puts safety first and listens to the voices
    of line aviation safety professionals?
        Answer. If confirmed, I would ensure the FAA holds itself and the
    entities it regulates accountable. I will also ensure that every FAA
    employee understands my expectations of them as well as what they can
    expect from me.
    Rulemaking
        ACSAA contains several requirements for FAA to engage in rulemaking
    to adopt new regulations, and reviewers of the 737-MAX accidents have
    recommended several other regulatory changes. But in some cases, FAA's
    response has been to seek alternatives to rulemaking because rulemaking
    is difficult and time-consuming.

        Question. If confirmed, what will you do to refocus FAA's efforts
    on adopting necessary regulatory changes and to improve the efficiency
    of this process?
        Answer. If confirmed, I would examine ways to streamline the areas
    of the rulemaking process that the FAA controls, in accordance with the
    Administrative Procedures Act. To the extent possible, I will work
    within the FAA and with DOT and OMB to try to limit delays, and I will
    communicate progress with the Committee.
    Improving FAA Safety Culture
        Section 132 of the safety reform law requires the Administrator to
    conduct an annual safety culture assessment, through Fiscal Year 2031.
    This includes surveying all employees in the FAA's Aviation Safety
    organization (``AVS'') to determine their opinions regarding AVS'
    safety culture and implementation of any voluntary safety reporting
    program.
        FAA has only completed one safety culture assessment so far--
    despite the Congressional mandate for an assessment to be conducted
    each year.

        Question 1. I fully expect FAA will be completing and reporting
    safety culture surveys to Congress on time moving forward. Do I have
    your commitment to get this done?
        Answer. If confirmed, I will determine the status of these safety
    culture surveys and ensure that going forward the FAA will complete and
    report safety culture surveys to Congress on time.

        Question 2. The 2022 survey identified what the workforce
    considered serious weaknesses in FAA senior leadership performance.
    Specifically, employees identified slow decision-making and action from
    leadership, and a lack of transparency surrounding the logic behind
    decisions. Employees said when they identify problems their immediate
    supervisors normally help to correct them, but when looking beyond the
    direct supervisor level of leadership, results indicate a fear of blame
    for mistakes. If confirmed, what immediate actions would you take to
    address this issue?
        Answer. If confirmed, I will review the safety culture survey
    results in depth with the Office of Aviation Safety. One of the first
    things I will do at the FAA is inform every employee of what they can
    expect of me and what I expect of them in meeting the FAA's safety
    mission.
    Ensuring Supply Chain Compliance
        In December 2021, the Committee released its Aviation Safety
    Whistleblower report which highlighted instances of line engineers with
    specific technical expertise who were not listened to during the
    certification process for the 737 MAX and 787 programs. Certain
    whistleblowers, including a senior engineer at Boeing, stressed
    warnings of supply chain non-compliances as part of the 787 project
    that were still not adequately addressed by Boeing or the FAA. Earlier
    this year, Spirit Aerosystems experienced production issues relating to
    Boeing 737 fuselage components, raising safety questions about such
    defects. Instances like these elicit serious concerns about aircraft
    manufacturing supply chains and whether FAA is exercising sufficient
    safety oversight to ensure that the production process and supply
    chains are safe and reliable.

        Question. If confirmed, do you commit to conducting strong FAA
    safety oversight and ensuring robust compliance throughout the aircraft
    manufacturing process and supply chains?
        Answer. If confirmed, I will commit to conducting FAA safety
    oversight and ensuring robust compliance throughout the aircraft
    manufacturing process and supply chains.
    Raising International Safety Standards
        The United States is in the midst of a global, competitive race for
    the future of aviation. From fostering the scalable production of
    sustainable aviation fuel, to investing in thermoplastics and composite
    materials and building the next great commercial aircraft, the United
    States must lead the way in order to maintain our competitive edge.
    Aviation has an important contribution to the economy. In the U.S.,
    aviation contributes approximately 5 percent of GDP, supporting nearly
    11 million jobs. It also is apparent that other countries will look to
    aviation to boost their connectivity and jumpstart their economies.
        While we embrace this competition in the United States, we also
    need to make sure that the United States is working with the
    international aviation community to raise safety standards across the
    globe. Safety standards at ICAO, like those at the Federal Aviation
    Administration (FAA), can never slip and must always improve.

        Question 1. How can the FAA better work with civil aviation
    authorities around the world to ensure the highest standards of safety
    throughout the system?
        Answer. If confirmed, I will use my over 30 years of experience in
    aviation, many of those years working on aviation issues
    internationally, to work with civil aviation authorities around the
    world to ensure the highest standards of safety throughout the system.
    Whether it is through the IASA program, the provision of technical
    assistance or participation and leadership at ICAO, the FAA has tools
    to collaborate with our international partners to promote safety around
    the world. Utilizing those tools effectively would be a priority.

        Question 2. Do you agree that the FAA should increase safety
    oversight over the maintenance of U.S.-registered aircraft abroad?
        Answer. I agree that FAA should follow its commitment to ``one
    level of safety'' to include safety oversight over the maintenance of
    U.S.-registered aircraft abroad consistent with safety oversight over
    the maintenance of U.S.-registered aircraft here in the U.S.

        Question 3. ICAO is critical for establishing global safety
    standards. What can FAA do to ensure that we are raising standards at
    ICAO on pilot training when facing trends towards automation and
    greater ``efficiency'' on the flight deck?
        Answer. If confirmed, I will determine the status of ICAO
    discussions related to pilot training to ensure the U.S. maintains a
    critical leadership role as ICAO determines global safety standards for
    pilot training.
    FAA Certification Projects and Workforce
        Question 1. If confirmed, do you commit to providing the Committee
    a briefing on the Federal Aviation Administration's major outstanding
    certification projects involving commercial and general aviation
    programs?
        Answer. If confirmed, I will commit to providing the Committee a
    briefing on the FAA's major outstanding certification projects
    involving commercial and general aviation programs.

        Question 2. The FAA certification process is critical to ensuring
    the safety and competitiveness of the commercial aviation industry. If
    confirmed, how would you ensure that the FAA recruits and retains
    adequately skilled and well-trained certification staff to
    appropriately and efficiently review and approve new aircraft designs,
    technologies, and safety measures?
        Answer. If confirmed, I will use all available means to increase
    qualified staffing of these certification staff, as well as inspectors
    and other safety professionals.
    Near-Miss Safety Incidents
        Aviation safety is at a critical waypoint. With workforce
    challenges, a faster-than-expected recovery in passenger demand, and
    the lag in training new pilots and controllers, the U.S. air
    transportation system is under stress. Over the past year, there has
    been an uptick in reported near-misses and close calls.
        In March, the FAA convened a Safety Summit to take a serious look
    at these incidents and determine the actions that need to be taken in
    order to maintain the Nation's strong record in safety. Following this
    summit, the FAA took further action to examine strategies to improve
    the safety of the national airspace system, including convening an
    independent safety review team.

        Question 1. What are your plans for addressing emerging safety
    trends or underlying root causes that are giving rise to these near-
    miss incidents?
        Answer. If confirmed, I will immediately engage with relevant
    agency leaders including those in the Air Traffic Organization,
    Aviation Safety Organization and Office of Airports as well
    stakeholders to hear their perspectives on the increase in events
    earlier this year as well as their views on the most effective
    mitigations to avoid these events going forward. FAA announced a goal
    after the Safety Summit to reach zero close calls going into the future
    and I want to make sure we're taking the right policy actions and
    making the right investments to support that goal.

        Question 2. Technology can play an important role in addressing
    close calls. What is your view on further implementing technologies
    such as airport surface surveillance systems, like ASDE-X, and aircraft
    collision avoidance warnings in reducing the risks to commercial
    aviation?
        Answer. I support additional use of technology and agree it can
    play an important role in addressing close calls. I understand the Air
    Traffic Organization is moving toward making investments in the
    deployment of additional systems and if confirmed I would look forward
    to working with them on that effort.

        Question 3. Many of these incidents come to light through voluntary
    disclosures into reporting systems maintained by the FAA and NASA, such
    as the Aviation Safety Reporting System (ASRS), the Aviation Safety
    Action Program (ASAP), and Service Difficulty Reports (SDRs). If
    confirmed, will you keep on top of this data and close the loop on any
    identified reports and safety trends?
        Answer. If confirmed, I will stay on top of this data and close the
    loop on any identified reports and safety trends.

        Question 4. The FAA continues to improve the Aviation Safety
    Information and Sharing (ASIAS) database, including incorporating
    rotorcraft data and voice data from air traffic control to support
    safety analyses. Pursuant to the Act, FAA has worked with the
    Transportation Research Board to identify, categorize, and analyze
    emerging safety trends in aviation and completed the first required
    report in August 2022. FAA has also partnered with the National
    Aeronautics and Space Administration to establish the framework for
    real-time data monitoring. If confirmed, will you commit to
    prioritizing the emergency safety trends report in cooperation with
    TRB, take action to address any safety trends identified by this
    report, and keep Congress informed of these efforts?
        Answer. If confirmed, I commit to working with FAA's Aviation
    Safety Organization to ensure necessary actions are taken to address
    safety trends whether they are identified by TRB or stakeholders using
    other reporting tools (i.e., ASRS, ASAP, SDRs, etc).
    Airplane Fuel Efficiency Certification Rulemaking
        In June 2022, FAA published a notice of proposed rulemaking on
    Airplane Fuel Efficiency Certification. This is an important step
    towards ensuring U.S. manufactured aircraft remain competitive as
    international aviation emissions policies continue to develop. The rule
    will also bring us one step closer to reducing the amount of greenhouse
    gas emissions released by commercial airplanes and reaching the
    President's goal of net-zero greenhouse gas emissions from the U.S.
    aviation sector by 2050.
        The FAA previously committed to finalizing this rule in the first
    quarter of this calendar year, but that timeline was pushed back into
    later in 2023. The European Union is ahead of the U.S.; it adopted its
    implementing regulations nearly 4 years ago and has begun to certify
    aircraft accordingly. Without a final rule, in addition to the
    environmental impacts, the FAA cannot move forward with certifying
    aircraft to the new standards, putting the U.S. commercial aviation
    industry at a competitive disadvantage in the global market.

        Question. If confirmed, will you work to ensure that this rule is
    finalized by FAA as promised by the end of 2023?
        Answer. Understanding that rulemaking timelines can be affected by
    factors outside of the agency's control, if confirmed, I will work
    toward finalizing this rule this year.
    U.S. Flight Operations by Foreign Air Carriers
        U.S. law provides that only U.S. owned and controlled carriers may
    market and provide air transportation between U.S. points. However,
    there have been concerns raised of air carriers that are subject to
    apparent foreign control, including with respect to offshore wind
    aircraft operations. The Department of Transportation (DOT) is chiefly
    responsible for overseeing compliance with foreign ownership and
    control laws. However, the FAA, in cooperation with the DOT, can play a
    role in helping to address any instances of non-compliance with these
    laws and ensuring the safety and security of the national airspace
    system.

        Question. If confirmed, will you commit to aggressively investigate
    and prevent foreign controlled companies from operating between two
    U.S. points, consistent with U.S. law?
        Answer. If confirmed, I commit to aggressively enforcing U.S. law
    including laws related to cabotage.
    Remote Towers
        For more than 16 years, remote towers have been researched by the
    FAA for use in the NAS while they have been operational in Europe for
    almost a decade. The 2018 FAA Reauthorization bill included a pilot
    program to test and evaluate remote towers in small communities.
    However, the FAA never fielded all six pilot sites that were
    authorized.

        Question 1. What is your perspective on the value of remote towers
    as a means to provide air traffic control services to communities that
    are currently underserved?
        Answer. The safe and reliable use of remote towers is something I
    believe the agency should continue to research and work in good faith
    with remote tower operators to determine if there are systems that can
    meet safety and reliability standards that pilots, crew and passengers
    count on.

        Question 2. If confirmed, will you work to ensure that the FAA will
    utilize performance-based standards to advance this technology
    consistent with standards that the FAA was a party to in the
    development of standards developed by the European Organisation for
    Civil Aviation Equipment (EUROCAE)?
        Answer. As, I stated above, I believe the agency should continue to
    research and work in good faith with remote tower operators to
    determine if there are systems that can meet safety and reliability
    standards that pilots, crew and passengers agree on. This can include
    the standards developed by the European Organisation for Civil Aviation
    Equipment.

        Question 3. If confirmed, will you commit following the FAA's
    formal Advisory Circular process, ensuring that it is transparent to
    stakeholders and provides notice and opportunity to comment?
        Answer. If confirmed, I will commit to ensuring the FAA follows a
    transparent process that provides notice and opportunity as appropriate
    and consistent with the Administrative Procedures Act.
                                     ______

        Response to Written Questions Submitted by Hon. Brian Schatz to
                              Michael G. Whitaker
        Question 1. Please explain the impact of prior government shutdowns
    and austerity policies on the implementation of NextGen improvements.
        Answer. If confirmed, I will work with the Office of NextGen to
    seek more specifics but I recall broadly that previous lapses in
    appropriations have resulted in the agency delaying funding decisions
    and further segmenting projects having the cumulative affect of
    delaying delivery of certain capabilities including Enroute Datacomm
    and deployment of PBN procedures.

        Question 2. Airports in Hawaii, including Honolulu airport, are
    threatened by sea level rise and other natural hazards. Senator Budd
    and I have a bill that would make resiliency projects eligible for
    Airport Improvement Program funding.
        Please describe how you will approach this problem as
    Administrator. Will you commit to directing the FAA to provide
    guidance, technical assistance, direction, and--to the extent
    possible--funding, to airports struggling to address sea level rise and
    other natural hazards, if you are confirmed?
        Answer. Yes, I will commit to working with the Office of Airports
    leadership to update relevant guidance and provide direction,
    assistance, and to the extent possible, funding for airports pursuing
    resiliency projects.

        Question 3. Unfortunately, Hawaii is disproportionately affected by
    air tour crashes. It has been a long road to push the FAA to make
    safety improvements and I hope with the coming reauthorization we will
    do so by passing my Air Tour and Sport Parachuting Safety Improvement
    Act of 2023. What more can the FAA do improve air tour safety as
    current authorities stand? If passed and if you are confirmed, do I
    have your commitment to quickly implement the provisions in my air tour
    safety bill?
        Answer. If the bill is enacted and I am confirmed, I commit to
    quickly implement the provisions in your air tour safety bill. Beyond
    that, if legislation is not adopted, I commit to working with you to
    make progress. Using current authorities, the FAA can pursue an SMS
    requirement for Part 135 operators and can utilize expertise through
    Aviation Rulemaking Committees to seek recommendations on some of the
    topics covered in your legislation.

        Question 4. Relatedly, air tour noise is a serious quality of life
    issue for many of my constituents. I have been working to include my
    Hawaii Air Tour Management Act, in its amended form, in the FAA
    reauthorization. What more could the FAA do to better manage air tours
    over my constituents under current authorities than it is currently
    doing? If you are confirmed and my bill passed, will you commit to
    quickly implementing its provisions?
        Answer. If the provision is enacted and I am confirmed, I commit to
    quickly implement it. I would need to get more fully briefed on the
    operations specific to Hawaii, but broadly I can say robust engagement
    with Hawaii DOT leadership and operators in the state is something the
    agency should do to seek a mutually agreeable path forward.

        Question 5. The FAA is currently undergoing an airspace
    modernization process for the airspace over Hawaii. Do you commit to a
    thorough stakeholder engagement process and to work with me to
    coordinate the FAA's efforts with critical Hawaii airspace
    stakeholders, if you are confirmed?
        Answer. If confirmed, I do commit to a thorough stakeholder
    engagement process and to work with you to coordinate the FAA's efforts
    with critical Hawaii airspace stakeholders.
                                     ______

         Response to Written Question Submitted by Hon. Gary Peters to
                              Michael G. Whitaker
    Fuel Efficiency Certification Rulemaking
        In June 2022, the Federal Aviation Administration (FAA) published a
    notice of proposed rulemaking on Airplane Fuel Efficiency
    Certification. This is an important step in codifying greenhouse gas
    emissions standards developed by the International Civil Aviation
    Organization. Finalizing this rule is necessary to ensure that U.S.
    airplane manufacturers can compete on the global market. Without a
    final rule the FAA cannot move forward with certifying aircraft to the
    new standards, seriously disadvantaging the U.S. commercial aviation
    industry.
        Finalizing the rule will also ensure we continue to move in the
    right direction on emissions standards in the aviation sector. The FAA
    previously committed to finalizing this rule in the first quarter of
    this calendar year, but that timeline was pushed back into later in
    2023.

        Question. If confirmed, will you work to ensure that this rule is
    finalized by the end of 2023?
        Answer. Understanding that rulemaking timelines can be affected by
    factors outside of the agency's control, if confirmed, I will work
    toward finalizing this rule this year.
                                     ______

      Response to Written Questions Submitted by Hon. Tammy Duckworth to
                              Michael G. Whitaker
    FAA Oversight of Aircraft Certification
        The deadly Boeing 737 MAX scandal shattered our confidence in FAA's
    ability to safely certify aircraft. FAA's failure to effectively
    oversee the Boeing employees that conducted certification work on the
    agency's behalf is a key reason why Congress passed legislation that
    requires FAA to rigorously vet the corporate employees it authorizes to
    conduct such work.
        The enclosed internal Boeing memo (Enclosure 1) demonstrates why
    this is so important. It documents an effort to conceal the existence
    of the MCAS system by hiding it within the existing Speed Trim System.
        The memo provides a clear motive: ``If we emphasize MCAS as a new
    function there may be a greater certification and training impact.''
        This is corporate-speak that expresses the fear if regulators
    discovered a new safety critical system, 737 MAX pilots might be
    required to undergo costly simulator training.
        Perhaps most outrageous, toward the bottom of the memo, it shows
    that FAA's ``Authorized Representative'' was not only fully read into
    this plan to hide the existence of MCAS from a regulator, but he or she
    concurred with the plan.

        Question 1. Do you agree that an FAA-authorized representative
    concurring with a plan to mislead a regulator about the true nature of
    a new safety critical system is unacceptable?
        Answer. FAA-authorized representatives and Organization Designation
    Authorization (ODA) unit members represent the FAA and as such any
    involvement with plans to mislead the FAA or any other regulator about
    the true nature of a safety critical system is unacceptable.

        Question 2. Will you commit to ensuring that any FAA designated
    representative found to have engaged in such improper conduct is
    permanently disqualified from ever serving in such an important role?
        Answer. Utilizing the tools provided by the Aircraft Certification,
    Safety, and Accountability Act, I will ensure improper conduct by ODA
    unit members is not tolerated including disqualifying unit members and
    possible removal of a company's ODA status.
    Airspace Safety and FAA's Air Traffic Legacy System Resiliency
        As a pilot, one thing you learn is that a safety system should
    never be left vulnerable to a single point of failure. Never.
    Redundancy saves lives. In January of this year, the FAA's NOTAM system
    outage caused more than 10,000 flights to be delayed or cancelled. We
    know the FAA, and many stakeholders in the air travel system, use
    computer systems that are single threaded and based on very old
    technology. It is FAA's job to keep our airspace safe, but it is
    impossible for FAA to do this unless its systems have appropriate
    operational redundancies.
        Our nation needs a strong FAA leader who will reject complacency
    and examine these legacy aviation systems that create operational risk
    and address these issues with a sense of urgency and an investigative
    approach to get to the root cause(s). This includes runway safety
    technologies, many of which are beyond their service life and need to
    be replaced, in addition to adding new runway safety technologies at
    locations that do not have it. It is a hard balance because we also
    need to be focused on building a roadmap for the future of all the new
    technologies.

        Question. Will you commit to a thorough review of Air Traffic
    Organization's legacy systems to ensure operational risk is planned and
    mitigated and if so, when could we expect to see resiliency plans in
    place?
        Answer. If confirmed, I will ensure the review of the Air Traffic
    Organization's legacy systems continues. Because of the volume of
    legacy systems, I cannot predict how long it will take to implement
    resiliency plans or whether the FAA will have all of the resources to
    do so, but I will keep the Committee informed of progress.
    Preparation for Advanced Aviation Mobility
        We know there is an influx of new aircraft entering into the
    airspace in the next five years. The Advanced Air Mobility Market was
    estimated to be $8.2 billion in 2022 and is expected to hit around
    $68.1 billion by 2032. It is poised to grow at an annual growth rate of
    35.2 percent from 2022 to 2032. We know that we want the U.S. to be at
    the forefront of this manufacturing and in a position to export this
    new technology worldwide.

        Question. What are the FAA's biggest challenges you hope to address
    with Advanced Air Mobility and what can Congress and this Committee do
    to support this important growing sector?
        Answer. Finalizing the initial operational regulatory framework to
    support near term operations and integration into the National Air
    Space without disruption to legacy users of the system. Certification
    of these new vehicles is occurring using the existing certification
    framework and I know Congress has been explicit in its direction that
    the agency resource this effort in a way to facilitate certification of
    the first vehicle by December 2024. Critically, in the context of both
    certification of the vehicle and all aspects of the operation, the FAA
    must provide robust oversight and demand adherence to safety standards
    consistent with the agency's longstanding commitment to ``one level of
    safety.''
    Sustainable Aviation Fuel
        The Biden Administration's Sustainable Aviation Fuel (SAF) Grand
    Challenge has a goal to supply at least 3 billion gallons of SAF per
    year by 2030 as part of its broader effort to decarbonize the transport
    sector by achieving a 50 percent reduction in life cycle greenhouse gas
    emissions compared to conventional fuel. This government-wide
    Memorandum of Understanding (MOU) launched with Department of Energy
    (DOE), Department of Transportation (DOT) and U.S. Department of
    Agriculture (USDA) also has the goal of the SAF industry meeting 100
    percent of aviation fuel demand at around 35 billion gallons per year
    by 2050.
        Aviation is one of the hardest-to-abate sectors when it comes to
    reducing lifecycle emissions and SAF is currently the only way to
    decarbonize the industry at pace and at scale, which will require
    utilizing a wide range of feedstocks. According to the International
    Air Transport Association (IATA) total production of sustainable
    aviation fuel tripled in 2022, reaching at least 300 million liters or
    about 79.3 million gallons. The majority of this SAF's feedstock
    includes fats, oils and greases, followed by other biomass feedstocks,
    energy crops, crop and forestry residues and other waste. Therefore,
    without agriculturally derived feedstock, the production of SAF volumes
    plummets.
        IATA states that government policy will be instrumental in SAF
    deployment, ``the SAF industry is on the verge of an exponential
    capacity and production ramp-up by 2030, with the right supporting
    policies.'' IATA continues, ``governments need to put in place SAF
    production incentives similar to what is already in place for biogas
    and biodiesel'' but that these policies should be ``technology and
    feedstock agnostic'' and should ``only be used if they are part of a
    broader strategy to increase the production of SAF''.
        It seems that the President and Agriculture Secretary Tom Vilsack
    among others, agree that agricultural feedstock plays a critical role
    in the future of our domestic SAF production and is critical to us
    meeting our SAF production and emissions goals. Secretary Vilsack
    stated the ``(Grand Challenge) charts out actions to ensure crops used
    for fuel--that are grown here at home by hard-working Americans--can
    create opportunities for American farmers, business owners and rural
    communities.'' Then in August, President Biden stated ``Mark my words:
    the next 20 years, farmers are going to be providing 95 percent of all
    the sustainable airline fuel.''
        Yet efforts by some fringe environmental groups seek to ban
    agricultural feedstock SAF by preventing multiple models from being
    used to calculate lifecycle carbon emissions including, DOE's
    commissioned, Argonne National Lab's GREET (Greenhouse gases, Regulated
    Emissions, and Energy use in Technologies) Model. Instead, preferring
    models that are notorious for not being ``technology and feedstock
    agnostic.''
        Banning the aviation industry from the most accessible SAF options
    will prevent us from achieving our global emissions goals, President
    Biden's emissions goals, inhibit the U.S. from being the global leaders
    on SAF and deprives American farmers of the chance to contribute to a
    new clean energy market.

        Question. Do you agree with President Biden and Secretary Vilsack
    that agricultural feedstock SAF plays a critical role in the future of
    American SAF?
        Answer. If confirmed, I will work closely within the Department and
    fellow Federal agencies to ensure that we are aligned on the use of
    agricultural feedstock SAF as the FAA implements the SAF FAST grants
    and other programs as directed by Congress.

    [GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]

                                     ______

         Response to Written Questions Submitted by Hon. Jon Tester to
                              Michael G. Whitaker
    Contract Tower Staffing
        Question. During the hearing you talked extensively about the
    nationwide shortage in air-traffic controllers (ATCs) and the actions
    FAA is taking to increase its ATC workforce. In anything, the staffing
    situation at airports served by FAA Contract Towers (FCTs) is event
    more dire. FAA's baseline staffing levels for its busier FCTs are well
    short of the levels at comparable FAA-operated towers. To drive the
    point home, Montana's three busiest airports by passenger counts are
    served by FCTs. Their staffing levels are half of what the FAA-operated
    towers in the state are allocated. On top of that, these are high cost-
    of-living areas, making it very challenging to keep positions filled.
    It's an untenable situation that is putting safety at risk.
        As the FAA addresses the nationwide air traffic controller
    shortage, how will you work to make sure that FCTs are also able to
    recruit and maintain staff at levels appropriate to maintain safe
    operations? Can I get your commitment to review the FCT program to
    ensure that airports within the program are receiving ATC service that
    is comparable to FAA-operated towers?
        Answer. If confirmed, one of the first things I would do is sit
    down with the Air Traffic Organization to clearly understand the issues
    you raised related to the contract tower program, and in particular a
    path to ensuring staffing levels that fit the demand.
    Public Charter Rulemaking
        Question. The FAA recently issued a Notice of Intent related to a
    potential future rulemaking on public charter operations. An FAA
    rulemaking effort on this topic is important and timely, but rulemaking
    is a slow process and in the meantime the pressure to increase air
    operations using the current regulatory framework has been intense,
    with multiple requests awaiting DOT or FAA decision.
        How do you intend to address current requests pending before FAA
    that relate to public charter operations while the related rulemaking
    process is ongoing?
        Answer. It is my understanding that the Department reviews any
    pending Part 380/public charter operations requests. If confirmed, my
    focus will be on FAA's role as a safety regulator for public charter
    and any other aircraft operations.
                                     ______

       Response to Written Questions Submitted by Hon. Kyrsten Sinema to
                              Michael G. Whitaker
    Contract Tower Program
        The contract tower program is widely popular, enjoying broad
    bipartisan and bicameral support with 262 facilities in 46 states.
    Unfortunately, air traffic controller (ATC) staffing shortages are
    plaguing the system and these problems are made much worse in high-
    traffic, complex air space.
        Arizona is home to Phoenix-Mesa Gateway Airport, the busiest
    contract tower and the 37th busiest tower overall in the country.
    Gateway sits in a major metropolitan area and was built entirely to FAA
    specifications, but cannot today become an FAA-staffed tower. Gateway
    is the largest, but this problem is seen throughout the country and
    will only get worse, particularly in areas sure to grow.
        Under current law there is no mechanism for contract towers to
    become FAA-staffed towers. This leads to safety issues when there are
    not ATCs available to run the towers--often during periods of active
    takeoffs and landings. I understand this committee has received
    whistleblower complaints addressing these safety concerns and we have
    heard them from our constituents.

        Question. Do you agree that the time has come to consider
    amendments to aspects of the contract power program, including minimum
    staffing requirements, ATC compensation, or piloting a program that
    would allow existing contract towers to convert into FAA staffed
    towers?
        Answer. If confirmed, one of the first things I would do is sit
    down with the Air Traffic Organization to clearly understand the issues
    you raised related to the contract tower program, and in particular a
    path to ensuring staffing levels that fit the demand, compensation, and
    the conversion of contract towers into FAA staffed towers.
    Aircraft Noise
        I have heard from my constituents in Phoenix, Scottsdale, Tempe,
    and nearby areas who have been affected by aircraft noise. Many of
    these Arizonans previously lived in areas that were not under flight
    paths but now face aircraft noise, following FAA changes to flight
    paths.
        Five years ago, the D.C. Circuit struck down certain flight paths,
    determining that the FAA did not properly analyze the effects of flight
    path changes and did not consult nearby cities, residents, and elected
    officials. Despite the court ruling, this issue still remains a concern
    for many Arizonans.

        Question. If confirmed, what will be your approach to community
    outreach as the FAA considers flight paths in Arizona and across the
    country?
        Answer. I certainly understand and would want to work with you and
    the Committee on this if confirmed. I know the agency is updating its
    noise policy, which may be a place for us to partner. The agency is
    looking at how to measure noise and how to decide how much noise should
    trigger more environmental review. I think the key to all of this is
    transparency and honesty between the FAA, the airports, and the
    communities.
    Bipartisan Infrastructure Law Implementation
        As you may know, I was a lead negotiator on the Bipartisan
    Infrastructure Law (BIL). Since the law was signed into law in November
    2021, I have been focused on ensuring smooth and efficient BIL
    implementation. For example, through BIL funding in 2022, Phoenix Sky
    Harbor International Airport has received over $41 million and Tucson
    International Airport has received over $6 million.

        Question. If confirmed, how will you ensure BIL formula and
    discretionary grant funding is efficiently distributed to the
    appropriate recipients?
        Answer. If confirmed, I will ensure that BIL formula and
    discretionary grant funding is efficiently distributed to the
    appropriate recipients in line with the requirements of the law. I will
    also commit to addressing any recommendations that may come from the
    Department of Transportation Office of Inspector General or other
    independent oversight of the BIL program.
                                     ______

       Response to Written Questions Submitted by Hon. Ben Ray Lujan to
                              Michael G. Whitaker
        Question 1. During the hearing we discussed the importance of
    improving the calculation mechanism to correctly target staffing needs
    in our air traffic control system. I am following up with some
    additional background on the issue.
        Currently, a ``finance-driven'' staffing model in the FAA's annual
    Controller Workforce Plan (CWP) fails to use the latest data and
    incorporate all the various duties required of controllers, and thus
    does not fully reflect operational needs. If the FAA continues to use
    this ``finance-driven'' model, understaffing will continue to be an
    issue, because the hiring target for each center does not match the
    actual operational needs of the facility.
        Last year, Acting Administrator Billy Nolen directed the FAA's Air
    Traffic Organization (ATO) to restart the Collaborative Resources
    Workgroup (CRWG), to ensure they are partnering with the National Air
    Traffic Controllers Association (NATCA) to collaboratively determine
    the number of Certified Professional Controllers (CPCs) and Certified
    Professional Controllers in Training (CPC-ITs) needed to meet
    operational requirements at each ATO facility. Fortunately, the most
    recent CWP made some important changes, including fixing a previous
    issue in which the report did not distinguish between fully certified
    controllers and trainees.
        However, the FAA did not adopt the recommended targets from the
    CRWG, relying instead on the ``finance-driven'' model they have
    traditionally used. The DOT Inspector General has been critical of the
    FAA's work on staffing while they have used this calculation method,
    reporting in June: ``FAA has made limited efforts to ensure adequate
    controller staffing at critical air traffic control facilities'' and
    warning that ``while the United States has one of the safest air
    traffic systems in the world, the lack of fully certified controllers,
    operational supervisors, and traffic management coordinators pose a
    potential risk to air traffic operations.''
        I hope this additional sheds some light on the importance of
    supporting efforts to update and improve our air traffic control
    staffing. I am working with my colleagues to fix this issue through the
    FAA Reauthorization process, and I urge you to independently take on
    this issue if confirmed as FAA Administrator.

        Question 1. If confirmed, do you commit to working with me to
    address this issue?
        Answer. If confirmed, I will work with FAA's Air Traffic
    Organization and Office of Finance and Management, the National Air
    Traffic Controllers Association, and any other helpful experts on the
    issue of air traffic controller staffing numbers to ensure we have
    identified the appropriate staffing targets and strategies for meeting
    these targets.

        Question 2. Our aviation system is powered by the aviation
    workforce. Our pilots, ground crews, air traffic control, maintenance
    crews, flight attendants, customer service representatives--they are
    the reason we have the safest and most advanced aviation system in the
    history of the world.
        They're also the ones who know firsthand what needs improvement in
    our aviation system. If the FAA is making decisions around safety,
    consumer protection, security, accessibility, technology--the labor
    community MUST be at the table.
        We have seen what happens when companies do not heed the warnings
    and concerns of their workforce. It is vital that the FAA can work with
    stakeholders to prevent safety issues and operations failures when we
    have the tools and the knowledge to prevent them.
        If confirmed, do you commit to working closely with labor unions
    and workers on the front lines when making FAA policy?
        Answer. Safety will continue to be a priority for the FAA, and if
    confirmed, I will ensure that these safety discussions include all
    aviation stakeholders including the workforce and labor unions.

        Question 3. New Mexico's economy is powered by innovation. In our
    state, our national labs, research institutions, and small businesses
    work together to solve some of the Nation's greatest challenges.
        New Mexico is ready to take hold of new developments in aviation,
    especially when it comes to renewable energy alternatives that set us
    up for the future.
        Can you speak to the importance of working with our airlines and
    airports to pursue advanced air mobility innovation and alternative-
    energy aircraft?
        Answer. It is important, and I think we are already seeing airlines
    and airports partner with companies and programs to deliver advanced
    air mobility innovation and alternative energy aircraft. If confirmed,
    I would like to ensure the agency is focused on what's next, including
    new capabilities, new technologies, what that platform looks like, and
    how we incorporate not only advanced air mobility and alternative
    energy aircraft, but small UAS and commercial space and supersonic and
    other new entrants into the market.

        Question 4. I am a proponent that interagency coordination is key
    to good policymaking. Over the past three years, as the NTIA and FCC
    have worked to roll out 5G technology across our country, we've seen
    the consequences when our coordination fails.
      a.  If confirmed, do you commit to working directly with the NTIA as
            that Agency continues to work to safely and efficiently
            optimize use of Federal spectrum assets to support innovation
            and connectivity across America?
        Answer. If confirmed, I will ensure the FAA continues to work
    directly with NTIA and other Federal agencies on the use of Federal
    spectrum assets. I will also ensure that in all of these discussions,
    the FAA is guided by securing the safety of the National Airspace
    System (NAS) and users of the NAS.

      b.  If confirmed, do you commit to making a plan with other relevant
            agencies--including NTIA, FCC, and DoD--for the development and
            rollout of 6G technology?
        Answer. If confirmed, I will commit to working with these partners
    and other relevant Federal agencies as well as stakeholders for the
    development and rollout of 6G technology. I will also ensure that in
    all of these discussions, the FAA is guided by securing the safety of
    the National Airspace System (NAS) and users of the NAS.
                                     ______

      Response to Written Questions Submitted by Hon. Raphael Warnock to
                              Michael G. Whitaker
    Advanced Air Mobility Airworthiness
        Since July 2022, the FAA has made progress in developing standards
    to ensure that electronic Vertical Takeoff and Landing (eVTOL)
    aircrafts are safe to operate, that there is the necessary
    infrastructure needed to support their usage, and that pilots are
    certified to operate them.\1\ Nearly one year ago, the FAA published
    proposed airworthiness criteria for certain companies developing eVTOL
    aircrafts.\2\,\3\ To date, the FAA has not yet finalized
    airworthiness criteria for these companies.
    ---------------------------------------------------------------------------
        \1\ https://www.faa.gov/air-taxis
        \2\ https://www.federalregister.gov/documents/2022/12/20/2022-
    27445/airworthiness-criteria-special-class-airworthiness-criteria-for-
    the-archer-aviation-inc-model-m001
        \3\ https://www.federalregister.gov/documents/2022/11/08/2022-
    23962/airworthiness-criteria-special-class-airworthiness-criteria-for-
    the-joby-aero-inc-model-jas4-1

        Question. If confirmed as Administrator of the Federal Aviation
    Administration, what will you do to work with FAA staff and eVTOL
    manufacturers to streamline the agency's certification process?
        Answer. If confirmed, I will work with the Aviation Safety Office
    to ensure the agency remains on track to type certify the first powered
    lift vehicle by December 2024 consistent with applicant expectations. I
    will also work with our career aviation safety professionals to
    determine if there are efficiencies to be gained in the process going
    forward while retaining critical safety standards. I will keep the
    Committee informed of the agency's progress.
    Bilateral Aviation Safety Agreements
        The FAA often uses bilateral aviation safety agreements to certify
    the airworthiness of aviation products imported and exported between
    different countries. As you know, the FAA plays a critical role in
    providing safety approvals for U.S.-made products and validating the
    safety approvals of foreign civil aviation authorities.\4\ When
    certifying a project, international civil aviation authorities often
    work closely with the FAA to verify compliance. However, foreign
    authorities are often inconsistent in the amount of time they take to
    review FAA compliance work, which delays the ability of U.S.
    manufacturers to get products to market outside the U.S. This lack of
    predictability in the validation process for U.S. manufacturers can
    lead to delayed exports and financial penalties.
    ---------------------------------------------------------------------------
        \4\ https://www.faa.gov/aircraft/air_cert/international/
    bilateral_agreements/overview

        Question. If you are confirmed as Administrator, will you work with
    other civil aviation authorities to ensure that the certification work
    of the FAA is strongly supported abroad?
        Answer. If confirmed, I will work with other civil aviation
    authorities (CAAs) and through the International Civil Aviation
    Organization (ICAO) to emphasize the importance of each country's
    adherence to our respective Bilateral Aviation Safety Agreements. It is
    important that CAA's--including the FAA--are free to insist on
    additional review when a legitimate safety need exists but to your
    point it is unacceptable to have extended timeframes become a routine
    practice.
    Hypersonic Flight
        Since the Supersonic Transport Concorde aircraft was retired nearly
    20 years ago, numerous companies in the United States and abroad have
    been developing new technologies that will allow civil and military
    aircraft to fly even faster, including at hypersonic speeds above Mach
    5.\5\ Hypersonic technology is growing in importance as China and
    Russia invest heavily in the technology.\6\ Moreover, hypersonic air
    travel has the potential to transform markets and entire industries in
    the way that airplanes have done over the past century. It is important
    for the United States to lead in the development and implementation of
    cutting-edge technologies like hypersonic aircraft for both national
    security reasons and to ensure our aerospace industry continues to be
    source of high-paying jobs and economic prosperity in states like
    Georgia.
    ---------------------------------------------------------------------------
        \5\ https://aviationweek.com/air-transport/investors-buy-
    commercial-hypersonic-plans
        \6\ https://www.cnn.com/travel/article/china-hypersonic-flights-
    cmd/index.html

        Question. If confirmed as Administrator of the Federal Aviation
    Administration, how would you approach policymaking at the FAA for
    civil aviation technologies that are now under development so that the
    FAA will be ready certify and regulate the next generation of aircraft
    when the time comes?
        Answer. I think we're at a point we need to talk about what's
    next--new capabilities, new technologies--what that platform looks
    like, and how we incorporate new entrants into the airspace while
    thoroughly addressing safety and environmental questions.
    Sustainable Aviation Fuel
        The Department of Transportation (DOT), in coordination with the
    Department of Energy and other Federal government agencies, has
    committed to develop a comprehensive strategy for scaling up new
    technologies and the production of sustainable aviation fuels (SAF)
    through the ``Sustainable Aviation Fuel Grand Challenge.'' \7\ The SAF
    Grand Challenge has set a goal of scaling U.S. production of SAFs that
    achieve a minimum of 50 percent reduction in life cycle greenhouse gas
    emissions compared to conventional fuel to 3 billion gallons per year
    by 2030.\8\ The FAA will also be investing nearly $300 million through
    the Fueling Aviation's Sustainable Transition (FAST) grant program to
    build out infrastructure projects related to SAF production and the
    development of new aviation technologies to improve fuel efficiency and
    reduce emissions.\9\
    ---------------------------------------------------------------------------
        \7\ https://www.energy.gov/eere/bioenergy/sustainable-aviation-
    fuel-grand-challenge
        \8\ Ibid.
        \9\ https://www.faa.gov/general/fueling-aviations-sustainable-
    transition-fast-grants

        Question. If confirmed as Administrator of the Federal Aviation
    Administration, what steps will you take to uphold the commitments DOT
    has made in the SAF Grand Challenge government-wide Memorandum of
    Understanding?
        Answer. If confirmed, I will ensure the FAA remains a committed
    partner with the Departments of Energy and Agriculture in pursuit of
    the commitments each entity made as part of the MOU. I understand that
    the FAA recently opened the SAF FAST notice of funding opportunity. If
    confirmed, I will ensure these grant awards are issued as expeditiously
    as possible.
    Near Misses
        In recent months, several notable and high visibility near-miss
    events have occurred in the National Airspace System. The frequency and
    the potential severity of these events has raised concerns at the FAA
    and throughout the aviation community. According to the New York Times,
    close calls involving commercial airlines have been happening, on
    average, multiple times a week.\10\ In March, the FAA responded to
    these worrisome statistics by hosting more than 200 safety leaders from
    across the aviation industry as part of a summit to discuss ways to
    enhance flight safety.\11\ As the Senator representing the world's
    busiest airport in Atlanta's Hartsfield-Jackson International Airport,
    as well as over 100 public use airports, I am concerned about these
    apparent rise of these near-miss events considering volume of air
    traffic in and out of Georgia.
    ---------------------------------------------------------------------------
        \10\ https://www.nytimes.com/interactive/2023/08/21/business/
    airline-safety-close-calls.html
        \11\ https://www.faa.gov/aviation-safety-call-to-action

        Question. If confirmed as Administrator of the Federal Aviation
    Administration, will you commit to working to minimize these events?
        Answer. If confirmed, I will prioritize addressing and preventing
    these near miss events.
    ADS-B and ADS-C
        The efficiency, safety, and sustainability of air travel continue
    to be key issues for the FAA and the global aviation community. The
    FAA's ability to provide surveillance in U.S. oceanic airspace, and the
    effectiveness of various technologies used to provide that
    surveillance, is an issue that affects each of the key issues. The
    FAA's ability to provide accurate surveillance in U.S. oceanic airspace
    allows for more fuel efficient, and thereby expedient, oceanic flights,
    as well as increased safety on such flights. Therefore, the importance
    of providing accurate oceanic surveillance cannot be overstated.

        Question. If confirmed as Administrator of the Federal Aviation
    Administration, will you commit to increasing airspace management
    efficiency in oceanic airspace using a performance-based approach that
    considers alternative technologies and comparable procedures?
        Answer. ADS-B was one of my (and the talented FAA team that
    supported its development) greatest accomplishments as FAA Deputy
    Administrator. If confirmed, I will work with FAA's Office of NextGen
    and Air Traffic Organization to determine the current status of ADS-C.
                                     ______

          Response to Written Questions Submitted by Hon. Ted Cruz to
                              Michael G. Whitaker
    Mask and Vaccine Mandates
        Question. The COVID-19 pandemic resulted in a mask mandate for
    public transportation, and a draconian vaccine mandate that the Biden
    Administration imposed on employees of airlines by exploiting their
    government contracts. Does the FAA's statutory authority extend to
    public health, or is it instead focused on the safety of the traveling
    public? If FAA's statutory authority extends to public health issues
    (vaccine, masks, or otherwise), please cite to the specific statute.
        Answer. The FAA's statutory authority does not extend to public
    health issues. My understanding is that the FAA did not itself direct a
    mask requirement to airlines but the agency did adhere to Federal
    public health directives.
    Commercial Space
        Question 1. There are several commercial space companies working to
    bring space vehicles to market. From an economic and national security
    perspective, it is important to encourage such innovation. But these
    space companies are navigating a complicated web of government agencies
    with shared and, at times, overlapping jurisdiction.
        a. How would you make the licensing and permitting review processes
    more transparent for applicants?
        Answer. If confirmed, I would work with our Office of Commercial
    Space and Chief Counsel's office to communicate transparency is a
    priority and determine what steps may be possible.

        b. Do you agree the FAA needs to identify inefficiencies and update
    its procedures to improve its licensing and permitting process?
        Answer. I always believe it's important to root out inefficiencies
    and improve procedures so long as it will not decrease safety. To your
    point, the commercial space industry is growing rapidly and it is
    important that the FAA carry out its oversight and regulatory functions
    in a thoughtful manner that allows for safe growth in this industry.

          c. Will you commit to working with Congress and industry to
    identify and implement changes in an expedient manner?
        Answer. If confirmed, I will commit to working with Congress and
    industry and implement any necessary changes consistent with safety in
    an expedient manner.

        Question 2. Given emerging entrants to the National Airspace System
    (NAS), what work is being done to modernize the tools used to manage
    the NAS to better integrate all users?
        Answer. If confirmed I will need to work with leadership across the
    relevant Lines of Business and Staff Offices to be briefed on the
    status of that work but I know things like the Space Data Integrator is
    an example of the kind of tool the agency uses to facilitate safe
    operations while minimizing impacts to legacy users of the NAS. That
    overall idea--to facilitate new entrant operations while supporting
    legacy users of the system is one that I would adhere to.

        Question 3. What FAA resources are currently dedicated to space
    launch and reentry licensing?
        a. What resources are dedicated to non-licensing activity (e.g.,
    orbital debris rulemaking, human spaceflight regulations, etc.)?
        Answer. If confirmed I would need to seek detailed information from
    the FAA's budget team and relevant program offices and I would be happy
    to follow up with your staff to provide this information.
    Use of Airspace
        Question. Commercial space launches, UAS operations, and,
    eventually, advanced air mobility require significant coordination by
    air traffic control and other stakeholders involved in maintaining a
    safe NAS. Should new users contribute financially to the system? If so,
    how?
        Answer. If confirmed, I would want to work with our budget team,
    relevant program offices and seek input from the agency's Management
    Advisory Council (MAC) on this topic. The aviation system has
    traditionally relied on recipients of services to pay into the system
    to support that work and understanding we see an expanded number and
    type of users this is an important question.
    Contract Tower Program
        Question. One of FAA's most successful government-industry
    partnerships is the FAA Contract Tower Program. 262 airports are in the
    program, including 26 in Texas. Contract towers, which account for
    approximately one-third of all tower operations, are important for
    maintaining and developing air service at smaller airports. What
    measures can the FAA and the industry take together to address staffing
    shortages at contract towers?
        Answer. If confirmed, one of the first things I would do is sit
    down with the Air Traffic Organization to discuss this issue. During my
    confirmation process I heard from a number of Members about adequate
    staffing levels not just at FAA-owned towers but at contract towers as
    well. These towers provide a critical service throughout the country
    and I want to see them continue to be successful.
    Parts Manufacturer Approval (PMA)
        Question. The Parts Manufacturer Approval (PMA) process is
    important to maintaining a robust and competitive supplier base for
    aircraft around the world. If confirmed, do you commit to strengthening
    the PMA process and making the process more efficient?
        Answer. If confirmed, I would work with our Aviation Safety Office
    team to determine if there are ways we can support an efficient process
    while ensuring that any parts going onto an FAA type certified vehicle
    are safe and appropriate.
                                     ______

        Response to Written Questions Submitted by Hon. Deb Fischer to
                              Michael G. Whitaker
        Question 1. Statistics that show that in offices like the Aircraft
    Certification Office, FAA has experienced dramatic turnover in recent
    years and they have many new employees who started at the agency during
    the pandemic. I expect these employees have been hindered in their
    ability to experience the kind of training, mentoring, and
    collaboration that integrates them into the agency because of this
    remote/virtual work experience. How would you address the need for in-
    office time, training, and collaboration to help ensure employee
    success and FAA meets its mission to advance safety and innovation in
    the U.S. and globally?
        Answer. If confirmed, I would work with agency leadership, our
    labor unions, Department of Transportation leadership and across the
    agency's workforce to quickly establish the right balance of in-office
    presence and I would be happy to keep the committee updated on that
    work.

        Question 2. FAA and industry have been collaborating on an
    important initiative--Eliminate Aviation Gasoline Lead Emissions
    (EAGLE)--that aims to eliminate the use of leaded aviation fuels for
    piston-engine aircraft in the U.S. by the end of 2030 or sooner without
    adversely impacting the safe and efficient operation of the existing GA
    fleet. Are you aware of this initiative and will you continue to
    support it, if confirmed?
        Answer. I am aware of this important initiative and I will support
    it, if confirmed.

        Question 3. In the Senate FAA reauthorization bill, I worked on an
    amendment that requires the agency to leverage existing technology to
    create a secure portal for tracking the status of these applications.
    This tracking portal is crucial, as without this data, neither the
    industry nor the FAA cannot effectively allocate resources or make
    certain deadlines are being met. As FAA Administrator, how would you
    implement this provision from the reauthorization bill, and do you
    believe that it would improve how the agency tracks applications?
        Answer. I am not certain what kinds of applications are being
    referenced here but I do understand that stakeholders have had concerns
    about certification applications in terms of timelines and
    transparency. If confirmed, I will work with the agency's Aviation
    Safety Office leadership who I understand agree that concrete
    improvements have to be made in the near term. The ability to track
    applications seems like a reasonable policy and I would be happy to
    work with you on that.

        Question 4. The FAA met its target to hire new air traffic
    controllers this year, with Congress authorizing the additional hiring
    of 1,800 controllers by fiscal 2025. If confirmed, how will you ensure
    that the agency meets its hiring goal each year?
        Answer. If confirmed, ensuring controller hiring and training will
    be a priority and one I would pursue collaboratively. I will work
    closely with our Air Traffic Organization, our labor partners and our
    budget team to ensure the agency takes a strategic approach that aligns
    resources for hiring and training.
                                     ______

         Response to Written Questions Submitted by Hon. Dan Sullivan
                              Michael G. Whitaker
    FAA Alaska Safety Initiative
        Question. Will you support the FAA Alaska Aviation Safety
    Initiative (FAASI) process and prioritization of the recommendations of
    the FAASI into the FAA budget?
        Answer. If confirmed, I will support the FAASI process and will
    seek resources to execute on its recommendations.
    Safety Briefing
        As discussed during your hearing, a 2020 report issued by the
    National Transportation Safety Board (NTSB) called for the FAA to take
    a more comprehensive approach to improving aviation safety in Alaska.
        The NTSB report points to a recent 10-year period where the total
    accident rate in Alaska was 2.35 times higher than the rest of the
    United States. During the same period, the fatal accident rate in
    Alaska was 1.34 times higher.
        The last Senate confirmed Administrator, Steve Dickson, required
    staff to report to him personally every time there was an aviation
    accident in my state.

        Question. Will you commit to do the same?
        Answer. If confirmed, I commit to do the same.
    Improve Availability and Reliability of Communications, Surveillance,
            Navigation Systems, and Weather Equipment
        The remote, mountainous terrain of Alaska presents technical
    challenges for the FAA with installing and maintaining a robust
    Communications, Navigation, Surveillance system. In the FAA's own words
    from the 2021 FAA Alaska Aviation Safety Initiative (FAASI),
    ``Maintaining the extensive Alaska National Airspace System (NAS)
    infrastructure, which consists of a mixture of old and new components,
    is a daunting task for FAA engineers and technicians.''
        Further, we are constantly fielding reports of weather and
    communications infrastructure being down, with difficulty sourcing
    parts often being the cause that can lead to delays for months.

        Question. Will you commit to implementing mitigation methods to
    improve the availability and reliability of communications,
    surveillance, navigation systems, and weather observation systems and
    weather cameras?
        Answer. If confirmed, I commit to working with leadership in our
    Air Traffic Organization on the issue of availability and reliability
    of parts in Alaska to find ways to improve on the agency's current
    performance.
    Compliance Philosophy
        The Compliance Program was introduced in 2015 when you were still
    FAA Deputy Administrator. It helped usher in a new approach to
    oversight, one built around transparency and collaboration. As part of
    the Aircraft Certification, Safety, and Accountability Act, this
    Committee took steps to establish a body to oversee the use and
    effectiveness of that Program.

        Question. Can you share your approach to compliance and your
    thoughts on the important differences between this approach and
    enforcement-first compliance?
        Answer. In aviation as a regulator it is important to maintain an
    atmosphere of data sharing and transparency in order to be able to see
    trends and adjust or mitigate accordingly, which I understand the
    compliance philosophy is meant to contribute to. As you know, ACSAA
    directed FAA to establish an Executive Council to oversee the use and
    effectiveness of compliance philosophy across the agency. I understand
    the Council is stood up and if confirmed, I would look forward to
    ensuring its effectiveness to ensure safety throughout the NAS.
    Airport Improvement Program (AIP) Flexibility
        The Airport Improvement Program is critical to keeping our airport
    system functioning and open, and yet, one-size-fits all guidance
    documents for eligible expenditures is undermining the effectiveness of
    the program and in many instances is creating dramatic safety
    implications.
        FAA has policy that is resulting in shorter runways throughout my
    state. In order to be eligible to reconstruct a runway using Federal
    funds, the FAA requires that the airport must have received 500
    operations per year from an aircraft that needs that size of runway.
    This is forcing the State, who manages over 240 airports, to fold to
    the Federal policy and rebuild airports to the shorter lengths.
        This is not tenable in a state where in many locations fuel oil for
    heat is flown in twice per year, requiring greater runway length and
    safety areas. Reducing runway length will at minimum restrict the
    ability to deliver heating fuel and gasoline where other options for
    transport are unavailable.
        This also limits the ability to get freight, mail, and basic goods
    into the community--and surrounding communities. When runways are
    shortened the community is limited from acting as a hub for other
    surrounding communities. 121 operators are unable to get into hubs as
    the shortened runways limit the amount of lift length.
        Adequate runway length is needed to support aircraft necessary to
    support critical health needs of a community, remote fuel deliveries,
    and firefighting response. This has dramatic safety implications, as
    not only is the runway itself shrinking, but the runway lighting
    shrinks along with it.
        This limitation is also crippling the ability of the State to
    develop new Airports for Economic Development, including runways for
    the Wasilla Airport, the Gulkana Airport, and the proposed new airport
    near the Denali National Park, as the rules do not allow you to expand
    or build airports to meet new demands unless it has already been served
    by larger aircraft.

        Question 1. Do you think it is good policy to incentivize the
    shortening of runways in areas that have complete dependency on air
    travel, and are in locations with challenging weather, and often lack
    communications and navigational aids?
        Answer. Promoting policies that balance safety and the reality of
    Alaska's unique environment is critical. Maintaining safe operations
    will be my focus throughout my tenure and if confirmed, I look forward
    to a partnership with you to work toward that shared goal to include
    matters like this one.

        Question 2. Will you support efforts to allow the State of Alaska
    to expand the flexibilities of the Airport Improvement Program for
    needs in Alaska, including but not limited to runway length?
        Answer. If confirmed, I would be happy to work with you on this
    matter and others that present challenges in Alaska's unique
    environment. I will work with you and our Office of Airports on the
    policies that affect Federal investment in Alaska's airports to
    determine if new eligibilities are needed or if there are existing
    authorities that may be leveraged.
    ADS-B
        Alaska has historically been a testbed for avionics that have
    provided efficiency and safety benefits to the entire National Airspace
    System.
        The Capstone Project was a joint industry and FAA research and
    development effort to improve aviation safety and efficiency in Alaska.
    Under Capstone, the FAA provided avionics equipment for aircraft and
    the supporting ground infrastructure. The Capstone Project operated
    from 1998 to 2006, and it demonstrated a 47 percent reduction in the
    aviation accident rate of Capstone avionics equipped aircraft compared
    to non-equipped aircraft in parts of the state that did not receive
    ground based equipment and equipped aircraft.
        Our high accident rate is made up of a lot of Controlled Flight
    Into Terrain accidents and mid-air collisions--the type of accidents
    that this technology can prevent.
        Alaska laid the groundwork for the nationwide deployment of ADS-B
    (or Automatic Dependent Surveillance-Broadcast) that is now providing
    our national airspace system with efficiency through satellite-based
    navigation and aircraft tracking. According to the FAA, ADS-B is
    transforming all segments of aviation by offering real-time precision,
    shared situational awareness, and advanced applications for pilots and
    controllers alike.
        Real-time ADS-B is now the preferred method of surveillance for air
    traffic control in the NAS, and general aviation is safer with ADS-B
    traffic, weather, and flight-information services.
        ADS-B improves safety and efficiency in the air and on runways,
    reduces costs, and lessens harmful effects on the environment. In fact,
    a recent study cited by the Aircraft Owners and Pilots Association
    found that ADS-B equipage reduces fatal accidents by 89 percent.
    (Collins, Mike. Study Shows Accidents Less Likely with ADS-B In. AOPA,
    April 18, 2019).
        The NextGen system is now a multibillion-dollar program, primarily
    through FAA's Facilities & Equipment account. Meanwhile, the majority
    of my state is without coverage and the airspace is not classed to
    require coverage--even in some congested airspace, such as Bethel.
        Section 321 of the FAA Reauthorization Act of 2018 (P.L. 115-254)
    directed FAA to conduct an evaluation of providing additional ADS-B
    ground-based transmitters along major flight routes in Alaska. In
    October 2019, aviation industry groups wrote to the FAA Surveillance
    and Broadcast Services program office supporting this initiative and
    urging additional investment in ADS-B ground stations to establish a
    Minimum Operational Network for ADS-B coverage in Alaska. They shared
    analysis supporting the Section 321 mandate that identified an
    additional 23 locations. I was pleased to see in the FAASI that the FAA
    will accelerate the deployment of ground based equipment for some of
    our high trafficked areas, and was pleased to hear of the FAA plans to
    add five sites in 2023.

        Question 1. If confirmed, would you support the deployment of a
    minimum of an additional 23 ADS-B ground-based transmitters, as
    identified by the users of our NAS?
        Answer. If confirmed, I will work with your office, the Alaska
    Regional Administrator and relevant program offices to understand the
    agency's deployment plan currently and determine if adjustments need to
    be made. I would be happy to keep you informed of those conversations.
        Given that the majority of Alaska's airspace is not classified, the
    true safety benefits of additional ground based equipment remains to be
    dependent on the rate of private equipage of aircraft. While it is of
    obvious value for aircraft to improve situational awareness through
    ADS-B equipage, I caution that any large scale airspace
    reclassification would cripple mobility in my state, not be embraced by
    some pilots, and would be an unfunded mandate. However, the need for
    equipage remains.

        Question 2. Given the safety benefits of ADS-B, what additional
    measures can FAA take to incentivize further ADS-B equipage?
        Answer. If confirmed, I would be happy to work with you on this.
    During my tenure as Deputy Administrator the agency did administer an
    incentive program to help defer the costs of equipage so I have seen
    how that can work and understand the point that these capabilities are
    safety enhancing for pilots.

        Question 3. The FAA previously ran an ADS-B Rebate program. If
    confirmed, would you consider restarting the ADS-B Out Rebate program--
    with greater incentives--to assist with improved equipage rates and
    further enhancing the safety of the National Airspace System?
        Answer. If confirmed, I would be happy consider the feasibility of
    this idea and keep you apprised on that matter.

        Question 4. Other technologies exist, such as TABS (or Traffic
    Awareness Beacon System), that can also bring about enhanced safety
    through improved traffic awareness. These technologies provide
    important alternatives to ADS-B for gliders, balloons and aircraft
    without electrical systems. If confirmed, would you consider taking
    measures to make these technologies more widely available in order to
    enhance the safety of the National Airspace System?
        Answer. If confirmed, I would consult with leadership of our
    relevant program offices and can keep you apprised.
    Instrument Flight Approaches--Section 322
        Section 322 of the FAA Reauthorization Act of 2018 allows air
    carriers operating under Part 135 to carry out operations and
    instrument approaches in Alaska at destination airports without
    approved meteorological (METAR) observation data if area forecasts
    supplemented by noncertified local weather observations (including
    cameras and human observers) are available and an alternate airport
    with weather reporting is specified. As recognized and promoted by FAA,
    flying under IFR offers a higher level of safety and predictability to
    air service.
        The value of this language was echoed by the NTSB in the February
    2020 report on the safety of Part 135 operations in Alaska.

            ``The longstanding effort to increase instrument flight rules
            (IFR) operations in Alaska is another area that continues to
            meet with obstacles. The director of operations for an Alaska
            carrier stated that despite the increased availability of
            instrument approaches, the inability to comply with current FAA
            flight standards that are required throughout the United
            States, such as weather reporting requirements and terminal
            instrument procedures, render the approaches unusable for many
            operators. A possible remedy would be to adjust the FAA's
            flight standards for Alaska to accommodate its unique aviation
            environment, which is a risk management decision requiring
            extensive knowledge of the environment; yet such an adjustment
            has yet to even be evaluated.''

        The Advisory Circular (135-45) to provide guidance on Section 322
    undermined congressional intent by requiring unrealistic weather
    sources for locations in Alaska, including the requirement that
    carriers hire staff in the remote destination airports to launch
    balloons to determine a ceiling. This is unworkable in Alaska, and
    defeats the point of the law.

        Question 1. If confirmed, will you revisit the guidance associated
    with Section 322 to ensure operators are able to benefit from the
    greater flexibility and safety benefits provided by congress for
    conducting flight operations using alternative weather data sources?
        Answer. If confirmed, I will discuss this with our Aviation Safety
    Office leadership to understand why the guidance proceeded as written
    and determine if there are ways either through that document or other
    means to get at the underlying issue of making IFR procedures more
    broadly available in Alaska.
    Instrument Approach Procedures--Advanced RNP
        As we discussed in our meeting and at your nominations hearing, I
    need FAA to retract and amend guidance that was issued that would
    prohibit 135 operators in Alaska from using currently approved
    instrument approach procedures.
        Alaska is renowned for high rate of accidents in poor weather. In
    2019, several Southeast-based air carriers created specific instrument
    approach procedures at their own expense, and FAA approved these
    procedures--known as Advanced RNP (A-RNP) instrument approach
    procedures--to mitigate the hazard posed by controlled flight into
    terrain (CFIT) accidents. Since implementation, these procedures have
    been highly effective in mitigating CFIT accidents.
        FAA's new guidance memorandum inappropriately requires that
    aircraft have to be equipped with avionics equipment that is
    unachievable by Part 135 operators, and do not reflect the scaled risk-
    based regulatory environment for 135 operations.
        The FAA memorandum will result in our operators using less safe,
    visual operations, rather than the instrument approaches that were
    developed by the operators, and approved by FAA, to avoid controlled
    flight into terrain (CFIT) accidents.
        As a testament to their safety, Secretary Buttigieg was able to fly
    these active A-RNP procedures during his trip to Alaska in August.

        Question. I have requested that the FAA retract and amend the
    guidance document that was issued that would prohibit most of our air
    taxis in Alaska from using these procedures, and that the FAA initiate
    this process prior to confirmation. I ask that you see this through to
    completion once you are confirmed.
        Answer. If confirmed, I will talk with leadership in our Aviation
    Safety Office to ensure a complete understanding of the rationale
    behind the FAA memo. It would be premature to commit to a given path
    until I get more detail about the matter but I do commit to keeping you
    apprised as these conversations occur.
                                     ______

      Response to Written Questions Submitted by Hon. Marsha Blackburn to
                              Michael G. Whitaker
        Question 1. There is a concerning trend with foreign regulators not
    honoring the letter and spirit of the reciprocal certification
    recognition for aircraft parts and systems despite the Bilateral
    Aviation Safety Agreements the U.S. has in place.
        What steps will you take to address this and how can the FAA
    Reauthorization better support enforcement and reciprocity?
        Answer. If confirmed, I will work with other civil aviation
    authorities (CAAs) and through the International Civil Aviation
    Organization (ICAO) to emphasize the importance of each country's
    adherence to our respective Bilateral Aviation Safety Agreements. It is
    important that CAA's--including the FAA--are free to insist on
    additional review when a legitimate safety need exists but to your
    point it is unacceptable to have extended timeframes become a routine
    practice. As Administrator I have an important voice and I will work
    with our Aviation Safety Office leadership to communicate a strong
    message on this topic.

        Question 2. I'm concerned there is a major issue surrounding some
    aviation employees using their credentials and privileges to smuggle
    narcotics through airports and on airplanes.
        What is your plan to work with TSA to counter these illegal
    operations?
        Answer. If confirmed, I can ensure the agency offers assistance to
    TSA. The credentials and privileges are governed by TSA processes and
    requirements but if there is a place TSA feels the FAA can be helpful
    we will stand ready.

        Question 3. Bilateral agreements make certain the FAA's path for
    certification is accepted and ensures U.S. products can be sold and
    operated globally. However, with the emergence of powered-lift
    aircraft, the FAA has very limited bilateral agreements in place for
    this category.
        To guarantee U.S. leadership in the next generation of civil
    aviation, what steps will you take to ensure the FAA efficiently
    establishes bilateral agreements for powered-lift aircraft?
        Answer. If confirmed, I will establish strong relationships with my
    counterparts at foreign Civil Aviation Authorities as the U.S. and
    others move toward certification and operating standards for this
    industry. Ensuring safety while establishing the framework for this
    industry is a priority and I will work domestically and internationally
    toward progress as the first powered lift vehicle nears type
    certification.

        Question 4. Will you commit to holding FAA accountable to meeting
    prescribed timelines as efficiently and expeditiously as practicable,
    and taking efforts to expedite the NEPA process? How will you
    accomplish this?
        Answer. If confirmed, I will hold FAA accountable to meeting
    prescribed statutory timelines including those associated with NEPA and
    the Administrative Procedures Act as efficiently and expeditiously as
    practicable. Ensuring necessary resources is a piece and encouraging
    new ways to work through projects is another piece. While there are a
    lot of unique operations coming down the pike not everything needs to
    be considered a matter of first impression which is a concept I think
    the agency has acknowledged in recent months and which I would want to
    continue to emphasize, consistent with safety.

        Question 5. If confirmed, what safeguards would you put in place to
    ensure American tax dollars do not go to Chinese drones?
        Answer. I understand your office has crafted legislation which bans
    Federal funds being used for these purposes with an allowance for the
    FAA to complete R&D needed to support UAS integration, including the
    security aspects of UAS integration. If enacted, I will ensure
    implementation of your legislation.

        Question 6. What do you anticipate the FAA's role will be in the
    siting, construction, maintenance, and operation of vertiports for
    Urban Air Mobility purposes?
        Answer. I would expect the FAA to establish the requirements of
    vertiports to ensure safe operation of the different types of vehicles
    that may operate on it. I understand testing and research to support
    those standards is ongoing. Regarding operation of vertiports, I
    believe the conversation around whether those will be largely privately
    or publicly owned and operated by either a vendor or an entity like an
    airport authority is ongoing.

        Question 7. The Safe Skies Act would apply the passenger flight and
    duty time rules to all-cargo carriers--circumventing the FAA's own
    analysis and safety data to make this change. We have heard previous
    FAA Administrators acknowledge that FAA has looked at this issue in
    depth over the past decade and they see no additional risk on the part
    of cargo operation. Contrary to some allegations, all-cargo airlines
    are fully subject to FAA fatigue rules under Part 121 and must submit a
    Fatigue Risk Management Plan for approval by the FAA.

        a. Haven't cargo carriers made significant advancements in fatigue
    management programs and tools to address the needs of their operations?
        Answer. If confirmed I will engage our Aviation Safety Office
    regarding the most recent advancements and what they see in this space
    both in terms of the role of Fatigue Risk Management Plans and the role
    of Part 121 operator's required Safety Management Systems to mitigate
    issues associated with fatigue.

        b. Isn't it true that FAA has carefully analyzed changing the rest
    rules 3 times and found virtually zero benefit in applying the
    passenger fatigue rules of Part 117 to all-cargo carriers?
        Answer. I believe it is true that when the FAA has considered this
    matter in the context of rulemaking the agency did not extend rest
    requirements beyond Part 121 operators. I would need to verify that it
    has been 3 separate times but would be happy to get that additional
    context to share with your office.

        c. Is it true there has never been an all-cargo accident where NTSB
    found fatigue as a factor that Part 117 would have prevented?
        Answer. I am not aware of such an accident but if confirmed I can
    verify and share with your office.

        Question 8. We need to address the designated pilot examiner
    shortage. Pilot test applicants are waiting 6-12 weeks in order to
    secure a wide selection of practical tests.
        Could you please outline your strategy for addressing the process
    of providing timely airman testing which impacts the pilot shortage and
    advancing the DPE appointment process to ensure a steady supply of
    qualified examiners?
        Answer. If confirmed, I will work with our Aviation Safety Office
    regarding the agency's cadre of designated pilot examiners. I
    understand the agency received a number of recommendations and reforms
    after the 2018 reauthorization which they began actioning on but I
    would start with understanding where the agency is on those
    recommendations.

        Question 9. 40 percent of aviation technician school graduates do
    not take the exam necessary to receive FAA mechanic certification-
    access to FAA-designated examiners is one of the largest barriers to
    student testing. The agency has proposed expansion of its Organization
    Designation Authorization program to include examiner delegations.
    Those efforts have been ``in work'' since 2018 and still, there is no
    relief in sight.
        What would you do to address this bottleneck in the airman
    certification process that threatens to hinder our joint efforts to
    address the aviation mechanic shortage?
        Answer. If confirmed, I would work with our Aviation Safety Office
    leadership on this matter. During the confirmation process I have heard
    from stakeholders that they have concern about the timelines associated
    with airman certification. I understand the agency has agreed with the
    broader concern and has initiated action to address it which I will
    continue to prioritize.
                                     ______

         Response to Written Question Submitted by Hon. Todd Young to
                              Michael G. Whitaker
        Question. For nearly 30 years, the FAA has successfully utilized
    Advisory or Rulemaking Committees to effectively engage with the public
    and industry experts to advance significant safety rulemakings. The FAA
    is currently looking at changes to the certification process through an
    update to the Changed Product Rule that will be wide ranging across
    aviation products, including general aviation, helicopters, transport
    category airplanes and engines. Historically, the Changed Product Rule
    has been the mechanism to make changes to aircraft design, from
    technology upgrades for improvements to safety and sustainability to
    new interior configurations for passenger comfort and entertainment.
    Currently, FAA is coordinating with foreign regulators in a working
    group established in 2021 (ACSAA-directed) and has not yet engaged in
    an advisory process for consultation with industry experts as have
    other regulators. Foreign regulators, including the European Union
    Aviation Safety Agency, Brazil's National Civil Aviation Agency,
    Transport Canada's Civil Aviation Directorate, and the Civil Aviation
    Authority of China are discussing this critical certification process
    with their industry stakeholders.
        If confirmed, do you commit to establishing an appropriate advisory
    or rulemaking committee to engage with aviation stakeholders on
    considerations to update FAA certification process and requirements for
    changed products?
        Answer. If confirmed, I will ensure the agency fully complies with
    the directives of ACSAA as well as all statutory requirements
    surrounding rulemaking. I believe there was a public meeting held on
    this matter earlier this year but if confirmed I will talk with our
    Aviation Safety Office on the path forward with respect to the Changed
    Product Rule.
                                     ______

          Response to Written Questions Submitted by Hon. Ted Budd to
                              Michael G. Whitaker
        Question 1. I appreciate your responses to Senators Klobuchar and
    Fischer supporting the contract tower program. North Carolina has six
    contract towers, serving Coastal Carolina Regional Airport in New Bern,
    Smith Reynolds Airport in Winston-Salem, Concord-Padgett Regional
    Airport, Albert J. Ellis Airport in Richlands, Hickory Regional
    Airport, and Kinston Regional Jetport, also known as Stallings Field,
    in Lenoir County. Can you go into further detail on the benefits you
    believe the contract towers program delivers to the aviation community?
        Answer. The Federal Contract Tower Program enables lower activity
    airports that would not otherwise have FAA air traffic control
    services. The program also helps connect smaller airports and rural
    communities to the national air transportation system.

        Question 2. I also appreciate your support for the BasicMed
    program. In the six years since FAA implemented the program, a growing
    list of popular destinations for general aviation pilots have
    recognized BasicMed's equivalent safety standards. These include
    Mexico, the Bahamas, and the Dominican Republic. However, pilots flying
    under BasicMed cannot operate in Canadian airspace. This prohibition
    applies even when transiting their airspace without landing, such as
    to/from Alaska and between the Northeast and Great Lakes states. Will
    you make it a priority to engage other countries and ICAO to promote
    greater acceptance of BasicMed for both transiting flights and flights
    within foreign countries?
        Answer. I will work with our Office of Aviation Safety and Office
    of Policy, International Affairs, and Environment to address operations
    in Canadian airspace by pilots that have completed the BasicMed
    program.
        Question 3. Remote Air Traffic Control Towers provide enhanced
    services and safety, including better vision in low visibility
    conditions, the ability to predict conflicts and determine if an
    aircraft is off the runway, and more efficient and resilient
    operations. They are also more adaptable when airport construction
    projects and new infrastructure create blind spots. These facilities
    can be built and maintained in a fraction of the time and cost of
    traditional brick and mortar towers. NAV CANADA, for example, is in the
    final stages of procurement to ultimately replace 80 brick and mortar
    towers with remote/digital systems as they recognize the operational
    benefits and much lower costs. Although remote towers have been
    researched by the FAA for more than 16 years, FAA does not have a
    pathway to certify this technology. The FAA recently imposed testing
    requirements that led the manufacturer of Leesburg Executive Airport's
    remote tower to shut down operations.

        a. Mr. Whitaker, do you see the value of remote towers as a means
    to provide air traffic control services in the national airspace
    system?
        Answer. The safe and reliable use of remote towers is something I
    believe the agency should continue to research and work in good faith
    with remote tower operators to determine if there are systems that can
    meet safety and reliability standards that pilots, crew and passengers
    count on.

        b. Since remote towers can be located on or off airport, such as in
    existing buildings, do you believe it is sustainable to continue to
    build and replace costly brick and mortar towers with more brick and
    mortar towers?
        Answer. I think the agency should continue its research and work to
    determine if there are systems that can meet safety and reliability
    standards that pilots, crew and passengers count on, and this research
    should include the appropriate facilities to house remote towers.

        c. Section 161 of the FAA Reauthorization Act of 2018 directed FAA
    to establish a pilot program to operate remote towers at five airports.
    That program has not been fully implemented. Will you commit to
    promptly implementing this program and any remote tower programs
    included in the next FAA Reauthorization Act?
        Answer. I will work with the leadership of the Office of NextGen,
    Air Traffic Organization, and Office of Airports to determine the
    status of implementation of the FAA Reauthorization Act of 2018 and
    identify any challenges in meeting the intent of the law.

        Question 4. In the past few years, FAA has taken controversial
    positions in enforcement actions that have effectively changed how the
    Federal Aviation Regulations are interpreted. This ``regulation by
    enforcement'' is concerning to the aviation community that depends on a
    stable and dependable regulatory system. Some examples include (1) FAA
    redefining ``flight training'' such that all experimental aircraft
    owners, pilots, and their flight instructors must obtain a letter of
    deviation authority to give or receive flight training; and (2)
    narrowing the interpretation of 14 C.F.R. Sec. 91.119 to effectively
    ban inspection passes for off-airport landings. In response, Congress
    had to step in to address both of these errant interpretations.
    Legislative fixes were included in the James M. Inhofe National Defense
    Authorization Act for Fiscal Year 2023 (Pub. L. 117-263) and Securing
    Growth and Robust Leadership in American Aviation Act (as passed by the
    House of Representatives on July 20, 2023), respectively. Will you
    commit to using notice and comment rulemaking under the Administrative
    Procedure Act (5 U.S.C. Sec. 553) to amend regulations instead of
    reinterpreting regulations through enforcement actions?
        Answer. If confirmed, I will ensure that regulatory changes comply
    with the Administrative Procedure Act and other Federal laws.

        Question 5. As you will recall from your time as Chief NextGen
    Officer, one of the NextGen program's goals is direct routing and more
    efficient arrival and approach procedures. Such procedures save time
    and reduce fuel burn. An additional way to achieve these goals is
    direct routing through inactive special use airspace. Section 1085 of
    the William M. (Mac) Thornberry National Defense Authorization Act for
    Fiscal Year 2021 (Pub. L. 116-283) required FAA to, no later than July
    1, 2021, coordinate with the Secretary of Defense to enable the
    automated public dissemination of information on the real-time status
    of special use airspace. This provision has yet to be fully
    implemented. Will you commit to expeditiously implementing this law?
        Answer. If confirmed, I will work with the Air Traffic Organization
    to implement this and other special airspace use programs as directed
    by Congress.

        Question 6. In your previous tenure at FAA, the agency took a big
    step forward in performance-based standards in aircraft design and
    product certification. This allowed safety-enhancing technology--
    particularly avionics--to be installed in general aviation aircraft.
    However, some of these benefits could only be realized in newly
    manufactured aircraft. According to the FAA, the average general
    aviation aircraft is more than 50 years old. Because many of these
    aircraft are personally owned, cost is a major factor when choosing to
    upgrade technology in the cockpit. What can the FAA do to make it
    easier for these aircraft to upgrade to cost-effective and safety-
    enhancing modern avionics?
        Answer. In order to make it easier and more cost-effective for
    general aviation aircraft to upgrade safety-enhancing modern avionics,
    the FAA will need to work closely with stakeholders and manufacturers
    to provide certainty so that manufacturers will invest and lower
    prices. Another option would be grant programs directed at general
    aviation.

        Question 7. During your time as Chief NextGen Officer, you oversaw
    implementation of the ADS-B equipage mandate. The ADS-B mandate was
    first announced in 2007 and became effective in 2020. This mandate
    required an ADS-B Out transponder on aircraft operating in Class A, B,
    and C airspace and above 10,000 feet. The ADS-B mandate covers nearly
    the same airspace that has required a Mode C transponder dating back to
    a 1975 mandate. At present, three years after the ADS-B mandate became
    effective, some are arguing to expand the ADS-B mandate to airspace
    that has never required an ADS-B or Mode C transponder. This proposal
    is meant to facilitate new entrants into the National Airspace System.
        a. The FAA gave the aviation industry 13 years to come into
    compliance with the ADS-B mandate. If FAA expands the airspace that
    requires an ADS-B transponder, will you commit to giving the aviation
    industry ample time to comply with such a mandate?
        Answer. I think we can learn a lot from the collaborative work that
    FAA did with industry to address compliance with the ADS-B mandate. If
    confirmed, I will ensure that the FAA works collaboratively with
    industry to identify reachable deadlines while not compromising safety.

        b. The ADS-B mandate's compliance cost was drastically reduced when
    companies produced innovative products that met the mandate's
    requirements without invasive (and expensive) aircraft modifications.
    Whether or not FAA expands the airspace that requires an ADS-B
    transponder, will you explore innovative products that can further
    reduce the cost of ADS-B equipage, such as those conceived of in
    section 226 of Securing Growth and Robust Leadership in American
    Aviation Act (as passed by the House of Representatives on July 20,
    2023)?
        Answer. As the FAA integrates new entrants into the airspace, if
    confirmed, I will explore innovative products that can reduce the cost
    of ADS-B equipage while meeting safety certification standards.

        c. If enacted into law, will you commit to expeditiously
    implementing the provision passed by the House of Representatives as
    section 226 of Securing Growth and Robust Leadership in American
    Aviation Act?
        Answer. I will need to work with FAA leadership to better
    understand this particular provision, but the FAA will do its best to
    expeditiously implement any provisions from the House FAA
    reauthorization that are ultimately signed into law.

        Question 8. Section 383 of the FAA Reauthorization Act of 2018
    (codified at 49 U.S.C. Sec. 44810) requires FAA to coordinate with
    other Federal agencies to detect and mitigate risks from unauthorized
    unmanned aircraft system (UAS) operations near airports. Despite having
    this authority since 2018, the FAA has not created the mandatory plan
    nor initiated the required interagency coordination. This February, the
    FAA took the first step of creating this plan and operationalizing this
    coordination by establishing the Aviation Rulemaking Committee required
    by subsection (b)(3). Other Federal departments and agencies have
    publicly commented on how this slow proceeding has impeded their
    ability to exercise their authorities to detect, track, or mitigate
    UAS.
        a. Will you commit to fully and promptly implementing 49 U.S.C.
    Sec. 44810?
        Answer. I will commit to implementing 49 U.S.C. 44810 and, once
    confirmed, I would be happy to provide you with an update on the
    current status of implementation.

        b. Subsection (b)(1) requires a plan ``for the certification,
    permitting, authorizing, or allowing of the deployment of technologies
    or systems for the detection and mitigation of unmanned aircraft
    systems.'' How will you ensure the plan considers the benefits of
    critical emerging technologies in the counter UAS industry?
        Answer. My understanding is that the FAA has established the UAS
    Detection and Mitigation Systems Aviation Rulemaking Committee that
    includes stakeholders from government and industry, The FAA and its
    partner agencies are actively reviewing emerging technologies and I
    will ensure this continues.

        Question 9. Despite the FAA's primary authority to regulate the use
    of United States airspace, see 49 U.S.C. Sec. 40103, other Federal
    agencies have asserted the power to regulate airspace. Some agencies,
    such as the National Oceanic and Atmospheric Administration, have
    prohibited all flights over certain National Marine Sanctuaries.
    Others, such as the National Parks Service (NPS), have prohibited
    operating an unmanned aircraft system on lands and waters administered
    by NPS, including National Parks, National Monuments, National
    Recreation Areas. Congress has not granted either agency the authority
    to regulate aircraft or the airspace above managed lands. Mr. Whitaker,
    do you believe that the FAA should be the lead Federal agency in
    regulating the use of and restrictions in United States airspace?
        Answer. The FAA regulates and is responsible for providing safe and
    efficient air navigation services to 29.4 million miles of airspace.
    The FAA will continue to be the lead Federal agency in accordance with
    Federal law.

        Question 10. Since 1973, Federal law has required federally funded
    public use airports to charge fair and reasonable prices for
    aeronautical services. 49 U.S.C. Sec. 40116(e) (also called the ``Anti
    Head Tax Act of 1973''). Furthermore, Airport Improvement Program (AIP)
    Grant Assurance #22 requires participating airports and fixed-base
    operators to ``[c]harge reasonable, and not unjustly discriminatory,
    prices for each unit or service.'' Federal Aviation Administration,
    Assurances: Airport Sponsors 10-11 (May 2022), available at https://
    www.faa.gov/sites/faa.gov/files/airports/new_england/
    airport_compliance/assurances-airport-sponsors-2022-05.pdf; see also 49
    U.S.C. Sec. 47152(2). However, FAA has failed to closely monitor this
    grant assurance requirement and has said it will decline to investigate
    violations unless an airport is accumulating excessive surplus revenue.
    Federal Aviation Administration, Airport Compliance Manual, Order
    5190.6B p. 17-3 (2022), available at https://www.faa.gov/
    documentLibrary/media/Order/Order-5190-6B-Change2-rev.pdf (``The FAA
    will not ordinarily investigate the reasonableness of a general
    aviation airport's fees absent evidence of a progressive accumulation
    of surplus aeronautical revenues.''). This policy has led Congress to
    create specific enforcement mechanisms (such as 49 U.S.C. Sec. 47129,
    which applies to air carriers) in previous FAA Reauthorization acts. I
    have introduced legislation to create an alternate solution for general
    aviation pilots to access airports that have high parking fees. See
    General Aviation Airport Access Act, S. 1847, 118th Cong. (2023). Mr.
    Whitaker, what will be your approach to enforcing the requirements in
    current law--including the Anti Head Tax Act and AIP Grant Assurances--
    that require fair and reasonable fees for aeronautical services?
        Answer. I will work with leadership in the Office of Airports to
    assess this issue and find a way to address allegations of unfair or
    unreasonable fees for aeronautical services.

        Question 11. 100LL is the only widely available and approved fuel
    for piston engine aircraft. The aviation industry is working
    expeditiously to meet a 2030 goal to eliminate leaded aviation fuel by
    developing a drop-in replacement for 100LL. However, a drop-in
    replacement that does not require a supplemental type certificate is
    not yet widely commercially available. Further, the unleaded fuels that
    are commercially available have not been approved for all engines,
    particularly high compression engine models. Despite the lack of a
    fleet-wide replacement, airports are beginning to ban 100LL. A 100LL
    ban at Reid-Hillview Airport (KRHV) has already contributed to a
    serious airplane crash due to fuel exhaustion. Mr. Whitaker, in the
    transition to an unleaded aviation fuel, will you commit to making
    decisions based on safety rather than political concerns?
        Answer. The FAA is committed to transitioning remaining aviation
    users to unleaded aviation fuel. Safety will always be my priority, and
    that is why the Eliminate Aviation Gasoline Lead Emissions (EAGLE)
    initiative launched by the FAA and industry is so important to the safe
    transition from leaded fuel to unleaded fuel in general aviation.
                                     ______

         Response to Written Questions Submitted by Hon. J.D. Vance to
                              Michael G. Whitaker
    Appalachian AAM
        The advanced air mobility industry is ready to expand operational
    testing of these new aircraft and related technologies beyond small,
    isolated pieces of airspace. There is an opportunity to test this
    technology along the Ohio and West Virginia borders.
        I have heard from many constituents that are interested in
    developing the Advanced Air Mobility Appalachian Corridor in Ohio and
    West Virginia. This corridor would create a real-life operational
    environment where local, state and industry partners work together to
    address critical issues such as creating and maintaining connectivity
    in remote or mountainous regions; addressing the challenges of crossing
    a state border with certain UAS's and their supporting technologies;
    and discerning local and state policy and community acceptance
    implications of those larger, multi-state operations.
        The planning, testing, and execution of AAM operations is too great
    of a challenge for the FAA to solve alone and addressing future testing
    in a piecemeal fashion, without imagining the full operational
    challenges of multi-state operations, is really going to impede AAM
    integration.
        Industry has told me that the FAA is constantly saying . . . ``we
    want to hear from industry, we want industry to assist in the
    development of safety data. . .''.

        Question. How do you anticipate bringing industry together with
    local and state governments to advance execution of AAM operations?
    Would you be supportive of developing an AAM testing corridor in
    Appalachia where the terrain would allow the true operational limits of
    AAM to best tested?
        Answer. The FAA will need to work across lines of business to bring
    the right stakeholders from industry and state, local, and Tribal
    governments to prepare for the execution of AAM operations. I will need
    to work with the leaders of the Office of NextGen, Office of Airports,
    Office of Aviation Safety, and the Air Traffic Organization to identify
    testing coordinators beyond the FAA's William J. Hughes Technical
    Center, but a testing corridor in Appalachia could be well-suited to
    this type of purpose.
    eVTOL Developments
        I understand that you currently work at an eVOTL OEM. As I am sure
    you are aware, eVOTLs are a hot topic in Ohio right now after Joby's
    announcement that they will manufacture air taxis in Dayton. As in most
    emerging industries, the speed at which eVOTL innovation takes place in
    the private sector set is faster than the development of a regulatory
    framework. The FAA has been facing this situation for several years and
    the challenges are growing.

        Question 1. As FAA Administrator, what could you do to ensure that
    the FAA better keeps pace with innovation? What specific steps would
    you take? Also, Congress has given the FAA broad discretion to make
    rules and policies on eVTOL rollout. What is the holdup?
        Answer. Once confirmed, I will work with leadership across lines of
    business, and in particular with the Office of Aviation Safety and
    Office of NextGen, to determine the current status and next steps in
    certification and operation of these vehicles. At the same time, the
    FAA will need to work with eVTOL OEMs, many of whom are new to
    aviation, to ensure that the OEMs understand the safety and
    certification requirements of the FAA.
        It is my understanding that the FAA is in the middle of rulemaking
    for the operations of eVTOL's, specifically for the powered-lift
    category. In April 2022, the FAA changed the categorization of eVTOL
    aircraft from ``airplane'' to ``powered-lift.'' However, unlike the
    ``airplane'' category, the ``powered-lift'' category does not have
    operation rules, and as such, civil powered-lift aircraft are not
    current participants of the NAS. Recognizing the impacts of this
    change, the FAA promised to complete its rulemaking quickly (i.e., by
    December 2024) and include a practical path forward for powered-lift
    aircraft and their operations.
        The FAA's work on an SFAR for powered-lift operations is due by
    December 2024. While the timely publication is vital to our Nation's
    ability to be the leader in this technology, ensuring the language
    includes a practical path forward for operations is equally important.

        Question 2. What steps will you take to ensure the timely
    integration of powered-lift aircraft into the National Airspace System
    (NAS) and ensure a practical path forward on rulemaking?
        Answer. Finalizing the initial operational regulatory framework to
    support near term operations and integration into the National Air
    Space without disruption to legacy users of the system. Certification
    of these new vehicles is occurring using the existing certification
    framework and I know Congress has been explicit in its direction that
    the agency resource this effort in a way to facilitate certification of
    the first vehicle by December 2024. Critically, in the context of both
    certification of the vehicle and all aspects of the operation, the FAA
    must provide robust oversight and demand adherence to safety standards
    consistent with the agency's longstanding commitment to ``one level of
    safety.''
    737-MAX-8 Oversight
        In March, I raised questions with Acting Administrator Nolen about
    the 737-MAX-8 continuing to have issues with trim stabilizers despite
    being recertified by the FAA in 2020. At the time, Acting Administrator
    Nolen said that he did not want to prejudice the situation without
    looking into it. The Agency recently followed up with my office arguing
    that the issues were the result of failed breakers and relays and that
    the stabilizer trim issues were not ``considered a safety of flight
    issue.'' It is my understanding that the 737-Max issues go beyond
    breakers and relays, so much so that Southwest Airlines and American
    Airlines replaced the stab trim motors on their aircraft after the
    incidents I raised with Acting Administrator Nolen.
        What's more, a thorough review of the FAA's Service Difficulty
    Reporting (SDR) database showed that Alaska Airlines--who fly 53 737-
    MAX airplanes--submitted at least 1,230 reports on MAX airplanes that
    they began flying in 2021. Of the 10 Airbus A321 neo airplanes flown by
    Alaska Airlines, the company has only filed 25 reports.

        Question 1. Can you provide an update on what the agency is doing
    to ensure the FAA is overseeing issues with the 737-MAX-8?
        Answer. If confirmed, I will meet with leadership in the Aviation
    Safety Office to get a full description of the monitoring and oversight
    the agency is doing on the 737-8 and commit to make adjustments if
    needed.

        Question 2. Can you assure me that the MAX is categorically safe,
    given the number of SDR reports and recent incidents?
        Answer. The FAA determined the safety threshold for recertification
    was met, but I understand the interest in the reports associated with
    the performance of the aircraft. While I do not have direct knowledge
    of all the reports and incidents, if confirmed I would review those
    reports and I come into this position insisting on thorough and
    uncompromising oversight.
                                     ______

    Response to Written Questions Submitted by Hon. Shelley Moore Capito to

                              Michael G. Whitaker
    ATC Staffing Solutions
        The U.S. is currently experiencing an air traffic controller
    shortage that threatens to continue shrinking the capacity of flights
    in our airspace. The FAA recently requested that air carriers continue
    to fly 10 percent fewer flights to and from the New York metropolitan
    area and related DC airports because of the controller shortage.
        Secretary Buttigieg indicated the FAA is understaffed by roughly
    3,000 controllers. A key constraint on FAA's ability to hire more than
    1,800 controllers annually is that there is a limit on how many
    controllers can be trained at the FAA's only training facility in the
    country. Plus, there this 3,000 number does not include either the
    number of those that washout before completing all of the requirements
    or the annual retirements.
        This means it could take the FAA at least 6 years to reach what we
    might consider an adequate staffing level of certified controllers.

        Question 1. As a supplement to maximizing the Academy, would you
    commit to reassessing and better utilizing the College Training
    Initiative (CTI) program, which has existed for decades?
        Answer. In order to address the air traffic controller shortage, we
    will need to review all options. Once confirmed, I will meet with
    leadership from the Air Traffic Organization about ways to leverage the
    CTI program.

        Question 2. Do you have other thoughts to address the controller
    shortage?
        Answer. I think we will need to look at all stages of the air
    traffic controller hiring, training, and staffing process and consider
    all options. We also need to ensure there are enough supervisors in air
    traffic control facilities. This will take working with leadership in
    the Air Traffic Organization, Human Resource Management, the Office of
    Finance Management, and labor partners.
    NextGen Implementation
        I know that in your previous tenure at FAA you were focused on
    implementing newer technology through the NextGen program or
    ``NeverGen'' as some have called it. While I know the ADS-B system is a
    big improvement the implementation has been delayed and delayed for all
    new technologies. I know that the program was meant to take years and
    years, but is has faced challenges.

        Question. What ways would you try to speed up NextGen and are there
    ways that costs could stay within forecasted estimates?
        Answer. The early foundational investments allow us to continue to
    add new efficiencies into that system and new technologies to make it
    easier to control traffic. It was originally designed as a 2010 to 2025
    program, and it's largely completed. Some of the programs will run
    beyond that. Our next immediate task will be to plan for what comes
    after NextGen and the types of technologies we will need to integrate
    new entrants into the national airspace safely and efficiently.

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