- FAA REAUTHORIZATION ACT OF 2024: STAKE- HOLDER PERSPECTIVES ON IMPLEMENTA- TION ONE YEAR LATER

[House Hearing, 119 Congress]
[From the U.S. Government Publishing Office]

FAA REAUTHORIZATION ACT OF 2024: STAKE-
HOLDER PERSPECTIVES ON IMPLEMENTATION
ONE YEAR LATER

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

(119-23)

HEARING

BEFORE THE

SUBCOMMITTEE ON
AVIATION

OF THE

COMMITTEE ON
TRANSPORTATION AND
INFRASTRUCTURE
HOUSE OF REPRESENTATIVES

ONE HUNDRED NINETEENTH CONGRESS

FIRST SESSION
__________

JUNE 4, 2025
__________

Printed for the use of the
Committee on Transportation and Infrastructure

[GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]

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

U.S. GOVERNMENT PUBLISHING OFFICE

61-463 PDF WASHINGTON : 2025

COMMITTEE ON TRANSPORTATION AND INFRASTRUCTURE

Sam Graves, Missouri, Chairman
Rick Larsen, Washington, Ranking Member
Eric A. ``Rick'' Crawford, Eleanor Holmes Norton,
Arkansas, Vice Chairman District of Columbia
Daniel Webster, Florida Jerrold Nadler, New York
Thomas Massie, Kentucky Steve Cohen, Tennessee
Scott Perry, Pennsylvania John Garamendi, California
Brian Babin, Texas Henry C. ``Hank'' Johnson, Jr.,
David Rouzer, North Carolina Georgia
Mike Bost, Illinois Andre Carson, Indiana
Doug LaMalfa, California Dina Titus, Nevada
Bruce Westerman, Arkansas Jared Huffman, California
Brian J. Mast, Florida Julia Brownley, California
Pete Stauber, Minnesota Frederica S. Wilson, Florida
Tim Burchett, Tennessee Mark DeSaulnier, California
Dusty Johnson, South Dakota Salud O. Carbajal, California
Jefferson Van Drew, New Jersey Greg Stanton, Arizona
Troy E. Nehls, Texas Sharice Davids, Kansas
Tracey Mann, Kansas Jesus G. ``Chuy'' Garcia, Illinois
Burgess Owens, Utah Chris Pappas, New Hampshire
Eric Burlison, Missouri Seth Moulton, Massachusetts
Mike Collins, Georgia Marilyn Strickland, Washington
Mike Ezell, Mississippi Patrick Ryan, New York
Kevin Kiley, California Val T. Hoyle, Oregon
Vince Fong, California Emilia Strong Sykes, Ohio,
Tony Wied, Wisconsin Vice Ranking Member
Tom Barrett, Michigan Hillary J. Scholten, Michigan
Nicholas J. Begich III, Alaska Valerie P. Foushee, North Carolina
Robert P. Bresnahan, Jr., Christopher R. Deluzio, Pennsylvania
Pennsylvania Robert Garcia, California
Jeff Hurd, Colorado Nellie Pou, New Jersey
Jefferson Shreve, Indiana Kristen McDonald Rivet, Michigan
Addison P. McDowell, North Laura Friedman, California
Carolina Laura Gillen, New York
David J. Taylor, Ohio Shomari Figures, Alabama
Brad Knott, North Carolina
Kimberlyn King-Hinds, Northern
Mariana Islands
Mike Kennedy, Utah
Robert F. Onder, Jr., Missouri
Jimmy Patronis, Florida

Subcommittee on Aviation

Troy E. Nehls, Texas, Chairman
Steve Cohen, Tennessee, Ranking Member
Thomas Massie, Kentucky Sharice Davids, Kansas
Scott Perry, Pennsylvania Hillary J. Scholten, Michigan
Brian J. Mast, Florida Robert Garcia, California
Pete Stauber, Minnesota Henry C. ``Hank'' Johnson, Jr.,
Tim Burchett, Tennessee Georgia
Dusty Johnson, South Dakota Andre Carson, Indiana
Jefferson Van Drew, New Jersey Julia Brownley, California
Tracey Mann, Kansas Frederica S. Wilson, Florida
Burgess Owens, Utah Mark DeSaulnier, California
Tony Wied, Wisconsin, Vice Valerie P. Foushee, North Carolina
Chairman Christopher R. Deluzio, Pennsylvania
Tom Barrett, Michigan Nellie Pou, New Jersey,
Nicholas J. Begich III, Alaska Vice Ranking Member
Robert P. Bresnahan, Jr., Laura Gillen, New York
Pennsylvania Eleanor Holmes Norton,
Jeff Hurd, Colorado District of Columbia
Jefferson Shreve, Indiana Dina Titus, Nevada
Addison P. McDowell, North Salud O. Carbajal, California
Carolina Greg Stanton, Arizona
Brad Knott, North Carolina Jesus G. ``Chuy'' Garcia, Illinois
Kimberlyn King-Hinds, Rick Larsen, Washington (Ex Officio)
Northern Mariana Islands
Robert F. Onder, Jr., Missouri
Jimmy Patronis, Florida
Sam Graves, Missouri (Ex Officio)

CONTENTS

Page

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

STATEMENTS OF MEMBERS OF THE COMMITTEE

Hon. Troy E. Nehls, a Representative in Congress from the State
of Texas, and Chairman, Subcommittee on Aviation, opening
statement...................................................... 1
Prepared statement........................................... 3
Hon. Steve Cohen, a Representative in Congress from the State of
Tennessee, and Ranking Member, Subcommittee on Aviation,
opening statement.............................................. 3
Prepared statement........................................... 5
Hon. Sam Graves, a Representative in Congress from the State of
Missouri, and Chairman, Committee on Transportation and
Infrastructure, prepared statement............................. 97

WITNESSES

Darren Pleasance, President and Chief Executive Officer, Aircraft
Owners and Pilots Association, oral statement.................. 6
Prepared statement........................................... 8
Edward M. Bolen, President and Chief Executive Officer, National
Business Aviation Association, oral statement.................. 13
Prepared statement........................................... 15
Michael Robbins, President and Chief Executive Officer,
Association for Uncrewed Vehicle Systems International, oral
statement...................................................... 20
Prepared statement........................................... 22
Captain Jody Reven, President, Southwest Airlines Pilots
Association, oral statement.................................... 33
Prepared statement........................................... 35
Sara Nelson, International President, Association of Flight
Attendants--CWA, AFL-CIO, oral statement....................... 37
Prepared statement........................................... 39

SUBMISSIONS FOR THE RECORD

APPENDIX

Questions to Edward M. Bolen, President and Chief Executive
Officer, National Business Aviation Association, from Hon.
Julia Brownley................................................. 101

[GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]

May 30, 2025

SUMMARY OF SUBJECT MATTER

TO: LMembers, Subcommittee on Aviation
FROM: LStaff, Subcommittee on Aviation
RE: LSubcommittee Hearing on ``FAA Reauthorization Act
of 2024: Stakeholder Perspectives on Implementation One Year
Later''
_______________________________________________________________________

I. PURPOSE

The Subcommittee on Aviation of the Committee on
Transportation and Infrastructure will meet on June 4, 2025, at
10:00 a.m. ET in 2167 Rayburn House Office Building to receive
testimony at a hearing entitled, ``FAA Reauthorization Act of
2024: Stakeholder Perspectives on Implementation One Year
Later.'' The hearing will provide representatives of the
aerospace industry an opportunity to share their perspectives
on the progress made by the Federal Aviation Administration
(FAA or Agency) and the Department of Transportation (DOT) in
implementing the FAA Reauthorization Act of 2024. The
Subcommittee will hear testimony from the Aircraft Owners and
Pilots Association, National Business Aviation Association,
Association of Uncrewed Vehicle Systems International,
Southwest Airlines Pilots Association, and Association of
Flight Attendants--CWA, AFL-CIO.

II. BACKGROUND

On May 16, 2024, President Biden signed H.R. 3935, the FAA
Reauthorization Act of 2024 (P.L. 118-63) into law.\1\ FAARA
2024 reauthorizes civil aviation programs within the FAA
through fiscal year 2028. Enactment of FAARA 2024 followed a
series of four short-term extensions of authorizations after
the previous reauthorization law, the FAA Reauthorization Act
of 2018 (FAARA 2018; P.L. 115-254), expired on October 1,
2023.\2\ Support for final passage of H.R. 3935 was
overwhelmingly bipartisan. The Senate passed an amendment to
H.R. 3935 by a vote of 88 yeas to 4 nays and the House agreed
to the amendment by a vote of 387 yeas to 26 nays.\3\
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\1\ Press Release, The White House, Bill Signed: H.R. 3935, (May
16, 2024), available at https://bidenwhitehouse.archives.gov/briefing-
room/statements-releases/2024/05/16/press-release-bill-signed-h-r-
3935/.
\2\ Div. B, Title II of the Continuing Appropriations Act, 2024 and
Other Extensions Act, Pub. L. No. 118-15, 137 Stat. 71; Airport and
Airway Extension Act of 2023, Part II, Pub. L. No. 118-34; Airport and
Airway Extension Act of 2024, Pub. L. No. 118-41; Airport and Airway
Extension Act of 2024, Part II, Pub. L. No. 118-60.
\3\ CONCUR IN THE S. AMDT TO H.R. 3935, CLERK, UNITED STATES HOUSE
OF REPRESENTATIVES, Roll Call 200, 118th Cong., 2nd Session, (May 15,
2024), available at https://clerk.house.gov/Votes/2024200.; H.R. 3935,
As Amended, CLERK, UNITED STATES SENATE, Roll Call 162, 118th Cong.,
2nd Session, (May 9, 2024), available at https://www.senate.gov/
legislative/LIS/roll_call_votes/vote1182/vote_118_2_00162.htm.
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III. KEY PILLARS OF THE FAA REAUTHORIZATION ACT OF 2024

In developing FAARA 2024, the Committee on Transportation
and Infrastructure received over 2,100 unique requests from
Members of Congress and aviation industry stakeholders and held
five hearings focused on reauthorizing civil aviation programs
in the first four months of the 118th Congress. FAARA 2024
contains approximately 500 requirements for the FAA, including
mandates to take various actions, procure certain equipment,
issue regulations, prepare reports to Congress, and conduct
studies, among other responsibilities. As we move past the one-
year anniversary of FAARA 2024 being signed into law, the FAA
continues to implement the provisions of FAARA 2024. This memo
reflects the status of some of FAARA 2024's mandates and key
programs within the law.

UPHOLDING AVIATION SAFETY

The United States experienced one of the safest periods in
commercial aviation on record from 2012 through 2024, during
which three fatalities occurred on scheduled domestic air
carriers, compared to 140 passenger fatalities in the previous
decade.\4\ Tragically, our aviation ecosystem has experienced
several accidents this year that underscore the importance of
continued progress on aviation safety. On January 29, 2025,
American Eagle flight 5342 collided with an Army UH-60 Black
Hawk helicopter while on final approach to Ronald Reagan
Washington National Airport (DCA). This collision resulted in
the tragic loss of 67 lives after both aircraft crashed into
the Potomac River.\5\
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\4\ NTSB, U.S. Civil Aviation Statistics (2021), available at
https://www.ntsb.gov/safety/Pages/research.aspx, (last visited Dec. 4,
2024).
\5\ NTSB, Aviation Investigation Preliminary Report (2025),
available at https://www.ntsb.gov/investigations/Documents/
DCA25MA108%20Prelim.pdf.
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Furthermore, the United States has also seen several near-
misses at airports in the last few years.\6\ For example, two
aircraft almost collided on February 4, 2023, at Austin-
Bergstrom International Airport, when a FedEx aircraft was
cleared to land on the same runway as a Southwest aircraft,
carrying 128 passengers and crew members, which was cleared to
take off.\7\ A National Transportation Safety Board (NTSB)
report noted the aircraft came within 150 to 170 feet of each
other during this incident and attributed the near-miss to
dense fog and a lack of surface detection equipment that could
have alerted the air traffic controllers to a potential
collision.\8\ Unfortunately, this is just one of many examples.
More recently, there was a loss of separation when an Army
Black Hawk and a Delta Airlines flight, on approach to DCA,
came within less than one mile and 400 feet of one another.\9\
This concerning trend in safety incidents further emphasizes
the need for continued improvements in aviation safety. FAARA
2024 includes nearly 80 provisions aimed at enhancing and
improving America's aviation safety.\10\
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\6\ Sydney Ember and Emily Steel, Airline Close Calls Happen Far
More Often Than Previously Known, The New York Times, (Aug. 21, 2023),
available at https://www.nytimes.com/interactive/2023/08/21/business/
airline-safety-close-calls.html.
\7\ NTSB, Runway Incursion and Overflight, Southwest Airlines
Flight 708, Boeing 737-700, N7827A, and Federal Express Flight 1432,
Boeing 767-300, N297FE (2023), available at https://www.ntsb.gov/
investigations/Pages/DCA23FA149.aspx.
\8\ Press Release, NTSB, Air Traffic Control Issues, Lack of Safety
Technology Led to Near Collision on Foggy Texas Runway (June 6, 2024),
available at https://www.ntsb.gov/news/press-releases/Pages/
NR20240606.aspx.
\9\ Phil Helsel, Courtney Kube and Mosheh Gains, 2 planes were
ordered to `go around' because of Army copter near Reagan Airport, NBC
News, (May 3, 2025) available at https://www.nbcnews.com/news/us-news/
2-planes-ordered-go-army-copter-reagan-airport-rcna204588.
\10\ FAA Reauthorization Act of 2024, Pub. Law. No. 118-63.
[hereinafter FAARA 2024].
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ZERO TOLERANCE FOR NEAR-MISSES AND INCURSIONS

Section 347 of FAARA 2024 requires the FAA to establish the
Runway Safety Council to develop strategies to address airport
surface safety risks, among other tasks, to improve surface
safety.\11\ Additionally, the FAA is tasked with identifying
and deploying technologies, equipment, and systems, such as
surface surveillance and detection systems, that improve
onboard situational awareness for flight crewmembers and
enhance the safety of ground operations at all medium hub,
large hub, and other airports that lack surface surveillance
capabilities.\12\ This section requires airport surface
surveillance systems to be deployed and operational at all
medium and large hub airports within five years.\13\
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\11\ Id. at Sec. 347, 138 Stat. 1104.
\12\ Id.
\13\ Id.
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While the requirements under this section are segmented
over the course of five years, to date, the Agency has
established a Runway Safety Council and consulted with relevant
stakeholders to identify viable technologies that may provide
enhanced surface surveillance capabilities as well as improve
onboard situational awareness for crewmembers.\14\ In June
2024, the FAA deployed the Surface Awareness Initiative (SAI),
which provides timely and accurate depictions of both aircraft
and vehicles that are transmitting Automatic Dependent
Surveillance-Broadcast (ADS-B) on the surface movement areas of
an airport in all weather conditions.\15\ As of February 2025,
SAI is currently operational at 18 airports; and the FAA plans
to have 32 additional sites operational by December 31,
2025.\16\ In March 2024, the FAA launched the Approach Runway
Verification (ARV) system to provide controllers with visual
and audible alerts if an approaching aircraft is lined up to
land on the wrong airport surface. As of April 2025, ARV is
operational at 102 facilities, and the FAA expects it will be
operational at an additional 50 facilities by end of 2025.\17\
In March of 2025, the FAA deployed Runway Incursion Devices
(RID), a memory aid controllers use to provide additional
situational awareness of occupied and closed runways, at 74
airports.\18\
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\14\ Briefing from FAA to Subcomm. on Aviation Staff, 2024 FAA
Reauthorization Hill Update (Apr. 10, 2025, 12:00pm EST) (Slides on
file with Comm.) [hereinafter Hill Update].
\15\ FAA, Surface Safety Portfolio (March 19, 2025), available at
https://www.faa.gov/surface-safety-portfolio.
\16\ Briefing from FAA to Subcomm. on Aviation Staff, Airport
Surface Detection and Surveillance Systems Timeline & Action Plan (May
16, 2025) (slides on file with Comm.).
\17\ Id.
\18\ Supra note 15.
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Additionally, as part of Congress' budget reconciliation
effort, the House Committee on Transportation and
Infrastructure approved the appropriation of $500 million for
the FAA to carry out runway safety and airport surface
surveillance projects identified in section 347.\19\
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\19\ H. Comm. on Transp. & Infrastructure, Committee Print,
providing for reconciliation pursuant to H. Con. Res. 14, the
Concurrent Resolution on the Budget for Fiscal Year 2025 (as reported
on Apr. 30, 2025) [hereinafter Committee Print].
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AVIATION SAFETY INFORMATION ANALYSIS AND SHARING PROGRAM

To encourage the voluntary sharing of safety information,
the FAA introduced the Aviation Safety Information Analysis and
Sharing (ASIAS) system. ASIAS is a comprehensive database of
safety data and analysis from government and industry sources.
Section 348 requires the FAA to implement improvements to the
ASIAS program with respect to safety data sharing and risk
mitigation.\20\ Specifically, the new law requires the FAA to:
develop predictive capabilities to anticipate emerging safety
risks, establish a robust process for prioritizing request for
safety information, identify industry segments not yet included
in the program to increase the rate of participation, establish
processes for obtaining and analyzing aggregate data, and
integrate safety data obtained from unmanned aircraft systems
(UAS) operators.\21\
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\20\ FAARA 2024, supra note 10 at Sec. 348, 138 Stat. 1107.
\21\ Id.
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The Agency conducted an initial briefing on its efforts
with Committee staff, in line with the statutory requirements,
on November 12, 2024, where it outlined ASIAS metrics, safety
improvements, and how they are using aggregate data for safety
analysis.\22\ Additionally, the FAA asserted that it will
implement a new advanced technology tool to more rapidly
process safety data and produce relevant safety intelligence.
The FAA projects to fully implement section 348 by the 2027
statutory requirement.\23\
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\22\ Briefing from FAA to Subcomm. on Aviation Staff, FAA
Reauthorization Act of 2024, Sec. 348: Improvements to Aviation Safety
Information Analysis and Sharing Program (Dec. 19, 2024 at 2:45pm EST)
(Slides on file with Comm.).
\23\ Hill Update supra note 14.
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DON YOUNG ALASKA AVIATION SAFETY INITIATIVE

Aviation is essential in Alaska, as 82 percent of the
state's communities are inaccessible by road.\24\ However,
aviation operators in Alaska face unique challenges compared to
operators in the contiguous states due in large part to the
state's challenging geography and topography, unpredictable
weather, and relative lack of aviation and air traffic control
infrastructure. Recognizing the aviation safety challenges in
Alaska, section 342 establishes the Don Young Alaska Aviation
Safety Initiative (DYAASI).\25\ The objective of the DYAASI is
to reduce the number of fatal accidents in Alaska and the
territories by 90 percent from 2019 to 2033 and eliminate fatal
accidents for Part 135 operations by 2033. DYASSI requires the
FAA to install reliable automated weather systems at certain
airports, install and continually assess the state of weather
cameras, and implement certain NTSB recommendations.\26\ The
FAA submitted their annual report to the Committee on May 16,
2025, and continues to work on completing the additional
mandates in this provision which are segmented out over the
course of three years.\27\
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\24\ Alaska Dept. of Transp. and Pub. Facilities, Statewide
Aviation, available at https://dot.alaska.gov/stwdav/.
\25\ 49 U.S.C. Sec. 44745.
\26\ Id.
\27\ See e.g. Email from FAA to H. Comm. on Transp. and
Infrastructure Staff (May 16, 2025, 8:57 p.m. ET)
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DETERRING CREWMEMBER INTERFERENCE

Due to troubling incidents involving unruly passengers in
recent years, FAARA 2024 helps ensure flight crews and
passengers are protected.\28\ Section 432 directs the FAA to
convene a task force to develop standards and best practices
relating to suspected interference with cabin or flight crew,
security screening personnel, or flight attendants.\29\ This
section also requires the FAA to modify the required pre-flight
briefings to inform passengers that it is against Federal law
to assault or threaten to assault any individual onboard an
aircraft or to interfere with duties of a crewmember.\30\
Furthermore, section 435 requires airlines to establish formal
policies protecting airline personnel and passengers from
sexual assault and harassment.\31\ The FAA continues partnering
with the Transportation Security Administration (TSA) and has
leveraged the existing Inflight Security Work Group to jointly
develop best practices to comply with this section.\32\
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\28\ Mark Walker, F.A.A. Refers More Unruly Passenger Cases to
Justice Department, N.Y. Times, (Aug. 21, 2024), available at https://
www.nytimes.com/2024/08/21/us/politics/faa-unruly-passengers-fbi.html.
\29\ FAARA 2024, supra note 10 at Sec. 432, 138 Stat. 1173.
\30\ Id.
\31\ Id. at Sec. 435, 138 Stat. 1175.
\32\ 2024 FAA Reauthorization, Implementation Update, FAA, Power
Point Presentation to H. Comm. on Transp. and Infrastructure staff
(Oct. 8, 2024) (on file with Comm.).
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GROWING THE AVIATION WORKFORCE

FAARA 2024 incorporates several provisions to address the
hiring and training bottlenecks most commonly affecting pilots,
aircraft mechanics, air traffic controllers, aviation safety
inspectors, and other key aviation roles. These aviation
professions are closely regulated, require significant training
and experience to achieve FAA certification and are essential
to the safe operation of the National Airspace System (NAS).
The provisions included in FAARA 2024 related to improving FAA
services and regulatory processes are likely to be highlighted
during the hearing as the aviation industry's growth is highly
dependent on adequate staffing, robust investment in FAA
resources, and timely decision-making. Provisions of interest
to aviation stakeholders range from directing the FAA to
promulgate rulemakings in a timely manner, leveraging various
Federal training initiatives, and issuing airmen and operator
certificates, among other responsibilities and authorities
carried out by the Agency.

AIR TRAFFIC CONTROLLER STAFFING

For several years, the FAA and the aviation industry
reported a need for a right-sized and qualified FAA workforce
commensurate with the Agency's responsibilities. The pandemic
exacerbated the challenges felt by the Agency's Air Traffic
Organization (ATO), which faces significant challenges in
hiring and training controllers at a rate necessary to meet
increased travel demand.\33\ In the latest Aerospace forecast
for the 2024-2044 period, the FAA notes that ``with robust air
travel demand growth in 2024 and steady growth thereafter, [the
FAA] expect[s] increased activity growth that has the potential
to increase controller workload.'' \34\
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\33\ Turbulence Ahead: Consequences of Delaying a Long-Term FAA
Bill: Hearing Before the Subcomm. on Aviation of the H. Comm. on
Transp. and Infrastructure, 118th Cong., (Nov. 30, 2023) (statement of
Rich Santa, President, National Air Traffic Controllers Association).
\34\ Fed. Aviation Admin., Forecast Highlights (2024-2044) at 4,
available at https://www.faa.gov/dataresearch/aviation/
aerospaceforecasts/2024-forecast-highlights.pdf.
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To address the controller workforce bottleneck in the
aviation system, section 437 directs the FAA to set the minimum
hiring target for new air traffic controllers, for each of
fiscal years 2024 through 2028, to the maximum number of
individuals trained at the FAA Air Traffic Control Academy.\35\
Additionally, this section directs the Transportation Research
Board (TRB) to identify the most appropriate staffing model for
future air traffic controller workforce needs and requires the
FAA to revise its staffing standards to adopt this staffing
model, and allows the FAA to implement any other necessary TRB
recommendations. As the TRB study is conducted, the section
requires the FAA to adopt the staffing methodologies developed
by the Collaborative Resource Workgroup (CRWG), a joint FAA and
National Air Traffic Controllers Association (NATCA) entity. To
date, the FAA has entered into an agreement with the TRB to
conduct the study and expects the TRB to submit the required
report to the FAA and Congress in the summer of 2025.\36\ The
FAA is continuing to work to meet the mandates set forth in
FAARA 2024.\37\
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\35\ FAARA 2024, supra note 10 at Sec. 437, 138 Stat. 1176.
\36\ Hill Update supra note 14.
\37\ Id.
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Relatedly, Secretary of Transportation Sean Duffy has
announced several reforms aimed at ``supercharging'' the hiring
of air traffic controllers. Among the Department's efforts, the
FAA will increase the starting salaries for candidates who
attend the FAA's ATC Academy by 30 percent. Additionally, the
Administration modified the hiring process for controllers,
with the goal of expediting the hiring timeline by
approximately four months.\38\ Furthermore, on May 1, 2025,
Secretary Duffy announced the FAA will begin offering incentive
packages to (1) keep experienced controllers from retiring, (2)
provide new opportunities for veteran military controllers
looking to transition into the civil side of air traffic
control, and (3) expand the number of instructors at the FAA's
Air Traffic Control Academy in Oklahoma.\39\ These reforms have
garnered bipartisan support and work to fulfil the
Congressional intent of section 437 of FAARA 2024.\40\ The FAA
projects to hire at least 2,000 controllers this year and has
referred more than 8,320 candidates to take the Air Traffic
Skills Assessment (ATSA).\41\
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\38\ Press Release, Dep't of Transp., U.S. Transportation Secretary
Sean P. Duffy Announces Air Traffic Control Hiring Supercharge at FAA
Academy (Feb. 27, 2025), available at https://www.transportation.gov/
briefing-room/us-transportation-secretary-sean-p-duffy-announces-air-
traffic-controller-hiring.
\39\ Id.
\40\ FAARA 2024, supra note 10 at Sec. 411, 138 Stat. 1176.
\41\ Press Release, FAA, U.S. Transportation Secretary Sean P.
Duffy Unveils New Package to Boost Air Traffic Controller Workforce
(May 1, 2025), available at https://www.faa.gov/newsroom/us-
transportation-secretary-sean-p-duffy-unveils-new-package-boost-air-
traffic-controller.
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AIRMAN MEDICAL CERTIFICATE MODERNIZATION

Pilots must obtain and maintain an FAA medical certificate
to operate aircraft, and for commercial pilots, it is a
requirement for employment.\42\ Section 411 establishes a
working group to review the FAA's medical processes, policies,
procedures, and make recommendations to the Administrator to
ensure the timely and efficient certification of airmen. Among
its tasks, this working group will assess the FAA's special
issuance process, determine the appropriateness of the list of
medical conditions under which an Air Medical Examiner (AME)
can issue a medical certificate, and review mental health
protocols and approved medications, including any actions taken
resulting from recommendations by the Mental Health and
Aviation Medical Clearances Aviation Rulemaking Committee.\43\
It is expected that the FAA will respond to the working group's
findings by taking necessary action to streamline the medical
certification process and breakdown barriers for
applicants.\44\ The FAA established the working group, as
required by section 411, in November 2024. Within the working
group, the FAA also established an Aviation Workforce Mental
Health Task Group who held their last meeting on April 18,
2025, and are currently working on developing more detailed
project plans.\45\ The FAA expects to meet the deadlines for
all requirements of this section.
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\42\ FAA, Mental Health & Aviation Medical Clearances ARC
Recommendation Report (Apr. 1, 2024), available at https://www.faa.gov/
sites/faa.gov/files/Mental_Health_ARC_Final_
Report_RELEASED.pdf.
\43\ FAARA 2024, supra note 10 at Sec. 437, 138 Stat. 1156.
\44\ Hill Update supra note 14.
\45\ Id.
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FEDERAL AVIATION WORKFORCE DEVELOPMENT PROGRAMS

FAARA 2018 established the Aviation Workforce Development
(AWD) Grants program to fund outreach and educational efforts
focused on growing the United States aircraft pilot and
aviation maintenance workforce. This program enjoys broad
support from aviation stakeholders, as it encourages
collaboration between government, industry, and local entities
to address skills gaps, while encouraging more Americans to
pursue good-paying careers in aviation.\46\ Section 440 of
FAARA 2024 builds on the successes of the AWD Grants program by
establishing a new eligibility for aviation manufacturing to
ensure the manufacturing sector has a robust talent pool to
recruit from in the coming decades.\47\ FAARA 2024 authorizes
funding levels for the aviation maintenance, aircraft pilot,
and aviation manufacturing development programs at $20 million
respectively for each of fiscal years 2025 through 2028.\48\
This section also invests $12 million annually in the new Willa
Brown Aviation Education Program to expand outreach and
aviation education opportunities in low-income and
underrepresented communities.\49\ In January 2025, the FAA
released the Notice of Funding Opportunity (NOFO) for the
aviation maintenance and aircraft pilot grant programs; \50\
however, the aviation manufacturing grant program has not yet
been established.\51\
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\46\ Pub. L. No. 115-254 Sec. 625, 132 Stat. 3405.
\47\ FAARA 2024, supra note 10 at Sec. 440, 138 Stat. 1179.
\48\ Id.
\49\ Id.
\50\ FAA, Aviation Workforce Development Grants, (March 3, 2025),
available at: https://www.faa.gov/about/office_org/
headquarters_offices/ang/grants/awd.
\51\ Update from FAA to Subcomm. on Aviation Staff, FAA Quarterly
Briefing on 2024 FAA Reauthorization Implementation (December 1, 2024
11:22am EST) (Email on file with Comm.).
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IMPROVING SAFETY-CRITICAL STAFFING AT FAA

The FAA's Flight Standards Service (FSS) and Aircraft
Certification Service (AIR) aviation safety inspectors are
responsible for the certification, education, oversight, and
enforcement of the NAS.\52\ Given increased compliance
requirements on manufacturers and operators, ongoing supply
chain quality issues, enhanced scrutiny of safety culture
across the aviation ecosystem, and the emergence of more
advanced aerospace technologies in United States airspace, it
is critical that this safety workforce be fully staffed to meet
current and future industry demand. Sections 429, 430, and 431
of FAARA 2024 collectively require a wholistic review of FAA's
safety critical workforce, including staffing for safety
inspectors, to ensure the agency can efficiently and
effectively fulfill its aviation safety mission.\53\
Furthermore, section 428 directs the FAA to utilize its
existing direct hire authorities to hire more individuals for
positions related to aircraft certification and aviation
safety, including in positions that support the safe
integration of new airspace entrants.\54\ To date, FAA has not
provided an update on implementation on these provisions.
---------------------------------------------------------------------------
\52\ Strengthening the Aviation Workforce: Hearing Before the S.
Comm. on Commerce, Space and Transportation, 118th Cong. (Mar. 16,
2023) (statement of David Spero, National President, Professional
Aviation Safety Specialists).
\53\ FAARA 2024, supra note 10 at Sec. 429, Sec. 430, Sec. 431,
138 Stat. 1171, 1172, 1173.
\54\ Id. at Sec. 428, 138 Stat. 1170.
---------------------------------------------------------------------------

IMPROVING THE PASSENGER EXPERIENCE

The COVID-19 pandemic caused major difficulties for the
airline industry, with airline revenue passenger miles falling
by 96 percent from January 2020 to April 2020.\55\ As COVID-19
restrictions began to lift, air carriers experienced a greater
than anticipated increase in air travel demand. This led to
capacity and staffing constraints, which can pose significant
operational challenges.\56\ Additionally, staffing shortages at
air traffic control facilities, severe weather, and post-
pandemic driven changes in air traffic further contributed to
delays and cancellations across the country.\57\ As the airline
industry continues to navigate air travel post COVID-19
pandemic, the Committee understands the importance of
continuing to improve the comprehensive travel experience for
all passengers to ensure that travelers arrive at their
destination safely and efficiently. FAARA 2024 includes over 30
provisions to enhance the passenger experience and make flying
more accessible for individuals with disabilities.\58\
---------------------------------------------------------------------------
\55\ Air Passenger Revenue Miles, Federal Reserve Bank of St.
Louis, available at https://fred.stlouisfed.org/series/AIRRPMTSID11.
\56\ Michael B. Baker, Airlines Prepare for Operational Challenges
as Demand Rebounds, Business Travel News, (Aug. 4, 2021), available at
https://www.businesstravelnews.com/Transportation/Air/Airlines-Prepare-
for-Operational-Challenges-as-Demand-Rebounds.
\57\ Taylor Rains, Flight cancellations are spiking in part because
this air traffic control center in Florida is severely understaffed,
airline group says, Business Insider, (June 24, 2022), available at
https://www.businessinsider.com/air-traffic-control-staffing-shortage-
causing-flight-cancellations-alpa-2022-6. [hereinafter Business
Insider].
\58\ FAARA 2024, supra note 10 at Sec. 517, 138 Stat. 1198, 1199.
---------------------------------------------------------------------------

PASSENGER EXPERIENCE ADVISORY COMMITTEE

For commercial airline passengers, the air transportation
journey often begins at the curb or parking lot of the
departure airport and ends at the same point at the destination
airport. During that timeframe, a passenger's unique experience
is affected by factors including, but not limited to, airlines,
airports, airport contractors and vendors, and air traffic
management system and operations. Section 517 creates a
Passenger Experience Advisory Committee tasked with evaluating
and providing recommendations to improve the comprehensive
passenger experience.\59\ The DOT has not provided an update on
the establishment of the advisory committee.
---------------------------------------------------------------------------
\59\ Id.
---------------------------------------------------------------------------

ACCESSIBILITY

The United States Census Bureau estimates that 44.1 million
Americans, over 13 percent of individuals, have a disability,
which may include those related to physical mobility, hearing,
vision, or cognition.\60\ FAARA 2024 includes several
requirements for the DOT to improve travel and access for
people with disabilities. For instance, sections 542 and 543
direct the DOT to issue rulemaking to develop minimum training
standards for airline personnel and contractors who assist
passengers with disabilities using wheelchairs when boarding or
deplaning, as well as standards regarding the stowage of
scooters and wheelchairs used by passengers with disabilities
onboard commercial aircraft.\61\ In December 2024, DOT issued a
final rule in compliance with the reauthorization law.\62\
---------------------------------------------------------------------------
\60\ United States Census Bureau, Anniversary of Americans With
Disabilities Act: July 26, 2024, (July 26, 2024), available at https://
www.census.gov/newsroom/facts-for-features/2024/disabilities-act.html.
\61\ FAARA 2024, supra note 10 at Sec. 542, 138 Stat. 1201 and
Sec. 543, 138 Stat. 1202.
\62\ Ensuring Safe Accommodations for Air Travelers With
Disabilities Using Wheelchairs, 89 Fed. Reg. 102938 (Dec. 17, 2024) (to
be codified at 14 C.F.R. pt. 382).
---------------------------------------------------------------------------

AIRSPACE MODERNIZATION

The FAA's Air Traffic Organization (ATO) is responsible for
operating the ATC system, which includes maintaining the
technical and physical infrastructure necessary to operate the
NAS, and employing and training highly skilled workers to
ensure the proper and safe functioning of the NAS.\63\
Approximately 14,000 air traffic controllers, 4,100 air traffic
supervisors and air traffic managers, 2,200 engineers, and
5,800 maintenance technicians make up ATO's workforce.\64\
FAARA 2024 contains several provisions to improve the ATC
system, including modernizing aging ATC systems and
technologies, and expediting the deployment of airspace
modernization technologies and procedures.
---------------------------------------------------------------------------
\63\ FAA, Budget Estimates Fiscal Year 2025 88 (2024), available at
https://www.transportation.gov/sites/dot.gov/files/2024-03/
FAA_FY_2025_Budget_Request_508-v5.pdf.
\64\ FAA, Air Traffic by the Numbers (Sept. 9, 2024), available at
https://www.faa.gov/air_traffic/by_the_numbers.
---------------------------------------------------------------------------

NEXTGEN PROGRAMS

To meet an anticipated growth in air traffic, in 2007, the
FAA launched a series of initiatives to revamp the Nation's ATC
system known as ``NextGen.'' \65\ Specifically, NextGen
initiatives aim to reduce the required separation between
aircraft, resulting in more efficient routes and decreased
congestion. These initiatives should provide a better
experience for the traveling public.\66\ However, NextGen
programs have been vulnerable to delays and cost-overruns.\67\
According to a September 2024 GAO report, NextGen activities'
initial completion dates of 2025 have been delayed to 2030.\68\
Although anticipated costs for NextGen programs have fallen
back in line with original estimates, challenges remain for
FAA's continued implementation, including uncertainty of future
funding, unanticipated system requirements, and aircraft
owners' equipage to fully utilize NextGen improvements, FAA's
leadership stability, and cybersecurity issues.\69\
---------------------------------------------------------------------------
\65\ FAA, Next Generation Air Transportation System (NextGen) (last
updated Jan. 14, 2025), available at https://www.faa.gov/nextgen.
\66\ Id.
\67\ U.S. Gov't Accountability Off., GAO-17-241R, Next Generation
Air Transportation System: Information on Expenditures, Schedule and
Cost Estimates, Fiscal Years 2004-2030 (2016).
\68\ U.S. Gov't Accountability Off., GAO-24-107001, Air Traffic
Control: FAA Actions Are Urgently Needed To Modernize Aging Systems
(Sept. 2024).
\69\ U.S. Gov't Accountability Off., GAO-17-450, Air Traffic
Control Modernization: Progress and Challenges in Implementing NextGen
(2017).
---------------------------------------------------------------------------
In recognition of the ongoing challenges and delays of the
NextGen program, section 206 instructs the FAA to
operationalize the programs under NextGen by the end of 2025
and then sunset the Office of NextGen.\70\ If the FAA does not
operationalize such key NextGen programs by the deadline
stated, section 206 transfers the duties, activities, and
personnel of the office to the new Airspace Modernization
Office created in section 207 of FAARA 2024, the ATO, the
Office of Aviation Safety, and other appropriate offices of the
Administration.\71\ The FAA expects to meet the statutory
deadline under this section.\72\
---------------------------------------------------------------------------
\70\ FAARA 2024, supra note 10 at Sec. 206, 138 Stat. 1044.
\71\ Id.
\72\ Briefing from FAA to Subcomm. on Aviation Staff, 2024 FAA
Reauthorization Hill Update (Oct. 8, 2024) (slides on file with Comm.).
---------------------------------------------------------------------------
Furthermore, section 619 of FAARA 2024 requires the FAA to
expedite the implementation of the following programs and
capabilities previously under the NextGen brand: Performance
Based Navigation (PBN), Data Communications, Terminal Flight
Data Manager (TFDM) and Aeronautical Information
Management.\73\ This requirement includes deadlines for each
program and the FAA must notify Congress regarding any failure
to meet them.\74\ Furthermore, the FAA is directed to task the
NextGen Advisory Committee with providing recommendations on
ways to expedite, prioritize, and fully implement NextGen
programs to realize the operational benefits.\75\ To date, FAA
has not provided an update on implementation of these
provisions.
---------------------------------------------------------------------------
\73\ FAARA 2024, supra note 10 at Sec. 619, 138 Stat. 1231.
\74\ Id.
\75\ Id.
---------------------------------------------------------------------------

AGING ATC INFRASTRUCTURE

Much of the FAA's air traffic infrastructure is several
decades old, which decreases efficiency and jeopardizes the
reliability of critical navigation and surveillance services
provided to aircraft operating in the NAS. The challenges with
the FAA's efforts to swiftly modernize ATC programs remain a
serious concern for the Committee and pose a critical risk to
the safety of the NAS if left unaddressed. FAARA 2024 set the
foundation to expedite the modernization of the FAA's legacy
ATC system by requiring the agency to develop a plan to
accelerate the replacement of any legacy system identified as
outdated, insufficient, unsafe, or unstable.\76\ It also
directs the FAA to develop a list of unfunded facility and
equipment needs that were not included in the President's
budget.\77\
---------------------------------------------------------------------------
\76\ Id. at Sec. 622, 138 Stat. 1237.
\77\ Id. at Sec. 213.
---------------------------------------------------------------------------

AIRPORT INFRASTRUCTURE

Each year, hundreds of millions of passengers pass through
our Nation's airports. Regardless of size, airports connect our
communities and drive economic development across major cities
and rural towns alike. The FAA estimates there are
approximately 14,400 private and 5,000 public-use airports,
heliports, and seaplane bases in the United States.\78\ FAARA
2024 contains a robust airport title that prioritizes funding
for airport infrastructure, including increasing investments
for small and general aviation airports, streamlined processes
to expedite project deliveries, and provided new funding and
programs to strengthen airport safety.\79\
---------------------------------------------------------------------------
\78\ FAA, Airport Categories (last updated Dec. 7, 2022), available
at https://www.faa.gov/airports/planning_capacity/categories.
\79\ FAARA 2024, supra note 10, 138 Stat. 1245.
---------------------------------------------------------------------------

AIRPORT IMPROVEMENT PROGRAM (AIP) MODIFICATIONS AND FUNDING

FAARA 2024 made a significant number of revisions to the
AIP's apportionment formulas, discretionary categories, and
project eligibilities. For example, the law increases the AIP
minimum primary apportionment from $1 million to $1.3 million
and increased the non-primary airport apportionment from 20
percent of total funding to 25 percent. Additionally, the law
reduces the amount of AIP funding that medium and large hub
airports were required to turn back in exchange for imposing a
passenger facility charge from 75 percent to 60 percent.\80\ To
account for the legislative changes to the AIP, the FAA has
traditionally issued program guidance letters that provide
airports with direction on how the bill will be implemented.
Section 733 of FAARA 2024 requires the FAA to issue program
guidance letters accounting for all changes made to the AIP
within one year of the date of enactment of the Act.\81\ While
the FAA has issued eight letters so far, they do not
comprehensively explain the implementation of all AIP-related
provisions in FAARA 2024.\82\
---------------------------------------------------------------------------
\80\ Id.
\81\ FAARA 2024, supra note 10 at Sec. 733, 138 Stat. 1273.
\82\ FAA, Program Guidance Letters (PGLs) and Program Information
Memorandums (PIMs) for the Airport Improvement Program (AIP), (last
updated Friday, May 23, 2025), available at https://www.faa.gov/
airports/aip/guidance_letters#r-pgls.
---------------------------------------------------------------------------

ENVIRONMENTAL PROGRAMS AND STREAMLINING

FAARA 2024 contains provisions intended to streamline
environmental review of airport projects, expand low-emission
airport technologies and mitigate the effects of aircraft noise
on communities near airports. Section 782 streamlines and
expands the Voluntary Airport Low Emission (VALE) program to
airports in non-attainment areas.\83\ Section 783 significantly
revised existing streamlining environmental procedures for
certain important categories of airport projects, while section
788 establishes a new categorical exclusion for airport
projects receiving less than $6 million in Federal funding.\84\
While the FAA has promulgated field guidance for these
provisions, it has not indicated a timeline for revision FAA
Order 1050.1F, which governs the FAA's procedures for
implementing the National Environmental Policy Act.\85\
---------------------------------------------------------------------------
\83\ FAARA 2024, supra note 10 at Sec. 782, 138 Stat. 1302.
\84\ FAARA 2024, supra note 10 at Sec. 783, 138 Stat. 1302; FAARA
2024, supra note 9 at Sec. 788, 138 Stat. 1314.
\85\ Briefing from FAA to Subcomm. on Aviation Staff, Discussion on
Airport Provisions (Apr. 24, 2025, 3:00pm EST) (Slides on file with
Comm.).
---------------------------------------------------------------------------
Sections 786 and 792 of FAARA 2024 direct the Administrator
to update the FAA's noise standards and establish an Aircraft
Noise Advisory Committee to advise the FAA on the effects of
aircraft noise exposure and FAA noise policies,
respectively.\86\ The FAA has not completed the process of
updating its noise standards. A charter for the advisory
committee was issued on January 14, 2025.\87\ To date, no
members of the advisory committee have been appointed, and no
initial meeting has been scheduled.
---------------------------------------------------------------------------
\86\ FAARA 2024, supra note 10 at Sec. 786 and 792, 138 Stat.
1316.
\87\ FAA, Charter of the Aircraft Noise Advisory Committee (2025),
available at https://www.faa.gov/regulationspolicies/rulemaking/
committees/aircraft-noise-advisory-committee/charter.pdf.
---------------------------------------------------------------------------

REVITALIZING GENERAL AVIATION

General aviation (GA) is commonly referred to as the
backbone of the aviation system as it underpins the aviation
industry and is an important part of our National economy.
According to a 2025 study, GA supported more than 1.3 million
jobs and generated $339 billion in total output, a sizeable
increase from the previous iteration of the study conducted in
2018. As new entrants, such as powered-lift aircraft, begin to
integrate in the NAS, GA's global economic output is projected
to continue to grow.\88\ Given GA's importance to the aviation
ecosystem, FAARA 2024 includes the first-ever GA title focused
on revitalizing the GA community and improving the services FAA
provides to general aviators.
---------------------------------------------------------------------------
\88\ Press Release, National Business Aviation Association, General
Aviation Provides Robust Contribution to US Economy (Feb. 19, 2025),
available at https://nbaa.org/2025-press-releases/general-aviation-
provides-robust-contribution-to-u-s-economy/.
---------------------------------------------------------------------------

EXPANDING BASICMED

In 2016, Congress established BasicMed, a medical
qualification that allows private pilots to be approved by a
state-licensed physician to exercise flying privileges in lieu
of receiving a third-class medical certificate.\89\ Section 828
expands the application of BasicMed by amending the rules that
govern pilots operating under a BasicMed credential.
Specifically, it expands the pool of eligible aircraft by
increasing the number of allowable passengers from five to six,
increasing the number of occupants from six to seven, and
increasing the maximum takeoff weight from 6,000 pounds to
12,500 pounds, while excluding certain transport category
rotorcraft.\90\ Additionally, section 815 allows Designated
Pilot Examiners (DPEs) administering proficiency checks or
tests to airman to be able to do so under BasicMed so long as
the aircraft the flight test is being conducted in is eligible
for purposes of a BasicMed operation.\91\ The FAA issued a
final rule updating parts 61 and 68, of Title 14, Code of
Federal Regulations, on November 15, 2024, updating BasicMed
regulations to reflect the changes made by sections 828 and
815.\92\ Additionally, the Agency remains on track to brief
Congress on changes to small aircraft activity and safety
incidents by the 2028 due date.\93\
---------------------------------------------------------------------------
\89\ FAA Extension, Safety, and Security Act of 2016, Pub. L. No.
114-190, 130 Stat. 641.
\90\ FAARA 2024, supra note 10 at Sec. 828, 138 Stat. 1336.
\91\ Id. at Sec. 815, 138 Stat. 1328.
\92\ Regulatory Updates to Basic Med; Correction, 89 Fed. Reg.
105446 (Dec. 27, 2024) (to be codified at 14 C.F.R. pt. 61).
\93\ Hill Update supra note 14.
---------------------------------------------------------------------------

FLIGHT EXAMINATIONS

Several GA operators and flight schools assert there is a
Nationwide shortage of DPEs necessary to meet the needs of
student pilots and pilots seeking additional certifications and
ratings.\94\ Section 833 requires the FAA to establish an
office to provide oversight and facilitate national
coordination of DPEs. It is expected that the FAA is in the
process of setting up an office to focus on DPE oversight as
well as working towards fulfilling the reporting requirement
found in FAARA 2024.
---------------------------------------------------------------------------
\94\ Janice Wood, How much did you pay for your check ride?,
General Aviation News, (Oct. 31, 2022), available at https://
generalaviationnews.com/2022/10/31/how-much-did-you-pay-for-your-check-
ride/.
---------------------------------------------------------------------------

PART 135 AIR CARRIER CERTIFICATE BACKLOG

Following the COVID-19 pandemic, the FAA faced a
significant backlog of several services, including
certification of new applicants.\95\ The backlog resulted in
the potential for applicants having to wait two or even three
years for FAA to initiate a certification process.\96\ Section
818 requires the FAA to reduce the backlog of air carrier
certificate applications under Part 135 of Title 14, Code of
Federal Regulations.\97\ Specifically, the FAA must set a goal
to maintain an average certificate processing time of less than
60 days within one year of enactment and a goal to maintain an
average of less than 30 days processing time within two years
of enactment.\98\ As of April 15, 2025, the average acceptance
and rejection timeframe for all part 135 applications is 31
days.\99\
---------------------------------------------------------------------------
\95\ Kerry Lynch, FAA Cutting Lengthy Backlogs for Registration,
Certification, Aviation Int'l News, (June 22, 2023), available at
https://www.ainonline.com/aviation-news/business-aviation/2023-06-22/
faa-cutting-lengthy-backlogs-registration-certification.
\96\ Id.
\97\ FAARA 2024, supra note 10 at Sec. 818, 138 Stat. 1328.
\98\ Id.
\99\ Briefing from FAA to Subcomm. on Aviation Staff, FAA
Reauthorization Act of 2024 (P.L. 118-63); Section 818(c) Part 135 Air
Carrier Certificate Backlog (May 2, 2025, 12:00pm EST) (Slides on file
with Comm.).
---------------------------------------------------------------------------

HARNESSING ADVANCED AVIATION

The FAA has the responsibility to certify, oversee, and
regulate the safety and operations of the civil aviation
sector, including integrating new entrants like Unmanned
Aircraft Systems (UAS) and Advanced Air Mobility (AAM) aircraft
into the NAS.\100\ Title IX of FAARA 2024 incorporates
provisions to foster the safe, efficient, and timely
integration of new entrant technologies into the NAS. UAS, also
known as drones, and electric vertical takeoff and landing
(eVTOL) powered-lift aircraft, commonly referred to as AAM
vehicles or air taxis, have the potential to change the way we
travel and transport goods. FAARA 2024 ensures that the FAA is
properly positioned to support the safe integration of these
new entrant technologies into the NAS while supporting American
innovation.
---------------------------------------------------------------------------
\100\ 49 U.S.C. Sec. 106(f)(3).
---------------------------------------------------------------------------

BEYOND VISUAL LINE OF SIGHT DRONE OPERATIONS

UAS operating beyond a remote pilot's visual line of sight
(commonly referred to as BVLOS) presents unique challenges to
the FAA's existing regulatory framework.\101\ While the FAA has
made some progress in approving BVLOS operations over the past
several years, the Agency has faced challenges in promulgating
regulations to allow greater BVLOS operations. Section 930 of
FAARA 2024 directs the FAA to issue a notice of proposed
rulemaking (NPRM) establishing a performance-based regulatory
pathway for UAS to operate BVLOS by September 16, 2024,
however, the Agency has yet to comply with the law. This
critical rule, issued in a timely manner, will provide
regulatory stability and certainty for the UAS industry.\102\
During the Biden Administration, a proposed rule made it
through the regulatory review process and to the Office of
Management and Budget (OMB) for final approval, however, it was
not cleared before the change in Administration. In February of
2025, the proposed BVLOS rule was resubmitted for Executive-
level review under the Trump Administration, and the Agency
expects the proposed rule to be published Summer 2025; still
long after the required timeline under FAARA 2024.\103\ On May
14, 2025, Secretary Duffy announced that the proposed BVLOS
rule was submitted to the Office of Information and Regulatory
Affairs (OIRA) for final approval. Following final approval,
the proposed rule will be published in the Federal Register and
open to public comments.\104\ The FAA is planning for the
issuance the final BVLOS rule in March of 2027.\105\
---------------------------------------------------------------------------
\101\ FAA Aviation Rulemaking Comm., Unmanned Aircraft Systems
Beyond Visual Line of Sight, Final Report at 8, (Mar. 10, 2022),
available at https://www.faa.gov/regulations_policies/rulemaking/
committees/documents/media/UAS_BVLOS_ARC_FINAL_
REPORT_03102022.pdf.
\102\ FAARA 2024, supra note 10 at Sec. 930, 138 Stat. 1366.
\103\ Briefing from FAA, DHS, & DOJ to Subcomm. on Aviation Staff,
House of Representatives Spring 2025 Semi-annual 6 U.S.C. 124n C-UAS
briefing (Apr. 3, 2025, 10:00am EST) (Notes on file with Comm.).
[hereinafter 124n C-UAS Briefing].
\104\ Press Release, Dep't of Transp., Trump's Transportation
Secretary Sean P. Duffy Announces Progress on Key Drone Rules as Part
of His Innovation Agenda (May 14, 2025), available at https://
www.transportation.gov/briefing-room/trumps-transportation-secretary-
sean-p-duffy-announces-progress-key-drone-rules-part.
\105\ 124n C-UAS Briefing, supra note 94.
---------------------------------------------------------------------------

ENVIRONMENTAL REVIEW AND NOISE CERTIFICATION

As UAS regulations continue to mature, the commercial use-
case for these technologies will exponentially grow. Section
909 of FAARA 2024 directs the FAA to publish UAS specific
environmental review guidance and implementation procedures.
Additionally, the FAA is directed to engage with the Council on
Environmental Quality (CEQ) to identify actions eligible for a
new categorical exclusion to more easily allow for safe
commercial operations of UAS.\106\ The FAA briefed the
Committee on August 13, 2024, in line with the 90-day statutory
requirement, and anticipates meeting all the deadlines of this
section.\107\
---------------------------------------------------------------------------
\106\ FAARA 2024, supra note 10 at Sec. 909, 138 Stat. 1344.
\107\ Briefing from FAA to Subcomm. on Aviation Staff, FAA
Reauthorization Act of 2024 (P.L. 118-63): Section 909 Environmental
Review and Noise Certification Briefing (Aug. 13, 2024, 2:00pm EST)
(Slides on file with Comm.).
---------------------------------------------------------------------------

POWERED-LIFT OPERATIONS FOR AAM AIRCRAFT

Currently, several AAM aircraft manufacturers are in the
process of certifying the design of their aircraft with FAA and
plan to enter service upon this certification. AAM aircraft
operators expected to use existing operating procedures for
traditional aircraft, the FAA has faced challenges in
leveraging existing aviation rules for a new class of aircraft.
To meet entry into service target dates for AAM manufacturers
and operators, and to establish a clear regulatory safety
framework for powered-lift aircraft, in 2023, the FAA declared
that it would publish a final Special Federal Aviation
Regulation (SFAR) for AAM aircraft by ``the fourth quarter of
2024.'' \108\ Section 955 of the FAARA 2024 required the FAA to
publish a final Powered-Lift SFAR no later than November 16,
2024, the FAA accomplished the task a month early, announcing
the final SFAR on October 22, 2024.\109\
---------------------------------------------------------------------------
\108\ Revise Airplane Definition to Incorporate Powered-lift
Operations, RIN 2120-AL72, Unified Agenda, Office of Information and
Regulatory Affairs; FAA Reauthorization: Enhancing America's Gold
Standard in Aviation Safety, Hearing Before the Subcomm. on Aviation of
the H. Comm. on Transp. and Infrastructure, 118th Cong. (Feb. 7, 2023)
(statement of David Boulter, Acting Assoc. Admin. for Aviation Safety,
FAA).
\109\ Press Release, FAA, With New Rule, FAA is Ready for Air
Travel of the Future, (Oct. 22, 2024) available at https://www.faa.gov/
newsroom/new-rule-faa-ready-air-travel-future.

---------------------------------------------------------------------------
Electric Aircraft Infrastructure Pilot Program

Some AAM operators will leverage existing aviation
infrastructure, such as airports and heliports, while others
may require new facilities, such as vertiports, to accommodate
growing operations.\110\ Section 745 establishes a five-year
pilot program allowing up to ten eligible airports to acquire,
install, and operate equipment to support the operations of AAM
vehicles and to construct or modify related infrastructure to
support such equipment.\111\ On May 12, 2025, FAA issued a
program guidance letter (PGL) for this pilot program to provide
information on how airports may prepare for participation;
however, it does not include a timeline for applications.\112\
---------------------------------------------------------------------------
\110\ FAA, Advanced Air Mobility Infrastructure, (Oct. 15, 2024),
available at https://www.faa.gov/airports/new_entrants/
aam_infrastructure.
\111\ FAARA 2024, supra note 10 at Sec. 745, 138 Stat. 1202.
\112\ FAA, Reauthorization Program Guidance Letter (R-PGL) 25-06:
Planning and Project Eligibility, (May 12, 2025), available at https://
www.faa.gov/airports/aip/guidance_
letters/R-PGL-25-06-Planning-Project-
Eligibility#::text=This%20Reauthorization
%20Program%20Guidance%20Letter,eligibility%20for%20various%20project%20c
osts.
---------------------------------------------------------------------------

IV. WITNESSES

LMr. Darren Pleasance, President and Chief
Executive Officer, Aircraft Owners and Pilots Association
LMr. Edward M. Bolen, President and Chief
Executive Officer, National Business Aviation Association
LMr. Michael Robbins, President and Chief
Executive Officer, Association of Uncrewed Vehicle Systems
International
LCaptain Jody Reven, President, Southwest Airlines
Pilots Association
LMs. Sara Nelson, International President,
Association of Flight Attendants--CWG, AFL-CIO
----------

Addendum to SSM for Aviation Subcommittee Hearing on ``FAA
Reauthorization Act of 2024: Stakeholder Perspectives on
Implementation One Year Later''

FAA Reauthorization Act of 2024--Completed & Notable In-Progress Provisions
----------------------------------------------------------------------------------------------------------------
Section # Section Title Progress Notes
----------------------------------------------------------------------------------------------------------------
Sec. 214............................. Chief Technology Complete............... Effective as of
Officer. September 26, 2024.
----------------------------------------------------------------------------------------------------------------
Sec. 215............................. Definition of Air Complete............... Effective as of
Traffic Control System. November 13, 2024.
----------------------------------------------------------------------------------------------------------------
Sec. 219............................. Authority to Use Complete............... Effective as of July 1,
Electronic Services. 2024.
----------------------------------------------------------------------------------------------------------------
Sec. 224............................. FAA Participation in Complete............... Effective as of March
Industry Standards 4, 2024.
Organizations.
----------------------------------------------------------------------------------------------------------------
Sec. 227............................. Administrative Services Complete............... Effective upon
Franchise Fund. Enactment.
----------------------------------------------------------------------------------------------------------------
Sec. 229............................. Advanced Aviation Delayed................ FAA has failed to meet
Technology and the statutory deadline
Innovation Steering in this section.
Committee.
----------------------------------------------------------------------------------------------------------------
Sec. 301............................. Helicopter Air Complete............... Briefing held December
Ambulance Operations. 17, 2024.
----------------------------------------------------------------------------------------------------------------
Sec. 304............................. Training of In Progress............ FAA is finalizing a
organization notice that will
delegation authority require ODA holders to
unit members. have a recurrent
training program.
----------------------------------------------------------------------------------------------------------------
Sec. 305............................. Clarification on safety Complete............... Effective as of May 16,
management system 2024.
information disclosure.
----------------------------------------------------------------------------------------------------------------
Sec. 308............................. Scalability of Safety Complete............... Effective as of July
Management Systems. 11, 2024.
----------------------------------------------------------------------------------------------------------------
Sec. 309............................. Review Final Safety Complete............... Effective as of June
Management System Rule. 25, 2024.
----------------------------------------------------------------------------------------------------------------
Sec. 325............................. National Simulator In Progress............ GAO remains on track to
Program Policies and meet the deadline.
Guidance.
----------------------------------------------------------------------------------------------------------------
Sec. 310............................. Improvement of Delayed................ FAA has failed to meet
certification process. the statutory deadline
in this section.
----------------------------------------------------------------------------------------------------------------
Sec. 314............................. Risk Model for In Progress............ FAA will brief Congress
Production Facility no later than July
Inspections. 2025.
----------------------------------------------------------------------------------------------------------------
Sec. 315............................. Review of FAA Use of In Progress............ Contract officially
Aviation Safety Data. awarded to a third-
party vendor in
February 2025.
----------------------------------------------------------------------------------------------------------------
Sec. 323............................. Study on impacts of In Progress............ National Academies of
temperature in Sciences, Engineering,
aircraft cabins. and Medicine is
working to comply with
this requirement.
----------------------------------------------------------------------------------------------------------------
Sec. 328............................. Restricted Category Complete............... Effective as of May 16,
Aircraft Maintenance 2024.
and Operations.
----------------------------------------------------------------------------------------------------------------
Sec. 331............................. Update of FAA Standards Complete............... Effective as of July
to Allow Distribution 15, 2024.
and Use of Certain
Restricted Routes and
Terminal Procedures.
----------------------------------------------------------------------------------------------------------------
Sec. 337............................. Flight Service Stations Complete............... Effective as of October
11, 2024.
----------------------------------------------------------------------------------------------------------------
Sec. 340............................. Study on FAA Use of In Progress............ GAO remains on track to
Mandatory Equal Access meet the deadline.
to Justice Act Waivers.
----------------------------------------------------------------------------------------------------------------
Sec. 342............................. Don Young Alaska In Progress............ Annual Report Submitted
Aviation Safety to CST and T&I on May
Initiative. 16, 2025.
----------------------------------------------------------------------------------------------------------------
Sec. 344............................. Changed Product Rule In Progress............ Changed Product Rule
Reform. ARC launched in June
2024, and a report was
provided to the
Administrator in
December 2024 which is
currently in FAA
review.
----------------------------------------------------------------------------------------------------------------
Sec. 345............................. Administrative Complete............... Effective upon
authority for civil Enactment.
penalties.
----------------------------------------------------------------------------------------------------------------
Sec. 347............................. Zero Tolerance for Near- In Progress............ FAA remains on track
Misses, Runway with required
Incursions and Surface deadlines.
Safety Risks.
----------------------------------------------------------------------------------------------------------------
Sec. 348............................. Improvements to In Progress............ ASIAS program will soon
Aviation Safety begin implementation
Information Analysis of a new advanced
and Sharing Program. technology tool to
more rapidly process
safety data and
produce safety
intelligence.
----------------------------------------------------------------------------------------------------------------
Sec. 350............................. Secondary Cockpit In Progress............ FAA is on track to
Barriers. submit the report in
July 2025.
----------------------------------------------------------------------------------------------------------------
Sec. 355............................. Tower Marking Notice of Complete............... FAA issued notice to
Proposed Rulemaking. implement section 2110
of the FAA Extension,
Safety and Security
Act of 2016; Effective
as of November 18,
2024.
----------------------------------------------------------------------------------------------------------------
Sec. 356............................. Promotion of Civil Complete............... Effective as of July
Aeronautics and Safety 10, 2024.
of Air Commerce.
----------------------------------------------------------------------------------------------------------------
Sec. 357............................. Educational and Complete............... Effective as of
Professional September 27, 2024.
Development.
----------------------------------------------------------------------------------------------------------------
Sec. 359............................. Availability of Complete............... Effective as of
Personnel for February 5, 2025.
Inspections, Site
Visits, and Training.
----------------------------------------------------------------------------------------------------------------
Sec. 366............................. 25-Hour Cockpit Voice In Progress............ Draft rule is currently
Recorder. in the regulatory
review process.
----------------------------------------------------------------------------------------------------------------
Sec. 372............................. Enhanced Qualification Delayed................ FAA has failed to meet
Program for Restricted the statutory deadline
Airline Transport in this section.
Pilot Certificate.
----------------------------------------------------------------------------------------------------------------
Sec. 391............................. Findings............... Complete............... Effective upon
Enactment.
----------------------------------------------------------------------------------------------------------------
Sec. 392............................. Aerospace Product Complete............... Effective as of August
Safety. 28, 2024.
----------------------------------------------------------------------------------------------------------------
Sec. 393............................. Federal Aviation Complete............... Effective as of
Administration February 13, 2024.
regulations, policy
and guidance.
----------------------------------------------------------------------------------------------------------------
Sec. 396............................. GAO Report on In Progress............ GAO remains on track to
Cybersecurity of meet the deadline.
Commercial Aviation
Avionics.
----------------------------------------------------------------------------------------------------------------
Sec. 401............................. Repeal of duplicative Complete............... Effective upon
or obsolete workforce Enactment.
programs.
----------------------------------------------------------------------------------------------------------------
Sec. 403............................. Bessie Coleman Women in Delayed................ FAA has failed to meet
Aviation Advisory the statutory deadline
Committee. in this section.
----------------------------------------------------------------------------------------------------------------
Sec. 407............................. Airman's Medical Bill Complete............... Effective as of January
of Rights. 28, 2025.
----------------------------------------------------------------------------------------------------------------
Sec. 408............................. Improved Designee Complete............... Effective as of
Misconduct Reporting February 26, 2025.
Process.
----------------------------------------------------------------------------------------------------------------
Sec. 411............................. Aeromedical Innovation In Progress............ FAA formed the
and Modernization workgroup in November
Working Group. 2024, and its report
is due in November
2025.
----------------------------------------------------------------------------------------------------------------
Sec. 414............................. Study of High School In Progress............ GAO remains on track to
Aviation Maintenance meet the deadline.
Training Programs.
----------------------------------------------------------------------------------------------------------------
Sec. 416............................. Air Traffic Controller In Progress............ MITRE study is
Instructor complete, and the FAA
Recruitment, Hiring, is developing the
and Retention. implementation plan.
----------------------------------------------------------------------------------------------------------------
Sec. 421............................. Crewmember Pumping Complete............... Effective as of January
Guidance. 16, 2025.
----------------------------------------------------------------------------------------------------------------
Sec. 422............................. GAO Study and Report on In Progress............ GAO remains on track to
Extent and Effects of meet the deadline.
Commercial Aviation
Pilot Shortage on
Regional/Commuter
Carriers.
----------------------------------------------------------------------------------------------------------------
Sec. 425............................. Joint aviation Delayed................ FAA is finalizing the
employment training charter and then will
working group. move to membership
solicitation.
----------------------------------------------------------------------------------------------------------------
Sec. 428............................. Direct hire authority Delayed................ FAA has failed to meet
utilization. the statutory deadline
in this section.
----------------------------------------------------------------------------------------------------------------
Sec. 432............................. Deterring crewmember In Progress.
interference.
----------------------------------------------------------------------------------------------------------------
Sec. 433............................. Use of Biographical Complete............... Effective as of
Assessments. September 20, 2024.
----------------------------------------------------------------------------------------------------------------
Sec. 434............................. Employee Assault Complete............... Effective as of
Prevention and September 27, 2024.
Response Plan
Standards and Best
Practices.
----------------------------------------------------------------------------------------------------------------
Sec. 437............................. Air Traffic Control Delayed................ FAA does not anticipate
Workforce Staffing. Transportation
Research Board will
submit their report to
FAA & Congress until
summer 2025.
----------------------------------------------------------------------------------------------------------------
Sec. 438............................. Airport Service In Progress............ GAO remains on track to
Workforce Analysis. meet the deadline.
----------------------------------------------------------------------------------------------------------------
Sec. 439............................. Federal Aviation In Progress............ Plan submitted to CST
Administration Academy and T&I on May 16,
and Facility Expansion 2025.
Plan.
----------------------------------------------------------------------------------------------------------------
Sec. 440............................. Improving Federal In Progress............ FAA released the Notice
Aviation Workforce of Funding Opportunity
Development Programs. in January 2025 for
the pilot and
maintenance technician
grants, but has not
yet established the
manufacturing
workforce grant.
----------------------------------------------------------------------------------------------------------------
Sec. 514............................. GAO Study on In Progress............ GAO remains on track to
Competition and meet the deadline.
Consolidation in the
Air Carrier Industry.
----------------------------------------------------------------------------------------------------------------
Sec. 515............................. GAO Study and Report on In Progress............ GAO remains on track to
the Operational meet the deadline.
Preparedness of Air
Carriers for Certain
Events.
----------------------------------------------------------------------------------------------------------------
Sec. 519............................. Seat Dimensions........ Complete............... Effective upon
Enactment.
----------------------------------------------------------------------------------------------------------------
Sec. 608............................. Consideration of Small Complete............... Effective as of July
Hub Control Towers. 26, 2024.
----------------------------------------------------------------------------------------------------------------
Sec. 612............................. Briefing on Radio Complete............... Briefing on December
Communications 18, 2024.
Coverage Around
Mountainous Terrain.
----------------------------------------------------------------------------------------------------------------
Sec. 616............................. Briefing on LIT VORTAC Complete............... Briefing on December
Project. 18, 2025.
----------------------------------------------------------------------------------------------------------------
Sec. 619............................. NextGen programs....... Delayed................ FAA has failed to meet
the statutory
deadlines in this
section.
----------------------------------------------------------------------------------------------------------------
Sec. 620............................. Contract tower program. In Progress............ FAA is finalizing the
technical requirements
for approved
controller situational
awareness tools.
----------------------------------------------------------------------------------------------------------------
Sec. 622............................. Audit of legacy systems In Progress............ FAA entered into
agreement with MITRE
and plans to have the
report within 15
months of enactment.
----------------------------------------------------------------------------------------------------------------
Sec. 628............................. Required Consultation Complete............... Effective as of
with National Parks February 3, 2025.
Overflights Advisory
Group.
----------------------------------------------------------------------------------------------------------------
Sec. 631............................. Update to FAA Order on Complete............... Effective as of
Airway Planning December 19, 2024.
Standard.
----------------------------------------------------------------------------------------------------------------
Sec. 704............................. Extension of Complete............... Effective as of May 16,
competitive access 2024.
report requirement.
----------------------------------------------------------------------------------------------------------------
Sec. 715............................. Special carryover Complete............... Effective as of March
assumption rule. 6, 2025.
----------------------------------------------------------------------------------------------------------------
Sec. 717............................. Revision of Complete............... Effective as of April
discretionary 4, 2025.
categories.
----------------------------------------------------------------------------------------------------------------
Sec. 722............................. Long-term management Complete............... Effective as of April
plans. 4, 2025.
----------------------------------------------------------------------------------------------------------------
Sec. 726............................. General aviation Complete............... Report submitted to CST
airport runway and T&I, Effective as
extension pilot of April 4, 2025.
program.
----------------------------------------------------------------------------------------------------------------
Sec. 732............................. Populous counties Complete............... Effective upon
without airports. Enactment.
----------------------------------------------------------------------------------------------------------------
Sec. 736............................. Transportation Demand In Progress............ GAO remains on track to
Management at Airports. meet the deadline.
----------------------------------------------------------------------------------------------------------------
Sec. 739............................. Reclassification of Complete............... Effective as of
unclassified relievers. September 30, 2024.
----------------------------------------------------------------------------------------------------------------
Sec. 742............................. Increasing Energy In Progress............ FAA intends to meet the
Efficiency of Airports requirements of this
and Meeting Current section by May 16,
and Future Energy 2025.
Power Demands.
----------------------------------------------------------------------------------------------------------------
Sec. 743............................. Review of Airport Complete............... Effective as of October
Layout Plans. 3, 2024.
----------------------------------------------------------------------------------------------------------------
Sec. 747............................. Notice of funding Complete............... Effective as of
opportunity. September 30, 2025.
----------------------------------------------------------------------------------------------------------------
Sec. 749............................. Airport Diagram Complete............... Effective as of July
Terminology. 30, 2024.
----------------------------------------------------------------------------------------------------------------
Sec. 751............................. Minority and Complete............... Effective as of
disadvantaged business September 26, 2024.
participation.
----------------------------------------------------------------------------------------------------------------
Sec. 755............................. GAO Study on Transit In Progress............ GAO remains on track to
Access. meet the deadline.
----------------------------------------------------------------------------------------------------------------
Sec. 760............................. Washington, DC Complete............... Report submitted to CST
Metropolitan Area and T&I, Effective as
Special Flight Rules of May 16, 2025.
Area.
----------------------------------------------------------------------------------------------------------------
Sec. 761............................. Study on Air Cargo In Progress............ GAO remains on track to
Operations in Puerto meet the deadline.
Rico.
----------------------------------------------------------------------------------------------------------------
Sec. 762............................. Progress Reports on the In Progress............ FAA continues to
National Transition provide required
Plan Related to a progress reports.
Flourine-Free
Firefighting Foam.
----------------------------------------------------------------------------------------------------------------
Sec. 767............................. PFAS-Related Resources In Progress............ FAA stood up the
for Airports. implementation team
and is preparing to
launch the program
after receiving
appropriations.
----------------------------------------------------------------------------------------------------------------
Sec. 773............................. Homestead Joint Use.... Complete............... Effective as of
September 13, 2024.
----------------------------------------------------------------------------------------------------------------
Sec. 774B............................ Study on Improvements In Progress............ GAO remains on track to
for Certain Nonhub meet the deadline.
Airports.
----------------------------------------------------------------------------------------------------------------
Sec. 782............................. Repeal of burdensome Complete............... Effective as of April
emissions credit 4, 2025.
requirements.
----------------------------------------------------------------------------------------------------------------
Sec. 784............................. Subchapter III Complete............... Effective upon
definitions. Enactment.
----------------------------------------------------------------------------------------------------------------
Sec. 785............................. Pilot program extension Complete............... Effective as of April
4, 2025.
----------------------------------------------------------------------------------------------------------------
Sec. 788............................. Categorical exclusions. Complete............... Effective as of
December 19, 2024.
----------------------------------------------------------------------------------------------------------------
Sec. 790............................. Recommendations on In Progress............ GAO remains on track to
Reducing Rotorcraft meet the deadline.
Noise in District of
Columbia.
----------------------------------------------------------------------------------------------------------------
Sec. 809............................. Ensuring Safe Landings Complete............... Effective as of
During Off-Airport September 24, 2024.
Operations.
----------------------------------------------------------------------------------------------------------------
Sec. 813............................. Temporary Airman Complete............... Effective as of
Certificates. September 24, 2024.
----------------------------------------------------------------------------------------------------------------
Sec. 814............................. Letter of Deviation Complete............... FAA issued an Advisory
Authority. Circular, Effective
October 2, 2024.
----------------------------------------------------------------------------------------------------------------
Sec. 815............................. BasicMed For Examiners Complete............... Regulatory updates to
Administering Tests or BasicMed effective as
Proficiency Checks. of November 18, 2024.
----------------------------------------------------------------------------------------------------------------
Sec. 817............................. Deadline to Eliminate Complete............... Effective as of May 9,
Aircraft Registration 2024.
Backlog.
----------------------------------------------------------------------------------------------------------------
Sec. 820............................. Flight Instructor Complete............... Removed expiration date
Certificates. on flight certificate.
Effective as of
October 1, 2024.
----------------------------------------------------------------------------------------------------------------
Sec. 822............................. Application of Complete............... Effective upon
policies, orders and Enactment.
guidance.
----------------------------------------------------------------------------------------------------------------
Sec. 825............................. Exclusion of gyroplanes Complete............... Effective upon
from fuel system Enactment.
requirements.
----------------------------------------------------------------------------------------------------------------
Sec. 826............................. Public aircraft flight Complete............... Completed October 2,
time logging 2024.
eligibility.
----------------------------------------------------------------------------------------------------------------
Sec. 828............................. Expansion of Basic Med. Complete............... FAA promulgated rules
to enact changes to
Basic Med in November
2024. FAA remains on
track to brief
Congress in 2028.
----------------------------------------------------------------------------------------------------------------
Sec. 830............................. Charitable Flight Fuel Complete............... Effective upon
Reimbursement Enactment.
Exemptions.
----------------------------------------------------------------------------------------------------------------
Sec. 902............................. Unmanned Aircraft in Complete............... Effective upon
the Arctic. Enactment.
----------------------------------------------------------------------------------------------------------------
Sec. 903............................. Small UAS Safety Complete............... Effective upon
Standards Technical Enactment.
Corrections.
----------------------------------------------------------------------------------------------------------------
Sec. 904............................. Airport Safety and Complete............... Effective upon
Airspace Hazard Enactment.
Mitigation and
Enforcement.
----------------------------------------------------------------------------------------------------------------
Sec. 906............................. Electronic Conspicuity In Progress............ GAO remains on track to
Study. meet the deadline.
----------------------------------------------------------------------------------------------------------------
Sec. 912............................. Drone infrastructure Delayed................ DOT has failed to meet
inspection grant the statutory deadline
program. in this section.
----------------------------------------------------------------------------------------------------------------
Sec. 915............................. Termination of the Complete............... Meetings cancellation
Advanced Aviation notice published in
Advisory Committee. Federal Register on
May 30, 2024.
----------------------------------------------------------------------------------------------------------------
Sec. 916............................. Unmanned and Autonomous In Progress............ FAA is finalizing the
Flight Advisory charter and then will
Committee. move to membership
solicitation.
----------------------------------------------------------------------------------------------------------------
Sec. 922............................. Extension of Know Complete............... Effective upon
Before You Fly Enactment.
Campaign.
----------------------------------------------------------------------------------------------------------------
Sec. 923............................. Public aircraft Complete............... Effective upon
definition. Enactment.
----------------------------------------------------------------------------------------------------------------
Sec. 926............................. Public Safety Use of Complete............... Effective upon
Tethered UAS. Enactment.
----------------------------------------------------------------------------------------------------------------
Sec. 927............................. Extending Special In Progress............ FAA is on track to
Authority for Certain develop related
Unmanned Aircraft guidance for UAS
Systems. operators by summer
2025.
----------------------------------------------------------------------------------------------------------------
Sec. 929............................. Applications for Delayed................ FAA has failed to meet
Designation. the statutory deadline
in this section.
----------------------------------------------------------------------------------------------------------------
Sec. 930............................. Beyond Visual Line of Delayed................ FAA has failed to meet
Sight Operations for the statutory deadline
Unmanned Aircraft in this section.
Systems.
----------------------------------------------------------------------------------------------------------------
Sec. 931............................. Acceptable Levels of Complete............... Methodology published
Risk and Risk in September 2024.
Assessment Methodology.
----------------------------------------------------------------------------------------------------------------
Sec. 935............................. Protection of Public Complete............... Effective upon
Gatherings. Enactment.
----------------------------------------------------------------------------------------------------------------
Sec. 955............................. Rules for Operation of Complete............... FAA published SFAR in
Powered-Lift Aircraft. October 2024.
----------------------------------------------------------------------------------------------------------------
Sec. 961............................. Center for Advanced Complete............... FAA announced on April
Aviation Technologies 23, 2025 that Texas
(CAAT). A&M will be managing
the CAAT.
----------------------------------------------------------------------------------------------------------------
Sec. 1004............................ National aviation Complete............... Effective upon
research plan Enactment.
modification.
----------------------------------------------------------------------------------------------------------------
Sec. 1005............................ Advanced Materials Complete............... Effective upon
Center of Excellence Enactment.
enhancements.
----------------------------------------------------------------------------------------------------------------
Sec. 1006............................ Center of Excellence Complete............... Effective upon
for Unmanned Aircraft Enactment.
Systems.
----------------------------------------------------------------------------------------------------------------
Sec. 1013............................ Contract Weather Complete............... Effective upon
Observers program. Enactment.
----------------------------------------------------------------------------------------------------------------
Sec. 1018............................ Next Generation Radio Delayed................ FAA has failed to meet
Altimeters. the statutory deadline
in this section.
----------------------------------------------------------------------------------------------------------------
Sec. 1017............................ Center of Excellence Complete............... Effective upon
for Alternative Jet Enactment.
Fuels and Environment.
----------------------------------------------------------------------------------------------------------------
Sec. 1106............................ Prohibition on mandates Complete............... Effective upon
Enactment.
----------------------------------------------------------------------------------------------------------------
Sec. 1107............................ COVID-19 vaccination Complete............... Effective upon
status. Enactment
----------------------------------------------------------------------------------------------------------------

FAA REAUTHORIZATION ACT OF 2024: STAKE-
HOLDER PERSPECTIVES ON IMPLEMENTA-
TION ONE YEAR LATER

----------

WEDNESDAY, JUNE 4, 2025

House of Representatives,
Subcommittee on Aviation,
Committee on Transportation and Infrastructure,
Washington, DC.
The subcommittee met, pursuant to call, at 10:05 a.m., in
Room 2167, Rayburn House Office Building, Hon. Troy E. Nehls
(Chairman of the subcommittee) presiding.
Mr. Nehls. The Subcommittee on Aviation will come to order.
I ask unanimous consent that the chairman be authorized to
declare a recess at any time during today's hearing.
Without objection, so ordered.
I also ask unanimous consent that the Members not on the
subcommittee be permitted to sit with the subcommittee at
today's hearing and ask questions.
Without objection, so ordered.
And as a reminder, if Members wish to insert a document
into the record, please email it to [email protected].
I will now recognize myself for an opening statement for 5
minutes.

OPENING STATEMENT OF HON. TROY E. NEHLS OF TEXAS, CHAIRMAN,
SUBCOMMITTEE ON AVIATION

Mr. Nehls. May 16, 2025, marked the 1-year anniversary of
the FAA Reauthorization Act of 2024 being signed into law--a
great, great legislation. Crafting this legislation was a
monumental task that took place over the course of 2 years and
involved over 2,100 stakeholder and Member requests.
Thanks to the leadership of Chairman Graves, the largest
and most comprehensive FAA Reauthorization Act was signed into
law. This legislation touched every major sector of the
aviation industry and included provisions to ensure that the
United States remains the global leader in aviation.
Specifically, the law maintains aviation safety as the
FAA's number-one priority, as it should; contains the first-
ever general aviation title to strengthen America's general
aviation sector; addresses workforce development challenges for
qualified workers, including pilots, mechanics, and air traffic
controllers; invests in our country's airport infrastructure by
expediting project deliveries and prioritizing investments for
small and general aviation airports; ensures the safe and
efficient integration of new technologies, such as drones and
advanced air mobility; and provides necessary reforms to
enhance the passenger experience for the traveling public.
The FAA Reauthorization Act of 2024 included over 500
mandates for the FAA and the Department of Transportation to
implement over the course of 5 years. I am eager to hear from
our witnesses today about the progress that has or has not been
made in implementing the law.
Today, we have representatives from a broad cross-section
of aviation stakeholders, including general aviation, new
entrants, and commercial airlines. It is critical that we hear
from all of them as we work to ensure that this law is
implemented as Congress intended.
I want to acknowledge upfront that implementing a law of
this scale, it is no small task. It requires coordination,
persistence, and a unified effort across Government and
industry.
That said, history tells us that the relevant agencies have
often struggled; they have struggled to meet such a challenge.
In fact, numerous provisions of the FAA Reauthorization Act of
2018 and even some policy directives from the 2016 FAA
extension have yet to be implemented to this day, and, quite
honestly, that is unacceptable.
While the FAA Reauthorization Act of 2024 was
comprehensive, ambitious, and challenging, it set an achievable
timeline for implementation and reform.
Our reputation as a world leader in aviation is on the
line, but I am extremely confident that the Trump
administration, they will get it right. I look forward to
partnering with both President Trump and Secretary Duffy to
protect and maintain that hard-earned reputation.
And while progress has been made on the implementation of
the FAA Reauthorization Act of 2024, several important
provisions have been delayed, such as: section 372, the
establishment of an enhanced qualification program for
restricted airline transport pilot, ATP, certificates that
utilizes best-in-class simulator technology to ensure that we
have the best trained and safest pilots in the world; section
930, a rulemaking that will allow for scaled, safe, beyond
visual line of sight operations for unmanned aircraft systems
in United States airspace; and section 1110, a report that
provides an update on the creation of Federal and international
policies that would establish the United States as the global
leader in civil supersonic aircraft.
It is essential that this subcommittee, along with the
broader aviation community, hold the DOT and FAA accountable to
achieve the goals set forth in our legislation.
I want to thank our witnesses for being here today. I look
forward to working with each one of you to ensure this pivotal
law gets implemented on time and as intended.
[Mr. Nehls' prepared statement follows:]

Prepared Statement of Hon. Troy E. Nehls of Texas, Chairman,
Subcommittee on Aviation
May 16, 2025, marked the one-year anniversary of the FAA
Reauthorization Act of 2024 being signed into law. Crafting this
legislation was a monumental task that took place over the course of
two years and involved over 2,100 stakeholder and Member requests.
Thanks to the leadership of Chairman Graves, the largest and most
comprehensive FAA reauthorization act was signed in to law.
This legislation touched every major sector of the aviation
industry and included provisions to ensure that the United States
remains the global leader in aviation.
Specifically, the law maintains aviation safety as the FAA's number
one priority; contains the first ever general aviation title to
strengthen America's general aviation sector; addresses workforce
development challenges for qualified workers, including pilots,
mechanics, and air traffic controllers; invests in our country's
airport infrastructure by expediting project deliveries and
prioritizing investments for small and general aviation airports;
ensures the safe and efficient integration of new technologies, such as
drones and advanced air mobility; and provides necessary reforms to
enhance the passenger experience for the traveling public.
The FAA Reauthorization Act of 2024 included over 500 mandates for
the Federal Aviation Administration (FAA) and the Department of
Transportation (DOT) to implement over the course of five years. I am
eager to hear from our witnesses today about the progress that has, or
has not, been made in implementing the law.
Today, we have representatives of a broad cross section of aviation
stakeholders, including general aviation, new entrants, and commercial
airlines. It is critical that we hear from all of them as we work to
ensure that this law is implemented as Congress intended.
I want to acknowledge up front that implementing a law of this
scale is no small task. It requires coordination, persistence, and a
unified effort across government and industry. That said, history tells
us that the relevant agencies have often struggled to meet such a
challenge. In fact, numerous provisions from the FAA Reauthorization
Act of 2018, and even some policy directives from the 2016 FAA
extension, have yet to be implemented to this day.
While the FAA Reauthorization Act of 2024 was comprehensive,
ambitious, and challenging, it set an achievable timeline for
implementation and reform.
Our reputation as a world leader in aviation is on the line, but I
am extremely confident that the Trump Administration will get this
right. I look forward to partnering with both the President and
Secretary Duffy to protect and maintain that hard-earned reputation.
And while progress has been made on the implementation of the FAA
Reauthorization Act of 2024, several important provisions have been
delayed, such as section 372, the establishment of an Enhanced
Qualification Program (EQP) for restricted airline transport pilot
(ATP) certificates that utilizes best-in-class simulator technology to
ensure that we have the best trained and safest pilots in the world;
section 930, a rulemaking that will allow for scaled, safe beyond-
visual-line-of-sight operations for unmanned aircraft systems (UAS) in
United States airspace; and section 1110, a report that provides an
update on the creation of federal and international policies that would
establish the United States as a global leader in civil supersonic
aircraft.
It is essential that this subcommittee, along with the broader
aviation community, hold the DOT and FAA accountable to achieve the
goals set forth in our legislation.
I want to thank our witnesses for being here today, and I look
forward to working with each of you to ensure this pivotal law gets
implemented on time and as intended.

Mr. Nehls. I now recognize Ranking Member Cohen for 5
minutes for an opening.

OPENING STATEMENT OF HON. STEVE COHEN OF TENNESSEE, RANKING
MEMBER, SUBCOMMITTEE ON AVIATION

Mr. Cohen. Thank you, Mr. Chair.
A little over a year ago, we passed the bipartisan FAA
Reauthorization Act of 2024. It was a big, beautiful bill. It
was landmark legislation to strengthen every facet of our
aviation ecosystem.
We met with all of the groups involved, the private sector,
and we incorporated your suggestions, and we got it all in
there. There were a few things that were open for quite a few
years that were all included. Eighty provisions specifically
aimed at improving aviation safety in the U.S., while other
provisions will advance innovation and build upon the strength
of our U.S. aviation economy.
But laws and words do not save lives. It is the timely and
accountable implementation that is so important. And, today,
sadly, the stakes are higher than ever. The tragic collision
over the Potomac earlier this year really brought it to our
attention. The disturbing rise in near-misses has exposed
additional serious vulnerabilities in the system. They are
stark reminders that work to modernize and secure our aviation
infrastructure cannot wait, and we must remain vigilant in the
existing law's execution as well as be on the lookout for
solutions to new problems.
One of our most urgent needs today is to modernize our air
traffic control system. FAA data and recent assessments show
that too many of our systems are outdated, and the controller
staffing shortages are stretching an already strained
workforce, increasing operational risk.
And our previous administration tried to bring $8 billion
in to work on that. The timing didn't work and the coordination
with the Senate didn't work, but they saw the problem and had
that $8 billion request to start upgrading--continue
upgrading--they had already started with $1 billion a year--the
air traffic control system.
Nowhere has this been clearer than Newark Airport, where
ATC equipment failures and staffing challenges have disrupted
operations and raised safety concerns. Apparently, United says
that they have the best on-schedule performance of any airports
in the New York metropolitan area recently and they have the
runway completed and things should be fine in Newark. Let's
hope so.
Congress gave the FAA clear directives through the 2024
reauthorization to modernize critical infrastructure, expedite
deployment of new technologies, and hire and train the next
generation of air traffic controllers. This was not a
suggestion, it was a mandate, and we need to see results.
The Chair puts on an appearance, a facade, of being a nice,
friendly, easygoing guy. He's not. He wants this done and done
now. He will be on your case if you don't do it.
At the same time, we must ensure that the FAA keeps pace
with emerging technologies like advanced air mobility, drones,
and autonomous systems. The 2024 reauthorization laid the
groundwork, but delays in regulatory action risk ceding
America's leadership in aviation innovation to global
competitors. We cannot afford to fall behind.
Equally important is growing our aviation workforce. From
pilots and mechanics to controllers and flight attendants, the
aviation sector depends on a highly trained, highly skilled
workforce. For this reason, Congress included numerous reforms
and new programs in the FAA law to help recruit and develop the
next generation of aviation professionals and keep them safe.
Too many violent attacks on flight attendants and in the
airplanes. It needs to stop, and hopefully that will--we will
find out where we stand with that.
Unfortunately, the administration has moved swiftly in the
wrong direction, downsizing and terminating the very people and
technical expertise responsible for the law's implementation.
How much of this was the new transportation/FAA administration?
How much of it was DOGE and Mr. Musk? And maybe it was a bad
day; maybe his drugs weren't balanced or something. But they
eliminated a lot of people we needed, and that is one of the
problems we have.
It is critical that the FAA reverse this ill-conceived
course and move quickly to implement the carefully constructed
provisions of the law.
I look forward to working with Chair Nehls and our
committee leaders Graves and Larsen to begin developing a
bipartisan ATC modernization package that ensures our aviation
system is the safest, innovative, and is the most resilient in
the world.
I appreciate the witnesses for joining us today. I look
forward to hearing your perspectives on progress made and
challenges that remain as we continue our oversight of the FAA.
I yield back.
[Mr. Cohen's prepared statement follows:]

Prepared Statement of Hon. Steve Cohen of Tennessee, Ranking Member,
Subcommittee on Aviation
Thank you, Chairman Nehls.
A little over one year ago, we passed the bipartisan FAA
Reauthorization Act of 2024--a landmark law we designed to strengthen
every facet of our aviation ecosystem.
This law includes nearly 80 provisions specifically aimed at
improving aviation safety in the U.S., while other provisions will
advance innovation and build upon the strength of the U.S. aviation
economy.
But laws and words alone do not save lives. They require timely and
accountable implementation.
And today, sadly, the stakes are higher than ever.
The tragic collision over the Potomac earlier this year and a
disturbing rise in near-misses have exposed additional serious
vulnerabilities in our system.
These are stark reminders that our work to modernize and secure our
aviation infrastructure cannot wait--and that we must remain vigilant
in the existing law's execution, as well as be on the lookout for
solutions to new problems.
One of our most urgent needs today is to modernize our air traffic
control system.
FAA data and recent assessments show that too many of our systems
are outdated, and that controller staffing shortages are stretching an
already strained workforce, increasing operational risk.
Nowhere has this been clearer than at Newark Airport, where ATC
equipment failures and staffing challenges have disrupted operations
and heightened safety concerns.
Congress gave the FAA clear directives through the 2024
Reauthorization to modernize critical infrastructure, expedite
deployment of new technologies, and hire and train the next generation
of air traffic controllers.
That was not a suggestion--it was a mandate. We need to see
results.
At the same time, we must ensure that the FAA keeps pace with
emerging technologies like Advanced Air Mobility, drones and autonomous
systems.
The 2024 reauthorization laid the groundwork, but delays in
regulatory action risk ceding America's leadership in aviation
innovation to global competitors. We cannot afford to fall behind.
Equally important is growing our aviation workforce. From pilots
and mechanics to controllers and flight attendants, the aviation sector
depends on a highly trained, highly skilled workforce. For this reason,
Congress included numerous reforms and new programs in the FAA law to
help recruit and develop the next generation of aviation professionals.
Unfortunately, the Administration has moved swiftly in the wrong
direction, downsizing and terminating the very people and technical
expertise responsible for the law's implementation. It is critical that
the FAA reverse this ill-conceived course, and move quickly to
implement the carefully constructed provisions of the law.
I look forward to working with Chairman Nehls and our committee
leaders--Chairman Graves and Ranking Member Larsen--to begin developing
a bipartisan ATC modernization package that ensures our aviation system
is the safest, innovative and most resilient in the world.
I appreciate the witnesses for joining us today and look forward to
hearing their perspectives on the progress made and the challenges that
remain as we continue our oversight of FAA implementation.

Mr. Nehls. Thank you, Steve, for your kind words.
I would like to now welcome our witnesses and thank them
for being here today. Thank you all.
I will take a moment to explain our lighting system. Three
lights in front of you. Green, go, obviously. Yellow, you are
running out of time. And red, please wrap up your remarks.
I ask unanimous consent that the witnesses' full statement
be included into the record.
Without objection, so ordered.
I also ask unanimous consent that the record of today's
hearing remain open until such time as our witnesses have
provided answers to any questions that may be submitted to them
in writing.
Without objection, so ordered.
I also ask unanimous consent that the record remain open
for 15 days for any additional comments and information
submitted by Members or witnesses to be included in the record
of today's hearing.
Without objection, so ordered.
As your written testimony has been made part of the record,
the subcommittee asks that you limit your oral remarks to 5
minutes.
With that, Mr. Pleasance, you are recognized for the 5
minutes.

TESTIMONY OF DARREN PLEASANCE, PRESIDENT AND CHIEF EXECUTIVE
OFFICER, AIRCRAFT OWNERS AND PILOTS ASSOCIATION; EDWARD M.
BOLEN, PRESIDENT AND CHIEF EXECUTIVE OFFICER, NATIONAL BUSINESS
AVIATION ASSOCIATION; MICHAEL ROBBINS, PRESIDENT AND CHIEF
EXECUTIVE OFFICER, ASSOCIATION FOR UNCREWED VEHICLE SYSTEMS
INTERNATIONAL; CAPTAIN JODY REVEN, PRESIDENT, SOUTHWEST
AIRLINES PILOTS ASSOCIATION; AND SARA NELSON, INTERNATIONAL
PRESIDENT, ASSOCIATION OF FLIGHT ATTENDANTS--CWA, AFL-CIO

TESTIMONY OF DARREN PLEASANCE, PRESIDENT AND CHIEF EXECUTIVE
OFFICER, AIRCRAFT OWNERS AND PILOTS ASSOCIATION

Mr. Pleasance. Great. Thank you, Chairman, and thank you,
Ranking Member Cohen and the rest of the members of the
committee.
I am Darren Pleasance. I am the president and CEO of the
Aircraft Owners and Pilots Association, or AOPA, and I am
privileged and pleased to be here to provide testimony back on
our view on how the FAA Reauthorization Act of 2024 is being
implemented.
Just for level-setting, general aviation is essentially all
aviation that is not military and not commercial aviation. So
it is a very vibrant and diverse portion of our aviation
ecosystem. There are over 5,000 public airports, 14,000 landing
strips, heliports, and other landing facilities that make up
this important and critical part of our national infrastructure
around the country.
I would like to commend, as the chairman said, full
committee Chairman Graves and Ranking Member Larsen and this
broader committee for your great work last year, bipartisan
work, in passing the FAA reauthorization bill of 2024. It was a
landmark piece of legislation, as was alluded to a few moments
ago.
A particularly important part of that was that it included
a very specific call-out for general aviation that had never
been a part of the bill in the past. And in there, there were
specific policies and programs that directly benefit and
enhance the vitality of general aviation in this country. And
we feel very grateful for that, that work being done.
This hearing gives us the opportunity today to speak about
what is happening with the implementation, but also follows
nicely on the other work that is happening with President Trump
and with Secretary Duffy on the work to modernize ATC. It
wasn't a specific part of the bill, but it is an important
part, as Ranking Member Cohen alluded to, to ensuring that we
maintain preeminence in the world. So I look forward to being
able to speak to that.
We also appreciate--I specifically appreciate this
committee's work on creating a downpayment, let's call it, the
$12\1/2\ billion funding, to help at least get the
modernization effort going. So I appreciate that.
AOPA is a member of the Modern Skies Coalition, which is a
group of many aviation organizations across the country who are
stacking hands and aligning on the importance of ATC
modernization. And we meet regularly, and we are fully behind
the efforts of this committee to help take that from concept to
reality.
We do currently--and I think this is important not to lose
sight of--we have the safest aviation ecosystem in the world.
It remains the safest in the world. That doesn't mean we can't
be better. And so we feel strongly, as AOPA, in partnership
with others up here, that we need to continue to work together
to help make it even better into the future.
There are too many areas within the FAA Reauthorization Act
for me to speak to all of them, so I thought I would just call
out a few of them and provide perspective back on those.
One is around privacy. It is very important to pilots to be
able to maintain privacy. And there was an aspect of the bill
that required the FAA to put in place the means for pilots to
withhold their personal information and separate it, in a
sense, from the aircraft registry. That work has been done and
was just recently implemented about a month and a half ago or
so, so we feel pleased with that.
Conversely, though, we do still have concerns around the
area of ADS-B. And that has unfortunately become a term that I
suspect most of you know about because of the DC accident not
that many months ago, where ADS-B is the technology that plays
such a critical role in ensuring aircraft don't run into each
other. And, increasingly, we are seeing that technology being
used for things other than safety, whether it is collecting
fees of some sort or frivolous lawsuits or other sorts of FAA
enforcement action, which, in our view, goes counter to the
primary premise of ADS-B, which was safety. And anything that
occurs that puts safety at risk or deters people from
implementing this technology is concerning to us. So we think
there is more work to do there.
BasicMed is an area this committee, years ago, partnered
with AOPA and others in the industry to create an easier way
for pilots to get their medical so they can fly. And this
committee was able to create BasicMed in a way that allowed
more than 90,000 pilots now to take advantage of that without
any reduction in safety. The most recent FAA reauthorization
bill enhanced that, and that has been implemented, so we are
quite happy with where BasicMed has arrived today. Still more
work to be done, in partnership with Canada and others, but we
feel good about where that is.
Fee transparency is an area of concern. The GAO, as part of
the authorization bill, was required to go out and basically
ensure that the fixed-base operators around the country are, in
fact, establishing transparency with their fees and pricing so
that, as pilots use this national airspace infrastructure, we
are able to ensure they have visibility into what those fees
will be. We would like to partner with the GAO to help them do
that. We get calls almost every day on this topic, and we are
concerned about some of the egregious fees we are starting to
see at specific airports.
One other thing I will call out is aeromedical. While the
FAA ATC system needs to be enhanced and modernized, so does the
FAA aeromedical. Dr. Susan Northrup has done a tremendous job,
we believe, in moving things forward and making significant
progress. However, there is more to do, and there is a lot of
technology involved to help her and her team do what they need
to do.
So, with that, I would like to again thank the committee
for allowing us to present and opine on how things are going.
And I look forward to questions from the committee over the
balance of the morning.
[Mr. Pleasance's prepared statement follows:]

Prepared Statement of Darren Pleasance, President and Chief Executive
Officer, Aircraft Owners and Pilots Association
Chairman Nehls, Ranking Member Cohen, and Members of the
Subcommittee, thank you for the opportunity to provide the Aircraft
Owners and Pilots Association's (AOPA) perspective on the
implementation of the FAA Reauthorization Act of 2024.
AOPA is the world's largest aviation membership organization,
representing General Aviation interests of more than 300,000 aircraft
owners and pilots across the country. General Aviation consists of all
operations that are not military or commercial. These include
operations for personal use, recreational, business, medevac, law
enforcement, agriculture, firefighting, disaster assistance, just to
name a few. Our members operate at airports in thousands of communities
in every State and support the local economies in these areas.
The General Aviation fleet in the United States is the largest in
the world and consists of well over 200,000 active aircraft including
piston, turbine, and jets. To help illustrate the enormous size of this
aviation sector, in comparison, the U.S. commercial airline fleet has
about 6,000 airplanes.
For 86 years, AOPA has stayed true to its mission of protecting the
freedom to fly and I am proud and humbled to be only the 6th President
serving the Association since its inception in 1939. Guiding,
protecting, and promoting this uniquely American experience, so we can
pass it along, better than we received it, to the next generation of
aviators.
I would like to commend Chairman Graves, Ranking Member Larsen and
all members of the Committee for the bipartisan work in passing a 5-
year FAA reauthorization in the last Congress. The FAA Reauthorization
Act of 2024, Public Law 118-63, is both historic and transformative for
the GA industry, as it included the first ever General Aviation title
which gives undivided attention to programs and policies that directly
impact the unique needs of aircraft owners and pilots.
This hearing is timely given the efforts being put forward to
implement provisions included in last year's FAA Reauthorization, as
well as the recent announcement by President Trump and Transportation
Secretary Sean Duffy calling for a completely new and modern air
traffic control system.
AOPA is a member of the Modern Skies Coalition, which represents
all sectors of the aviation industry including airlines, general
aviation, airports, labor, and manufacturers. The coalition strongly
supports this modernization effort, and we look forward to
collaborating with the Committee, Congress, and the Administration to
make this proposal a reality.
Having the entire aviation industry behind this effort is both
important and unique. The time to upgrade this system is now and we
applaud the downpayment this Committee and the House of Representatives
put forward in the recent House passed Budget Reconciliation bill,
commonly referred to as the ``One Big Beautiful Bill Act.''
The leadership this Committee has shown in this area of air traffic
control modernization is commendable, appreciated, and needed.
Developing and deploying a new air traffic control system will require
constant leadership, vigilance, accountability, milestones,
benchmarking, incentives, and penalties if necessary. We cannot fail in
getting this done.
Procurement and acquisition processes also need to be streamlined,
and this effort will also require transparency and strong oversight.
With the Trump Administration, Congress, and the entire aviation
industry unified, we can and must get this done. Ensuring the FAA has
the most updated equipment and well-trained controllers is vital to
maintaining the safest, largest, and most complex system in the world.
And without a doubt, we do have the safest aviation system in the
world, and it has never been safer. But that does not mean it cannot be
safer than it is today. And we owe it to all who utilize this national
airspace system to make it as safe as it can be and to invest in the
technology and the staffing it requires to achieve that.
Impact of General Aviation
General aviation in the United States provides a significant
economic impact both nationally and to the communities in which we all
live--a $339 billion dollar industry supporting more than 1.3 million
jobs.
Through the network of more than 5,000 public-use airports across
the country as well as over 14,000 privately owned landing facilities,
heliports, and airstrips nationwide, general aviation is an integral
part of our nation's transportation system.
As I mentioned earlier, General Aviation also provides significant
and critical public benefits. These vital operations include emergency
medical personnel and supplies delivery, disaster relief and recovery,
search and rescue, humanitarian assistance, law enforcement,
agricultural aviation activities, and much, much more.
General Aviation Safety
While aircraft accidents often make headline news, what does not is
the enormous size and scope of General Aviation, which comprises more
than twenty-six million flight hours per year, representing more than
thirty million takeoffs and landings by hundreds of thousands of
General Aviation pilots.
The AOPA Air Safety Institute publishes safety data annually, which
reviews General Aviation accidents and analyzes trends in the data. In
fact, General Aviation has seen a declining accident and fatality rate
for more than 30 years. Since the early 1990s, the accident rate has
dropped 45 percent, and the rate of fatal accidents has fallen even
more--55 percent.

General Aviation Accident and Fatal Accident Rates (1993 2022)

[GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]

The graph shows the total accident and fatal accident rates for
general aviation since 1993. Source: AOPA Air Safety Institute and
National Transportation Safety Board.

According to the most recent FAA General Aviation and Part 135
Activity survey, there were more than 214,000 active General Aviation
aircraft in the fleet. The FAA calculates that General Aviation pilots
collectively fly about 28.5 million hours each year--more than 78,000
hours per day.
At AOPA, we are always working to educate and inform pilots to
further improve aviation safety. On April 1st, the AOPA Air Safety
Institute--with support from more than two dozen other organizations
and the FAA--launched the National Pause for General Aviation Safety.
Over a six-month period, pilots are being asked to take a timeout to
focus on safety and review a variety of videos, courses, and articles
that cover every type of GA flying. Pilots are encouraged to visit
GAsafe.org to learn more.
FAA Reauthorization Implementation
Implementing the provisions from the 2024 FAA Reauthorization Act
is imperative to address the challenges facing the aviation industry
and I will briefly discuss the status and implementation of a number of
key provisions that directly and positively impact General Aviation.
Pilot and Aircraft Privacy
Pilot and aircraft privacy is an important issue. As you know,
FAA's 2020 Automatic Dependent Surveillance-Broadcast (ADS-B) out
mandate required pilots flying in most controlled airspace to equip
their aircraft with this safety enhancing technology. More than 112,000
General Aviation aircraft are now equipped at a direct cost of more
than half a billion dollars.
ADS-B out is an aviation surveillance technology that identifies
the position of an aircraft and regularly broadcasts its position to
controllers and other aircraft that have an ADS-B in receiver. The
broadcast also provides altitude, speed, direction, and the aircraft's
N-number. AOPA fully supported the 2020 mandate as we were assured ADS-
B data would only be used to improve air traffic safety and airspace
efficiency.
Unfortunately, we are now seeing ADS-B data being used for many
other non-safety related areas including enforcement actions, frivolous
lawsuits where complainants are suing for nuisance, trespass, and
intentional infliction of emotional distress for aircraft flying in
full compliance with FAA requirements.
Pilots are now being forced to pay expensive legal fees to defend
themselves against these questionable enforcement actions and frivolous
lawsuits.
Moreover, a cottage industry has emerged, and companies are now
contracting with public-use airports to collect fees from pilots by
gleaning ADS-B data, specifically the N number and then running it
against the FAA's aircraft registry to obtain the name and address of
the pilot.
These actions bring numerous safety and individual privacy concerns
and are a strong deterrent for other pilots to equip with this safety
technology.
In Montana, legislation to prohibit the use of ADS-B data for fee
collection was recently signed into law by the governor. Similar
legislation was also introduced in Minnesota. In order to avoid a
patchwork of laws across the country, we strongly encourage the
Committee to act in developing a national policy that ensures ADS-B
data is not used for fee collection but used for its intended purpose,
air traffic safety and airspace efficiencies.
To also help address the privacy concerns of aircraft owners, this
committee included a key provision, section 803, in the FAA
Reauthorization Act of 2024. The act required the FAA administrator to
establish, no later than 2 years after enactment, a procedure for a
private aircraft owner or operator to withhold from broad dissemination
or display by the FAA, the registration number and other similar
identifiable data such as personally identifiable information of the
aircraft owner or operator.
In response to section 803, the FAA announced this past March that
the Civil Aviation Registry Electronic Services (CARES) system now
allows aircraft owners to voluntarily request that their name and
contact information be withheld from public access. This is a good step
forward and we applaud the Committee for including this provision in
the FAA Reauthorization Act of 2024 and the FAA's prompt action.
Pricing and Fee Transparency
The FAA Reauthorization Act of 2024 requires the Government
Accountability Office (GAO) to conduct a study on the efforts of Fixed
Based Operators (FBOs) to meet their voluntary commitment to improve
the online transparency of prices and fees for all aircraft. AOPA has
routinely heard from pilots across the country who are frustrated when
they are levied with unexpected fees or are required to submit their N
number in order to find out what they will be charged.
Most airports and FBOs across the country provide services to
pilots at a fair and reasonable price. But for years, we have received
complaints nearly every day from pilots being charged with egregious
fee pricing.
The types of fees charged to pilots by some FBOs may include tie-
down fees, overnight parking fees, facility fees, infrastructure fees,
access fees, security fees, handling fees, habitat fees, and special
event fees. Some of these fees may be waived with the purchase of fuel
but pilots are simply asking for fair and reasonable fees and prices,
in conformance with FAA grant assurance requirements.
AOPA led a voluntary industry campaign known as ``Know Before You
Go'' to encourage FBOs to make their fees publicly available and while
a vast majority of FBOs now openly disclose their pricing, many still
do not.
We are hopeful the GAO will reach out to AOPA as it develops its
report, as required by the FAA Reauthorization Act of 2024, to access
industry compliance with this voluntary program. The report is due to
Congress later this year.
In 2024, Signature Aviation, the largest FBO chain in the United
States with more than 130 locations and owned by a private equity firm,
took a positive step forward in responding to AOPA's call for fair and
reasonable fees by lowering and standardizing its handling fees for
piston aircraft at nearly all its locations. We applaud this effort and
hope to see other large chain FBOs develop similar fair and reasonable
pricing models for all non-commercial operators, regardless of aircraft
type.
As you know, during last year's FAA Reauthorization process, AOPA
was joined by nearly six hundred aviation organizations across the
country in calling for fair and reasonable FBO fees in conformance with
current FAA requirements. Unfortunately, this bipartisan commonsense
amendment, offered by Representative Jay Obernolte (R-CA) and
Representative Matt Cartwright (D-PA), was tabled in the Rules
Committee.
We understand airports have financial needs, but we also believe
they should be held accountable to FAA grant assurances that require
any fees collected, either by an airport or a FBO, to be fair and
reasonable.
Expansion of BasicMed
AOPA has and continues to advocate tirelessly for medical reform.
We are pleased the FAA Reauthorization Act of 2024 includes the
expansion of BasicMed (section 828). The law Increased the maximum
certified takeoff weight of a covered aircraft to 12,500 pounds (up
from 6,000 pounds), increased the number of allowable passengers in a
covered aircraft to six (up from five), and increased the allowable
number of seats in a covered aircraft to seven (up from six). Since the
program's inception in 2017, more than 90,000 pilots have qualified to
safely fly with BasicMed privileges. The FAA's final rule implementing
the expansion of BasicMed went into effect on November 18, 2024.
It is important to point out that in its congressionally mandated
reports, the FAA concluded BasicMed has no statistically significant
impact on safety when comparing pilots flying under BasicMed to those
with a third-class medical certificate.
Interestingly enough, many countries, large and small, have medical
standards that, similar to BasicMed, allow licensed medical physician
to conduct a physical exam on private pilots. Moreover, Mexico, The
Bahamas, Dominican Republic, Puerto Rico, U.S. Virgin Islands, American
Samoa, Commonwealth of the Northern Mariana Islands, Federated States
of Micronesia, Guam, Republic of the Marshall Islands, and the Republic
of Palau all authorize private pilots to fly with BasicMed privileges.
AOPA continues to work to expand acceptance of BasicMed to Canada and
appreciates the Committees inclusion of language in the FAA
Reauthorization encouraging the FAA to pursue this issue with Canada.
We also appreciate the Committee including a provision requiring
the FAA to stand up an Aviation Medical Working Group to develop
recommendations intended to modernize the agency's medical processes
and systems for pilots. This is an area that needs significant
attention, especially the need to address extensive delays many pilots
are experiencing with their medical applications. I am pleased,
however, to report that the FAA has stood up this Working Group, as
outlined in the FAA Reauthorization, and I commend the leadership of
Federal Air Surgeon, Susan Northrup, for tackling this issue head on.
Expiration Date on a Flight Instructor Certificate
Another provision that was fully supported by AOPA is the
expiration date on a flight instructor certificate. The FAA
Administrator was directed to issue a final rule for the rulemaking
activity titled `Removal of the Expiration Date on a Flight Instructor
Certificate' no later than 18 months after enactment. The final rule
went into effect on December 01, 2024, removing the expiration date
from flight instructor certificates, while maintaining recurrency and
recent experience requirements.
Issuance of Letters of Authorization to Airmen
As a result of section 806 of the FAA Reauthorization Act of 2024,
championed by Chairman Graves, the FAA has updated its guidance on
authorizations to fly piston warbird airplanes by giving certain
experienced pilots an easier path to add type-specific privileges. This
is a positive step for this historical and highly active segment of
General Aviation.
Eliminate Aircraft Registration Backlog
In recent years, the FAA's aircraft registration system caused
significant delays with a chronic backlog of aircraft registration
hitting a peak of 190 days in 2022. We appreciate the leadership of
this Committee by including language in the FAA Reauthorization Act
requiring the FAA to take necessary actions to reduce the aircraft
registration backlog at the Civil Aviation Registry. The FAA recently
testified that it has addressed the backlog and is now processing
applications within an average of ten business days or less.
Unleaded Fuel and EAGLE Initiative
As you know, the FAA and industry stakeholders representing every
corner of aviation have a vested interest in the safe transition to
unleaded fuel for general aviation aircraft. Working together through
the FAA and industry Eliminate Aviation Gasoline Lead Emissions (EAGLE)
initiative, our goal is to remove lead from all aviation fuel no later
than December 31, 2030.
However, until there is a viable unleaded fuel available fleet
wide, it is imperative that 100LL (low lead) fuel remain available. We
appreciate the leadership of this Committee for including a provision
in the FAA Reauthorization Act of 2024 that requires airports that
offered 100LL aviation gasoline for sale in 2022 to continue offering
the sale of 100LL until 2030 or the date on which the FAA certifies an
unleaded aviation gasoline alternative is available for purchase or use
by all GA aircraft operators.
Modernization of Special Airworthiness Certificates (MOSAIC)
The expansion of light sport aircraft and sport pilot privileges
has been a top priority for AOPA and the general aviation community.
The FAA's Modernization of Special Airworthiness Certificates (MOSAIC)
initiative was introduced in July 2023, and the FAA Reauthorization Act
of 2024 requires the FAA to issue a final rule for MOSAIC, no later
than 2 years after enactment. The FAA is currently reviewing more than
1,300 comments and is expected to issue a final rule in mid-2025, which
if issued in July would meet the 2-year reauthorization requirement. We
are very encouraged and supportive of this effort.
Development of Portable Low-Cost Voluntary ADS-B
The FAA Reauthorization Act of 2024 also requires the FAA
Administrator to prepare a report no later than 2 years after enactment
on the development of a suitable position reporting system for
voluntary use in covered airspace to facilitate traffic awareness and
solicit advice from industry groups including pilots and aircraft
owners.
We are aware the FAA is currently evaluating some electronic
conspicuity (EC) devices (low-power ADS-B Out), and we are expecting a
decision this year as to whether they and the FCC will approve of their
use in the US.
Conclusion
As we look to the future, the FAA Reauthorization Act of 2024 sets
us on the right path to improve the safety and efficiency of our
national airspace system. This historic legislation, with the first
ever title dedicated to General Aviation, will benefit aircraft owners
and pilots for years to come.
We appreciate the leadership of this Committee, FAA Acting
Administrator Chris Rocheleau, and those at the FAA that have had a
hand in implementing many of these important provisions in a timely
manner.
I would like to thank the Subcommittee again for holding this
important hearing and providing me with the opportunity to share AOPA's
perspective on the status and implementation of the FAA Reauthorization
Act of 2024.

Mr. Nehls. Thank you, Mr. Pleasance.
With that, Mr. Bolen, you are recognized for 5--well,
correction: I think Tracey Mann. Tracey would like to introduce
our next witness.
Mr. Mann. Thank you, Mr. Chairman.
I am honored to introduce our next witness, Mr. Ed Bolen.
Ed is the president and CEO of the National Business
Aviation Association, a position he has held since 2004, and is
also from my hometown of Salina, Kansas, and a graduate of
University of Kansas.
Through his role at NBAA, Ed represents more than 11,000
aviation companies and professionals who rely on general
aviation aircraft, advocating for the advancement of new
technologies and products, enhancing safety, and recruiting a
skilled workforce, all to strengthen the future of American
aviation.
Ed is also a past president and CEO of GAMA, as well.
So, thanks to his extensive knowledge and experience during
his distinguished career, and I appreciate him being willing to
share with us here this morning.
Thanks for being here, Ed.

TESTIMONY OF EDWARD M. BOLEN, PRESIDENT AND CHIEF EXECUTIVE
OFFICER, NATIONAL BUSINESS AVIATION ASSOCIATION

Mr. Bolen. Well, thank you for that kind introduction.
Like Congressman Mann, I am enormously proud to be a son of
Kansas and to have an opportunity to represent a great American
industry as we work together to do something really important
for this country.
Mr. Chairman, I want to begin by acknowledging a couple
things have been mentioned about safety and about the accident
on January 29th. And certainly that galvanizes us, helps us
understand the importance and the urgency of the work that we
are doing today.
I think when you discussed last year's bill, you mentioned
that it was large and that it was comprehensive. It was also
very forward-leaning. Parts of the bill, including the general
aviation title, the efforts to foster emerging technologies,
the attention to the medical records and encouraging pilots to
get help, the foundation laid on NOTAMs, and all of the efforts
on workforce are really critical.
And I think now that that bill is the law of the land, we
have a clear pathway on where we go from here.
First, it is critical that we implement that bill. And I
commend you for the hearing that was held on the 1-year
anniversary and continuing those hearings today.
I think what we are seeing is, there are parts of that bill
that are being moved out on and moved out quickly. We are
enormously pleased, for example, that the SFAR related to
advanced air mobility and the pilot training has been done, and
we are looking forward to those aircraft being certified soon.
And BVLOS was mentioned; we are anticipating action on that. So
I think a lot of good work is being done.
I think all of us need to commit to making sure that great
bill is implemented. So, that is step number one.
Step number two is, we need to move forward on the plan
that was laid out on May 8 by the Secretary and by the FAA
Administrator. I think what we recognize is that what was being
proposed, what is on the table, is something that is unique in
its scope, in its specificity, and its accountability, and,
importantly, its timelines.
The proposal focuses on modernizing by investing in people,
facilities, and equipment. And, to that end, we have the
Secretary who has called for 14,000 air traffic controllers--
highly skilled, highly motivated--and we see steps being taken
to make that a reality. That is a critical issue.
With regard to facilities, he has laid out investments that
need to be made: 6 air traffic control centers, deployment of
15 TRACONs, 15 new towers. He has made it clear that we want to
increase connectivity with broadband, with cellular, with
satellite. And he has made sure that we are focused on bringing
in the latest generation of radios and radars. And, in fact,
yesterday, I saw that he announced bringing in industry for a
conversation on how we can get this done.
I think it is really important to underscore that the
entire industry is united in this proposal under the Modern
Skies banner. I think this is probably as united as our
community has been for an investment in our air transportation
system since the creation of the Airport and Airway Trust Fund
in 1970.
I think, importantly, the community is united on getting
this done and not being distracted with debates that look to
others, including Canada with their overhyped and
underperforming models. I think what we see is the opportunity
for American innovation and American ingenuity to lead the way.
And I can't imagine a more fitting way to honor the legacy
of the families and the victims of the 29th of January accident
than having us make sure that the United States continues to
have the largest, the safest, the most diverse mix of aircraft
and operations anywhere in the world.
We want to lead and continue to have the United States be
the gold standard for all things aviation.
[Mr. Bolen's prepared statement follows:]

Prepared Statement of Edward M. Bolen, President and Chief Executive
Officer, National Business Aviation Association
Chairman Nehls, Ranking Member Cohen, and members of the
Subcommittee on Aviation, thank you for holding this hearing to address
aviation safety and the bipartisan 2024 FAA Reauthorization bill. On
behalf of the National Business Aviation Association's (NBAA's) 11,000-
member companies, I am honored to testify at this hearing.
I would like to start by acknowledging the heartbreaking accident
that took place in the shadow of our nation's Capital on January 29th.
As members of the aviation community we feel and mourn the loss of
every crewmember and every passenger. Our hearts go out to the victims
and their families. Every incident and accident is a solemn reminder
that our work to improve safety in the national airspace system (NAS)
is not done.
A year ago, Congress, led by this Committee, laid the foundation
for a safer, more efficient NAS with a comprehensive, bipartisan five-
year FAA Reauthorization bill that:
Included the first ever General Aviation (GA) Title;
Enhances flight security;
Ushers in the next generation of aircraft;
Modernizes medical standards, allowing crewmembers to get
the help they need;
Upgrades the NOTAM system; and
Develops the future workforce.

With the Reauthorization bill now the law of the land, the path
forward is clear.
One, we must ensure the implementation of the bill. The good news
is that, with the strong oversight of this Committee, that is beginning
to happen. For example, the FAA has already published the rules for
operating powered-lift air taxis and evaluated check pilot
requirements.
Two, we urgently need to make a massive investment in our national
airspace system--in people, facilities, and equipment.
On May 8th, Secretary Duffy unveiled the Administration's Air
Traffic Control (ATC) Modernization Plan. It is a plan that is unique
from any before it--in its scope, specificity, accountability, and the
fact that it establishes a clear deadline. By the end of 2028, the plan
calls for an investment in people that will provide the United States
with over 14,000 well-trained and highly skilled air traffic
controllers. The plan calls for us to invest in facilities by building
six new state-of-the-art air traffic control centers, and new radars,
radios, and other equipment.
The investment in people, facilities, and equipment that the
Administration is proposing is a national imperative. The system is
under stress. We are at a unique moment in time--one that calls us to
honor the legacy of those we've lost and to meet the challenges with
American innovation, ingenuity and decisive action.
The entirety of the aviation industry, including airlines, general
aviation, airports, and labor has come together, through the Modern
Skies Coalition, in support of the ATC modernization plan. Not since
the establishment of the Airport & Airway Trust Fund in 1970 has the
entire aviation industry been this united and focused in its support
for major investment in our air transportation system.
Importantly, the Coalition has stated that it opposes any effort
that would distract from the Administration's plan. That includes any
effort to model the U.S. system on the type of overhyped and
dramatically underperforming models in Canada and the United Kingdom.
We are world leaders in every aspect of aviation. We have the
opportunity to ensure that is true for decades to come.
GA Action on Safety
These recent events serve as a stark reminder of the critically
important role of safety. The business aviation industry holds safety
as a core value guiding our actions every day and every flight. Despite
the perception based on recent high-profile events, fatal accidents are
trending down. Preliminary data indicates there were fewer fatal
accidents in the first part of 2025 than 2024. This continues a longer
trend. Over the past 30 years, the GA fatal accident rate fell by 60%.
Still, NBAA and the general aviation community are committed to further
reducing the fatal accident rate. The General Aviation Joint Safety
Committee set a goal in 2019 to reduce the fatal accident rate by an
additional 10%. The community remains on pace to exceed that safety
goal.
The business aviation community works hard not only to be safe, but
to be perceived as safe. In response to incidents and accidents this
year, the general aviation community launched a National Pause for
General Aviation Safety to reflect on safety and commit to working
together towards further improvements.
NBAA and others have teamed up to make tools and resources
available. For instance, the Aviation Safety Information Analysis and
Sharing (ASIAS) program allows the entire aviation community to pool
data for beneficial safety improvements. As data analysis tools become
more accessible, we expect this tool to become even more important.
NBAA is also supporting increased use of data sharing to continually
refine safety training; recommitment to a just-culture framework for
accident assessment; and continued adoption and implementation of
safety management systems (SMS).
Modernizing ATC: A National Imperative
The ATC system is in urgent need of an infrastructure overhaul and
staffing support. In addition to the implementation of the FAA
Reauthorization Act of 2024, Congress and the administration can help
improve the safety and efficiency of the NAS by advancing DOT's ATC
modernization plan.
Modernizing America's ATC infrastructure is essential for enabling
the numerous advantages of business aviation in the United States. We
thank you for committing $12.5 billion as a downpayment towards
infrastructure improvements and air traffic controller hiring. It will
enable the modernization of critical infrastructure such as air traffic
control towers, terminal approach facilities and centers, radar and
ground stations, telecommunications hardware, and automation software.
It will help retain and recruit controllers, and accelerate training
for new recruits--strengthening a workforce that is stretched thin.
However, the system needs $18.5 billion in additional funding over the
next three years, to make these urgent capital improvements and realize
the benefits of modern technology or we will repeat the failures of the
past. Minor investments over multiple decades led to a system that
required the ``dumbing down'' of new technology to integrate into old
legacy systems, never allowing the NAS to enjoy the full benefit of
cutting edge tools and equipment.
NBAA and the Modern Skies Coalition are unified in our support for
this historic funding infusion. However, the Coalition is aligned
against privatizing the air traffic control system. Privatized foreign
air traffic control systems held up as models of modernization suffer
from controller shortages, massive system delays, technology
breakdowns, and repeated calls for transparency and leadership. Most
alarmingly, the International Civil Aviation Organization recently
found that Canada's safety oversight of Nav Canada has fallen
dramatically over the past twenty years, assigning a ``C'' grade to the
agency. Instead, we are committed to investing in the safety and
efficiency of the nation's air transportation system.
These investments ensure the FAA has the tools, facilities,
workforce and equipment it needs to safely manage 50,000 flights daily,
transporting more than 2.9 million passengers across 29 million square
miles of airspace.
It will enable business aviation to continue transporting people
and cargo, conducting air medical flights for organs and patients,
providing natural disaster response and helping businesses be more
competitive--connecting communities in every state and nearly every
congressional district, especially those with little or no airline
service. Business aviation bolsters our national economy with 1.3
million American jobs and $340 billion in economic output.
Prioritizing FAA Reauthorization Implementation
As important as ATC modernization is the implementation of the FAA
Reauthorization Act of 2024, which recognizes the importance of the
General Aviation sector and the safe integration of new entrants, it
also ensures that America will continue to lead the world in aviation
safety, security, sustainability, innovation, workforce development and
investment in airports.
Overdue Overhaul of NOTAM System
The FAA is in the midst of making long-needed improvements to the
Notice to Airmen (NOTAM) system. When the nation's air traffic came to
a halt for the first time since 9/11, it became clear we could not wait
to overhaul the FAA's primary tool for notifying pilots and flight
planners about hazards en route or at their destination. The FAA
expects to deploy the new version of this critical system by September
2025. The welcome upgrade will ensure reliability and better
information for flight crews, resulting in higher levels of safety, and
there are valuable lessons to be learned in the context of ATC
modernization, from the agile acquisition process that was used to
implement the new system.
Strengthening Flight Security--Sec. 803
In the FAA Reauthorization Act of 2024, Congress recognized the
importance of flight security by directing the FAA to restrict the
publication of personally identifying information that could compromise
security. The FAA announced in March an option to not disclose personal
security information on the aircraft registry. This action mitigates
threats to security, while maintaining the ability to perform necessary
functions, such as maintenance, safety checks, and regulatory
compliance. The business aviation community is engaging in public
comment to ensure the enactment of this provision avoids any unintended
consequences, such as restricting access to important information
necessary to conduct aircraft transactions and meet other regulatory
requirements.
Maintain U.S. Leadership in Advanced Air Mobility--Title IX, Subtitle B
The FAA Reauthorization Act of 2024 includes the first-ever
Advanced Air Mobility (AAM) Subtitle. This accomplishment recognizes
the impact of new entrants. As the U.S. competes to lead the world in
the era of air taxis, decisive and ambitious action is needed by the
FAA, and this bill provides the foundation to do so.
It is crucial to our nation's ability to maintain global
competitiveness and leadership in aerospace that innovation be safely
and efficiently brought to market in the U.S. The FAA Reauthorization
Act of 2024 expressed Congress's desire for the United States to
position itself as a global leader in AAM, and directed the FAA to work
with manufacturers, prospective operators, and other relevant
stakeholders to ensure the safe, expeditious rollout of these aircraft.
The FAA must dedicate appropriate staffing to meet this pressing need.
Autonomous AAM operations are already happening in China. To maintain
our edge, the industry needs established certification standards and
the FAA must meet Congress's mandate to work transparently with
industry and stick to certification timelines. Only with diligence,
transparency, and collaboration will this technology be made in the
USA.
Center for Advanced Aviation Technologies--Sec. 961
Senator Cruz recently announced the FAA's new Center for Advanced
Aviation Technologies will have a home in Texas. The center of
excellence will support the testing and advancement of new and emerging
aviation technologies, including autonomous AAM. The support has been
welcomed by the innovative new entrants coming to our airspace. Yet,
the FAA must accompany the center of excellence with the required
demonstration zones and testing corridors, which will allow them to
validate technologies and air traffic requirements, or risk falling
behind foreign competition.
FAA Research and Development--Sec. 1044
The Reauthorization bill required the FAA to submit a report by
February 2025 on the FAA's actions and progress using research and
development to inform FAA certification guidance and regulations for
autonomous flight and remotely piloted operations beyond visual line of
sight (BVLOS). To fully unlock the potential of these new technologies
and keep pace with foreign regulators, we need an update on the status
of this report and assurance from the FAA that they are prioritizing
the integration of autonomous and BVLOS operations.
Powered Lift Special Federal Aviation Regulation--Sec. 955
The FAA made significant progress in ushering in the next
generation of aircraft in October 2024, when they published the Powered
Lift Special Federal Aviation Regulation (SFAR) in accordance with
Section 955 of the Reauthorization at NBAA's Business Aviation
Convention and Exhibition. The SFAR included standards for pilot
qualifications, established energy reserve requirements, and provided a
mechanism for future performance-based rules. While creating the first
new aircraft category in two generations is a welcome step, the FAA
must continue to ensure requirements match reality as these aircraft
gain experience in the years to come.
Autonomous Operations
America has long been the world leader in aviation and innovation.
However, our competitive edge is at risk. Other countries are flying
powered lift vehicles, and China is conducting autonomous operations.
In addition to establishing a national airspace lab like the Center for
Advanced Aviation Technologies, the FAA must take steps to ensure
autonomous operations will seamlessly integrate into the airspace. Only
with appropriate staffing and clear certification guidelines will the
FAA facilitate timely entry into service of this historic new aircraft
type.
These provisions, with Congress's ongoing oversight and leadership,
ensure that America remains the world leader in innovation and
aerospace.
Facilitate Scalable SMS Implementation--Sec. 308
The FAA's Part 5 SMS regulation provides a structured framework for
operators of all sizes to manage safety risks systematically and
effectively. The updated FAA Part 5 SMS regulations expand the
requirement for implementing an SMS to more organizations, including
Part 91.147 air tour operators and Part 135 on-demand, air charter
operators. NBAA and the FAA provide numerous resources to guide
operators through the SMS implementation process, aiding compliance
with national and international standards in the next two years.
It is imperative that every SMS policy reiterate the scalable
nature of SMS. The rule itself is high-level, requiring operators to
address the four pillars of SMS: safety policy, safety risk management,
safety assurance, and safety promotion. But, the devil is in the
details. Alongside the Part 5 regulations, the FAA also updated its
advisory circular, inspector guidance, and safety assurance system.
Each of these documents must reinforce scalability.
The complexity of policies safety inspectors deem acceptable will
drive the burden of this regulation. What works for one operation may
not be appropriate for another. Policies that work for a major airline
may not be appropriate for a charter operator with a single aircraft
and a single Pilot in Command. Regulators may have difficulty
understanding what a small--or very small--organization is capable of
doing, and how to adjust and adapt the framework so that it can work
for everybody
For example, some businesses elect to certificate their flight
department under part 135, opting for the oversight and higher safety
standards. When, prior to the mandatory rule, some of these
certificated business flight departments opted to seek FAA approval of
voluntary SMS, some FAA inspectors had difficulty understanding that
these organizations were different from 121 air carriers. The
inspectors balked at scaled policies and unique reporting structures.
It took months to sort out. Rather than focus on implementing the
safety program, these flight departments were forced to divert
resources to fight unclear, unscaled policies.
Getting bogged down in bureaucratic policies will detract from the
safety-enhancing capability SMS can provide to flight operations.
Congress must continue to oversee the FAA's implementation of scalable
SMS requirements.
Embrace Modern Medical Protocols--Sec. 411 and 413
Medical processes and understanding continuously undergo review and
evaluation. They evolve with modern science. However, the FAA's
protocols and standards remain woefully outdated and in need of reform.
Fortunately, the Reauthorization bill directed the FAA to begin
modernizing.
The medical modernization efforts are already underway. The FAA
concluded a pilot mental health rulemaking committee last year with
leadership from NBAA. And, this spring, the FAA kicked off two working
groups that will support reviewing medical processes, policies and
procedures, ensuring timely and efficient certification of airmen. The
modernization effort will result in updates to the Guide for Aviation
Medical Examiners. The updates will in turn provide better insight for
pilots into what medical examiners are looking for and what might cost
the pilot his or her medical.
The medical modernization effort and sufficient staffing of the
office remain critical to safety. Pilots and others holding FAA medical
certificates must be confident in the medical certification process to
feel comfortable seeking the help and treatment they need. An outdated
system risks pilots flying with undiagnosed or untreated maladies. An
understaffed medical office means pilots needlessly wait for paperwork
to be reviewed. A modern, adequately staffed medical certificate
program can provide pilots confidence that they will be able to return
to the cockpit after visiting a doctor.
Withholding a pilot's medical certificate for mental health or
other issues means not only that the pilot cannot pursue a livelihood,
it means they cannot feed their families. When a pilot visits a doctor
today, the pilot does not know if or when he or she will be able to
return to flying. The FAA's head medical professional, Dr. Susan
Northrop, has often said that if we can track a delivery pizza order,
we should be able to track something so much more important--the review
and approval of medical certificates. Congress should continue to
monitor the development of this secure medical certification portal and
tracker, which will provide insight on if and when pilots can return to
their profession.
Harmonize Supplemental Oxygen Rules--Sec. 834
It remains critical that the FAA continue to modernize safety
regulations, including regulations related to supplemental oxygen. Sec.
834 directs the FAA to issue a notice of proposed rulemaking that would
harmonize part 135 supplemental oxygen requirements with the rules for
part 121. Harmonization will enhance communication, decrease the
chances of spreading contagions, reduce fatigue, and reflect the
reliability of modern aircraft.
Embrace Digitization and Bring FAA into the 21st Century--Sec. 220
The FAA must continue to modernize. Congress required the FAA to
bring three paper based certification processes into the digital era.
Within six months of the bill, the FAA must identify three
certification processes that could be replaced with internet-based data
management processes that allow applicants and the FAA to track
progress. Outdated, bureaucratic processes remain a barrier to
aerospace innovation and efficient aviation operations. The FAA must
begin stepping into the modern era by digitizing analog processes to
reduce backlogs and ensure American aviators and American businesses
keep up with foreign competitors.
Elevate the Office of Rulemaking--Sec. 202
Congress required the FAA to elevate the agency's rulemaking
function by establishing an Assistant Administrator for Rulemaking and
Regulatory Improvement. The role is critical for improving safety;
establishing priorities aligned with the Administration; reviewing
burdensome and inefficient or outdated rules; coordinating with other
Federal entities; and promulgating regulatory updates that are in the
best interest of the public. The FAA repeatedly claims they only have
the capacity to pass a handful of rules each year, so it is imperative
that a leader ensures the process is efficient and well prioritized.
Bolster the Aerospace Workforce--Title IV
I commend Congress for its bipartisan collaboration with NBAA and
others to include workforce-focused provisions in the FAA
Reauthorization Act of 2024. Investing in a highly trained and
dedicated workforce is absolutely paramount not just for industry, but
for the citizens, companies and communities that depend on it. By
dedicating all of Title IV to workforce development, Congress
recognized the importance of addressing the aerospace workforce. This
legislation addresses and removes barriers for individuals pursuing
careers in aviation, broadens the industry's workforce pipeline, and
improves training standards.
Analysts predict that hundreds of thousands of aviation
professionals with a diversity of skill sets will be needed in the
coming decades. However, barriers to growing the needed workforce
include financial obstacles, cultural barriers, and limited access to
information. The Youth Access to American Jobs in Aviation Task Force,
Bessie Coleman Women in Aviation Advisory Committee, and national
strategic plan for aviation workforce development underscore the
importance of recruiting, retaining and engaging aviation talent. These
initiatives will energize the work needed to remove existing barriers
and ensure a large, qualified and diverse cohort of professionals is
equipped to lead the industry into the future.
Meeting the Moment
America has the safest, largest, most diverse, and most efficient
aviation system in the world. Yet, the system is under stress, which
increases risk and decreases efficiency. We must take action. Last
year, Congress passed comprehensive, bipartisan legislation that would
repair historic systems, reinforce current programs, and pave the way
for the future. We stand ready to help the Congress and the
Administration take additional steps to make an urgent investment in
ATC modernization.
Thank you to the subcommittee for holding this hearing. NBAA looks
forward to working alongside Congress and the FAA to maintain and
improve safety in air transportation and ensure the U.S. remains the
global leader in aviation.

Mr. Nehls. Thank you, Mr. Bolen.
Mr. Robbins, you are recognized.

TESTIMONY OF MICHAEL ROBBINS, PRESIDENT AND CHIEF EXECUTIVE
OFFICER, ASSOCIATION FOR UNCREWED VEHICLE SYSTEMS INTERNATIONAL

Mr. Robbins. Thank you, Chairman Nehls, Ranking Member
Cohen, and distinguished members of the committee.
I am Michael Robbins. I am the president and CEO of AUVSI.
We are the world's largest trade association representing the
uncrewed systems, robotics, and autonomy industry. And I am
delighted to be here with you today representing our members in
the UAS, or drone, and advanced air mobility industries.
It is a particularly significant week for our industry,
particularly the drone side, as we expect that the Trump
administration will release a series of Executive orders on the
drone industry this week, reflecting the growing national
priority placed on uncrewed systems.
And while we await the official details, AUVSI has been
working closely with the administration, engaged throughout
this process, and stands ready to work with both the White
House and Congress to accelerate safe integration, enhance
security, and strengthen U.S. leadership.
AUVSI, like our colleagues, commends this committee's
leadership in crafting and passing the FAA Reauthorization Act
of 2024, which obviously represents a strong, bipartisan
commitment to strengthening safety, fast-tracking innovation,
and preserving U.S. leadership in global aviation.
And our industry, in particular, welcomed the clarity and
direction the law provided in specific titles which will guide
the safe and scalable integration of drones and AAM
technologies into the national airspace, including mandating
performance-based rulemaking and expanding certification
pathways.
But, as mentioned, legislation is only the beginning. The
promise of this reauthorization and its impact on jobs and
public safety, infrastructure, and, importantly, global
leadership and competitiveness depends entirely on how well and
how quickly the law is implemented.
Today, we are going to highlight where the FAA is making
progress, where it is falling behind, and how this committee's
continued oversight is critical to meeting the full potential
of the law.
So, a few key points.
First, we appreciate the FAA's recent momentum in approving
more waivers and exemptions for beyond visual line of sight, or
BVLOS, operations. These approvals are indeed driving real-
world value in public safety, infrastructure inspection,
agriculture, disaster response, and more.
However, these case-by-case waivers are not a substitute
for a comprehensive rule, and they do not allow the industry to
scale. This delays investment, operational planning, and public
benefit.
As Chairman Nehls mentioned, section 930 of the
reauthorization law set firm deadlines for the long-awaited
part 108 BVLOS rule. The first of those deadlines has been
missed, and it has been missed, as of today, by 261 days. And,
yep, we are counting, because every day matters to our
industry.
We got very close last year after a valiant effort by the
FAA to move the rule forward, but, ultimately, bureaucracy won.
Today, due to the leadership of Secretary Duffy and
Administrator Rocheleau, the draft rule is back at the White
House for the interagency review, and we have urged the
immediate release of the draft.
And, again, it is a draft. We have repeatedly reminded the
regulators that this is only a step in the process and it is by
no means the end of the rulemaking. And, accordingly, perfect
should not be the enemy of the good for a draft.
We urge the administration to maintain momentum and deliver
a final rule as close as possible to the original statutory
deadline.
And that same urgency applies to section 2209 of the 2016
FAA Extension Act, reaffirmed in section 929 of the 2024
reauthorization, directing the FAA to establish a process for
critical infrastructure operators to petition for restrictions
on drone flights near sensitive sites. Nearly a decade later,
that process still doesn't exist.
Beyond rulemaking, the FAA must also move quickly to
implement section 906, which directs the agency to study and
adopt electronic conspicuity solutions.
In an increasingly complex airspace, especially at lower
altitudes, situational awareness is vital. As my colleague at
AOPA mentioned, ADS-B coverage is limited and not mandated in
all airspace, and many types of aircraft lack broadcast
capability.
But electronic conspicuity technologies available in the
marketplace today and used elsewhere in the world can help
scale and close that gap, enhancing safety and driving us
towards a zero-collision airspace. This technology enables
mutual awareness between all aircraft, protecting safety and
privacy, while enhancing operational flexibility. And the FAA
should move swiftly to approve and promote these technologies.
We would also like to thank this committee, as well as
Secretary Duffy and Administrator Rocheleau, for moving boldly
with plans to upgrade our aging air traffic control system.
AUVSI is also a proud member of the Modern Skies Coalition, and
we urge that modernization investments include low-altitude
airspace awareness and digital infrastructure investments to
ensure the future national airspace can safely accommodate both
crewed and autonomous operations at scale.
Thank you for your leadership and for holding this
important oversight hearing. The FAA Reauthorization Act offers
a bold roadmap for the future of aviation. Now it is time to
execute.
Thank you. I look forward to your questions.
[Mr. Robbins' prepared statement follows:]

Prepared Statement of Michael Robbins, President and Chief Executive
Officer, Association for Uncrewed Vehicle Systems International
Introduction
Thank you, Subcommittee Chairman Nehls, Subcommittee Ranking Member
Cohen, Full Committee Chairman Graves, Full Committee Ranking Member
Larsen, and distinguished members of the Committee and Subcommittee for
the opportunity to testify before this important hearing.
My name is Michael Robbins, and I am the President & CEO of the
Association for Uncrewed Vehicle Systems International (AUVSI), the
world's largest industry association representing the uncrewed systems,
robotics, and autonomy industry. Our members create systems that
operate in the air, on the ground, and in the water across the civil,
commercial, and defense domains. Today, I am honored to appear before
the Aviation Subcommittee representing our members in the Uncrewed
Aircraft Systems (UAS or drones) and Advanced Air Mobility (AAM)
industries, as well as the UAS Detection & Mitigation industry, and
enabling and supporting technologies of these industries. On behalf of
AUVSI, thank you for the opportunity to testify on the progress and
implementation of the Federal Aviation Administration (FAA)
Reauthorization Act of 2024 (P.L. 118-63) from the stakeholder
perspective. We also commend this Committee, and your colleagues on the
Senate Commerce, Science, and Transportation Committee, for recently
holding hearings to receive testimony from government witnesses on the
progress and implementation of P.L. 118-63.
We are at a pivotal moment in aviation history, with drones and AAM
aircraft offering the potential to unlock significant benefits in both
safety and technological leadership. With those benefits will come
tremendous economic activity and workforce opportunities. Drones offer
a safe, cost-effective solution for critical operations including
public safety, precision agriculture, utilities maintenance,
infrastructure inspections, medical and package delivery, and much
more. AAM, which includes both regional and urban passenger and cargo
carrying applications, is revolutionizing propulsion systems, battery
technology, and flight controls, unlocking new opportunities in both
metropolitan and rural areas not served by traditional aviation, and
enhancing workforce productivity and safety. Companies are opening
high-rate production facilities and creating thousands of high-quality
manufacturing jobs at an increasing rate.
P.L. 118-63 was a landmark achievement for aviation policy and is
helping to drive the drone and AAM industry forward. The law reflects a
strong, bipartisan commitment to safety, innovation, and U.S.
leadership in the rapidly evolving domains of drones and AAM. AUVSI is
deeply grateful to Members of this Committee and your staff for your
sustained leadership in crafting and passing this forward-looking
legislation. Now, swift implementation of this legislation is critical
to ensuring the meaningful integration of safe, secure, and scalable
uncrewed and advanced aviation technologies into American skies. We are
therefore grateful that the Committee is holding this hearing to gather
stakeholder perspectives on implementation, executing its chief mandate
of overseeing the FAA and Department of Transportation (DOT).
We are encouraged by the law's emphasis on risk-based, performance-
oriented regulatory principles. This approach is essential to enabling
innovation without compromising safety. The inclusion of dozens of key
provisions, particularly throughout Titles IX and X, ensures the FAA is
directed to modernize its rulemaking authority, accelerate integration
of emerging technologies, and invest in workforce development. AUVSI is
closely monitoring all of these provisions, as these elements are
critical to ensuring U.S. leadership in global aviation, and
specifically in the drone and AAM industries, for decades to come.
As we evaluate implementation to date, however, we remain concerned
by slow progress in several key areas that are vital to the future of
uncrewed and autonomous flight.
Below are key P.L. 118-63 sections AUVSI urges the Aviation
Subcommittee, and broader Transportation and Infrastructure Committee,
and the FAA, to focus on as implementation continues:
Section 930--Beyond Visual Line of Sight Operations (BVLOS) for
Unmanned Aircraft Systems
Directs the FAA to issue notice of proposed rulemaking (NPRM) on
BVLOS within four (4) months of enactment to establish a performance-
based regulatory pathway for UAS to operate BVLOS. Section 930 also
directs the Administrator to issue a final rule within sixteen (16)
months of the draft rule.
The drone industry stands on the precipice of a new era. With the
appropriate risk-based regulatory framework, the United States will
lead the world in drone innovation, safety, and integration. Central to
this opportunity is the timely issuance of an enabling rule for BVLOS
operations, frequently referred to as Part 108. Studies project that
drones will contribute billions to the U.S. economy over the next
decade, enhance public safety, and create new, good-paying jobs.
However, without the BVLOS rule in place, much of that potential
remains unrealized.
Industry delivered to the FAA the FAA-chartered UAS BVLOS Aviation
Rulemaking Committee (ARC) report in March of 2022--thirty-nine (39)
months ago--however, we do not yet have a draft rule from the FAA.\1\
AUVSI appreciates the oversight of Congress on the Part 108 rulemaking,
specifically Section 930 of P.L. 118-63.
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\1\ https://www.faa.gov/regulations_policies/rulemaking/committees/
documents/index.cfm/document/information/documentID/5424
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This oversight is key, as, unfortunately, the Congressional
statutory deadline to issue a BVLOS NPRM within four months of
enactment was missed. Pursuant to Section 930, that deadline was
September 16, 2024, or two hundred and sixty-one (261) days ago. Yes,
we are counting. Every single day matters. This delay is impacting the
industry's ability to scale critical operations in public safety,
disaster response, infrastructure inspection, agriculture, delivery,
and other critical missions, and make informed business decisions.
The NPRM as drafted by the FAA was sent to DOT for review in late
July of 2024 in an attempt to meet the Congressional deadline of
September 16, 2024. AUVSI applauds the efforts of the FAA to stick to
the timeline to the greatest extent possible. Unfortunately, despite
aggressive efforts by AUVSI to unlock the rule from DOT, there it
remained until mid-November 2024, an unusually long timeline,
especially for a draft rule. Once released from DOT, the NPRM began
interagency review by the White House Office of Management and Budget
(OMB) Office of Information and Regulatory Affairs (OIRA) last year.
AUVSI, alongside our member companies and other industry stakeholders,
held multiple engagements with OMB and OIRA urging its immediate
release.\2\
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\2\ November 22, 2024 Meeting--AUVSI and Commercial Drone Alliance
(CDA) Leadership; December 2, 2024 Meeting--Public Safety/Law
Enforcement/Physical Security Sector Companies; December 3, 2024
Meeting--Third Party Service Providers; December 4, 2024 Meeting--
Agriculture Sector Companies; December 5, 2024 Meeting--Critical
Infrastructure/ Utilities/Energy Sector Companies; December 5, 2024
Meeting--Package Delivery/Healthcare Sector Companies; December 6, 2024
Meeting--Newsgathering/Filmmaking/Entertainment Sector Companies
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Unfortunately, the previous Administration did not release the
draft before the end of their term, the change in Administration, and
the temporary moratorium on new rulemakings that followed.
Under the new Administration, and the leadership of acting FAA
Administrator, Chris Rocheleau, and DOT Secretary, Sean Duffy, the NPRM
was sent back to OIRA on May 13, 2025.\3\ AUVSI urges its immediate
release and is once again meeting with OIRA staff and the interagency
team to make our case for releasing the draft rule quickly.
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\3\ https://www.reginfo.gov/public/do/eoDetails?rrid=944512
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We have repeatedly reminded regulators that the NPRM represents
only a step in the process and is by no means the end of the
rulemaking. Accordingly, perfect should not be the enemy of the good in
a draft, and instead, progress should continue to be made in the
process allowing industry, government, and other stakeholders an
opportunity to review the draft and offer feedback. Then, the FAA will
have time to adjudicate the comments and edit the rule before the
entire process of DOT, interagency, and OIRA review occurs again before
publishing a final rule.
Section 930 allows for sixteen (16) months between the NPRM and the
final rule for adjudication of comments received and for the
interagency process ahead of final issuance. That timeline is now also
off track, however, as this timeline assumed a four-month timeline to
the NPRM, which is now more than eight and a half (8.5) months off
track.
Next Steps: AUVSI asks Congress to maintain direct and regular
oversight of the FAA, DOT, and the interagency to:
Issue the Part 108 NPRM immediately.
Maintain a tight timeline for NPRM comments with no
extensions provided if requested.

We also request Congress embolden the FAA to make every effort to
stick to the statutory deadline in Section 930 for final rule issuance
to the greatest extent possible and to maintain the same encouragement
of DOT, the interagency, and OIRA, as we appreciate that the FAA does
not have full control over the final rule's release once they have
completed their work. AUVSI believes that with a tight NRPM comment
deadline, the incorporation of artificial intelligence (AI) tools to
help sort comments for adjudication, and a streamlined interagency OIRA
process, a two hundred and forty (240) day timeline from NPRM to final
rule is feasible and should be the goal. This would put the final rule
close to meeting Congress' original statutory deadline set in Section
930.
The continued stagnation on Part 108 threatens to stall broader
innovation and economic growth. Current BVLOS operations require
costly, time-consuming, case-by-case FAA approvals and rulemaking that
hinder scalability and investment. That said, for now, these waivers
and exemptions are the only way forward until the final rule is
published. Accordingly, to maintain momentum, the FAA must continue
issuing waivers and exemptions under the current framework to allow
risk- and performance-based BVLOS operations in the interim. This is
essential to enable planning, investment, and operational growth.
Positively, we have seen a dramatic increase in the rate and speed
of these BVLOS waivers and exemptions for many types of operations,
including infrastructure inspection, delivery, and public safety. This
is a great example of FAA and DOT using their own flexibility to bring
drone technology forward, which is having direct and tangible results
in 2025. AUVSI and our members applaud the FAA for their great work in
this area.
Section 202--Assistant Administrator for Rulemaking and Regulatory
Improvement
Creates an Office of Rulemaking and Regulatory Improvement, led by
an Assistant Administrator, to enhance accountability and transparency
in the FAA's rulemaking process.
Slow, opaque rulemaking has delayed critical UAS and AAM
regulations, creating uncertainty and discouraging investment.
Elevating the rulemaking function will help set clear priorities, track
progress, and address systemic and bureaucratic bottlenecks within the
FAA. Without regulatory agility, the U.S. risks falling behind in the
race for aviation leadership, with countries like the People's Republic
of China (PRC) moving aggressively to deploy and export UAS and AAM
solutions.
Next Steps: AUVSI strongly supports the creation of the Office of
Rulemaking and Regulatory Improvement and urges the FAA to:
Fully stand up the office with adequate resources and
staffing.
Appoint a qualified Assistant Administrator with a clear
mandate to prioritize UAS and AAM rules.
Publicly track timelines for rulemakings and stakeholder
engagement.

This reform is critical to restoring confidence in the FAA's
ability to regulate at the speed of innovation.
Sections 229 and 916--Advanced Aviation Industry Committees
Section 229 of the FAA Reauthorization Act establishes a
leadership-level steering committee to coordinate across the FAA's
lines of business and develop a cohesive strategy for integrating
advanced aviation technologies. This steering committee is required to
be in place by early 2025, yet to date, there has been no public update
on its structure, priorities, or membership.
In parallel, Section 916 directs the FAA to form a new ``Unmanned
and Autonomous Flight Advisory Committee,'' replacing the former
Advanced Aviation Advisory Committee, which P.L. 118-63 directed the
FAA to sunset, which happened in May 2024. This new advisory body is
intended to serve as a formal mechanism for collaboration between the
FAA and industry experts on policy and guidance for safe autonomous
aircraft operations. Again, to date, there has been no public update on
this new committee from the FAA. To ensure the two committees'
effectiveness, we strongly recommend that the FAA engage with AUVSI and
other industry stakeholders in advance to identify key issues and
confirm that the group includes senior leaders with the authority to
drive cross-agency alignment.
Next Steps: We respectfully urge the Committee to confirm the FAA's
timeline for establishing the advisory committees and to ensure that
adequate resources are committed to support their formation and ongoing
work. These two provisions and the industry advisory committees they
mandate are essential for establishing a clear FAA direction and
ensuring industry alignment as we enter the next phase of uncrewed
aviation.
Section 745--Electric Aircraft Infrastructure Pilot Program
Establishes guidance and eligibility under the Airport Improvement
Program (AIP) for a pilot program to fund ground infrastructure and
support equipment for AAM operations.
Some AAM aircraft require new ground support systems, including
charging stations and maintenance facilities. Federal support through
AIP ensures that smaller and regional airports can participate in AAM
development opening access to more markets, users, and use cases. Pilot
programs enable demonstration of emerging technologies while ensuring
public investment aligns with community needs.
Next Steps: The FAA should issue clear program guidance and
eligibility criteria, enabling airports to apply for funding and begin
preparing for AAM integration.
Section 906--Electronic Conspicuity (EC) Study
Directs the FAA to conduct a comprehensive study on EC
technologies, with the goal of improving situational awareness,
enabling safer UAS integration into the national airspace system (NAS),
and supporting scalable, cooperative operations at low altitudes.
AUVSI supports a future where there are zero air or ground aircraft
collisions. Universal adoption of EC is a way to bring this into
reality by giving all users of the NAS situational awareness of other
local users so that they can be detected and avoided.
Today, in the increasingly complex environment of the NAS,
particularly at lower altitudes where both crewed and uncrewed aircraft
routinely operate, the need for enhanced situational awareness is
intensifying. ADS-B, however, is not mandated for all airspace users
and in all airspace. While ADS-B Out is required in certain controlled
airspace under 14 CFR 91.225, large portions of the NAS user community
remain unequipped with ADS-B, with many general aviation (GA) aircraft,
as well as gliders, balloons, parachuters, ultralights, and some aerial
applicators, facing practical or technical limitations that make ADS-B
Out installation impractical. To address these gaps, there is a
pressing need for an FAA approved low-cost, low-power EC solution that
enables aircraft to broadcast their position and be detected by others
nearby, supporting safe operations across all airspace users.
Low-power, low-cost, portable EC solutions available on the
marketplace now, but not yet FAA approved, could ensure all users can
participate in a cooperative safety environment. It is noteworthy that
portable low-power EC devices are approved in other nations, including
the United Kingdom, Australia, South Africa, and New Zealand.
Importantly, low-power EC supports pilot autonomy while protecting
operator privacy and discouraging misuse of location data for
enforcement or fees. This is a key issue for adoption among certain
segments of the aviation community.
Universal EC offers a realistic, scalable path to eliminating air
and ground collisions by enabling shared visibility and mutual
situational awareness among all airspace users. As detailed in the
BVLOS ARC, drone operators are committed to yielding right-of-way to
manned aircraft broadcasting EC signals--but cannot avoid aircraft they
cannot electronically ``see.''
Next Steps: AUVSI asks Congress to ensure the FAA:
Expedites the Section 906 study and engage GA, UAS, and
public safety stakeholders to ensure diverse operational needs are
considered.
Uses study findings to define performance-based EC
standards that promote adoption, enhance safety, and support long-term
scalability across the NAS.
Adopts low-power, low-cost, portable EC technologies for
use in the NAS and drives towards a universal adoption mandate.

Universal EC is a foundational enabler of safe, cooperative flight.
Swift implementation of Section 906 will help deliver a more connected,
collaborative, and collision-free future for American aviation.
Section 907--Remote Identification (Remote ID) Alternative Means of
Compliance
Requires the FAA to establish a process for accepting alternative
methods of compliance with Remote ID regulations.
Remote ID compliance is presently hovering around 50%, which is a
strong indication that the current model is not working as intended.
Allowing alternative compliance pathways could promote technological
innovation while maintaining safety and accountability. Clear guidance
from the FAA on acceptable alternatives will reduce regulatory
uncertainty, improve airspace awareness, and encourage compliance.
Next Steps: The FAA must develop, in coordination with
stakeholders, a framework for evaluating and approving alternative
compliance mechanisms, supported by clear, risk-based criteria.
Furthermore, as it relates to the existing standard for broadcast
Remote ID, industry, the FAA, and other U.S. government agencies have
demonstrated through multiple test environments that broadcast Remote
ID can be cost-effective tool for airspace awareness and safety.
Improvements are required, however, including minimum broadcast power
standards. Furthermore, the FAA should explore, with partner agencies
like the Department of Justice (DOJ), enforcement actions for
noncompliance.
Section 908--Part 107 Waiver Improvements
Mandates improvements to the waiver process under Part 107 to
ensure it is more efficient, transparent, and predictable.
This section was key, as lengthy and burdensome waiver reviews
hinder commercial operations and discourage innovation. Many waiver
requests are for common operations with well-understood risk profiles.
These should be fast-tracked with past waiver data leveraged with the
implementation of AI tools to improve the speed and predictability of
approvals and reduce administrative burdens for industry and the FAA.
Since passage of P.L. 116-83, we have seen a significant
acceleration in the FAA's approval of BVLOS waivers and exemptions,
particularly for public safety operations, enabling broader adoption of
drone technologies that are already contributing to crime reduction
nationwide. This progress reflects the FAA and DOT's effective use of
existing authorities. AUVSI commends Congress for the inclusion of
Section 908 and the FAA for this positive shift, which demonstrates how
regulatory flexibility can deliver real-world results.
Next Steps: The FAA should continue to develop and implement AI-
powered automated workflows for routine waivers, publish clear approval
criteria, and frequently engage stakeholders to continuously refine the
process like the categorical exclusions (CATEXs) and summary grants
already seen across other UAS operations.
Section 912--Drone Infrastructure Inspection Grant (DIIG) Program
Establishes a grant program under DOT to support the use of drones
for inspecting, repairing, and constructing critical infrastructure.
Eligible recipients include state, tribal, and local governments,
metropolitan planning organizations, or consortiums of such entities.
Grants will help recipients use drones to increase operational
efficiency, lower costs, enhance worker and community safety, reduce
carbon emissions, and address other infrastructure priorities. DOT is
required to report to Congress on the program's effectiveness within
two (2) years of the first grant award. To date, funds have not been
appropriated to allow DOT to make grants.
Drones can dramatically reduce inspection times and improve data
accuracy, leading to more responsive and cost-effective infrastructure
management. Replacing manual inspections with drones can reduce risks
to workers, especially in hazardous or hard-to-reach environments.
Further, by minimizing the need for heavy machinery and long field
operations, drones can lower greenhouse gas emissions. The DIIG Program
will be a winning program for drone manufacturers, drone operators, and
governments that are in dire need of safer and more efficient
infrastructure inspection--but Congress must fund the program to get it
going now that it has been authorized.
Next Steps: AUVSI asks Congress to:
Fund the program fully at $12 million for fiscal years
2026-2028 to maximize long-term cost savings and safety gains.
Ensure timely program launch with early engagement of
eligible entities and industry stakeholders.
Promote UAS adoption in disaster-prone regions to bolster
infrastructure resilience.
Section 913--Drone Education and Workforce Training Grant Program
Directs the DOT to establish a Drone Education and Workforce
Training Grant Program, authorizing $5 million annually from fiscal
years 2025-2028 to support small UAS workforce development through
grants to educational institutions.
As the UAS and AAM industries expand, there is a widening gap in
skilled personnel, including maintenance technicians, data analysts,
and systems engineers. Community colleges, universities, and
credentialing organizations are poised to deliver UAS, AAM and
autonomous operations-specific training at scale, if provided the
necessary resources. This grant program provides a vital pathway for
underserved communities and young professionals to access high-paying,
future-oriented jobs in aviation.
Next Steps: AUVSI asks Congress to hold the FAA to the intent of
Section 913 and:
Expedite program launch and deploy grant resources in
close coordination with industry needs.
Prioritize partnerships with institutions demonstrating
inclusive access and strong job placement potential.

We urge Congress, through the House Transportation, Housing and
Urban Development, and Related Agencies Appropriations bill, to fully
fund Section 913 to ensure the success of this critical workforce
development initiative.
AUVSI commends this Committee for previously holding a hearing on
this topic on July 10, 2024, titled, ``Eliminating Bottlenecks:
Examining Opportunities to Recruit, Retain, and Engage Aviation
Talent,'' which AUVSI was honored to testify at.\4\
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\4\ https://transportation.house.gov/uploadedfiles/07-10-
2024_aviation_hearing_-_michael_robbins_-_testimony.pdf
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Section 914--Drone Workforce Training Program Study
Directs the Government Accountability Office (GAO) to evaluate the
effectiveness of the FAA's UAS Collegiate Training Initiative (CTI)
program, originally authorized in the FAA Reauthorization Act of 2018
FAA (P.L. 115-254). The program recognizes educational institutions
that prepare students for careers in uncrewed aviation through
technical instruction and industry engagement.
Over one hundred and forty (140) colleges and universities,
including four (4) Minority Serving Institutions, currently participate
in the CTI program, making it a critical pipeline for building a
skilled, diverse UAS workforce. CTIs align closely with employer needs,
engaging with FAA, industry, and public safety agencies to ensure
students are prepared for UAS careers with a strong foundation in
operational safety and regulatory compliance. Programs like AUVSI's
Trusted Operator align with CTIs to deliver advanced, standardized
training and safety credentials valued by employers, and have already
produced more than one thousand six hundred (1,600) certified
operators.\5\
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\5\ https://www.auvsi.org/trusted-operator
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Next Steps: AUVSI asks Congress to insist that the FAA and GAO:
Engage CTI institutions and industry stakeholders during
the GAO review to identify successes, gaps, and opportunities for
program improvement.
Use the study to establish metrics and best practices
that can be scaled nationally, ensuring consistency in safety, skills,
and workforce readiness.
AUVSI also recommends Congress ensure sustained support
and future investment in the UAS-CTI program as a foundational element
of national workforce development and aviation innovation.
Section 922--Know Before You Fly (KBYF)
Extends the KBYF initiative, which is now more important than ever.
KBYF, established through a partnership between the FAA, AUVSI, the
Academy of Model Aeronautics (AMA), and the Consumer Technology
Association (CTA), is a Congressional Directive authorized by P.L. 115-
254.\6\ KBYF supports educational initiatives by providing drone kits
and lesson plans to teachers for classroom and extracurricular use,
fostering a culture of safety and innovation from a young age to ensure
future generations are proficient in safe drone operations. KBYF-funded
activities also focus on Public Service Announcements (PSAs),
education, and outreach concerning safety topics such as drone
registration, Remote ID compliance, the Recreational UAS Safety Test
(TRUST), and drone participation in the Aviation Safety Reporting
System (ASRS).
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\6\ https://knowbeforeyoufly.org/home
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We are encouraged that P.L. 118-63 extends the KBYF program through
2028 and encourage Congress to appropriate full funding for the program
to ensure that ongoing education, particularly as it relates to key
issues like airspace awareness, drone registration, and Remote ID
compliance are well understood and adhered to. Examples of recent KBYF
PSAs include:
Remote ID--Are You Compliant? \7\
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\7\ https://youtu.be/5_a-5prhiBM?si=RhB6XRVSzt_w1Myu
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Remote ID--What is a FRIA? \8\
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\8\ https://youtu.be/-_ijZAIHCnI?si=ecpWANj3xrNl3SGk
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How do I Register My Drone? \9\
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\9\ https://youtu.be/pkEjAamki80?si=MA0X8Plre1aRaPsw
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Register It--Don't Regret It \10\
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\10\ https://youtu.be/aOxe_e6hjXg?si=NM5DCV_7HNRTMrOP
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Section 929--Fixed-Site Facility UAS Restrictions
Section 2209 of the FAA Extension, Safety, and Security Act of 2016
(P.L. 114-190) mandated the establishment of a process allowing
operators of fixed-site facilities--such as critical infrastructure,
oil refineries, chemical plants, stadiums, and amusement parks--to
petition the FAA to restrict or prohibit UAS operations in close
proximity to their facilities. Despite the statutory requirement for
the FAA to implement this process within one hundred and eighty (180)
days of the Act's enactment, the agency has yet to even release a draft
of the regulation nearly a decade later. Section 929 of P.L. 118-63
reinforces Congress' desire to see this provision from the 2016 law
implemented with tight timelines for action, the first deadline of
which has already been missed again, and direction to also include
state prisons in the rulemaking.
This delay has led to a fragmented regulatory landscape, with
various states enacting their own drone restrictions, resulting in a
patchwork of laws that complicates compliance for drone operators and
infrastructure stakeholders. AUVSI has worked to mitigate this
patchwork of state rules through its Drone Prepared campaign at the
state and local level.\11\
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\11\ https://droneprepared.org/home
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The Section 2209 rulemaking has been tied to the BVLOS rulemaking,
and like the Part 108 NPRM, is currently at OIRA for review. We believe
this rule may move from NPRM direct to Interim Final Rule (IFR), though
that is still yet unconfirmed as of the timing of this hearing.
Section 932--Third-Party Service Approvals
Directs the FAA to develop a streamlined process for approving
third-party service providers that support UAS, AAM, and autonomous air
operations, such as Remote ID providers, UAS Traffic Management (UTM)
systems, ground-based detect and avoid (DAA), secure command and
control (C2) links, and other critical digital infrastructure services.
The statutory deadline for action on this section passed earlier this
month on the one-year anniversary of the bill being signed into law.
The future of advanced aviation depends on a healthy ecosystem of
third-party services to deliver core safety, navigation, and compliance
functions. Today, many service providers stand ready to support
operations, but FAA approval bottlenecks are stalling deployment.
Meanwhile, other countries, including the PRC, are rapidly
institutionalizing such ecosystems. Delayed action will cede leadership
in this fast-evolving domain.
Next Steps: The FAA must publish a clear and accelerated approval
process for third-party service providers, with transparent criteria,
defined timelines, and ongoing industry consultation to ensure
scalability and safety.
Section 934--Operations Over High Seas
Directs the FAA to issue regulations enabling UAS operations over
international waters, consistent with U.S. obligations under the
Chicago Convention.
This is an issue AUVSI has been working on with the FAA for many
years to resolve, as U.S.-based UAS operators need clear authority to
conduct long-range and maritime operations in international airspace.
Prior to a change in FAA posture and interpretation of International
Civil Aviation Organization (ICAO) rules, these operations were
occurring safely and routinely from the U.S. over the High Seas. That
changed when FAA overturned past precedent and ended operations over
the High Seas for U.S.-based operators; however, not all nations made
that same decision, putting U.S. companies at a competitive
disadvantage.
Enabling operations over the High Seas supports critical missions
including border patrol, maritime domain awareness, search and rescue,
shipping logistics, offshore energy, and environmental monitoring. This
is a high priority mission set for key U.S. government agencies,
including the U.S. Coast Guard (USCG) and Customs and Border Protection
(CBP), as well as for industry. By implementing Section 934, the U.S.
can shape global norms and standards for UAS operations in
international airspace, showcasing leadership and ensuring our
priorities are at forefront of global aviation policy.
Next Steps: Congress should encourage the FAA to authorize UAS
operations over the High Seas in circumstances where the aircraft
already operate in U.S. sovereign airspace under existing approvals.
This would be straightforward, especially considering that third-party
risk in these areas can be demonstrated to be even lower than in
domestic operations where flights are occurring safely and routinely
now.
We are encouraged by the FAA's understanding of two important
distinctions:
First, between UAS certificated under a Special
Airworthiness Certificate (SAC) and those not required to hold any
certificate of airworthiness (such as those operating under Part 107 or
a 44807 exemption).
Second, between UAS used for commercial operations and
those operating for experimental purposes, including research and
development (R&D) and market surveys.

These distinctions present a meaningful opportunity for near-term
progress. Specifically, we believe the FAA can approve UAS operations
over the High Seas within U.S.-delegated Flight Information Regions
(FIRs), airspace over the High Seas where the U.S. has been delegated
responsibility by ICAO to provide air traffic control and flight
information services, even though that airspace is outside U.S.
territorial limits, under a Special Airworthiness Certificate--
Experimental Category (SAC-EC) and Certificate of Waiver or
Authorization (COA), consistent with the purpose authorized in those
approvals. This step would:
Directly benefit operators that currently are unable to
operate over the High Seas out of the U.S. but can do so in some case
out of other nations.
Provide clear national security advantages.
Demonstrate publicly that the FAA is taking a safe,
incremental approach, setting an example for other nations.

AUVSI also wants to emphasize the critical importance of U.S.
leadership at ICAO and in bilateral and multilateral efforts to develop
comprehensive frameworks for UAS operations over the High Seas.
Continued FAA engagement and leadership at the key ICAO panels, within
relevant ICAO forums, and in collaboration with international partners
at the ICAO Assembly is essential to progress.
Section 936--Covered Drone Prohibition
Prohibits DOT from entering into, renewing, or extending contracts
or awarding grants involving the operation, procurement, or contracting
of UAS, related systems, or counter-UAS technologies manufactured by
covered foreign entities, including those from the PRC. These
prohibitions apply across all DOT offices and programs.
UAS systems from covered foreign entities pose significant
cybersecurity, data privacy, and supply chain risks.\12\ Section 936
promotes the transition to trusted domestic or allied technology
suppliers for critical infrastructure and aviation applications and
supports broader federal efforts to reduce reliance on adversarial
technology in sensitive government operations.
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\12\ https://www.cisa.gov/news-events/news/release-cybersecurity-
guidance-chinese-manufactured-uas-critical-infrastructure-owners-and-
operators
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More can be done by DOT to better educate grant recipients on the
ban on grant funds being used in connection with PRC drones, and
associated replacement of existing covered drones that are owned and
operated by the agency. The full implementation of this section will
undoubtedly support these goals.
Next Steps: AUVSI asks Congress to uphold the intent of Section 936
and:
Support DOT in identifying and transitioning to secure,
U.S.-based or allied alternatives.
Fund the authorized replacement program to ensure
continued operational capability during the transition.
Encourage transparency in exemption and waiver processes
to prevent unintended loopholes.
Section 952--U.S. Global Leadership in AAM
P.L. 118-63 expressed the sense of Congress that the United States
should establish itself as a global leader in AAM, and directed the FAA
to work collaboratively with manufacturers, prospective operators, and
other relevant stakeholders to ensure the safe integration of AAM
aircraft into the NAS.
Since the enactment of P.L. 118-63, over the last year the AAM
industry has made significant progress. Leading companies have
demonstrated that this technology is already capable of safely and
effectively operating within the NAS, conducting real-world missions
nationwide. These flights validate both the performance and operational
readiness of this emerging technology. Maintaining America's global
leadership in aerospace requires that innovation be brought to market
efficiently and safely.
In recent years, however, the FAA has taken on excessive, under
resourced direct oversight responsibilities for aircraft certification,
overwhelming the agency and causing significant delays for innovative
U.S. companies in the drone, AAM, and autonomy industries. The FAA is
well-intentioned but not resourced to adequately conduct an ever-
expanding aircraft certification mission. The FAA does not have the
personnel and expertise necessary to certify these new aircraft within
a timeframe that aligns with industry needs for the United States to
maintain global leadership. Companies building aircraft as diverse as
sub fifty-five (55) pound drones to electric vertical takeoff and
landing (eVTOL) craft to autonomous flight systems that enables
aircraft to be remotely operated by a pilot on the ground are all
funding and expanding a modernized and scalable scope of aviation
(while maintaining safety), but are at risk of losing ground to
international competitors because the FAA does not have the ability to
certify the aircraft in a timely manner.
Next Steps: The FAA must work transparently with industry and
adhere to clear certification timelines to ensure that AAM technologies
are developed, produced, and deployed here in the United States--before
our competitive advantage is lost to global rivals.
To keep pace with emerging technologies, the FAA should delegate
routine approvals and compliance findings to respected industry experts
and establish a right-sized enabling regulation for approval or
certification rather than expanding its own workforce. With strong
leadership and clear guardrails, enhanced delegation authority is
essential for maintaining U.S. competitiveness. Confidence in the
Organization Designation Authorization (ODA) Program must be fully
restored and its use expanded for aircraft certification. By properly
utilizing and expanding the ODA Program, the FAA can streamline its
processes, improve efficiency, and significantly reduce taxpayer costs,
ensuring timely certification without compromising safety and scaling
the success of similar programs operated under the FAA designated test
sites.
In addition, the FAA should continue with and build on its approach
to airworthiness approvals for drones using the Criteria for Making
Determinations (CMD) process under its Section 44807 authority. This
process has proven to be a successful tool in addressing changes and
updates to drone platforms.
Section 953--Application of National Environmental Policy Act (NEPA)
CATEXs for Vertiport Projects
Requires the FAA to apply or establish CATEXs under NEPA to
expedite environmental reviews for vertiports. This is key, as lengthy
environmental reviews could stall critical AAM infrastructure projects.
Just as certain road and rail projects benefit from CATEXs, vertiport
development should similarly be streamlined to encourage sustainable,
multimodal transportation. Vertiports will drive jobs and connectivity,
especially in urban and underserved regions--delays in approvals
undermine these benefits.
Next Steps: The FAA should publish clear NEPA guidance, identify
common low impact vertiport scenarios suitable for CATEXs, and
collaborate with local authorities to streamline siting and permitting.
AUVSI's AAM Prepared initiative is designed to serve as a model for
state and local officials.\13\
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\13\ https://www.auvsi.org/aam-prepared
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Section 955--Rules for Operation of Powered-Lift Aircraft
AUVSI applauds the FAA for finalizing the Special Federal Aviation
Regulation (SFAR) to integrate powered-lift aircraft into the NAS,
including establishing pilot certification and operational
requirements. The SFAR established an initial path forward, but long-
term performance-based rules are needed to support certification,
operations, and training at scale--especially for autonomous and
remotely piloted AAM aircraft. Accordingly, Section 955 also mandates
long-term rulemaking and a dedicated ARC to guide future regulation of
both piloted and autonomous powered-lift aircraft, including commercial
and cargo operations. This is essential, as countries like the PRC are
already deploying autonomous AAM systems. Accordingly, delayed
regulatory pathways for powered-lift aircraft risks ceding U.S.
leadership in this critical aviation sector, which we cannot allow to
happen.
Next Steps: AUVSI asks Congress to urge the FAA to:
Fully implement the Powered-Lift SFAR while accelerating
the permanent rulemaking process informed by real-world experience,
ICAO standards, and international best practices.
Ensure the regulatory framework supports both near-term
piloted operations and the transition to autonomy, including standards
for remote pilot training and certification.
Section 1044--FAA UAS and AAM R&D
Directs the FAA, in coordination with the National Aeronautics and
Space Administration (NASA) and other federal agencies, to conduct and
support R&D, testing, and demonstration activities to enable the safe
integration of drones and AAM technologies into the NAS. Focus areas
include BVLOS operations, C2 links, UTM, DAA systems, vehicle-to-
vehicle standards, and the societal and environmental impacts of AAM
and UAS. A report to Congress was required within nine (9) months of
the law's enactment, which is now overdue by over one hundred (100)
days, unless reported to Congress and not released publicly.
UAS and AAM technologies require robust risk-based evaluation
frameworks to inform future FAA regulations, certification, and
operational approvals. Research outputs are essential to updating
current regulations and practices or establishing new ones that
accommodate complex operations like autonomous BVLOS flight and large
UAS integration. Section 1044 allows for concurrent deployment and
research, ensuring that innovation is not delayed while safety research
continues. Timely execution of Section 1044 will help align regulatory
policy with technological advancement, ensuring the U.S. maintains
global leadership in uncrewed and advanced aviation systems.
Next Steps: AUVSI urges the FAA to:
Accelerate research in collaboration with industry and
academia, especially in areas that inform near-term BVLOS, large UAS,
and AAM certification guidance.
Utilize ongoing research to update regulatory frameworks
and operational standards without delaying deployment of safe,
commercially ready technologies.
Submit the required report to Congress and release it
publicly, providing transparency on costs, progress, and plans for
expanded operational approvals.
Airspace Modernization, Air Traffic Control Investments for Advanced
Aviation, and UAS Detection and Mitigation Authorities
Modern Skies
On a related subject not directly relevant to the topic of this
hearing but nonetheless very important to the future of the NAS, AUVSI
also offers our thoughts on the challenges and opportunities that exist
on airspace modernization efforts.
AUVSI is a proud member of the Modern Skies Coalition, a group of
more than fifty (50) wide-ranging aviation and aerospace industry
organizations, which is highlighting the urgent need across the U.S. to
hire and retain more air traffic controllers, upgrade FAA technology
and infrastructure, and further modernize the NAS in a way that ensures
an equitable and safe airspace for all.\14\ We applaud this Committee,
along with Secretary Duffy and Administrator Rocheleau, for moving
boldly to upgrade the nation's dated air traffic control (ATC) system.
AUVSI urges Congress to act swiftly in response to modernization plans
by leveraging the budget reconciliation process, appropriations
process, and standalone legislation as needed to keep this
modernization effort on track.
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\14\ https://modernskies.com
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Specific to the advanced aviation segment of the industry, AUVSI
believes that advancements in technology integration and investments in
modern low altitude awareness systems should be part of the near-term
implementation plan. As noted, AAM aircraft have the potential to
transform how people and goods move by enabling safer, faster, more
efficient transportation within and between urban and rural areas. AAM
aircraft can reduce congestion, cut commute times, and lower
emissions--making transportation safer, cleaner, and more accessible.
AAM also supports new economic opportunities by creating high-tech
manufacturing jobs, expanding aviation services to underserved
communities, and fostering innovation in energy storage, automation,
and aerospace engineering. Yet, while we are confident that AAM
aircraft can be integrated into the NAS now with existing ATC
technology, to truly scale the industry to meet the promise of the
technology, advancements in technology integration will be needed. Many
AAM operators envision high-frequency, low-altitude operations, often
in dense urban areas, which existing ATC systems are not equipped to
manage. Traditional airspace management relies on fixed routes and
voice communications, but integrating AAM at scale demands dynamic,
data-driven systems capable of real-time coordination across both
crewed, and in the future, uncrewed aircraft. It also requires seamless
transitions between low-altitude and controlled airspace, greater
automation, and predictive tools to manage complex traffic patterns
safely and efficiently. Without these improvements, AAM operations will
remain constrained, and the broader societal and economic benefits of
this next-generation aviation will go unrealized.
With respect to drones, we encourage Congress to ensure the FAA is
implementing Section 911 of P.L. 118-63, which requires DOT to initiate
a pilot program to supplement the department's oversight and inspection
activities using UAS, including the inspection of ground-based aviation
infrastructure, to increase employee safety, enhance data collection,
improve the accuracy of inspections, and reduce the costs associated
with such inspections. A great way to modernize our ATC system is to
ensure the new infrastructure lasts longer and using drones for
inspection is a proven method for cost reduction and improved safety.
Greater attention from the FAA should also be directed toward the
development and approval of ground-based safety and security systems,
which depend on robust physical and digital infrastructure, as noted
above related to Section 932 implementation. This infrastructure is
critical to supporting the growth of certain BVLOS drone and autonomous
aircraft operations, as it will provide the ground locations for safe
and secure launch and recovery, maintenance, temporary operations, and
public safety missions such as drone as a first responder (DFR)
programs. These designated areas will serve both routine and off-
nominal needs, helping to ensure operational reliability and public
trust. In sensitive or high-risk environments, ground-based sensors can
provide critical situational awareness by detecting all aircraft
operating in low-altitude airspace, regardless of whether they are
broadcasting their position electronically.
As noted, drones deliver tremendous value to society--enhancing
public safety, enabling efficient infrastructure inspection, and
driving economic growth. They support first responders with real-time
situational awareness during emergencies, aid in disaster recovery, and
help maintain critical infrastructure like bridges, power lines, and
pipelines. Across sectors such as agriculture, logistics, and media,
drones are also creating high-skill jobs and fostering technological
innovation. Yet, recent high-profile drone activity, such as the
reported drone sights in New Jersey, which have now largely been
discredited and demonstrated to be aircraft other than drones, has
spotlighted significant gaps in low-altitude airspace awareness.\15\
This surge in attention has underscored how low Remote ID compliance,
limited investment in low altitude airspace awareness capabilities, and
outdated regulations make it difficult for authorities to differentiate
between authorized operations, negligent behavior, and potential
threats. This uncertainty jeopardizes public trust and risks
constraining a rapidly growing industry. Accordingly, AUVSI believes
that innovation and security must advance in lockstep.
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\15\ https://reason.com/2025/05/09/what-the-feds-knew-about-the-
new-jersey-drone-scare/
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Our current ATC system is not designed for low altitude airspace
awareness. Plainly speaking, most U.S. ground-based radar is good at
tracking things at high altitude going very fast. Most UAS operate at
low attitude at much lower speeds, which current FAA ATC infrastructure
is not optimized for. Accordingly, as investments are made to upgrade
ATC technologies, addressing this gap will require investment in
modern, ground-based and networked surveillance systems--including
radar, acoustic sensors, and cooperative data-sharing platforms--as
well as support for digital infrastructure such as Remote ID, UTM, and
real-time telemetry integration. Without a foundational layer of
airspace awareness at low altitudes, efforts to enable safe, routine,
and secure drone operations in the United States will remain
constrained.
AUVSI's Blueprint for Autonomy calls on Congress and federal
agencies to prioritize these investments as part of a national strategy
for airspace modernization.\16\ The Blueprint outlines the need to
accelerate FAA's efforts to establish a regulatory and operational
framework for digital airspace services, enable certification of
airspace service providers, and fund infrastructure that supports safe
and scalable integration of autonomous aircraft. Without decisive
action, the U.S. risks falling behind global competitors that are
already investing in the digital infrastructure needed to lead in
autonomous aviation.
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\16\ https://www.auvsi.org/sites/default/files/Blueprint-for-
Autonomy-Building-Blocks-for-Our-Collective-Future.pdf
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UAS Detection and Mitigation
The current UAS detection and mitigation framework presents many
critical gaps that limit our ability to respond effectively to
malicious or reckless drone activity, and, as noted, can lead to
misunderstanding and falsely identified ``drone sightings'' due to a
lack of low altitude airspace awareness. Many federal agencies, as well
as all state, local, tribal, and territorial (SLTT) law enforcement,
and National Guard units, lack statutory authority to deploy and
operate UAS detection and mitigation equipment. This absence of
authority hampers timely response to drone threats at large public
events, near critical infrastructure, or in emergency situations--gaps
repeatedly identified by national security stakeholders, including the
White House and the National Football League (NFL), which has
emphasized the urgency of enabling local response during major sporting
events and other significant gatherings.
Select federal agencies currently operating under temporary
authorities granted by Section 124n of the fiscal year 2018 National
Defense Authorization Act (NDAA) still lack permanent statutory
authority. Without enduring authorization, these agencies face
uncertainty in planning and operational continuity, limiting proactive
threat mitigation efforts. As AUVSI has noted, sustained and
predictable authority is essential to building an effective national
UAS detection and mitigation architecture. Further, the FAA has also
not yet taken sufficient steps to evaluate detection and mitigation
technologies which offer a promising solution for identifying, and in
very extreme cases, mitigating malicious drones in congested airspace,
including without kinetic force. Testing such technologies is essential
to determine their safety, effectiveness, and compatibility with the
broader airspace ecosystem, and has been called for in White House and
Department of Homeland Security (DHS) counter-drone strategy documents.
This Committee has previously worked on legislation to address
these gaps, and AUVSI encourages work to continue to pass legislation
in 2025 which moves the UAS detection and mitigation policy landscape
forward in a meaningful way. Security, like safety, it not a barrier to
integration--it is a foundation of it.
To address these challenges and seize opportunities, the United
States must act decisively. Low altitude airspace awareness, air
traffic control modernization, the incorporation of digital flight
rules, and expanded UAS detection and mitigation authorities are all
essential to building the ATC and NAS of the future and ensuring
situational awareness at all altitudes.
Conclusion
P.L. 118-63, is a bold, comprehensive roadmap for the future of
American aviation. Yet legislation alone is not enough. Congress must
continue exercising strong, regular oversight to ensure that the FAA
delivers on the mandates in a timely, transparent, and accountable
manner.
AUVSI and our members stand ready to support the FAA, DOT, and this
Committee in ensuring that the promise of UAS and AAM technologies is
fully realized, and the U.S. maintains the gold standard of aviation
safety and global aviation leadership. We are committed to a future
where U.S. innovation leads the world--where safety, security,
performance, and progress go hand in hand.
Thank you for your leadership and the opportunity to appear before
you today.

Mr. Nehls. Thank you, Mr. Robbins.
Captain Reven, you are recognized.

TESTIMONY OF CAPTAIN JODY REVEN, PRESIDENT, SOUTHWEST AIRLINES
PILOTS ASSOCIATION

Mr. Reven. Chairman Nehls, Ranking Member Cohen, members of
the subcommittee, thank you for the opportunity to testify and
share the perspective of more than 11,000 commercial airline
pilots of Southwest Airlines Pilots Association.
My name is Jody Reven. I am a current 737 captain at
Southwest Airlines and president of SWAPA. SWAPA is one of the
largest independent pilot unions in the world and is the sole
bargaining unit for the professional pilots of Southwest
Airlines. SWAPA has been dedicated to aviation safety and
security since 1978.
I am pleased to participate in today's discussion about the
2024 FAA reauthorization and air traffic systems, personnel,
and aviation safety.
Let me begin by saying that the pilots of Southwest
Airlines are heartbroken by the tragedy in DCA in January. We
share our deepest condolences with the families and passengers
of the crew of American 5342 and PAT 25.
We are committed to working with this committee, Congress,
and all aviation stakeholders to ensure a similar tragedy never
happens again. Safety and operational excellence are not
guaranteed. Our system relies on industrywide collaboration.
SWAPA is proud to be a leader in safety data collection and
analysis, risk identification and mitigation.
Southwest pilots are among the most productive in the
world, operating over 4,000 flights a day to 120 domestic and
international airports.
SWAPA partners with the FAA, labor partners, airlines, and
the industry with one goal, and that is to keep the National
Airspace System the safest and most efficient in the world. We
carry 1.5 million passengers a year, and the SWAPA pilots
depend on that safety.
SWAPA supports immediate actions to implement long-overdue
technology upgrades, increase air traffic control staffing, and
equip the FAA to recapitalize its systems and processes to meet
the demands of an increasingly complex airspace.
The pilots of Southwest Airlines are industry leaders in
incorporating technology that increases awareness and provides
tools to help pilots and controllers make safe decisions.
Unfortunately, the system's potential is not fully realized.
Recent high-profile issues have demonstrated that ATC
facilities are not properly equipped or staffed. All aircraft,
including rotorcraft and advanced air mobility systems, must
properly be equipped with technology that provides ATC and
other pilots with critical situational awareness to mitigate
risks.
The incidents, including a recent one at Chicago Midway
Airport where two Southwest pilots recognized safety and
avoided a hazardous runway incursion, has reinforced that we
have to have a minimum complement of two pilots in every
cockpit.
In discussions with Secretary Duffy after this incident
took place, we made the point, there is really no technological
solution that can overcome the risks introduced by reducing the
flight deck complement. The flight deck and ATC technology are
support tools and never a replacement for experienced and
rested, fully trained pilots and air traffic controllers and
flight attendants.
SWAPA thanks the committee for the 5-year bipartisan FAA
reauthorization bill that expedites the hiring of air traffic
controllers, strengthens the aviation workforce while
protecting experience requirements, and accelerates the
development and deployment of advanced technologies, including
the new surface safety technology, runway and taxi signage, and
lighting systems.
We also want to thank this committee and the FAA for their
commitment to increasing transparency and efficiency in the
FAA's Office of Aerospace Medicine. Expanding the number of
aerospace medical examiners and reducing the processing times
for aeromedical certificates are essential steps to maintaining
a strong pipeline of well-trained and experienced pilots.
SWAPA fully supports this administration's budget, which
funds the FAA's technology and facilities account at $4
billion. The system urgently needs sustained, robust budget
requests and immediate infusion of funding.
SWAPA also applauds Chairman Graves' critical first step in
moving forward with the $12.5 billion of funding.
We would like to thank this administration and this body
for making our Nation's air traffic control system a priority.
We look forward to working with the administration and Congress
to make this a reality.
I look forward to answering your questions.
[Mr. Reven's prepared statement follows:]

Prepared Statement of Captain Jody Reven, President, Southwest Airlines
Pilots Association
Chairman Graves, Ranking Member Larsen and Members of the
Subcommittee, thank you for the opportunity to testify and share the
perspective of the more than 11,000 commercial airline pilots of the
Southwest Airlines Pilots Association. My name is Jody Reven, and I am
a current 737 Captain at Southwest Airlines and President of SWAPA.
SWAPA is one the largest independent pilot unions in the world and
is the sole bargaining unit for the professional pilots of Southwest
Airlines. SWAPA has been dedicated to aviation safety and security
since 1978. We are grateful to offer our perspective on the 2024 FAA
Reauthorization and air traffic systems, personnel, and aviation
safety.
The pilots of Southwest Airlines are heartbroken by the tragedy at
Reagan National Airport (DCA) in January. We share our deepest
condolences with the families of the passengers and crew of American
Airlines 5342 and PAT 25. We are committed to working with this
committee, Congress and all aviation stakeholders to ensure a similar
tragedy never happens again.
Safety and operational excellence are not guaranteed, and our
system relies on industry-wide collaboration. SWAPA is proud to be a
leader in safety data collection and analysis, risk identification, and
mitigation. Southwest pilots are among the most productive in the
world, operating over 4,000 flights each day to 120 domestic and
international airports. SWAPA partners with the FAA, aviation labor,
airlines, and the industry with one goal: to keep the National Airspace
System the safest and most efficient in the world. The 1.5 million
passengers that SWAPA pilots carry each year depend on it.
SWAPA supports immediate actions to implement the 2024 FAA
Reauthorization and make long overdue technological upgrades, increase
air traffic controller staffing, and equip FAA to recapitalize its
systems and processes to meet the demands of increasingly complex
airspace.
The pilots of Southwest Airlines are industry leaders in
incorporating technology that increases situational awareness and
provides tools to help pilots and controllers make safe decisions.
Unfortunately, the system's potential is not fully realized.
To maintain and enhance the safety and efficiency of the National
Airspace System (NAS), we must make technological and infrastructure
improvements now. This includes ongoing development of advanced
automation tools, improved airport infrastructure, and modernized gate-
to-gate operations that reduce delays and improve passenger flow. The
evolving landscape of air travel--which includes commercial carriers,
unmanned aerial systems (UAS), urban air mobility, and space flight--
demands a NAS that can accommodate greater complexity safely and
efficiently.
SWAPA has partnered with the FAA, aviation labor, and industry to
advance air traffic modernization and recapitalization efforts. Key
components of advanced technology--performance-based navigation, data
communication, and Automatic Dependent Surveillance-Broadcast (ADS-B)--
enhance pilot and controller decision-making and situational awareness.
However, not all aircraft are equipped to fully utilize these
technologies. A significant percentage of participating aircraft lack
the navigation capabilities required to benefit from new procedures,
forcing controllers and pilots to use inefficient workarounds.
Standardized equipage across the fleet is essential for the NAS to
achieve its full potential.
Advanced navigation procedures, which improve efficiency and reduce
noise and emissions, cannot become standard unless a greater portion of
participating aircraft are properly equipped. Attempting to compensate
with increased pilot workload undermines the intended safety and
efficiency benefits. Moreover, there is no substitute for two fully
trained, qualified and rested pilots on the flight deck. Automation
should support pilots, not replace them. FAA studies confirm that
roughly 20% of normal flights experience anomalies requiring human
intervention, reinforcing the need for pilot redundancy.
Communication, Navigation, Surveillance/Air Traffic Management
(CNS/ATM) integration is another critical area that FAA must
accelerate. Enhanced communication, navigation, and surveillance
systems increase situational awareness, reduce carbon emissions,
support fuel savings, and reduce flight times. Tools like ADS-B,
Airport Surface Detection Equipment, Model X (ASDE-X), and Airport
Surface Surveillance Capability (ASSC) improve runway safety, yet these
systems are not available at all airports. SWAPA urges the FAA to
rapidly deploy surface safety systems at all airports with airline
operations. We are encouraged by the Surface Awareness Initiative
(SAI), which is now expanding to more airports.
Unfortunately, a large percentage of FAA's current equipment and
communications systems are outdated and not up to the task of handling
the current airspace system, let alone future demands. The Government
Accountability Office (GAO) recently conducted an operational risk
assessment of FAA's Air Traffic Organization (ATO). It found ``that of
FAA's 138 systems, 51 (37 percent) were unsustainable and 54 (39
percent) were potentially unsustainable.'' FAA must move faster to
address these concerns.
SWAPA pilots operate at some of the most complex, mixed-use
airports in the United States. Mixed-use airports have additional risk
factors that must be considered. Airports that serve primarily air
transport aircraft only do a good job with traffic flows, deconfliction
and procedures. High density airports that serve air transport, light
civil aircraft, business jets and helicopters are at the highest risk
of another midair collision. The tragedy at Reagan National Airport
must not be repeated, and SWAPA urges FAA to conduct an immediate
safety assessment at Hollywood Burbank (BUR), Long Beach (LGB), and
Orange County-John Wayne (SNA) airports to ensure processes and
deconfliction procedures are adequate.
Terminal automation enhancements, such as Approach Runway
Verification (ARV), improve alignment accuracy for arriving aircraft.
We also commend efforts to install automation displays to boost
controller situational awareness where radar coverage is limited.
We also support space-based ADS-B as a critical supplement to the
ground network, offering real-time aircraft tracking over oceanic
airspace. This will improve safety by eliminating delays in locating
aircraft in emergencies and enhance surveillance where traditional
ground infrastructure is not viable.
Data Comm, which allows digital messaging between pilots and
controllers, reduces miscommunication and increases efficiency.
However, implementation has been uneven. FAA should continue efforts to
roll out Data Comm and ensure max participation of all aircraft.
Future NAS demands include real-time data exchange and improved
integration of space launch operations. The FAA must also develop a
robust Unmanned Traffic Management (UTM) system to manage growing low-
altitude drone traffic. All aircraft--including rotorcraft and advanced
air mobility systems--must be equipped with technology that gives ATC
and other pilots critical situational awareness to help mitigate risks.
Recent high-profile incidents highlight that ATC facilities are
inadequately equipped and staffed, and reinforce the fact that safety
depends on experienced and well-rested pilots and controllers. These
incidents, including at Chicago's Midway Airport where two Southwest
Pilots recognized and safely avoided a hazardous runway incursion,
reinforce that we must have a minimum of two pilots on the flight deck
to ensure added awareness, expertise, and experience. There is no
technological solution that can overcome the risks introduced by
reducing the flight deck compliment. Flight deck and ATC technology are
support tools and never a replacement for highly experienced, rested
and fully trained pilots and controllers.
SWAPA thanks this committee and FAA for their commitment to
increasing transparency and efficiency in the FAA's Office of Aerospace
Medicine. Expanding the number of Aerospace Medical Examiners (AME) and
reducing the processing times for aeromedical certificates are
essential steps to maintaining a strong pipeline of well-trained and
experienced pilots. Increasing transparency, improving pilot and AME
education, and reducing wait-times for medical certifications is
critical. FAA has an opportunity to revolutionize the aeromedical
process, and we encourage the creation of an Airman's Medical Portal
where digital, secure delivery of required documents by both pilots and
AMEs could increase efficiency for both pilots and the regulator.
Finally, despite congressional authorization for multiyear
modernization projects, FAA budget projections often fall short,
particularly in facilities and equipment funding. This underestimation,
paired with frequent budget disruptions, hampers effective planning and
implementation. While Congress has supported FAA funding through annual
appropriations and reauthorization, budget shortfalls, funding
disruptions and continuing resolutions have hampered progress. A
stable, multi-year funding strategy is critical to maintaining our
leadership in global aviation safety.
FAA must also provide realistic funding requests that recapitalize
systems instead of maintaining legacy systems that are decades old in
some cases. FAA must be accountable for meeting goals and
implementation deadlines of the 2024 FAA Reauthorization.
SWAPA thanks this committee for the five-year bipartisan FAA
reauthorization bill that expedites the hiring of Air Traffic
Controllers, strengthens the aviation workforce while protecting
experience requirements, and accelerates the development and deployment
of advanced technologies including new surface safety technology and
runway and taxiway signage and lighting systems. We appreciate the
Committee's leadership in addressing near-miss incidents, enhancing
runway safety, and advancing critical technologies. Notable
improvements include the sustained operation of ASDE-X systems, and
support for the Runway Safety Council and discretionary grant programs.
SWAPA fully supports the Administration's budget which funds the
FAA's Technology and Facilities account at $4 billion. The system
urgently needs sustained, robust budget requests and an immediate
infusion of funding. SWAPA also applauds Chairman Graves' critical
first step in moving forward on $12.5 billion of funding.
We applaud the administration and this body for making our nation's
air traffic control system a priority, and we look forward to working
with the Administration and Congress to make this a reality. The pilots
of Southwest Airlines are committed to continuing our work with the
Committee, FAA, and industry partners to preserve and improve the
safety of our national airspace. Thank you for the opportunity to
testify and for your continued focus on aviation safety and
implementation of the 2024 FAA Reauthorization.

Mr. Nehls. Thank you, Captain.
Ms. Nelson, you are recognized.

TESTIMONY OF SARA NELSON, INTERNATIONAL PRESIDENT, ASSOCIATION
OF FLIGHT ATTENDANTS--CWA, AFL-CIO

Ms. Nelson. Chair Nehls, Ranking Member Cohen, and members
of the subcommittee, my name is Sara Nelson. I am the president
of the Association of Flight Attendants and a 30-year flight
attendant myself, representing 55,000 flight attendants at 20
different airlines.
We are grateful for the opportunity to testify with the
perspective of aviation's first responders and our sister
unions representing other aviation workers.
The 2024 FAA Reauthorization Act was an incredibly
important step forward in addressing decades of missed
opportunities in shoring up our national aviation system. We
applaud this committee on your efforts to get it passed and
implemented, and we commend Secretary Duffy on his plans to
supercharge staffing and modernization.
With deep respect for the families of PSA Flight 5342 and
PAT 25 and lives lost in aviation tragedies in the past, we
must always put safety and security first and redouble efforts
to plug holes and mitigate risks in the system. Safety first,
always.
But aviation is also critical for our entire economy and
connectivity across the country and around the world.
My written testimony addresses our safety priorities in the
law and the status of implementation, including important
workplace safety that also affects passengers: contaminated
recirculated air, temperature standards, ramp safety, radiation
exposure, flight deck secondary barriers, standards for good
jobs in aviation, mitigating cybersecurity risks, and
addressing issues with disruptive passengers.
With the exception of the work by the National Academy of
Sciences, much of this has been delayed or sidelined by this
administration's actions to disband safety advisory committees
and rulemaking committees.
But we are also very concerned that actions to fire
probationary Federal workers, implement the Deferred
Resignation Program, put in place hiring freezes, and put in
jeopardy Federal worker pensions and healthcare with budget
cuts that come from the bottom to give massive tax cuts to the
rich who do not need it undermine the work of this committee
and the diligent efforts of the Secretary to shore up our
national aviation system.
The Wall Street Journal published an article recently that
highlights concern over staff departures that could affect,
quote, ``the processing of medical clearances for pilots and
air traffic controllers, work on runway safety, and the pace of
licensing in the agency's commercial space offices.''
We are also getting direct reports that the loss of
employees that support the frontline safety professionals is
taking a toll as HR and security screeners at the FAA have
taken the Deferred Resignation Program, and this is slowing the
hiring process, directly harming the focus of this committee
and Secretary Duffy's plans to supercharge the changes we need.
Every worker at the FAA contributes to safety, whether
deemed essential or not. The staffing cuts, disruptions, and
distractions to the safety work of those who maintain and
enforce the standards of our aviation system is simply
unacceptable.
It is also important to recognize that other agencies
contribute significantly to aviation safety, including the
National Weather Service, NIOSH, and USAID. The cuts to these
agencies and personnel are directly undermining efforts to get
the information and structure we need to keep us safe in all
airspace, on the ground around the world, and able to keep
threats to our safety such as Ebola or other communicable
disease from being spread throughout and by our aviation
system. DOGE should not be allowed to undermine safety in the
name of efficiency.
As aviation's first responders, we are charged with the
safety, health, and security of all passengers and crew on our
flight, and we promise our own families that we will come home
safely, too. Aviation safety is personal to us, just as it is
for tens of thousands of Federal workers who take part in
helping us keep the promise to our families and our loved ones
in our care.
It is the product of hundreds of thousands of workers, from
engineers to mechanics to safety inspectors, security officers,
pilots, gate agents, baggage handlers, flight attendants, and
air traffic controllers, asking all day long, ``Is it safe?''
We ask this question with the information we have from
tragic moments of gaps in safety and promises to the memory of
those we have lost and the families with whom we grieve that it
will never happen again. This starts with supporting a thorough
investigation, continues with advocacy for reform, and lives
forever in our repeated analysis all day long, ``Is it safe?''
Aviation is the safest mode of transportation because we
demand it, and we built a system that allows us to predict
risk, produce redundancies, and fill holes to keep tragedy at
bay. The FAA holds the statutory mandate to ensure the highest
degree of aviation safety.
Our industry has been through many ups and downs. We cannot
control the weather, but we can commit to steady funding; no
shutdowns; the highest standards; broad recruitment, including
the promise of good, steady jobs; and working with the people
on the front lines who know the system best, how to fix it,
what it lacks, and what it needs.
We applaud and support the subcommittee's focus on the
safest, most efficient National Airspace System in the world.
We are committed to fulfilling this mission with you and all of
our partners in aviation safety, health, and security.
Thank you, and I look forward to your questions.
[Ms. Nelson's prepared statement follows:]

Prepared Statement of Sara Nelson, International President, Association
of Flight Attendants--CWA, AFL-CIO
Chair Nehls, Ranking Member Cohen, Chair Graves, Ranking Member
Larsen, and members of the Subcommittee, we are grateful for the
opportunity to testify with the perspective of aviation's first
responders and our sister unions representing other aviation workers.
The safety and efficiency of our nation's Air Traffic Control (ATC)
system are vitally important to Flight Attendants. We count on the
highly trained experts who guide our flights through safe departure,
cruise altitude, and landing. As aviation's first responders, we are
charged with the safety, health, and security of all passengers and
crew on our flight and we promise our own families that we will come
home safely, too. Aviation safety is personal to us, just as it is for
tens of thousands of federal workers who take part in helping us keep
the promise to our families and loved ones in our care.
Aviation safety is the product of hundreds of thousands of
workers--from engineers to mechanics to safety inspectors, security
officers, pilots, gate agents, baggage handlers, flight attendants, and
air traffic controllers--asking all day long, ``Is it safe?'' We ask
this question with the information we have from tragic moments of gaps
in safety and promises to the memory of those we've lost, and the
families with whom we grieve, that it will never happen again. This
starts with supporting a thorough investigation, continues with
advocacy for reform, and lives forever in our repeated analysis all day
long--``Is it safe?''
Aviation is the safest mode of transportation because we demand it,
and we built a system that allows us to predict risk, produce
redundancies, and fill holes to keep tragedy at bay. The FAA holds the
statutory mandate to ensure the highest degree of aviation safety. We
support the efforts of the House Aviation Subcommittee to provide
critical oversight and demand for implementation of plans to recruit,
train, and staff while modernizing and rebuilding the infrastructure
necessary to fully staff and resource the experts on the frontlines who
guide our planes safely. Earlier this year, our union signed a letter
with groups representing the entire aviation industry stating, ``we are
aligned on not pursuing privatization of U.S. air traffic control
services and believe it would be a distraction from these needed
investments and reforms.''
As safety professionals, our training teaches that the first rule in
safety is to remove all distractions
Our industry has been through many ups and downs. We cannot control
the weather, but we can commit to steady funding, no shutdowns, the
highest standards, broad recruitment including: the promise of good,
steady jobs, and working with the people on the frontlines who know the
system best, how to fix it, what it lacks, and what it needs. The
voices of the professionals represented by the National Air Traffic
Controllers Association (NATCA) and the Professional Aviation Safety
Specialists (PASS) are critically important to plan and properly
implement modernization, recruitment, and training. Listen to them and
engage them consistently.
Aviation is safe due to the work of those you see on the frontlines
and every person doing work in support of those jobs. FAA specialists
are responsible for repairing air traffic control facilities and
updating digital maps for pilots. Meteorologists provide critical
reports that help navigate safe flights and avoid the dangers of
turbulence that range in harm from air sickness and coffee burns to
serious injury and even death. Recent layoffs and firings within our
federal workforce introduce unnecessary risk and stress that distract
from the mission of ensuring safe flight for both civil and military
operations. Chaotic workplaces harm recruitment, training, and
retention of critical personnel. The 35-day government shutdown of 2019
and all the short-term funding bills or continued resolutions harmed
staffing, recruitment, training, retention, facility maintenance, and
modernization. Do everything in your power to avoid these disruptions
and distractions going forward.
We applaud and support this Subcommittee's focus on the safest,
most efficient National Airspace System in the world. Safety and
security don't just happen. It is the product of our collective mission
to make it happen. We encourage you to continue to look to the experts
on the frontlines, promote sufficient and steady funding to staff,
maintain, and modernize our workplace. The Association of Flight
Attendants-CWA is committed to fulfilling this mission with you and all
our partners in aviation safety, health, and security.
An Update on the Priorities of our Union in the 2024 FAA
Reauthorization Act of 2024
Sec. 321. Turbulence Related Injuries
By 2026, the FAA is instructed to review the recommendations by the
NTSB to enact, as appropriate, these recommendations. Turbulence is a
serious workplace safety threat for Flight Attendants with severe and
long-term injuries. We do not have a status report on the progress of
this instruction from Congress, and we urge this Committee to press the
FAA to take action on this serious safety issue.
Sec. 322. Radiation Exposure
The bill directs the Secretary to work with the National Academy of
Sciences to conduct a study on radiation exposure to crewmembers on
board aircraft types across commercial aviation. While crews are
classified as radiation workers, we are not offered any education or
pregnancy protections. A Harvard Flight Attendant Health Study \1\ has
already indicated radiation contributes to a broad range of health
impacts, including fertility and viability of pregnancies. There are
examples from other countries where education and alerts are regulated,
especially as it relates to pregnancy. We do not have any evidence of
action on this section of the law, but we would welcome the NAS study
into suitable radiation protections.
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\1\ https://www.fahealth.org/
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Sec. 323. Study on Impacts of Temperature In Aircraft Cabins
The National Academies of Sciences, Engineering, and Medicine has
begun its mandated ``1-year study on the health and safety impacts of
unsafe cabin temperature with respect to passengers and crewmembers
during each season in which the study is conducted.'' The kickoff
meeting has been conducted, and the study findings are expected by May
2026, including ``a short consensus report with its findings and
conclusions, and, as appropriate, recommendations to inform strategies
for monitoring, assessing, and managing passenger cabin air temperature
levels and any associated health and safety impacts.'' This is progress
in terms of implementing the direction of Congress, but our union
continues to encourage regulators, airlines, airports, and unions to
work together to implement temperature standards in order to mitigate
the potential for serious risk to passengers and crew.
Sec. 350. Secondary Cockpit Barriers
This issue is a longtime priority of our union. AFA is serving on
the rulemaking committee, and a final report from the committee is
expected to be issued to the FAA this month.
Sec. 353. Ramp Safety Language
The FAA Reauthorization of 2024 includes a Call-to-Action safety
review of ramp worker safety, which requires the FAA to assess safety
on the ramp and report to Congress on results and any recommendations
for action. As a crucial first step, the FAA recently convened an
aviation stakeholder forum, the Ramp Safety Forum, to foster
collaboration and enhance safety practices within the industry.
While this initial convening was positive, ongoing engagement and
more substantive action are necessary, particularly with labor
representatives and frontline workers. Significant training challenges
persist for ramp workers, including: insufficient investment in
training, high turnover, rapid onboarding, and redundant and
ineffective recurrent training.
Moving forward, the FAA must proactively address the inherent
hazards faced by ramp workers and continue to convene diverse
stakeholders for further dialogue and action. Key areas for immediate
attention include:
Reassess staffing: One critical role per tower agent
Conduct risk assessment on multitasking in tower
operations
Review ramp task scheduling for realistic task times
Avoid overlapping assignments and rushed transitions
Provide more extensive training for allocators
Balance safety and efficiency through collaboration with
safety teams and management
Sec. 362. Cabin Air Safety
This section of the law requires the FAA to finish the study in the
2018 FAA Reauthorization Act on bleed air in six months, develop a
reporting system for smoke or fume events onboard commercial aircraft
within 180 days, and by 2027, conduct a study and issue recommendations
pertaining to cabin air quality and any risk of, and potential for,
persistent and accidental fume or smoke events onboard a passenger-
carrying aircraft operating. Finally, the law instructs the FAA to do a
rulemaking one year after the study to address the safety risks
identified.
The urgency of moving forward on this language cannot be
understated, and to date, we have not seen movement on this issue. The
safety risks are already well defined. Crews and passengers continue to
experience the effects of contaminated bleed air with symptoms that
range from fatigue, headaches, and nausea to long-term cognitive
impacts that have ended careers and permanently altered health and
quality of life. We look forward to working with members of Congress
and this Subcommittee, who also are exposed to re-circulated cabin air
when commuting to work, to ensure the air we breathe is safe.
Sec. 365. Modernization and Improvements to Aircraft Evacuation
Our aircraft cabins have become tighter than ever with smaller and
closer seats, reduced staffing, and new complications including
electronics, cords, and lithium-ion batteries. Currently, the standards
for certification of aircraft configuration are determined based on
out-of-date data. The Administrator was directed to conduct a study on
``improvements to the safety and efficiency of evacuation standards for
manufacturers and carriers.'' We expect the report from the National
Academy of Sciences soon. But we encourage this Subcommittee to do more
on this issue and urge the FAA to update certification standards for
safe evacuation of all of the variety of people who fly on our planes.
Sec. 367. Mandated contents of Emergency Medical Kit (EMK)
This section directed the FAA to issue a notice of proposed
rulemaking to update the EMK contents and training necessary for crews.
A working group started to address this issue, but DOGE disbanded it.
As aviation's first responders, charged with the safety, health, and
security of those in our care, we cannot overstate how concerning this
is. Without the proper tools to save lives in the air, passengers and
crew are at risk due to the time it takes to safely get to ground for
medical response. We urge this Subcommittee to follow up on this and
ensure DOGE is not in the name of ``efficiency'' undermining safety.
Sec. 395. Aviation Cybersecurity
Not later than one year after passage of the bill, the
Administrator shall convene an aviation rulemaking committee on civil
aircraft cybersecurity. We do not have an update on the status of this
rulemaking, nor actions to begin efforts on this section of the law.
Our union emphasizes the importance of identifying potential threats
and establishing standards to mitigate them.
Sec. 421. Crewmember Pumping Guidance
Workers across the economy have the right to express milk at work
with the means and privacy to do so. Crewmembers, Flight Attendants,
and Pilots do not have the same assurances. Clear guidelines are
necessary to ensure safety of flight and proper crew coordination. The
FAA has issued guidance,\2\ but it does not provide guidance for crews
working in the cabin, with the exception that ``pumping crewmembers can
use cloth nursing covers to maintain some privacy and that `wearable
technology' exists.'' This does nothing to address the crew
coordination, privacy, health insurance coverage for ``wearable
technology,'' or suggested location for pumping. We are concerned this
does not address the concerns related to the health of the infant or
crewmember.
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\2\ https://www.faa.gov/other_visit/aviation_industry/
airline_operators/airline_safety/info/all_infos/InFO25001.pdf
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Sec. 427. Crewmember Self-Defense Training
Since September 11, 2001, the importance of crew member self-
defense training has been identified as critical for national security,
and the need for these trained skills has only become more acute as
crews have experienced violent attacks from disruptive passengers. The
Federal Air Marshals conduct a voluntary program, with authorization
and funding appropriated by Congress. The 2024 FAA Reauthorization Act
included instructions to create clear standards for the training and
more readily available and accessible to crew members, including
lodging accommodations which removes an economic barrier to attending
the training. However, this administration disbanded multiple federal
advisory committees, including the ASAC. The participants included
stakeholders from across the industry with three decades of experience
in safety and security advisory by seasoned participants. This is just
one small example of the security work not taking place due to the
dismantling of this committee. And it may be one small example, but it
is no small thing to aviation's first responders who have experienced
broken limbs, knocked out teeth, head trauma, and persistent threats
with nowhere to turn in our confined workspace. DHS is now evaluating
whether to form a new ASAC committee, and we urge this Subcommittee to
press DHS for swift reinstatement with representation from stakeholders
across aviation, as was the case for more than three decades.
Sec. 432. Deterring Crewmember Interference
The law called for the Administrator to convene a task force within
120 days ``to develop voluntary standards and best practices relating
to suspected violations of the law against interfering with a crew
member.'' After the bill's passage, the FAA Administrator determined
that it would be best to conduct this work through the TSA Aviation
Security Advisory Committee (ASAC). The TSA Aviation Security Advisory
Committee (ASAC) had been tasked to work on this issue, but again, this
administration disbanded the committee. In the meantime, this section
of the law remains in limbo as well.
Sec. 434 and 435. Employee Assault Prevention and Response Plan
Standards
Within 90 days, the FAA was directed to provide a briefing to
Congress on the submission of practices by each carrier. Within 180
days, passenger carriers are directed to work with labor unions
representing frontline personnel on a formal policy with respect to
sexual assault or harassment incidents. It is unclear whether there has
been any progress on this direction from Congress.
Sec. 438. Airport Service Workforce Analysis--GJGA Language
Airport service workers are the foundation of our air travel
system. The very people who keep our world moving are, too often, the
very same workers who are denied a decent wage and benefits like paid
time off or affordable healthcare, leaving them unable to support their
families or pay the bills. Because of these conditions, turnover
remains a huge concern in this workforce. That's why across labor, we
support standards like the previously introduced ``Good Jobs for Good
Airports'' legislation, which would ensure every aviation worker is
paid a fair wage with health care and paid time off, including airport
service workers. These standards result in lower turnover and more
highly trained aviation workers, which in turn make airports safer for
everyone.
ATC Infrastructure and Staffing Warnings at Newark Were Overdue
A month ago, stories broke about the failure of equipment at Philly
TRACON, significantly affecting commercial travel at Newark Liberty
International Airport (EWR). These failures immediately sparked public
concern about aviation safety at Newark, as passengers and crews
experienced significant delays and cancellations. Our union released
the following statement on May 2, 2025:

``This afternoon a story broke about safety concerns related to
the air traffic at Newark. NATCA, the air traffic controllers'
union, has warned for decades that infrastructure must be
rebuilt and modernized. Our air traffic controllers are the
best in the world and they are making sure aviation stays safe.
We support every effort to secure the funding necessary to
staff up and provide the resources that are a decade overdue
for our air traffic controllers to be able to do their jobs. We
call on all airlines operating out of Newark to cut planned
flights at an equal percentage across airlines in order to
support this work, aviation safety, and our jobs. Working
together we can solve the problem faster and keep everyone
safe.''

It is worth noting that our air traffic controllers also manage
Teterboro Airport (TEB), Morristown Municipal Airport (MMU), Essex
County Airport (CDW), Linden Airport (LDJ), which should be part of the
conversation about capacity controls while Secretary Duffy works with
all constituencies on short term and long term plans to fix and
modernize equipment and infrastructure, and support the actions
necessary to increase to staffing.
Help Stop Harmful Cuts and Distractions from Safety
DOGE Cuts Put Accurate Weather Forecasts at Risk
The National Weather Service (NWS) oversees a network of offices
that provide forecasts, advisories, and warnings in support of aviation
safety across the United States and its territories. Weather Forecast
Offices, with 122 locations across the US, issue public warnings for
things like thunderstorms and provide the Terminal Aerodrome Forecast
(TAF) for airports.
These reports forecast meteorological conditions within a 5-mile
radius of an airport over a 24- to 30-hour timeframe. These takeoff and
landing condition forecasts are essential for safety because they
predict low clouds, visibility, wind, low-level wind shear, and
weather. This information is essential to set appropriate fuel levels,
create flight plans, and mitigate takeoff and landing risks.
Additionally, the Aviation Weather Center in Kansas City issues ICAO
products across the US for en-route forecasts. This helps pilots and
air traffic controllers mitigate turbulence, icing, and storms that
aircraft may encounter. NWS meteorologists are co-located at the Air
Traffic Control System Command Center (ATCSCC) and 21 Air Route Traffic
Control Centers (ARTCC) across the country. They notify the FAA of
hazards that may impact flights in the ARTCC airspace or on the ground.
When conditions are dangerous, they can even work side by side with a
controller to tell them when it's safe to move traffic around hazards
like thunderstorms. These positions are supposed to be staffed 16 hours
a day, 7 days a week, but cutbacks and firings led by Elon Musk and
DOGE have created major staffing problems across the system.
Drastic cuts and hiring freezes at NWS threaten aviation safety. In
the last few months, 600 workers were let go or took early
retirements--that's 12 percent of NWS staff. These sudden and draconian
cutbacks undermine the accuracy of forecasts and the agency's ability
to share this essential information to the American public. The NWS
Center Weather Service Unit in Oakland, California is now down to one
meteorologist rather than the four that are needed to fully staff the
facility, and the Trump Administration's hiring freeze means they can't
bring on new staff to fix the problem. At the System Command Center in
Warrenton, Virginia, there is one meteorologist vacancy out of a six-
person staff. The NWS Alaska Center Weather Service Unit is down to
three Weather Service staff, which puts significant pressure across a
state where general aviation is extremely important to daily travel by
residents and tourists alike. The NWS Boston Center Weather Service
Unit has lost a manager and a meteorologist, leaving two meteorologists
to staff the facility 16 hours a day, 7 days a week. To its credit, the
NWS has developed temporary workarounds, including having nearby Center
Weather Service Unit staff support shorthanded facilities. Still, these
are just short-term patches that do not offer a reliable solution for
the industry.
I urge members of this Subcommittee to identify where there are
open positions in the aviation system. Are the ARTCCs and the System
Command Center all fully staffed by NWS staff? What's the status of NWS
hiring for these positions? We need to be fully briefed on whether
airline workers are getting the essential weather information they
need. And it's also time to lift the draconian hiring freeze so that
NWS can ensure that flight crews and passengers are protected by the
most up-to-date and accurate forecasts possible.
Cuts to Public and Occupational Health Infrastructure Here and Abroad
Put Flight Attendants and Other Critical Workers at Risk
National Institute for Occupational Safety and Health (NIOSH)
The AFA is gravely concerned about the degradation of our nation's
public health infrastructure resulting from the Administration's cost-
cutting efforts. The Administration's attempt to effectively eliminate
the National Institute for Occupational Safety and Health (NIOSH)
devalues our nation's workers. These cuts put the health and safety of
flight attendants and other essential workers at risk.
And why must these workers bear this risk? To pay for more tax cuts
for the ultra-rich. This shift away from the needs of working people to
benefit the few is unconscionable. It is tearing at the social fabric
of our country and must stop.
Here is a sample of some of the programs that have been eliminated
or effectively gutted through staffing cuts:
NIOSH's Health Hazard Evaluation (HHE) program gives
employers and workers an opportunity to request technical assistance to
investigate and understand complex health hazards in the workplace.
NIOSH and this program have helped Flight Attendants by detecting toxic
chemicals in uniforms and evaluating hazards like noise levels and jet
fumes in aircraft cabins. NIOSH has studied prolonged radiation
exposure to flight crews and assisted the industry in addressing
ergonomic issues. The HHE program relies on world-class subject matter
experts and testing facilities that can address a range of issues. Most
of these experts and facilities currently sit idle.

The Administration is eliminating NIOSH programs that
have provided the airline industry with critical guidance on preventing
the spread of infectious disease, including pathogens like the measles
that present a public health risk, as well as chemical and heat
hazards.

Flight Attendants, who have above-average injury rates,
benefit from NIOSH's Musculoskeletal Health Program, which helps the
industry reduce soft-tissue injuries. The Center for Work and Fatigue
Research has helped our union better understand and address health and
safety risks from non-standard work schedules common in the airline
industry. These programs are no longer staffed.

This Administration has also abandoned programs of
applied science that have demonstrably improved the lives of workers in
high-hazard industries such as farming, commercial fishing, and oil and
gas extraction. These programs must be reinstated.

The country will also lose its pipeline of future
occupational health experts if the Administration proceeds with the
elimination of NIOSH's 18 Education and Research Centers, which train
graduate and post-graduate students and conduct critical research and
occupational health and safety. Recent areas of research include safety
during hurricane recovery, oil spill cleanup, and protecting healthcare
workers during outbreaks like Ebola and influenza.

There are some programs that have been partially reinstated under
public pressure, but their future remains unclear:
NIOSH administers the Firefighters Cancer Registry. It
was shocking to hear that the Administration would no longer collect
health and occupational information to help us understand cancer risks
among firefighters, especially at a time when firefighter response to
wildland and wildland-urban interface fires is at an all-time high.

Coal miners rely on NIOSH research and their extensive
surveillance programs to support miners' health. While some of the
staff doing this critical work has been recalled to work, the future of
some of this work is also unclear. We owe it to the nation's miners to
fully ensure their health and safety through continued research by
NIOSH to improve the lives of both retired and working miners.

Another program with an unclear future is the World Trade
Center Program, monitoring and addressing occupational diseases of
first responders and construction workers who were at Ground Zero,
supporting our nation's recovery from the attacks on 9/11. The
Administration needs to be transparent with the country in assuring
that the work we owe these heroes will continue.
USAID
The health and safety risks to Flight Attendants are not limited to
our borders. A substantial number of AFA's members work
internationally. Working with public health agencies, airlines are one
of the first lines of defense in this country in ensuring the
containment of highly contagious pathogens carried by international
travelers.
However, with the Administration's decision to effectively
eliminate the United States Agency for International Development
(USAID), nations throughout the world are losing the capacity for \3\
basic public health functions like health surveillance programs, early
detection and containment of infectious disease like Ebola, and even
basic public health prevention like vaccination programs and
elimination of waterborne illnesses.
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\3\ https://www.bu.edu/sph/news/articles/2025/tracking-anticipated-
deaths-from-usaid-funding-cuts/; https://www.impactcounter.com/
dashboard?view=table&sort=interval_minutes&order=asc
---------------------------------------------------------------------------
This is a tragedy for the world. By one estimate from researchers
at Boston University School of Public Health, these cuts have already
resulted in over 99,000 adult deaths and over 200,000 child deaths
globally. In addition to mourning this loss of life, we are deeply
concerned that our nation will be repaid for the shortsightedness of
eliminating these programs with more and more incidents of dangerous
diseases on our aircraft, in our airports, and eventually in our
communities. It is simply a matter of time before we feel the
implications of this tragic mistake.
In eliminating USAID, the Administration has eliminated \4\:
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\4\ Testimony of Dr. Atul Gawande, former Assistant Administrator
of Global Health, USAID, Senate Roundtable on the Dangerous
Consequences of Funding Cuts to U.S. Global Health Programs (April 1,
2025).
---------------------------------------------------------------------------
A 50-nation network of surveillance to detect deadly
diseases such as bird flu and swine fever
An emergency response system that could respond to deadly
disease outbreaks in 48 hours
Programs that reduced or controlled infections from
tuberculosis and measles, both of which are now more likely to enter
our country through airports of entry.

Fighting Ebola, or measles, or Mpox overseas is not only a moral
responsibility, but also a strategic, smart approach that benefits
Americans by reducing the risk of future deadly outbreaks and pandemics
here at home. On behalf of more than 50,000 AFA Flight Attendants, I
urge Congress and the Administration to act immediately to restore
funding and staffing to NIOSH and USAID, in particular its critical
life-saving and public health programs.
Stop Staffing Cuts and Threats to Federal Worker Benefits
The WSJ published an article recently that highlights an FAA
presentation expressing concern over staff departures that could affect
``the processing of medical clearances for pilots and air-traffic
controllers, work on runway safety, and the pace of licensing in the
agency's commercial-space offices.'' \5\ Every worker at the FAA
contributes to safety, whether deemed ``essential'' or not. The
staffing cuts, disruptions, and distractions to the safety work of
those who maintain and enforce the standards of our aviation system is
simply unacceptable. We know this Subcommittee is committed to safety
and a thriving aviation industry. We applaud the passage of the 2024
FAA Reauthorization Act, and encourage the effort that went into
passage to flow directly to the efforts that are necessary today to
keep our aviation system the safest in the world.
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\5\ https://www.wsj.com/business/airlines/faa-staff-shortages-
challenge, Andrew Tangel, May 28, 2025
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Closing
It is an honor to work with each of you, to have you fly with us in
our workplace, to protect the system that serves as the backbone of our
economy, and to work with the urgency necessary to honor the lives lost
like those on PSA Flight 5342. It is in their name, and the names of
those we will keep from saying by our diligent actions together, that
we recommit ourselves to aviation safety every day. Thank you.
Mr. Nehls. Thank you, Ms. Nelson.
And thank you all for your testimony.
We will now turn to questions for the panel. I will
recognize myself.
Mr. Bolen, certification delays of business aircraft.
Business aircraft have long been a concern, particularly with
the introduction of new technologies such as advanced air
mobility.
Do you believe that the FAA is progressing in modernizing
and streamlining its certification process, as required in our
reauthorization of 2024?
Mr. Bolen. Well, as you know, the reauthorization bill did
require some certification reforms, helped digitize a lot of
the work that is being done. And, certainly, the signing of the
SFAR last October provided the enabling regulation to be able
to start those operations.
I think we are very interested in seeing the first advanced
air mobility aircraft certified potentially as early as the end
of this year, maybe early next year, and beginning operations.
A number of very exciting demonstration programs have been
launched, and I think we feel very encouraged about ushering in
this new era of aviation.
Mr. Nehls. Have the delays impacted innovation in your
sector?
Mr. Bolen. I think there is always a critical balance when
technologies are coming forward, but I think there is a growing
recognition that innovation and technology makes us safer and
that safety delayed is not a way for us to promote safety. So I
think we are on track on focusing on making these things
happen.
Mr. Nehls. Very well.
Last month, I introduced the Supersonic Aviation
Modernization Act, which I firmly believe will foster aviation
innovation across America.
As you know, my bill would direct the FAA to revise and
issue regulations that permit civil supersonic flights in the
national airspace, so as long as no boom, no supersonic boom,
breaks grandma's window on the ground, right? It won't reach
the ground.
Could you explain why it is critically important for the
FAA to revise the current 1973--you weren't even born in 1973,
were you [to Representative Cohen]?
Mr. Cohen. I was a graduate.
Mr. Bolen. Well, the----
Mr. Nehls [interrupting]. That prohibits nonmilitary--I
mean, this is----
Mr. Bolen [interposing]. Right.
Mr. Nehls [continuing]. We are talking about nonmilitary
flights----
Mr. Bolen [interposing]. Right.
Mr. Nehls [continuing]. Over the United States.
Mr. Bolen. Yes. The 1973 law, as you know, was based on the
technology that was understood at that time.
Mr. Nehls. Sure.
Mr. Bolen. And huge amounts of research and development by
private companies, by NASA and others have really changed that
technology.
Mr. Nehls. Yes.
Mr. Bolen. You are well aware of the Boom flight that has
been able to go without creating that type of sonic boom that
was so prevalent in 1973.
We all know that what aircraft do is connect people. And
they are time machines. And so I think our advancements through
the years have been focused on flying farther, flying safer,
flying faster, and flying more sustainably.
Mr. Nehls. I firmly believe that by the FAA establishing a
clear, science- and evidence-based framework for civil
supersonic aviation, while ensuring no noise, safety, or
environmental concerns, we will allow American industry to
innovate and maintain leadership in global aviation policy.
I appreciate NBAA's support of my legislation, so thank you
for that. I look forward to working with you to get this
legislation through Congress.
Ms. Nelson, 55,000 flight attendants over 20 airlines. I
was reviewing your written testimony. I think there are several
sections, probably 12, 14 of them, that are priorities for your
union.
Section 321 deals with turbulence-related injuries.
I think section 323 deals with the temperature. I think
that is in progress. The FAA is working on that.
The cockpit secondary barriers, I believe that is in
progress as well.
Section 432, the crewmember interference, I think that is a
concern for everybody.
I mean, what we are seeing with section 434, too, with
employee assaults, that is complete, is my understanding. That
section is complete, with dealing with the employee assault
precautions.
Is that not in--how are you doing? How do you feel the FAA
is responding to some of the priorities that you have that were
in our FAA reauthorization?
Ms. Nelson. So we have issues here, because the issues that
deal with security were generally referred to ASAC, which was
the committee that was disbanded. It had been in place since
the Pan Am flight crash of over 30 years ago.
Mr. Nehls. Mm-hmm.
Ms. Nelson. And so, much of that work around the security
issues has been set aside because that committee is no longer
in place.
Now, we understand that there are efforts to reestablish
it. We are looking forward to that very much. And we hope that
it will continue to be representative from across the entire
aviation industry. We think it was a very important committee
that provided a lot of important work for our security.
Mr. Nehls. Thank you. Thank you so much.
I will now recognize the ranking member for 5 minutes.
Mr. Cohen. Thank you, Mr. Chair.
Ms. Nelson, I will continue with you. How do you feel about
this proposal or this concern of the safety of flight
attendants and interactions with unruly passengers being sent
to a committee that hasn't [sic] existed since Pan American
airlines was around, which I recall?
Ms. Nelson. I hope that I heard you correctly, but this is
a concern. We need real focus on disruptive passengers.
And as our flights are fuller than ever and our staffing is
at minimums, it is very, very difficult for flight attendants
to get to the source of a conflict and deescalate with our
skills. Oftentimes that rises up, and we have had concussions
and broken teeth and all kinds of problems because we don't
have enough focus on trying to keep those disruptive passengers
from getting back on our planes again and coordinating that
information across the industry.
Mr. Cohen. I don't recall these incidents occurring more
than 5, 6, 7, 8 years ago. Has it been more of a--is it a more
modern problem, current problem, than in the past?
Ms. Nelson. In fairness, Congressman, we were working on
issues of air rage in the 1990s, and we got some of those first
fines and jail time in the bill in 2000.
But we are seeing this at a rate that we have never seen
before. So you are correct that we are seeing this at a higher
rate.
Part of that has to do with the conditions on our planes,
that people are jammed in together. There are a lot more
bodies; there is a lot less space to move around. People come a
little upset because they have smaller seats, no place to put
their bags, and sometimes their bags are taken from them.
And so there are a lot of stressors that are added to our
environment. You add in, in addition to that, alcohol, and it
is a recipe for real problems up in the air and even during the
boarding process.
Mr. Cohen. Let me follow up on the idea of smaller seats
and less room to move and being crammed in: the EVAC Act, which
is something I have been working on for years and has passed,
but it has never quite been implemented because they don't give
a representative census of the population of an aircraft.
Seniors and people with disabilities and youngsters aren't
included.
How do you feel like the FAA is doing on getting that
reform to see to it that the test that they do to see if the
90-second rule can apply is being carried forth?
Ms. Nelson. We are working on getting the study, but this
has been a direction from the 2018 bill that we are trying to
continue to press the FAA to move on. And we are still working
with outdated data in certifying evacuation standards for the
aircraft. And that is leading to cabins that are jampacked and
conditions that do not recognize, as you said, the population
that we have today.
We have a larger population; people are generally larger
today. We have people--our airplanes are open to everyone, so
we have passengers with disabilities, we have young children.
And none of this is factored in in the evacuation standards.
So both the human factors and also the size of the seats
and how close they are together, that is not taken into
consideration for those evacuation standards today, and that
needs desperately to be updated.
Mr. Cohen. Do flight attendants get any training on people
with specific and medical conditions, like people with autism,
and how you would deal with them in a situation where you had a
crash?
Ms. Nelson. Are we getting training on that?
Mr. Cohen. Yes.
Ms. Nelson. Not directly on that. It is mentioned in our
training, but we do not have direct and specific training on
that.
Mr. Cohen. Thank you very much.
Captain Reven, your testimony highlights the need to
modernize the system. What should the FAA do first to tackle
the problems in the system and to reduce risks in the National
Airspace System?
Mr. Reven. Thank you for the question, Ranking Member
Cohen.
I think what we are doing is a very good approach. I like
what was in the bill.
One of the biggest things that we talk about is one level
of safety and one level of security so that our traveling
public is safe. And we were pleased to see in the bill removal
of the loophole that allowed part 135 operators to sell 121
tickets.
Also, I think what we have done in security and safety with
the ground markings, with the ADS-B, with RAAS, it is a good
first step.
Mr. Cohen. My time is about out. I do want to ask you this.
As a pilot, do you see any problems in the relationship with
pilots and co-pilots in guiding an airplane safely? Are there
any interactions that you find to be difficult? Or is that
dealt with in training, too?
Mr. Reven. So I think we deal with three or four
generations sometimes in a seniority list, and we work through
those issues. We are trained very well. We have yearly
discussions about that. Cockpit resource management is of the
upmost.
We have professional aviators out there that--the Midway
incident is a great teamwork type of example, where a captain
is very focused on landing on a short runway and the first
officer is watching an evolving situation. Frankly, jumped in
and saved the day. So they worked well together up there.
Regardless, we have a very standardized procedure so that
every person that shows up and flies with me in the right seat
as the singular model on what he is thinking is going to take
place in the cockpit, how we run checklists, et cetera. So, not
a lot of problems.
Mr. Cohen. So you, as a 737 pilot, realize that pilots and
co-pilots do work together and that is not a problem in
aviation.
Mr. Reven. Absolutely true. We absolutely----
Mr. Cohen [interrupting]. Thank you.
Mr. Reven [continuing]. Rely on each other.
Mr. Cohen. If the Chair would give me just one more second
or minute.
Mr. Robbins, you are the president of Association for
Uncrewed Vehicle Systems International. Now, as he mentioned
[indicating Representative Nehls], 1973, I was around; 1973, we
wouldn't have had an Association for Uncrewed Vehicle Systems
International, I don't think.
Mr. Robbins. It was the year we were founded, actually.
Mr. Cohen. Was it?
Mr. Robbins. Yes.
Mr. Cohen. The only thing I remember then was, you would
put some water in a cylinder and you would pull it back and it
flew. And that was in your yard. You have come a long way.
Mr. Robbins. We have.
Mr. Cohen. Ukraine had a big week with drones. Are drones
becoming the most significant military vehicle for the future
in this world? And do you have members in your organization
that are working on drones as weapons?
Mr. Robbins. Yes, sir. Thank you very much for that
question.
I believe that we do have a number of members--we are both
a commercial and defense trade association--we do have a number
of our member companies that are working on various forms of
military UAVs, whether that is for ISR or weaponization or
contested logistics.
So, certainly, the future of military is autonomous.
Ultimately, robots don't bleed. And it has been clear from the
higher echelons throughout the Department of Defense that
moving towards more autonomous systems not only extends our
operational reach, it also ensures we are protecting our
warfighters.
So, yes, the future of our military is autonomous, sir.
Mr. Cohen. Thank you, sir.
And thank you, Mr. Chair.
Mr. Nehls. The gentleman yields.
I now recognize Mr. Perry for 5 minutes.
Mr. Perry. Thank you, Mr. Chairman.
Mr. Pleasance, I am going to turn to you for some
questions. Just to lead up to them, as you note in your
testimony, ``For 86 years, AOPA has stayed true to its mission
of protecting the freedom to fly . . . Guiding, protecting, and
promoting this uniquely American experience, so we can pass it
along, better than we received it, to the next generation of
aviators.''
And with that in mind, I think now is probably the most
important time for AOPA's mission and its criticality. As I
describe, left-wing activists seeking to destroy the ability of
folks in the United States to travel as they see fit and to
exercise their freedom in private aviation.
And with that in mind, there are efforts being made
regarding aviation fuel, to seek to make it prohibitively
expensive in this mindless pursuit for sustainable aviation
fuels.
We have not only attempted to subsidize SAFs--that goes
back to the Obama administration. We have done that. Among
other things, it establishes a Government-created market for
ethanol under the guise of environmentalism. And then, of
course, we have to have the jobs that--they just have to
continue for the new market that was created, this Soviet-style
program.
The tax credits are $1.25 per gallon, up to a $1.75. And
after this January, now we have a production tax credit for 35
cents a gallon as the base, up to a $1.75.
And beyond that grift, there is another grift in the IRA,
which created a $250 million competitive grant program for the
blending, storage, transportation, et cetera, of FAST, Fueling
Aviation's Sustainable Transition.
We have a long history and a sordid history of subsidies.
But even after all this, it accounts for 0.3 percent--0.3
percent. And the goal by 2030 is 3 billion gallons, of which we
are about 93 million gallons. We are far, far from that.
And with that in mind, the cost associated, production
cost, 2 to 10 times that of regular fuel--2 to 10 times.
Aviation is expensive enough on its own, but paying 2 to 10
times more for fuel just because we can make it, when we have
abundant fuel otherwise, is--it is--like, quite literally, it's
crazy.
But beyond that, the people that want these fuels don't
think that that is enough, right? That is not even enough for
them, particularly for GA pilots. They want you all to fly
less. And that is the only thing that is going to appease them.
Let's face it, the only thing that is really going to appease
them is when you don't fly at all.
So, with that in mind, as the leader of AOPA, and thinking
particularly about the increased price of fuel, which increases
the cost of flying, what is AOPA's plan to address what I would
characterize as an insane activism to jack up the price for
fuel and to have us end this misguided, quixotic mission to use
something other than what has worked for decades upon decades
now safely and is abundant and is affordable? What's your plan?
Mr. Pleasance. Yes. Thank you, Congressman, for the
question.
And you are right; this is--at AOPA's core is protecting
our collective freedom to fly. Fees and expenses are just an
underlying constraint on that mission.
And you mentioning SAF and the, I will say, broader set of
fees, the ones I talked about in my opening statement, whether
it is the FBO fees, landing fees, insurance, all these costs
begin to add on top. So we wake up every day looking at how
those fees are changing over time and what role can we play in
helping to drive those down.
To your specific question, then, I think we take several
tacks on that. One is, where is the future going? So you talked
about SAF. Another example would be unleaded fuel, going from
leaded to unleaded fuel----
Mr. Perry [interrupting]. That is my next one, the EAGLE
initiative, another crazy initiative where literally some
airports have banned regular fuel, and it has resulted in
accidents and incidents----
Mr. Pleasance [interposing]. Yes.
Mr. Perry [continuing]. All for no reason. There is
absolutely zero reason to do any of this, and it increases the
cost.
So, as the advocates for all GA pilots, like, where do you
stand on it? You can tell where I stand. Where do you stand?
Mr. Pleasance. Yes. Well, so we will resist everything that
increases the cost to fly, right?
Now, that doesn't mean it is going to be zero, because it
does cost money to run the infrastructure and to produce the
fuels that we use.
In the case of unleaded fuels, that is one that we are
probably more supportive than not, because there is only one
producer of tetraethyl lead in the world, over in the U.K., and
we are concerned about the future of the availability of that
one----
Mr. Perry [interrupting]. Maybe we should subsidize that.
Mr. Pleasance. I don't know if we subsidize that.
Mr. Perry. No, we should. But that is another story.
Mr. Pleasance. But you have one producer in the world who
makes that. So we, as a country, are beholden on one single
manufacturer, so, that concerns us. And for those of us who
have used unleaded fuel, it actually works well in the
airplanes, in the engine.
So, there are constraints between today and being able to
widely roll a fuel like that out that we are concerned about,
some safety-related concerns, but we will advocate for that
transition to be done in a safe and thoughtful way.
More broadly to your question, though, around fees, a big
part of it is pushing back, just like you are. I fully agree
with--if you look at the full spectrum of fees out there, many
of them raise serious questions as to, sort of, the viability
of why such a change would be imposed on what is, as has been
said earlier, the most vibrant aviation ecosystem in the world.
And for someone like me who has traveled the world and seen
aviation across Europe, across Asia, it is remarkable when you
come back to this country and see how vibrant it is and how
widespread the use of general aviation is to support even the
general public, whether it is medevac or firefighting and all
of these practices that happen that, unfortunately, most of the
general public doesn't realize.
So, I will end with saying, I think one of the biggest
things we can do with AOPA is to educate the public on how
important this infrastructure is that we have and how important
this world of general aviation is to the economy and to their
very lives, whether it is teaching the future airline pilots of
the world to fly, whether it is handling a medevac flight,
whether it is disaster recovery and delivering supplies to a
post-hurricane environment. All of those things are general
aviation.
And my hope--and we fight this battle every day--is that,
as more people hear and appreciate the value that general
aviation provides, some of the crazy stuff that is happening
out there gets less momentum, because people do want to support
what we all know and love so much.
Mr. Perry. I yield.
Mr. Nehls. The gentleman yields.
I now recognize Mr. Garcia.
Mr. Garcia of California. Thank you very much, Mr.
Chairman.
And thank you to all of our witnesses here today.
I just want to obviously emphasize that all these issues
that are being discussed today are at the top of mind for a lot
of folks. Certainly, when I am back home, people talk to me
about the price of healthcare, they talk to me about the cost
of goods, and they talk to me about safety at our airports, at
our airlines, and what is happening at the FAA. It is at the
top of mind of constituents across my community and, I think,
across the country.
And so these hearings and these questions are really
important, so I want to thank all of you.
I know that, obviously, staffing challenges is a huge issue
for the FAA, especially for air traffic controllers.
As an example, I represent the Long Beach Airport back in
my home community of Long Beach. This is an airport that is a
municipal airport run by the city. I served as mayor there for
8 years, and so I know the airport really well. I have had a
chance to meet and I know much of the staff at the airport: the
TSA folks, the air traffic controllers, the workers there.
You may not know that the FAA has determined for our
airport that we need 26 certified controllers. We currently
have 19.
Now, these are positions, of course, that, with mistakes,
with health concerns, if there are issues where folks need to
take some time off, we are creating a very serious issue at our
airport and for safety.
And I want to be clear, the Long Beach Airport is safe.
These air traffic controllers are incredibly talented. In my
opinion, they are heroes. And they work really hard to ensure
the safety of all people.
But I think I speak for a lot of folks when I say the
biggest priority as we implement the FAA reauthorization is to
follow through on our promises to build and support our
workforce, ensuring people know what their roles are and a safe
experience for all passengers.
Now, I think it is really important, of course, that, as we
have these conversations, we are looking at safety on all
fronts. It is the safety for air traffic controllers as well as
our commercial pilots. The FAA, of course--the process of
clearing someone to return for work for all of these positions
after a medical or mental health issue is also really
important, and we know that you are all involved in this work.
And we all agree that we need to be completely certain it is
safe before putting someone back in a tower or a cockpit.
I know that there was an internal presentation at the FAA
last month suggesting staff departures could affect the
processing of medical clearances for pilots and air traffic
controllers.
Captain Reven, can you share what the process of regaining
your clearance to fly actually entails?
Mr. Reven. Thank you, Congressman, for the question.
So, as I understand, you are talking about for a lost
medical. So there are a couple of different avenues there. The
special issuance is the one where we see the most problems in
the past, and that has improved. We have been working with Dr.
Northrup, who is the FAA flight surgeon, on reducing those
timelines.
But, as an example, someone has a failed EKG. And, in the
past, there were times where the cardiac board was only meeting
twice a month or quarterly or even longer sometimes. And so
this person had already been cleared by his AME. Okay, you are
cleared to go fly; everything is back within the right ranges.
But he was waiting for that board to meet. So that was 10 years
ago; this problem has been on our horizon.
Now they have gotten those down to an average of 90 days,
which we are absolutely thrilled with. There will be departures
here and there, but he works with his AME, who is not an
employee of the FAA----
Mr. Garcia of California [interrupting]. Now, can----
Mr. Reven [continuing]. And that paperwork filters up.
Mr. Garcia of California. Again, Captain, I have heard
those same stats. I think that is really impressive, and I
think as the FAA presentation, the internal presentation that
was presented, I will talk about staff departures and how they
could negatively actually impact this process. We have made so
much progress, and yet these staff departures could really be a
hindrance to the progress that we have made.
Part of last year's FAA reauthorization created a working
group to recommend ways of improving, of course, some of these
procedures. The aviation rulemaking committee also put out
their own recommendations on mental health and aviation medical
clearances last year.
Captain, do you know if any of those recommendations--
additional recommendations have been adopted by the FAA--and I
know some of them have, obviously--on the timeline?
Mr. Reven. Yes. We are pleased with the progress, but you
can never do too much. Specifically, you mentioned mental
health. We have a peer support program at SWAPA, but near and
dear to my heart, maybe earlier this year, a classmate of mine,
a 20-year employee of Southwest Airlines, took his own life.
So we have got a lot of room to work. We have got a lot
of--it is a weakness for pilots who feel like I have to ``John
Wayne'' this. I have got to keep it secret. If I tell somebody,
``I need to talk to somebody, I am going through this
problem.''
We have also got to get towards a company with a just
culture that encourages self-reporting, as opposed to having
some sort of a punishment-type culture. And I do think we are
making great strides at Southwest Airlines and in the industry,
that side.
Mr. Garcia of California. Thank you. I am out of time. I
just want to thank you, and just to conclude, just say that
mental health of all folks and their physical health, whether
they are pilots, whether they are traffic controllers, whether
they are flight attendants, is so important, and I just hope
that we recognize that these reductions are making--ensuring
that we have a healthy team at all of our airports as possible.
So, thank you, Mr. Chairman.
Mr. Reven. Thank you.
Mr. Nehls. The gentleman yields.
I now recognize our fearless leader of the full committee,
Chairman Graves.
Mr. Graves. Thanks, Mr. Chairman. I actually don't have any
questions.
I think I am pretty familiar with the reauthorization, but
I do want to welcome all my friends here to the committee, and
we appreciate your testimony, and we appreciate your insight,
as much as anything else. Thanks.
Thanks, Mr. Chairman.
Mr. Nehls. Thank you, sir.
Ms. Nelson. We appreciate you too, Chairman Graves.
Mr. Nehls. Isn't he wonderful? Ms. Nelson, isn't he
wonderful? We have strong leadership on this committee.
I now recognize Mr. Stauber.
Mr. Stauber. Thank you very much.
Currently, pilots and air traffic controllers who seek
mental health care are unfairly penalized. While aviation
professionals are mandated to report if they seek mental health
care, once they take that step, they are faced with delays,
confusion, and broad regulations to return to work. This often
means that relatively minor health concerns result in long wait
times and derailed careers for safe and well-trained pilots and
air traffic controllers.
As a former police officer, there were two times in my
career that I needed help with calls for service. I was
escorted out of the squad room by a commander, Commander
Lieutenant Bob Brasel, after an individual tried to kill me.
Lieutenant Brasel said, Pete, how are you doing? And in
front of my colleagues, I said, I'm tough, a hockey player. I
have won fights, I have lost fights. I'm okay.
I was crushed inside.
I left my night shift after the incident. Sitting on the
halls, the city step halls of Duluth, Minnesota, watching the
sunrise over Lake Superior, the most beautiful sunrise I have
ever seen. The grass was as green as ever, knowing I am alive
that morning. I needed that help at that moment because when I
went home, I never told my wife, as she was leaving for work,
what had happened.
I go to rollcall. Bob Brasel met me there. He knew I needed
help. I needed that police counselor that night, and I got the
help I needed. And I returned for 22 straight years after that,
and it was because I had a leader that understood that it is
not--the stigmatism of mental health must go in this Nation
because one in four of us, one in four of us adults are going
to experience that in our lifetime. No matter what we do or
say, we are going to experience that.
And our professional airline pilots are no different. And
when I hear that our airline pilots, when they ask for help,
that they are removed, the stigma is there. They are delayed in
getting help, and some of them can't even get their jobs back
or are delayed until they get their jobs back, which affects
their family.
That is wrong and that stops right here and right now with
the Mental Health in Aviation Act that I am proudly sponsoring
with Representative Casten from Illinois.
Ladies and gentlemen, thanks for what you do. Thanks for
bringing clarity to the situation. It should never happen. And
once that bill happens, if any of you need help, you will get
it, the door will be open. And then you will return to your
jobs, carrying the most precious cargo: people. And you all
know that.
My goal is to have, if it happens, to have the same affect
that that counseling happened to me as a police officer, to be
able to work through it, manage through it, because we have
help for you. And never will you lose your job and never will
that stigma stay with you, because we are all humans and it
happens to us, and it happened to me almost 31 years ago. Even
back then I had a leader in the police department.
And you are all leaders in the profession of aviation, and
I am proud of each and every one of you. I fly a couple times
every week. We all do. You carry us, and our families and our
friends depend on you.
Make no mistake, this committee, Chairman Graves, Chairman
Nehls, and my Democrats on the other side of the aisle all
agree with this bill. This is not a messaging bill. This bill
is going to get across the finish line in a bipartisan fashion.
The President is going to sign it, and never again will you
have to wonder if you should ask for help.
I had questions prepared, Mr. Reven, for you, and I am
sorry I didn't get to them, but I wanted to tell you all my
personal opinion, my personal experience of asking for help.
Asking for help is actual strength, and we have to honor that
and make a commitment. Never again will you have to be forced
to get into that cockpit if you are dealing with some issues
around you or your family, because, remember, one in four of us
in our lifetime as adults will need help. God bless you and
thanks for carrying us safely.
And I yield back.
Mr. Reven. Thank you, Congressman.
Mr. Nehls. Thank you, Pete. Well said.
I now recognize Mr. Johnson for 5 minutes.
Mr. Johnson of Georgia. Thank you, Mr. Chairman and Ranking
Member, for convening this hearing, and thank you to our
witnesses today for your testimony.
The FAA Reauthorization Act of 2024 was a historic
bipartisan commitment to public safety, modern infrastructure,
a stronger workforce, and consumer protection, but the law is
only as strong as its execution, and right now, that execution
is being sabotaged.
A year ago, we came together across party lines to move
aviation forward, but instead of building on that progress, the
Trump administration is gutting it. Slashing the FAA and DOT
workforces while tasking them with over 500 mandates is
calculated sabotage. You don't modernize aviation by laying off
the professionals who keep planes in the sky and passengers
alive. You don't protect safety by sidelining the very people
who ensure it, unless the goal is to watch the system fail and
pretend it's not by design.
Now, Congress did its job, and the administration now needs
to do theirs. Stop the sabotage and implement this law fully,
swiftly, and in good faith.
Democrats are watching. We are not backing down, and we
will not let politics put lives at risk. And I am personally
happy that Elon Musk has left the scene.
Mr. Bolen, the National Business Aviation Association
represents a wide range of small businesses and operators
across the country, many of them based at regional airports
that rely on Federal contracts and grants. Now, the Trump
administration is trying to dismantle the Disadvantaged
Business Enterprise program, a longstanding initiative that
helps minority- and women-owned small businesses fairly compete
for those contracts.
Are you concerned about the impact of eliminating the DBE
program and what impact that elimination would have on small
operators in your association and the business opportunities in
the aviation industry overall?
Mr. Bolen. Mr. Johnson, you are correct, business aviation
does involve a lot of small companies, midsized companies. I
think 85 percent of our members are small and midsized
companies. A lot of----
Mr. Johnson of Georgia [interrupting]. And some of them are
disadvantaged businesses as well, correct?
Mr. Bolen. That is correct.
Mr. Johnson of Georgia. And so shouldn't we be continuing
the DBE program?
Mr. Bolen. There are a number of programs, and I think----
Mr. Johnson of Georgia [interrupting]. Shouldn't we be
continuing those?
Mr. Bolen. I think what we want to do is make sure that
there is access----
Mr. Johnson of Georgia [interrupting]. And that is what the
program--that is what the DBE program tries to make available
is to be able to get access. What's wrong with that?
Mr. Bolen. Probably----
Mr. Johnson of Georgia [interrupting]. Is it simply because
it falls under the DEI category and you don't want to talk
about that right now to jeopardize whatever you are trying to
protect? I understand. But let me move on.
Ms. Nelson, at our last full committee hearing on the
implementation of the FAA Reauthorization Act, one thing was
clear: Our air traffic controllers are working under intense
pressure, long hours, high stakes, and this atmosphere of fear
created by constant political games is wearing them down. That
is a heavy burden for anyone, but I imagine it is just as hard,
if not harder, for flight attendants who are working exhausting
hours at 30,000 feet, and they are responsible for the safety
and well-being of every person on board.
Can you speak to how the chaos and instability in these few
months of the Trump administration has impacted flight
attendants and others on the front lines of aviation safety?
Ms. Nelson. First of all, we count on our air traffic
controllers, and we are very concerned about the stresses that
they have been under, and our safety inspectors. This directly
affects us on the job.
If we don't have a system that is supporting us--there are
questions from flight attendants saying, why are air traffic
controllers being asked to justify their jobs? Why are they
getting notices like everyone else, even though it wasn't
intended for them to leave? And why are their pensions being
attacked? Because this kind of instability is not supportive of
keeping people focused on safety.
We know--and I appreciate very much your question about
flight attendants. We are in the middle of bargaining and
trying to address some of these issues with the airlines. It is
very difficult to do our jobs when you have all of this
instability going on and when we also see that demand is
softening because people don't want to come to the U.S. Ticket
prices are dropping, and as we are bargaining, that is a real
concern, too.
So everyone is concerned with that instability, and we know
very well that in order to have a business work, you have to
have stability in order to invest, in order to staff up, in
order to be able to do the work. So the attacks on pensions for
Federal workers and collective bargaining agreements we also
feel on the job, too, and we feel that transition also into our
discussions with the airlines.
Mr. Johnson of Georgia. Thank you.
My time has expired, and I yield back.
Mr. Wied [presiding]. The gentleman yields back.
I now recognize Mr. Hurd for 5 minutes.
Mr. Hurd of Colorado. Thank you very much.
I want to thank Chairman Nehls and Ranking Member Cohen for
holding this hearing.
I represent a very large district in western and southern
Colorado, Colorado's Third Congressional District. It is
basically half the geographic footprint of the State. One of
the facts that blew my mind when I was originally running for
office, and I think surprised a lot of folks back East, is that
it is larger geographically than the entire State of
Pennsylvania. So it is a big district. And general aviation
airports are crucial for accessibility, for emergency services,
for ag operations, for economic development.
I wanted to ask, Mr. Bolen, now that the FAA is 1 year into
implementing reauthorization, how effectively has it
implemented provisions intended to support and modernize rural
aviation infrastructure?
Mr. Bolen. Well, I think that was one of the really great
accomplishments of the FAA Reauthorization Act of 2024. As you
well know, we saw the funding levels for airports go from $3.35
billion to $4 billion, with a lot of that specifically directed
toward rural airports. And that is critically important,
because as you articulated, these airports are lifelines for
rural communities. They provide medical support, they provide
emergency relief, they are there in times of disaster.
We need to make sure that those airports have an
opportunity to survive, they have an opportunity to do matching
grants, and I think that is exactly what this committee had in
mind, and I think that it is an enormous step for the United
States to keep its leadership in every aspect of general
aviation.
Mr. Hurd of Colorado. Thank you very much.
Yes, it is critical, these services and airports in rural
parts of the country for sure, and it is important that we make
sure we continue this implementation to help those rural parts
of our country.
Mr. Pleasance, is the FAA doing enough to ensure general
aviation airports have sufficient infrastructure funding during
their implementation of the reauthorization?
Mr. Pleasance. Is the FAA doing enough, is that the
question?
Mr. Hurd of Colorado. Yes, sir.
Mr. Pleasance. That is a great question. I don't see
evidence that they are not doing enough. However, some of the
examples I gave earlier around some of these smaller airports
that are suffering from some of the fees, you do have examples
out there where you have got singular FBOs operating in
locations and, to some extent, take over the economics of that
airport. And I think our concern from an FAA perspective is not
as much enforcement of the grant assurance language around fair
and reasonable fees that ultimately do affect the ability and
attractiveness of the flying public to use those airports.
And it is not every airport, right. This is, by and large,
a lot of the small airports--call it ``in the middle of
nowhere'' around the country--are doing just fine, but there
are a number of airports that are important access points to
parts of the country, including out in your part of Colorado,
where we do have concerns that we are seeing increasing
evidence of fees going up, access to those airports going down,
and the FAA not doing as much as we believe they should do to
ensure that the access to those airports remains viable.
Mr. Hurd of Colorado. That is very helpful. Thank you.
Mr. Bolen, back to you. Workforce development and retention
are critical issues for rural districts like mine in Colorado's
Third District. Pilot workforce shortages have particularly
impacted rural regions who have seen reduced service to their
communities as a result, and having a strong general aviation
pipeline is key to ensuring that we have a strong supply of
commercial pilots.
What are some ideas or initiatives that your members have
considered to address these critical aviation workforce
shortages to retain talent in our rural communities? And has
the 2024 reauthorization been helpful in facilitating aviation
workforce development in rural areas?
Mr. Bolen. Well, I think the bill itself did a number of
really important things. It created some important grant
programs and provided $20 million for aviation maintenance
technicians and a pathway to pilots. So those are important
programs.
I think the challenge that we all have is how do we raise
awareness of what these opportunities are. There are a lot of
people that have not focused on the opportunities available
through aviation or see themselves in what they see as
something different and apart for a different segment of the
community.
I think the efforts to go into high schools, the efforts
that are being made by organizations like AOPA with their
curriculum are really important. I think we also need to focus
on our ability to work with the technical schools and the
community colleges, another opportunity to make people aware of
what is out there.
So NBAA is working through its members. Fortunately, we
have got people in every congressional district, and that gives
us an opportunity to be part of the local community. We
encourage career days at airports. We encourage going into
schools. We can't do enough to express the opportunities that
are available, the life-changing opportunities in aviation and
specifically general aviation.
Mr. Hurd of Colorado. Wonderful. Agreed. Thank you so such.
I see my time has expired. Mr. Chairman, I yield back.
Mr. Wied. The gentleman yields back.
I now recognize Ms. Brownley for 5 minutes.
Ms. Brownley. Thank you, Mr. Chairman.
Mr. Pleasance, I have a question about so-called aircraft
kits. About a month ago, there was a fatal crash in Simi
Valley, California, in my congressional district, which
involved a home-built kit airplane that crashed into homes and
killed two people.
According to the FAA, the FAA does not certify or approve
aircraft kits. Can you comment on the current safety
regulations around aircraft kits and the certification process
and airworthiness reviews or maybe lack thereof for these
amateur-built kit aircraft?
Mr. Pleasance. Yes, absolutely. So part of what has made
the U.S. as much of a leader in aviation as it is, is in large
part because of our willingness to innovate, and the whole--
they call it experimental aircraft or home-built aircraft--
movement has become a giant part of this ecosystem.
The aircraft you are talking about in Simi Valley was a
Van's RV-10. I am very familiar with the accident. Van's has
produced more kit aircraft than any other company, over 11,000
of them. The vast majority, 99-point-whatever percent, fly
safely every day.
So I am a very strong supporter of that ecosystem. I think,
to me, it is a great example of how we as a country continue to
innovate, because many of the innovations that make their way
into certified aircraft come out of the home-built or
experimental area.
To your point around not being certified, they--you are
right, they are not certified. However, that does not mean they
don't have oversight from the FAA. They actually do. So as
these kits are built, and they are very well-designed kits with
very well-structured plans and instructions on how to do it,
each major stage of build has to be overseen by an FAA-licensed
mechanic to basically authorize it to move on to the next
stage.
So although they don't end up at the end being certified
like a certified aircraft would be, they do end up with a level
of inspection that ensures it was built in compliance with the
manufacturer of the kit's recommendation. So I personally am a
big fan of it. I think it drives a lot of vitality.
Accidents like that one where that was a weather-related
accident, not an aircraft-related accident, it could have been
in any other kind of plane. So I guess I would not want the
general public to think that just since the word either
``experimental'' or ``home-built'' is used, it implies that
there is a level of safety that is somehow given up. These
aircrafts are also a very, very safe aircraft.
Ms. Brownley. Well, I don't think NTSB has finished their
investigation around that crash in my district.
Mr. Pleasance. You're right.
Ms. Brownley. And I also know that FAA doesn't approve the
kit manufacturers.
I guess what you are saying is the way the system is right
now is what you would prefer, that there shouldn't be any
further regulations around aircraft kits, homemade.
Mr. Pleasance. That's correct. And if we discover there is
a problem, a specific problem, of course, I would be very
supportive of addressing that. But right now, I think the FAA
oversight and then in partnership with AOPA, also the
Experimental Aircraft Association in Wisconsin, play a big
role. We all have a vested interest in those aircraft being as
safe as possible.
Ms. Brownley. Thank you.
Ms. Nelson, this hearing is about implementation of the FAA
Reauthorization Act. So from your perspective, in terms of the
administration and DOGE cuts and the FAA workforce cuts, can
you comment on if and how it has slowed down rulemaking and key
priorities to keep moving forward on implementation?
Ms. Nelson. First of all, I just want to note that as
safety professionals, we learn the first rule in safety is to
remove all distractions. So while we have--we very, very much
appreciate the leadership of Secretary Duffy pushing forward on
trying to modernize and staff up and work with the unions on
all of that.
But at the same time, to have the administration creating
all of these other distractions, it is undermining the process.
And in specific areas of the bill that, of course, we are
concerned about, doing away with committees, doing away with
rulemaking committees, that is jeopardizing the plans of this
committee and the direction from this committee and all of
Congress on what needs to be done in all areas of safety in
order to lift us up.
We are very, very focused, obviously, on the modernization
and staffing of air traffic control, but there are other
portions of safety. You can't take any of those for granted,
and there are a lot of priorities in the bill that are being
sidelined because of what DOGE has done.
Ms. Brownley. Thank you for that.
And one quick last question. Captain Reven, I wanted to
just check in with you on the overseas maintenance stations and
if you believe there is anything more that needs to be done to
ensure our safety standards there.
Mr. Reven. Thank you for the question, Congresswoman.
I can only speak to Southwest Airlines and our methodology.
We have a very rich and robust safety and inspection where we
operate and take those planes down in South America. We have
our check airman corps who are our most highly professional
overseeing the rest of our pilot group that have a specific
nonroutine flight operations certification. They go down there
and do that, and they put those planes through their paces
after they take them out of maintenance, turn off switches,
turn on systems, turn them back on. It is operating as it
should.
Ms. Brownley. I think my time is done, so I need to yield
back. Thank you.
Mr. Reven. Okay. I hope I answered your question.
Ms. Brownley. Thank you.
Mr. Wied. The gentlewoman yields back.
I now recognize myself for 5 minutes.
I am very proud to represent the great State of Wisconsin,
and it is home to many great general aviation airports.
The municipal airport in Watertown, Wisconsin, for example,
has experienced issues with the FAA's eligibility requirements
for a runway expansion project. Specifically, the airport is
struggling to secure airport improvement program, AIP, funding
even after conducting necessary environmental studies,
rerouting a city road, and purchasing additional land for a
buffer requirement.
As the Watertown Airport has worked towards achieving AIP
eligibility requirements, it is estimated the runway expansion
project cost has ballooned from $2.5 million in 2005 to nearly
$15 million today. The small airport fund of the AIP
establishes a calculation to ensure that a required level of
discretionary funding is used on small airports.
So, Mr. Pleasance and Mr. Bolen, if you both could weigh
in, what actions could be taken to help make AIP eligibility
easier to obtain for smaller airports?
Mr. Pleasance. So that is definitely not my area of
expertise. I have got, I will call it sympathy, for what feels
like increasing levels of bureaucracy and overhead that the
airports are having to jump through. I think this body putting
some additional guidelines in the sense of requirements on the
FAA to impose a level of what I call reasonableness in what is
required to justify an airport.
I see a couple of examples in other parts of the country
where extra dollars are being spent, in my view, to actually
make the airport less safe. Reducing the length of a runway,
for example, or eliminating a cross runway that take dollars to
accomplish.
So I suppose it would be around this body's ability to
provide greater clarity on the ability to simplify the path to
improving airports.
Mr. Bolen. Yes, I will follow up. I agree with what Mr.
Pleasance said. I think one of the things that we have
recognized in the United States is that it is difficult to
build airports, build runways, and we want to make sure that we
are able to create as many airports as we can. These are nodes
in a system. The more nodes we have, the more valuable the
system becomes.
And as aircrafts get bigger, we need longer runways, and we
need to have the safety buffers built in. So I think what we
really need to do is very much focus on what the impediments
are and to address them. Like you are talking about going from
$2.5 million to $15 million, that has not served anyone, and it
has not increased the health of Watertown, and it hasn't
increased the safety in the system.
Mr. Wied. All right. Thank you.
Mr. Bolen, one for you. How is business aviation being
integrated into FAA modernization efforts?
Mr. Bolen. Well, I think we are part of the Modern Skies
Coalition, and I think we recognize that the public airspace
belongs to the public, and making sure that we have access to
airspace and airports is critical. I think that is one of the
things that has made the United States unique, and I think that
that is our real strength.
When we talk about things that will increase safety and
increase efficiency, coordination, communication, connectivity,
that helps everyone. The more precise we can be in our flights,
the more clear we can be exactly where we are with clear
situational awareness, that makes everybody safer, and that is
why business aviation, general aviation, labor, commercial
airlines, we are all in this together.
Mr. Wied. Is the FAA listening to and incorporating
noncommercial general aviation airports?
Mr. Bolen. I think the airport office recognizes the
importance of airports. I think as Mr. Pleasance has brought
up, there are times when we would like to see more aggressive
use of the part 16 efforts. We know that in some communities,
developers or others like the idea of the land, but we want to
make sure that we have a viable national system of airports,
and that is why we have the whole NPIAS program.
Mr. Wied. All right. Thank you.
Thank you all for being here today.
I yield back.
I recognize Mr. DeSaulnier for 5 minutes.
Mr. DeSaulnier. Thank you, Mr. Chairman.
I want to thank you all for being here. It is a combination
of anxiety, but we want to be thoughtful to this. I have said
this before. Mr. Chairman, I do hope that we are communicating
with the administration. And Secretary Duffy is a former
colleague. I have heard him say, make some comments after the
terrible tragedy at DCA that indicated to me that he wasn't
fully aware of the work we have done and are doing in terms of
going after more money, which, of course, we would welcome from
the administration. But just that coordination and the
wonderful leadership we had from Chairman Graves to get this to
this point, and I am really appreciative that we are continuing
to stay on it.
Captain, I want to ask you a couple of things. First, in
the short term, what are you and your pilots seeing on the
ground about near-misses, new technology that we are trying to
get in?
I know I bring this up all the time because it was my
introduction to commercial aviation, the near-miss 10 years
ago, the Air Canada flight at SFO in my area where we came
within 54 feet. If it wasn't for the copilot of the United
plane, the first plane on the taxiway, and all the work we put
into NOTAMs.
What are you seeing from that perspective? Now, that is 10
years ago almost. Have those things improved? Are pilots
reading the NOTAMs? Are they more digestible? And in the nearer
term, has that created greater safety from the pilots'
perspective?
Mr. Reven. Thank you for the question, Congressman.
On the NOTAMs part, it is getting better. They are starting
to be a little--they are a little more decoded than they used
to be, starting to be a little more condensed. The packets that
we tailor are very condensed for the areas that we are going,
and pilots are very responsible about reading those. Our
dispatchers are also fantastic for reviewing those and the 121
operation, making sure that you are safe and prepared for the
location you are going to.
To your question on the ground, it is getting better and
better with the technology that is out there. We have the RAAS,
which is a Runway Awareness and Advisory System. I have to look
at that acronym all the time.
Mr. DeSaulnier. I will take some credit for getting that.
Mr. Reven. It lets you know, hey, you are getting close to
a runway, you are getting close to a taxiway. It is in about 83
percent of our aircraft at Southwest Airlines and ahead of
schedule for being 100 percent instituted. It is just another
great tool.
The concern and what I see out there, the concern that I
have is with air traffic control manning. One of the pilots
that was on the Midway flight, he brought up a great example
with Secretary Duffy. He said, hey, here in Denver, routinely
on the weekends, they will go to one controller that operates
both ground and tower frequencies. That's a problem. That's a
problem, and it's a manning problem. It's not being
irresponsible; it's just having the coverage to do so.
So as you know, every commercial flight is an orchestrated
event between air traffic control, the pilots, the ground
operations, the flight attendants to get the passengers safely
from A to B. So those are some of our concerns, just the
manning and the coverage.
Mr. DeSaulnier. And I have mentioned this, just in the
tower with the air traffic controllers, again at SFO, and the
thing that was alarming was retention, the burnout,
particularly in those areas that have lots of flights in the
urban areas where the differential isn't enough. So you think
about attracting people into the field, whether it is pilots or
air traffic controllers or mechanics.
On the pilot side, I have heard from some of my pilots
talking about the training and that difficulty of the great
training that so many pilots got in the military and now trying
to get that in the private sector. And one just anecdotal story
is younger pilots will start at a training school in Arizona,
go work for a regional airline, and have never really been in
bad weather before. Could you--and the anxiety that creates.
You have any comments on that kind of scenario and how we
can improve that?
Mr. Reven. Absolutely. I think a good part of that is
experience, and there are lots of moves to try to reduce--there
have been in the past, and I applaud this body for maintaining
the strict 1,500-hour rule for an ATP, but there is no
substitute for experience. And oftentimes folks will build
those hours, and they have never been in the weather. So
keeping that level of experience ensures that people have seen
multiple, different, challenging environments and platforms.
And so we do have fantastic young people that come to our
airline, and they have seen real weather scenarios, and they
continue to see those with an experienced guy in the left seat.
So I think it is working as it should currently, and I applaud
this body on their decisions.
Mr. DeSaulnier. Ms. Nelson, just briefly, your folks are
right at the retail point. We have had a lot of problems with
stress and anxiety, COVID and post-COVID. How is that working
out, just briefly? How are you dealing with customers who are
stressed?
Ms. Nelson. Well, it is a real challenge, and so, more
education and more communication. We did have very, very clear
communication from the FAA Administrator repeatedly and from
the President in the last administration to make it very clear
that people who acted out were going to jail. That continued
conversation and leadership from all of our leaders is very,
very helpful, and we would actually ask for people to continue
to be talking about that, continue to be talking about the
consequences and making it very clear what we expect of people
when they come to the airport.
Mr. DeSaulnier. Thank you, Mr. Chairman. I yield back.
Mr. Wied. The gentleman yields back.
I now recognize Mr. Shreve for 5 minutes.
Mr. Shreve. Thank you, Mr. Chairman. I appreciate the lady
and the gentlemen for sharing time with us today.
I represent central and eastern Indiana. I have got the
Indianapolis Airport in my district. We describe Indy as being
at the crossroads of America. We have got a nexus of Federal
highways that traverse there, but as a consequence of that,
FedEx has their second largest air cargo hub at IND, and that
is growing by volume.
Captain Reven, you move more passenger traffic through IND
than any other passenger carrier. We were successful in
securing a $27 million AIP grant and are rebuilding 5R out
there. We are nearing completion on that, and we will get
another 40 years out of that runway, and that is just crucial
to commerce, both cargo and passengers.
But I wondered if you could speak from a pilot's
perspective as to the importance of that hard infrastructure,
that physical environment that they are bringing aircraft in
and out of on, please.
Mr. Reven. I thank you for the question, Congressman, and
absolutely support that project.
UPS flies in and out of there--or FedEx, excuse me, flies
in and out of there at high volume. Mostly they do it at night,
and that gives them some efficiencies when they are more
heavyweight, when they need a little bit longer runway. It
makes the flexibility for us much better too with any kind of
inclement weather.
So fully in support. Always excited to see another project
like that in an option, in a safety environment.
Mr. Shreve. Yes. As with both Worldport just down the road
in Louisville, with UPS and FedEx in Indianapolis, the busiest
times of the day are in the middle of the night when all that
traffic is sequencing in through there, and so that
infrastructure really matters.
Captain, I also toured Indy Center, and I have been up in
the tower before. But we describe ourselves as the crossroads
of America, but we have got a lot of traffic that Indy Center
is managing. It moves from Atlanta into the Chicago area at
different altitudes. And we are short on human talent at Indy
Center, just as we are across the country.
We have heard so much about the challenges in Newark that
have acutely impacted United. I wondered if from Southwest's
perspective there were pain points in the system that you would
draw our attention to other than Newark.
Mr. Reven. Sure. There are a lot of pain points in the
system, and it did not come about in the last 6 months. We have
been seeing this decline--or this problem with air traffic
control manning, line of sight restrictions, et cetera, have a
lot of problems down in Florida.
One example where the Homestead Air Force Base radar shuts
down in the southern tip of Florida, and the whole TRACON at
Florida shuts down. So they have instituted some great things
with the slowing down aircraft to doing the ground stop program
to make sure they get those under control, and we have seen
definite improvements.
The manning continues to be a concern for us, for air
traffic controllers. And I was talking a bit with NATCA
yesterday, and they did a great job in this testifying body,
this last testimony, with the challenges that they have. And we
are just as supportive of them as we can be. They are absolute
consummate professionals, the controllers.
So we also applaud you for the grants and getting into high
schools and getting in early and starting to highlight that
profession and the need for it.
Mr. Shreve. We sorely need the talent. It would seem like
it would be a profession that could be attractive to young
people that grow up gaming. If the hardware that they are
working with was brought into the current century, I think that
we would have the ability to pull young people into these cool,
dark, windowless, bunkered sort of facilities as they move
safely people and commerce around our country.
But we are struggling with that at the moment, and part of
that is a function of the very dated hardware, the DOS sort of
world that they come into and can't identify with. I am
determined to make some progress with this.
Thank you. I yield back.
Mr. Wied. The gentleman yields back.
I now recognize Mrs. Foushee for 5 minutes.
Mrs. Foushee. Thank you, Mr. Chairman, and thank you to the
witnesses for being with us today.
Fume contamination occurs frequently on commercial flights.
Nearly all commercial aircraft draw outside air through the
engines into the cabin, which is then recirculated throughout
the cabin. As we all know, the recent FAA reauthorization bill
included numerous provisions to help address this issue,
including a requirement to complete a study on the impacts of
bleed air, the development of a reporting system for fume
events that occur on board a commercial aircraft within 180
days, and the issuance of formal recommendations to mitigate
the impact of fume contamination on cabin air quality by 2027.
Ms. Nelson, while we look forward to the report findings
and recommendations offered, what can be done now to improve
flight attendant health and safety in the short term?
Ms. Nelson. Thank you very much. And I would also include
our flight deck partners in this. We actually issue a card to
all of our members about air quality and what to do, how to
recognize it and report it when you find it. This would be a
very simple thing for all airlines to do and to provide it to
not only all the crewmembers but also maintenance.
We have issues today where we will have a flight return to
the gate because there is a report of dirty socks, the smell
that you get when you have that contaminated bleed air, a
report of people feeling headaches, feeling nauseous, and it
will return. And sometimes when the maintenance crew and the
crews do not know what is going on with that, they will tow the
plane away from the gate, deplane the passengers, keep the crew
on board, and fire up the engine so that the crew, the flight
attendants are subjected to those fumes again.
So if we are providing information to all of the pilots and
flight attendants and maintenance, we will avoid very serious
and unnecessary events like that.
Mrs. Foushee. We will hear from others if you care to
speak.
Mr. Reven. Obviously, we echo the same concerns. And I
appreciate the pilots have even one more concern that not
everyone else deals with and that is the amount of radiation
that is in the cockpits.
So one of the things we have engaged the company, and a lot
of other carriers have, too, is what comes in the factory, the
safety information or the safety equipment, and their appeal
that carriers don't strip that safety equipment off, like
sunshades and things that can protect you from the UV.
And then we look forward to also the outcome of that study
on the bleed air. So thank you for the question.
Mrs. Foushee. Additionally, Ms. Nelson, your testimony
highlights the danger of radiation exposure to fertility and
viability of pregnancy. While you mention no action has been
taken at this time, what would you suggest be done to increase
radiation exposure education and safety for flight attendants?
Ms. Nelson. There is a form on the FAA site that could help
you track your radiation exposure, but that link is dead now.
If we could direct the FAA to make that available again and
then encourage the airlines. There can be encouragement from
Congress, there can be encouragement from the FAA to provide
information to flight attendants and pilots to be able to track
that and make good decisions for themselves.
This is something that is done in Europe, and flight
attendants and pilots can avoid flights when they are pregnant
or they are trying to get pregnant to be able to avoid that
radiation exposure because this has been quite an issue, not
just with fertility, other illnesses as well. But understanding
your potential risks helps you make choices to be able to avoid
those risks.
Mrs. Foushee. Thank you for that.
And finally, we tend to forget that ramp workers play a
role in commercial air travel because travelers do not interact
with them directly, but the reality is that countless travelers
rely on baggage handlers. When you consider the duties that
they perform, we can see that this work can quickly become
dangerous.
In your testimony, Ms. Nelson, you share that significant
training challenges and hazard concerns persist for ramp
workers. Can you share more about these challenges and
concerns, highlighting which ones you believe are the most
important or the most urgent for the FAA to address?
Ms. Nelson. Sure. A lot of this is about staffing up, of
course, with the assessment of what is happening across the
airport, but what can happen right away is that all of the
airlines can be directed not to have ramp tasking schedules
that are unrealistic with task times.
These are things that are within the airlines' control
today. Avoid overlapping assignments and rush transition for
these workers, and, of course, education for everyone.
We have had people die over the last several years, and it
is unacceptable and inexcusable, and it is part of the drive
towards productivity in very low paying jobs, I will say,
oftentimes without benefits. And then also asking them to do
more with less. So this is something that the airlines can
actually step up on right away and make these situations better
while the FAA is addressing the rest of the priorities here.
Mrs. Foushee. Thank you for sharing that.
I yield back.
Mr. Wied. The gentlewoman yields back.
I now recognize Mr. McDowell for 5 minutes.
Mr. McDowell. Thank you, Mr. Chairman.
And thank you to the witnesses for being here to testify
before the subcommittee today.
Mr. Bolen, I want to discuss pilot mental health and the
recommendations in last year's reauthorization bill. As you
know, aviation professionals, such as pilots and air traffic
controllers, are required to report if they seek mental health
care, but admitting to receiving mental health care can result
in a bureaucratic paperwork shuffle at the FAA that prevents
pilots from going back to work.
This is unintentionally punitive, in my opinion, and it
eliminates the incentives for aviation professionals to seek
mental health treatment that they need. With that in mind, how
would you recommend that the FAA address this issue while
prioritizing the safety of our airspace first and foremost?
Mr. Bolen. Well, I think a couple of things are happening
in this area, and I think, as we heard earlier, one in four
adults is impacted by this issue. It is significant in scope
and the risks are significant. So we have got to do things
where we understand better what the options are.
There was an aviation rulemaking committee, an ARC, put
together on mental health that completed its work and has made
recommendations. And then, of course, the FAA Reauthorization
Act of 2024 focuses on the aeromedical office, but specifically
focuses on mental health as well. So I think understanding more
about what we are talking about and understanding those
treatments.
We heard Captain Reven talking about the peer-to-peer focus
at his airport. I think the important thing is we find ways for
people to come forward, to destigmatize, and then to take the
appropriate steps based on what the situation is today, not
what has happened years ago, or finding new ways to move
forward.
And there has been progress. We have seen medications that
are now available that were not before. So I think we are
making progress, but I think this has to remain a front burner
issue for everyone in the United States, but particularly the
aviation community.
Mr. McDowell. Sure. Thank you.
Captain Reven, same question to you. How would you fix
current policy to ensure that pilots aren't punished for
seeking help?
Mr. Reven. Thank you for the question, Congressman. And I
agree with much of what Mr. Bolen said. In addition to that, we
have had some very productive meetings with the FAA flight
surgeon, Dr. Northrup, and she has been very open to our
inputs.
The 8500, the Form 8500 that you accomplish when you are
getting ready for your flight physical, that is in need of
update. There are questions on there that just shouldn't be
asked. I think that one should be asked differently, that you
referred to.
The amount of lookback that you have to go to to go, okay,
I have to keep track of each doctor's visit that I did for how
many years. I told you that last year. So I am just trying to
do this form correctly. Some of it is just redundant and it is
overly burdensome on the member.
That is probably the most important one to me that you
mentioned about the pilot mental health question. I think we
need to look at how we word that and what we do with that
information.
We have a group that meets regularly, and I would be happy
to provide some bullets. We did this for Secretary Duffy when
he first kind of came out of the gate after the Midway
incident. He said, hey, what should we be looking at? And
through our Government affairs and our subject matter experts,
we provided a huge list of bullets.
I would be really--I would be hopeful that I could do that
for you in this area too, as far as the Form 8500 and the
mental health.
Mr. McDowell. I appreciate that.
And, Captain, I have got another question for you.
Everybody in this room is familiar with the FAA's issues with
outdated air traffic control equipment. In your testimony, you
say that the FAA must move faster to address these concerns.
But in your view, what, if anything, is preventing the FAA from
moving quickly to modernize ATC equipment, particularly in
light of congressional support for equipment modernization and
recent directives from the Secretary?
Mr. Reven. So to me, it is appropriations. So we have got
the bill. We have decided how much money we have got to spend,
but now we have got to responsibly put it where it needs to be
to get those folks--and delays--I have heard this in the
military a ton of times, and you have all heard this, freedom
isn't free. But I would say the same thing is even more so
about safety.
We have got to get the funds out there and get the money
spent and get the projects underway as fast as possible to
avoid another mishap.
Mr. McDowell. Thank you, Mr. Chairman. I yield back.
Mr. Wied. The gentleman yields back.
I now recognize Ms. Gillen for 5 minutes.
Ms. Gillen. Well, thank you, Mr. Chairman, and thank you to
all of our witnesses here today.
Chronic underinvestment and lack of focus on the New York
airspace poses a serious threat to the safety of our region and
to our country. Multiple times over the past few weeks, radar
and communication systems that help controllers direct planes
in and out of Newark Airport failed for as long as 90 seconds
at a time, leaving controllers unable to see or talk to planes
in the area, and resulting in major delays, cancellations, and
leaving passengers stranded. These failures could have had
deadly consequences and caused extreme mental anguish to the
folks working in the TRACON and in the air traffic control
space.
I am proud to represent New York's Fourth Congressional
District on the South Shore of Long Island and New York's air
traffic control facilities, including TRACON N90 is in my
district and is one of the most outdated and understaffed in
the country. Yet it manages the Nation's most complex airspace.
We must do more to address our outdated infrastructure and
bring New York and our national airspace into the 21st century.
I recently led a bipartisan group of my colleagues in
sending a letter to the House Appropriations Committee urging
the inclusion of critical language in the fiscal year 2026
appropriation bill to prioritize New York airspace for
modernization, to increase efficiency, reduce congestion, and
maximize runway capacity to better serve air traffic needs and
keep our skies safe.
Mr. Chairman, I ask unanimous consent to enter into the
record this letter.
Mr. Nehls [presiding]. Without objection.
[The information follows:]

Letter of May 23, 2025, to Hon. Steve Womack, Chairman, and Hon. James
E. Clyburn, Ranking Member, Subcommittee on Transportation, Housing and
Urban Development, and Related Agencies, House Committee on
Appropriations, from Eight Congress Members from New York and New
Jersey, Submitted for the Record by Hon. Laura Gillen
Congress of the United States,
Washington, DC 20515,
May 23, 2025.
The Honorable Steve Womack,
Chairman,
Subcommittee on Transportation, Housing and Urban Development, and
Related Agencies, House Committee on Appropriations,
Washington, DC 20515.
The Honorable James E. Clyburn,
Ranking Member,
Subcommittee on Transportation, Housing and Urban Development, and
Related Agencies, House Committee on Appropriations,
Washington, DC 20515.
Dear Chairman Womack and Ranking Member Clyburn:
As you prepare the Transportation, Housing and Urban Development,
and Related Agencies Appropriations bill for Fiscal Year 2026, we write
to request the inclusion of crucial report language to address
increasing public concerns about the safety and efficiency of the
northeastern airspace, particularly around New York and New Jersey
airports and Air Traffic Control (ATC) facilities--including the TRACON
N90 facility. We recommend the following language that prioritizes
modernization of our nation's most vulnerable regions including New
York, while also increasing efficiency, reducing congestion, and
maximizing runway capacity to better serve air traveler needs.
New York's ATC facilities are among the most outdated and
understaffed \1\ in the country yet manage the nation's most complex
airspace. The complexity and volume of the New York airspace
significantly increases the risk of operational disruptions, especially
given the outdated or unreliable infrastructure. In addition, New York
ATC facilities are not utilizing \2\ the most modern and efficient
navigation technology, even though other parts of the country and the
world have implemented them successfully.
---------------------------------------------------------------------------
\1\ https://www.federalregister.gov/documents/2024/06/11/2024-
12690/staffing-related-relief-concerning-operations-at-ronald-reagan-
washington-national-airport-john-f
\2\ https://rosap.ntl.bts.gov/view/dot/56236
---------------------------------------------------------------------------
The lack of investment and focus on New York's airspace poses a
serious threat to the safety of our region and our country. Outdated
infrastructure has led to frequent telecommunications outages and
service interruptions that have brought the region's air traffic
operations to a standstill. In just the last few weeks, radar and
communications systems that help controllers direct planes in and out
of Newark Liberty International Airport failed for as long as ninety
seconds at a time, leaving controllers unable to see or talk to planes
in the area, and resulting in major delays and cancellations leaving
passengers stranded. This catastrophic system failure could have had
deadly consequences. Such failures represent a system wide
vulnerability that affects not only the New York area but also the
broader national airspace. At its peak, flights that interacted with
the New York airspace accounted for up to 70 percent of delays
nationwide.
To bring the New York airspace into the 21st century, keep our
flights on time, and keep Americans safe, we ask the Committee to take
action and include the language below in its FY2026 report.
Prioritizing Our Most Vulnerable Facilities for Modernization
Initiatives
Although the FAA has initiated various modernization projects and
staffing initiatives across the country, New York's ATC facilities have
often been left out. This lack of prioritization further delays the
much-needed upgrades to systems, equipment, and personnel that are
critical for safe and efficient air traffic management in the most
vulnerable region of our National Airspace System (NAS). The investment
in new, modern facilities and other operational improvements in this
region would yield disproportionate benefits for both domestic and
international aviation and should be prioritized over other, less
vulnerable regions.
Therefore, we request the inclusion of the following report
language:

The Committee remains deeply concerned about the vulnerability
of aging air traffic control (ATC) infrastructure, particularly
in the New York region, which is responsible for managing the
most complex and congested airspace in the National Airspace
System (NAS). Persistent outages, outdated telecommunications
systems, and insufficient staffing in this region have
repeatedly triggered national ripple effects, accounting for a
significant share of delays across the country. While the FAA
has initiated modernization efforts elsewhere, the Committee
finds that investment has not been sufficiently prioritized
based on systemic risk and operational impact.

The Committee recommends that the FAA update its 2023
Operational Risk Assessment to identify and rank the most
vulnerable ATC facilities, using criteria that include but are
not limited to: airspace complexity, delay frequency, system-
wide impact, traffic growth, runway limitations, and the
region's role as a domestic and international throughput hub.
The FAA is further directed to prioritize modernization
projects--including telecommunications infrastructure,
decision-support tools, facilities upgrades, and staffing and
training programs--at facilities that present the highest
vulnerability and potential return on investment in terms of
operational improvement.

The FAA shall submit a report to the Committees on
Appropriations, Committee on Transportation and Infrastructure
of the House of Representatives and the Commerce, Science, and
Transportation of the Senate within 180 days of enactment of
this Act detailing: (1) the updated facility vulnerability
assessment, (2) the projects selected for prioritized
implementation, and (3) an explanation of how prioritization
decisions were made.

This measure would require the FAA to address the most challenging
sectors of the NAS, rather than those that are the easiest to implement
in and correspondingly yield less operational improvement. It would
prioritize investment in the busiest, most complex, and vulnerable
airspace which would concentrate modernization efforts to where there
are the most operational disruptions. These requirements would help
ensure that the significant federal investment in the NAS is being
optimized.
Increasing Efficiency at New York Airports
New York ATC facilities are not utilizing the most modern and
efficient airspace navigation technology, even though airlines have
invested millions of dollars to equip their aircraft and train their
pilots with this capability. For example, Required Navigation
Performance (RNP) technology enables airplanes to follow precise routes
instead of operating over a broader geography that requires more
direction from controllers. This established technology is already
operational in other parts of the country but it is underutilized in
New York. Most airplanes are already equipped with this technology, and
the mixed equipment adds to the complexity for already busy air traffic
controllers. Requiring aircraft to be equipped with RNP or equivalent
technology during peak hours would streamline operations.
Therefore, we request the inclusion of the following report
language:

The Committee is concerned by the underutilization of advanced
air traffic procedures in the New York terminal area, which may
improve management of this congested airspace. For instance,
Required Navigation Performance (RNP), an advanced form of
Performance Based Navigation (PBN), has been successfully
deployed in other high-density regions to help enhance safety
and operational efficiency by enabling more precise and
predictable aircraft routing. Given the chronic controller
staffing shortages and complexity of the New York airspace, the
Committee believes that implementation of more advanced
procedures, such as RNP, during peak traffic periods could
yield operational benefits.

The Committee recommends that the Federal Aviation
Administration (FAA) establish a pilot to determine the
feasibility of using RNP capabilities for aircraft operations
during peak hours in New York's airspace. The Committee further
directs the FAA to report to the House and Senate Committees on
Appropriations, Committee on Transportation and Infrastructure
of the House of Representatives and the Commerce, Science, and
Transportation of the Senate within 180 days of enactment of
this Act on the design and proposed implementation timeline of
the pilot program, and to provide an assessment of its
operational and safety impacts within one year of initiation.

This pilot program would prompt full implementation of the wide-
ranging short-term and long-term airspace improvements that have been
postponed for decades. Limiting this pilot program to peak hours, when
the highest number of aircraft are moving through the ATC system, would
boost efficiency at periods when ATC personnel are the most strained,
while still enabling nonequipped aircraft that require more guidance to
land in off-peak periods. In the short term, requiring standardization
in landing and takeoff patterns during high volume traffic periods is
one way to enhance safety by constructing a more predictable airspace.
This streamlining of operations could also lead to a reduction of delay
programs during peak hours.
Study on Innovative Arrival Spacing Technology in New York
Arrival spacing tools, such as Intelligent Approach, safely
optimize runway capacity to improve operational resilience and deliver
better on-time performance. In other parts of the world, Intelligent
Approach technology is helping controllers to safely increase
efficiency and maximize available runway capacity. Although this new
technology is operational outside of the United States, the FAA has
been reluctant to begin understanding how it can help address crowded
airspace in areas like New York. The Port Authority of New York and New
Jersey, operator of John F. Kennedy International Airport (JFK),
LaGuardia Airport (LGA), and Newark Liberty International Airport
(EWR), has already advocated for this technology as an eventual
solution to the limited runway capacity in New York.
Therefore, we request the inclusion of the following report
language:

The Committee notes the international innovative arrival
spacing tools in optimizing runway throughput and improving on-
time performance in high-traffic environments. However, the FAA
has not yet conducted a comprehensive evaluation of this
technology for potential use in U.S. airspace. The Port
Authority of New York and New Jersey has identified this
technology as a potential solution for enhancing operational
resilience at its commercial service airports.

The Committee encourages the FAA, in coordination with airport
operators, air carriers, labor representatives, and relevant
stakeholders, to evaluate and develop an implementation
strategy for the potential use of innovative arrival spacing
tools, including Intelligent Approach technology, in the New
York airspace. The FAA shall report to the Committees on
Appropriations, Committee on Transportation and Infrastructure
of the House of Representatives and the Commerce, Science, and
Transportation of the Senate within one year of enactment of
this Act the study, and shall provide a final report within
four years outlining findings and recommendations for
implementation.

Thank you for your attention to these matters. We look forward to
working with the Committee to ensure that the New York Airspace, and
our NAS more broadly, have the resources they need to keep maximize
efficiency and keep Americans safe.
Sincerely,
Laura A. Gillen, Nydia M. Velazquez,
Member of Congress. Member of Congress.
Nicholas A. Langworthy, Dan Goldman,
Member of Congress. Member of Congress.
Jerrold Nadler, Gregory W. Meeks,
Member of Congress. Member of Congress.
Josh Gottheimer, Thomas R. Suozzi,
Member of Congress. Member of Congress.

Ms. Gillen. Thank you.
So, Ms. Nelson, you mentioned the recent issues at Newark
in your testimony. As your union pointed out last month,
experts have been sounding the alarm for decades that the
infrastructure must be rebuilt and must be modernized. How have
your union members been impacted by the chronic underinvestment
in the New York airspace over the past few years, and what can
Congress do to further facilitate the modernization effort?
Thank you, Ms. Nelson.
Ms. Nelson. Thank you. So when flights are delayed or
canceled, flight attendants are deterred from their schedules
too. This can have an impact on our pay. It can have an impact
on just getting home to our families and doing our duties at
home. And ultimately what happens is that our air traffic
controllers are not going to run an unsafe system, so they are
going to slow down the capacity. That will have major economic
impacts on the New York area and, frankly, on the rest of the
country. So much of our air traffic flows in and out of the New
York area.
Specifically, the flight attendants who are based there
have now lost their schedules in many cases because capacity
had to be cut. That means that they are losing hours and
opportunity for pay. It also means that they are often delayed
many, many hours from getting home or rerouted or have other
disruptions to their lives.
So we have concerns, first and foremost, of course, for
safety, and we thank our air traffic controllers for making
sure that they always keep that safe for us, but we have got to
do more.
And we support your letter to the Appropriations Committee
to get this money out and get these programs going as quickly
as possible. We are way behind here and it is--I am glad that
everyone is paying attention now, but we have been screaming it
from the rooftops for over a decade.
Ms. Gillen. Thank you. Thank you, Ms. Nelson.
Mr. Bolen, in 2022, you submitted written testimony to this
committee on some of the work your association is doing to
mitigate the impact of aviation noise on local communities. In
that testimony, you mentioned the importance of the FAA's Next
Generation Air Transportation System initiative, or NextGen.
In last year's bipartisan FAA Reauthorization Act, Congress
required the FAA to expedite the implementation of a number of
NextGen programs and to develop a plan to accelerate the
acquisition rates of NextGen systems in commercial aircraft
fleets. Unfortunately, the FAA has failed to meet its deadline,
leaving communities like mine vulnerable to the harmful impacts
of aviation noise.
How important is it that the FAA implement this provision,
and what else can we do to mitigate the impacts of aviation
noise?
Mr. Bolen. Well, I think that what we have seen is that
when we began focusing on flight plans, the idea was to bring
everything together so that everything would be neat. The
problem with that is it has exacerbated some of the noise over
specific areas. So we have done intentional displacements to
try to spread that and make the impact less significant.
But we do see that there are opportunities to potentially
hold aircraft higher longer is one of the ways that we believe
that that noise impact can be reduced. We also believe deeply
in working with the communities to make sure we understand what
their concerns are and they understand what the pilots are safe
flying through as well. We don't want to compromise safety, but
we do want to fly friendly, and that is why we have set up a
number of working groups at various airports. Teterboro Users
Group, for example, is one of those where we work to have a
dialogue, and the FAA has helped facilitate that.
But clearly, there is more work to do to find the proper
balance between flying safely and flying as a good neighbor.
Ms. Gillen. Thank you.
And just following up on that, in terms of crowded airspace
like the airspace over my district where you have flights
coming into LaGuardia, to JFK--also in that airspace is Newark
as well--is it possible to mitigate noise with rerouting since
it is such a crowded airspace?
Mr. Bolen. Well, obviously, that congestion creates
challenges, and that is, as you have articulated, some of the
busiest and most complex airspace in the country. I think,
again, focusing on how do we operate safely but where can we
find additional ways to be more neighborly is an appropriate
endeavor.
Ms. Gillen. Thank you. I yield back.
Mr. Nehls. The gentlelady yields.
I now recognize Dr. Onder for 5 minutes.
Dr. Onder. Thank you, Mr. Chairman.
Thanks to all the witnesses here today.
Mr. Pleasance, you raised serious concerns about the misuse
of ADS-B data in lawsuits and fee collection. Could you
elaborate on the privacy and safety risks of these practices?
Mr. Pleasance. Absolutely. Aircraft equipped with ADS-B
basically put out a signal that includes a lot of information.
It could be altitude, the speed of the aircraft, as well as the
registration number, the N-Number of the aircraft, and that is
essentially visible to anybody who has got a receiver to
receive that data, which is very easily obtained.
And we are now beginning to see increasing evidence. There
was one not that long ago up in the Seattle area, just north of
Seattle, for example, where an individual was served with a
lawsuit for an aircraft that had flown over his house, not low.
He was up at several thousand feet. But because the person on
the ground is not someone who enjoys aircraft, he got the ADS-B
data, was able to identify who that was that was flying the
airplane, and filed a lawsuit for harassment.
And he won't win the lawsuit, but that is an example of the
burden on that pilot where in a sense his privacy has been
violated, and he is now having to defend what was a completely
legal activity.
Dr. Onder. Yes, I face--I am a pilot myself, and one day, a
fellow pilot came over to my hangar and told me a story. This
is Spirit of St. Louis Airport in Chesterfield. And yes, he
flew about 2,000 feet above a plane, and he got a demand
letter, not a lawsuit but a demand letter.
I understand also there are cases of airports or FBOs using
ADS-B data to enforce landing fees. Is this----
Mr. Pleasance [interrupting]. Correct. There is increasing
prevalence of that around the country where because the ADS-B,
as I said earlier, can be collected by essentially anybody,
that data is being used to assess various forms of fees.
Oftentimes, it is landing fees.
And our concern is less that an airport charges landing
fees. They are allowed to do that. We do care about them being
fair and reasonable. Our bigger concern is the fact that ADS-B
data is being used for that, which creates a deterrent. If you
are a pilot that has not yet implemented ADS-B in your
aircraft, you hear these stories, whether it is about these
frivolous lawsuits or about collection of fees, and it becomes
a disincentive to employing that technology on your aircraft.
And we at AOPA are very supportive of ADS-B. It is a good
technology. It does increase safety in the airspace system, and
we would like to see more people choosing to employ it, and
these kinds of activities are directly against that, which, in
the end, ultimately reduce safety.
Dr. Onder. And, of course, ADS-B--and maybe you could
elaborate on this--isn't required everywhere.
Mr. Pleasance. Correct.
Dr. Onder. But, as the AOPA, as a private pilot, the FAA,
we would like to see pilots using it everywhere. But, in a way,
we are creating an incentive--this cottage industry
monetizing--because it is my understanding that businesses are
coming to FBOs and the airports and saying, ``Look, we will
help you enforce your landing fees with ADS-B data.'' We are
creating an incentive for not only pilots who maybe have older
planes that don't have ADS-B data now, but also planes that do,
pilots to turn the ADS-B off by flipping the breaker.
Mr. Pleasance. Yes. Yes, that can happen. We, of course,
don't encourage that.
Dr. Onder. Of course not.
Mr. Pleasance. We don't like that to happen.
Dr. Onder. Of course not.
Mr. Pleasance. But that does create an incentive in the
system for those kinds of behaviors.
And you are right, ADS-B is not required everywhere. There
are many places out in the middle of the country that are far
from other airports and far from other aircraft. And so there
are still a number of airplanes that do not have ADS-B
installed. And the kinds of activities that we are talking
about here are absolutely a deterrent to putting that
technology in.
Dr. Onder. So the AOPA has expressed concern about a
patchwork of State laws to restrict ADS-B data misuse. How many
and which States have implemented their own laws to address
this issue?
Mr. Pleasance. It's early days, but Montana, for example,
just passed a law that prohibits the use of ADS-B for
collecting of landing fees--or fees in general----
Dr. Onder [interposing]. Right.
Mr. Pleasance [continuing]. Not just landing fees.
I know it is going through the legislature in Minnesota at
this time. I know there was a hearing on this exact topic in
Pennsylvania just yesterday. And so it is beginning to
basically expand around the country.
Of course, our concern is that--on one hand, we are happy
that the States are taking notice of this and are concerned, as
we are. We are also, though, concerned about a patchwork of
different laws around the country that just create a level of
complexity that is not as good as if this was a national----
Dr. Onder [interrupting]. So this situation begs for a
Federal approach?
Mr. Pleasance. I think so. Absolutely.
Dr. Onder. Thank you.
Mr. Pleasance. Thank you.
Dr. Onder. I yield back.
Mr. Nehls. The gentleman yields.
I now recognize Mr. Carbajal for 5 minutes.
Mr. Carbajal. Thank you, Mr. Chairman.
Ms. Nelson, our Nation's aviation workforce is critical to
maintaining the safety of our Nation's airspace. This committee
took action to assert the importance of this workforce by
including various safety improvements in the bipartisan FAA
reauthorization.
One of the issues that we took action on was the response
to cabin air safety and dealing with the toxic fumes created by
engine exhaust and fuel fumes. Congress required the FAA to
create a system for in-flight crew and mechanics to report fume
events.
Has the FAA moved forward with implementing this
requirement?
Ms. Nelson. No.
Mr. Carbajal. And are they going to be doing that in the
near future?
Ms. Nelson. So we hope that they are going to move on this
more swiftly, because we need this reporting feature right now.
We are taking those reports in through our union.
Mr. Carbajal. Are you aware of any timeline that they have
come up with?
Ms. Nelson. I am not aware.
Mr. Carbajal. Thank you.
Ms. Nelson, as a member of this committee, we have heard
from various stakeholders about the impacts the indiscriminate
budget and staffing cuts have had on aviation safety.
One of the issues you flag are the cuts to the National
Weather Service. For the benefit of everyone here and everyone
listening, can you elaborate further on how cuts by DOGE to the
National Weather Service impact safety?
Ms. Nelson. Yes. And I have an update to my testimony as
well, because shining a spotlight on this has appeared that
there has been an effort to try to restore the vacant positions
that were created by DOGE with these incentives for people to
leave. But we are bringing on new people to fill these
positions who have not been trained, who will have to get up to
speed.
And the problem is that we need to be providing real-time
updates to ATC and to our pilots and our dispatchers about
these weather conditions so that we can predict this and start
planning in advance. So this undercuts our ability to plan and
also to address issues like trying to plan to avoid turbulence,
which is a major, major threat in my workplace for very serious
injury.
Mr. Carbajal. So it increases safety risks?
Ms. Nelson. It increases safety risks, yes.
And I do appreciate, though, the focus on this, because it
appears that the pressure is working to try to fix this. But in
an effort to create efficiencies, we have created an incredible
inefficiency, because now we are replacing these positions with
people who need to be trained up and get up to speed on how to
do the work.
And so, if they would have just slowed down and talked to
the people on the front lines about how to make these systems
better and work efficiently, as we have done in the past, we
may have had a better outcome here.
Mr. Carbajal. Well, thank you. I think you highlight the
fact that, in the pursuit of finding efficiencies, the process
was way inefficient to do so. So, I appreciate you sharing
that.
Ms. Nelson. Inefficient and unsafe. It added safety risk, I
should say.
Mr. Carbajal. Thank you very much.
Mr. Pleasance, we know that we need to modernize our air
traffic control system. The system needs to continue to enhance
safety and promote innovation.
Can you elaborate further from your organization's
perspective on why we need to modernize this system?
Mr. Pleasance. Absolutely.
The challenges we face today are decades in the making.
This is not something that occurred since January or even in
the last 5 or 10 years.
We, as a Nation, have built, I call it, a patchwork of
technologies that enable the airspace system to operate today.
As has been said earlier, it is the safest airspace system in
the world, so, it has worked.
However, because it is a patchwork and you have got
technologies some of which are decades old--and I have seen the
evidence of floppy disks being used--you have got a network--
and I am an IT guy by background. I spent 20 years in the IT
industry. We have allowed ourselves, probably because of
funding-related constraints and others, to build a patchwork of
technologies that are incredibly expensive to maintain because
of the gap in new technology and old technology and having to
have them all work together.
And we have not taken, I will call it, a holistic view on
what should the future of general aviation look like--or, not
general aviation, but the future of the air traffic control
system look like, and how do we put in place a system that
actually is built for a purpose, including eliminating the old
technologies that, to date, we have dragged along from year to
year to year and, with it, an enormous amount of overhead and
maintenance costs.
Mr. Carbajal. Thank you.
Are you aware that, as part of the reconciliation, the fees
were raised on hybrids and electric vehicles, but only half of
the money is going towards modernizing some of our systems, the
other half is actually going for other things?
Mr. Pleasance. I was not aware of that, no.
Mr. Carbajal. Thank you.
Mr. Chair, I am out of time. I yield back.
Mr. Nehls. The gentleman yields.
I now recognize Mr. Mann for 5 minutes.
Mr. Mann. Thank you, Chairman Nehls, and thanks for having
this hearing today.
Thank you all again for being here and being willing to
testify.
I represent the First District--the Big First district of
Kansas. Aviation is a critical industry in Kansas, as you all
know, with roughly 100 general aviation airports, several
commercial and regional airports, a huge footprint in aviation
and aerospace manufacturing.
The FAA Reauthorization Act of 2024 included critical
provisions to ensure that our aviation industries are able to
improve services, bolster our workforce, and promote American
innovation.
Just a handful of questions for you, Mr. Bolen.
As you know firsthand, Kansas plays a vital role in general
aviation, from aircraft manufacturing to training our next
generation of pilots. As we look back 1 year after FAA
reauthorization, where do you see the most critical
opportunities or shortcomings in implementing workforce
provisions, particularly those workforce provisions aimed at
strengthening technical education and expanding aviation
careers in the rural part of our country?
Mr. Bolen. Yes, I think the bill was excellent in outlining
the importance of workforce and in funding certain grant
programs. The aviation maintenance technician program and the
pilot pathway program are two outstanding examples of the focus
on aviation careers that is necessary.
And I think what we are seeing in Kansas is a good example.
Salina particularly, with Kansas State Salina, with its focus
on emerging technologies--AAM, unmanned systems--shows that, as
our industry is evolving, so too are the career opportunities.
I think the hard part for us is making sure people are
aware of those opportunities. I think a lot of people do not
see themselves as part of aviation, but particularly as new
technologies are coming in, that has the ability to captivate
and motivate people. I think we are seeing this as advanced air
mobility is really beginning to draw attention. Drones,
commercial space launch--there are a lot of opportunities.
The more people are aware of it, the more we have an
ability to recruit, develop, and retain the best and the
brightest, wherever they are from.
Mr. Mann. I agree.
Which goes right into my next question. You mentioned
Salina, where you grew up, my hometown. Salina has become a
test bed for emerging aviation technologies, including unmanned
systems and advanced air mobility.
A year after FAA reauthorization, how well, in your view,
has the agency done in supporting innovation hubs like Salina
by providing the regulatory clarity and infrastructure support
needed to scale these technologies and ensure long-term
industry competitiveness?
Mr. Bolen. Yes, I think what we are seeing is, the FAA is
recognizing the importance of innovation and the importance of
bringing new technologies forward.
And so, whether it is signing the SFAR to enable advanced
air mobility operations or the focus that we are seeing placed
by this administration on things like the drone technologies,
coming forward with the BVLOS rules, I think all of that
suggests that there is a need for hubs, as we like to call
them, places where industry, academia, and Government can come
together. And Kansas State Salina is an example of that.
Mr. Mann. Yes. Yes.
Last question, again for you, Mr. Bolen. A little different
direction.
In your testimony, you discussed the urgent need to
overhaul our Nation's air traffic control system, which this
committee has talked a lot about. You brought up the topic of
ATC privatization. You mentioned Nav Canada is often hailed as
an example of a system that works but that it actually
overpromises and underdelivers.
What did you mean by that?
Mr. Bolen. Well, I think there are a couple things inherent
in that.
One, ICAO, the International Civil Aviation Organization,
has done a safety audit of Canada, and what they concluded was
that it was operating, on a scale of 100, at about 65 percent.
It is the lowest rating of any G7 country, and it is lower than
38 other countries. So safety is an issue. And they talk about
the inability of Transport Canada to really oversee Nav Canada,
the air traffic system.
We also see reports coming out about terrible shortages in
air traffic controllers, delays that are coming out. We saw
just last week a pilot got on the microphone and said, ``We are
being delayed because we don't have enough air traffic
controllers.'' And then it focused on an operator and owner of
a small airport in Vancouver that talked about ``20-minute to
2-hour delays are routine,'' and they are only flying 20-minute
legs.
Mr. Mann. Ah.
Mr. Bolen. So I think a lot has gotten ahead of itself
about what they have in Canada. The reality is, the United
States has the largest, the safest, the most efficient, and the
most diverse mix of aircraft and operations in the world. This
is about finding ways that America, our innovation, and our
ingenuity can take us forward.
Mr. Mann. Yes.
Well, thank you for the insights, and thank you all for
being here.
I yield back.
Mr. Nehls. The gentleman yields.
I now recognize Mr. Garcia for 5 minutes.
Mr. Garcia of Illinois. Thank you, Chairman, Ranking
Member, and, of course, the witnesses here today.
Ms. Nelson, I appreciate you including in your testimony an
update on section 438 of the FAA bill, requiring the GAO to
complete a review of airport service workforce. And they have
committed to comply with its due date later this year.
I agree with you, airport workers are the foundation of our
air travel system, and for too long, they have been denied a
living wage and benefits like paid time off or healthcare.
GAO recently updated us on this review, and they stated
that it would be formally issued in September.
Of course, this is just the first step. A public working
group needs to be convened by DOT to discuss the report's
findings and inform ways to further support this workforce.
Ms. Nelson, why is it important that the Department of
Transportation convene this working group to discuss the
analysis, one? And why are better wage and benefit standards,
as my Good Jobs for Good Airports bill would accomplish,
important for our air travel system?
Ms. Nelson. Thank you very much for the question,
Congressman Garcia.
So, first and foremost, every single person, from the
people who are working in the kitchens to the people who are
pushing the wheelchairs, they are all part of the safety
ecosystem. And, in many cases, these are jobs that are low-
paid, usually without benefits.
What we see is that, when workers can get a credential to
work at the airport, that oftentimes they will get jobs doing
several different things in the airport and sleep at the gates
in between shifts. This is a problem with fatigue, with missing
something, with making a mistake. It also leaves us vulnerable,
because people become desperate. And so it is not good safety
culture to set people up for failure in their lives.
And I have real concerns just in terms of aviation and how
we are lifting everyone up in that space and helping everyone
understand that we are doing something together. We can't do
something together when some people are treated as second- and
third-class citizens, without benefits, without the ability to
pay for their homes, and without public transportation to be
able to get back and forth between their homes.
They oftentimes will go days without seeing their families
because they can't afford to go home and come back for these
shifts that they have to work in order to just keep people fed
and in a home oftentimes with many families.
Mr. Garcia of Illinois. Thank you, Ms. Nelson.
Recent incidents, including the tragic collision over DCA,
remind us how urgent it is for full implementation of the FAA
bill.
At Midway Airport in my district in Chicago earlier this
year, a Southwest Airlines flight had to perform a go-around to
avoid a jet that had crossed the runway. I am grateful for the
pilots and the actions taken to avoid a potential disaster.
It is another reminder of the importance of upholding
strong safety standards in our aviation system. This includes
updating obsolete equipment. The surface surveillance radar
used at Midway Airport is composed of parts that are no longer
being made, forcing the airport to look for replacement parts
at other airports.
Captain Reven, can you tell us what can be done to prevent
runway incursions like the one that occurred at Midway in the
future?
Mr. Reven. Thank you for the question, Congressman.
You hit it on the head to start with. The surveillance
equipment has got to be updated. The line of sight has got to
be worked out with the towers.
One of the things I heard in the testimony before this body
last was a very disturbing--we spend 90 percent on our legacy
equipment and 10 percent on innovation. That has to change.
And then the last one I would put the plug for: It is
absolutely essential to have two pilots in a commercial
aircraft, a two-pilot complement, this pilot monitoring.
And then, also, there were some things that came out of
that where there was an narrative that, ``Oh, the pilots were
disregarding somehow the air traffic controller, and they need
to be punished.'' Like I said, it's a collaboration, it's
teamwork, it's a positive safety culture of reporting and
learning from one another--so all of those kind of holistically
together.
But the 90 percent/10 percent was really alarming to hear
from the air traffic controllers testifying in this last
hearing. We have to get that shifted.
Mr. Garcia of Illinois. Thank you.
And, again, thanks to all the witnesses.
My time is up. I yield back, Chairman.
Mr. Nehls. The gentleman yields.
I now recognize Mr. Knott for 5 minutes.
Mr. Knott. Thank you, Mr. Chairman.
To the witnesses, thank you all for being here. This has
been a very productive discussion.
I have some questions that I would love to ask, but, before
that, let me just reiterate that, from my district, the 13th of
North Carolina, there are small airports all over my district,
all over the State. They are regional airports, North Carolina,
even international airports. And we certainly appreciate all
the contributions that each of you make to having a safer
aviation environment.
I will want to discuss this, though. There is obviously the
need to discuss appropriations, but there is also the need to
discuss the efficiencies.
And, Captain, you just mentioned that we are committed to
antiquated technologies and so forth. And, internally, it seems
like there are some very real inefficiencies and some
sluggishness.
And in terms of rebuilding the processes internally so that
the FAA can have more flexibility, I would love to go down that
line, if we could.
And, Mr. Bolen, I will start with you. Given your
experience, what are some ways that, I mean, quite literally,
we can avoid having to require an act of Congress to go from
floppy disks to cloud servers? Like, how can we give the
flexibility needed to the agency to modernize and progress?
Mr. Bolen. Well, I think the FAA bill gave some pretty
clear directions on the importance of digitization of a number
of the processes. We literally had a situation where a piece of
paper could be buried on a desk and people weren't coming to
the office so nothing was going anywhere. The digitization is
going to be a big help.
I think some of the leadership is also really important. We
have talked about the medicals, for example. And I know the
flight surgeon, Dr. Northrup, has talked about how important it
is to be able to track where your things are. You shouldn't be
able to know more about a pizza being delivered to your home
than where your medical is----
Mr. Knott [interposing]. Right.
Mr. Bolen [continuing]. In the process. So I think those
are some of the opportunities.
And then I think what has been described as kind of the
``build the new system'' and be able to gather all of the
efficiencies from better connectivity, better situational
awareness throughout the system.
Mr. Knott. What are the ways to check and to make sure that
those implementations are being done efficiently so that we
don't add to the waste, but we remove waste, in your
experience?
Mr. Bolen. And I think that is exactly what we are doing
here today. When this oversight committee brings oversight and
is able specifically, like you were a couple weeks ago, to ask
the FAA, ``Where is this report that said you will do the
following things?''
And I think what you are asking them to do is very
intentional to drive results that are going to increase safety
and increase efficiency.
Mr. Knott. Yes.
Mr. Pleasance, I want to ask you a few questions. I saw in
your biography that you are a former bush pilot in Alaska. And
there are lots of small-plane pilots in North Carolina. I have
had the chance to use bush pilots in Alaska. They are the best
pilots in the world, in many respects.
In your opinion, is the FAA sufficiently accommodating
those, sort of, legacy pilots with freedom and flexibility and
really avoiding the sophistication required to go through a
bureaucratic rigmarole that seems to be the case for newer,
younger pilots?
Mr. Pleasance. I think so in general. I mean, the current
environment, especially as MOSAIC, I hope, gets across the line
this summer, there have been innovations like MOSAIC that will
make it easier for young pilots to get into aviation and learn
in small aircraft that lower the overall cost, the burden
basically, to become a pilot.
I think the rules in general so far have remained quite
open to making it easy for people who do want to do back-
country flying. You have organizations like the Recreational
Aviation Foundation whose whole mission is to preserve these
back-country airports around the world--or, around the country.
Mr. Knott. Yes.
Mr. Pleasance. And I think they have done a good job. And
the FAA, from what I have seen, has so far been generally
supportive of that.
Mr. Knott. Great. And if that ever ceases to be the case, I
trust you will let us know.
Mr. Pleasance. Oh, we would raise that very quickly.
Mr. Knott. Yes, sir.
Mr. Pleasance. One thing I might add, if you don't mind,
just to Mr. Bolen's comment, too.
You asked about efficiency, and from an IT perspective, I
do think there is a preponderance of intention in the FAA,
historically at least, to customize what gets put in.
Everything has to be just exactly the way they need it. And
having done a lot of work in IT over the years, to the extent
that they can take more commercial off-the-shelf and not try to
customize every single thing, that will be an important step
forward and a more efficient implementation of the systems.
Mr. Knott. Yes.
Captain Reven, just briefly, I have heard from numerous
pilots that there is a great need for the medical office reform
in the FAA, that they still utilize snail mail, which was just
astounding to me to hear, and that pilots can be placed on
inadvertent leave for 6, 7 weeks just from a process
standpoint.
How can we improve that process for the pilots?
Mr. Reven. Thank you for the question, Congressman.
First, I would like to take exception to your comment about
bush pilots being the best pilots.
[Laughter.]
After that, I would say that that work is underway. There
is improvement. And like Ms. Nelson said earlier, these
problems are 10 years old.
Mr. Knott. Yes.
Mr. Reven. We are starting to, kind of, see the light. With
this 53-person coalition, we are all kind of pulling from the
same side of the rope now, and we are seeing great
improvements.
Some of the ones that we have seen at Southwest Airlines,
some of our pain points have been deferrals versus denials and
then just the timeliness of, hey, what do I need to get in to
make sure that my physical is deferred. And, unfortunately,
that could come at a time where your physical is due.
Mr. Knott. Yes.
Mr. Reven. So you are not on any type of benefit, but you
are sitting at home without a qualification.
So, Dr. Northrup's office has been fantastic about trying
to work these onesie-twosies. But we still have that situation
in the pipeline where it is one big stack with both general
aviation and with professional aviators. So we are trying to
kind of work through that with her office.
Mr. Knott. Great. Thank you, sir.
My time is over. I yield back.
Mr. Nehls. The gentleman yields.
I now recognize Ms. Pou for 5 minutes.
Ms. Pou. Thank you, Mr. Chairman.
I am very happy that this committee is continuing to focus
on the critical issue of airline safety by ensuring full
implementation of the FAA Reauthorization Act.
Last month, I was proud to join the subcommittee chair, the
vice chair, and the ranking member in seeking robust funding
for FAA operations and for the equipment that they use to
safely direct flights.
This is in addition to the emergency supplemental funding I
called for, with many of my New Jersey colleagues, to address
the technology and equipment failures that have lead to the
delays and chaos at the Newark Airport. This funding is
absolutely vital in helping to resolve the disruption at Newark
and airports around the country.
I appreciate all of our witnesses for highlighting the
continued need for FAA to implement critical provisions from
their reauthorization.
Mr. Bolen, if I may start with you, I represent Teterboro
Airport, which is an important business aviation hub. The
breakdown at the Philadelphia TRACON has impacted airports
around the Northeast, including Teterboro.
Is FAA doing enough to manage the telecom failures in the
short and long term? And how will modernizing the air traffic
control improve communication systems and the subsequent
effects of these systems' breakdown?
Mr. Bolen. Well, I think, when we look at Newark, we
understand that the failure largely was a result of copper
wires. There were two lines of redundancy. We now are adding a
third line; we are bringing in fiber optics.
So, in that specific instance, I think we are moving
forward. And I think that's an example of what we need to be
doing across the country, making sure that we have the
infrastructure, whether it's fiber, whether it's radios,
whether it's radar.
I do think we will also have an opportunity, because
situational awareness will improve, we will be able to be more
precise in how we are moving the aircraft. And while congestion
is congestion, we will be able to see more opportunities to
have more precise routings that can allow different options to
be able to shorten ground holds and to be able to move forward.
Ms. Pou. All right. Well, thank you. Thank you for that.
Quickly--and I know--I want to just try--I have several
questions, so I am going to quickly go to Captain Reven.
You have advocated for air traffic controllers to have
access to the flight deck as part of their training. How would
that improve safety? And how do you believe Congress can help
in that regard?
Mr. Reven. Thank you for the question, Congresswoman.
It is about teamwork. As I said earlier, this is an
orchestrated ground ops, pilots, flight attendants, air traffic
control all safely taking you from A to B.
We do this with our dispatchers. Our dispatchers ride
upfront. And so the messages they send us, the weight and
balance they provide, the fuel--they are able to see, when they
ride on a quarterly basis, what it is we are looking at on our
side of the radio. And it helps us to form that, sort of,
shared mental model of how we are doing business.
The same thing could be done--and air traffic controllers
used to be able to do this--where they would ride in the
cockpit, and they are giving us instructions, but now they can
see what we see on our screen.
Ms. Pou. Right.
Mr. Reven. And so it is very helpful for that teamwork type
of model that we have for them to be able to have that access.
So, what you could do would be to expedite the security
process that they would go through to be able to do that.
Ms. Pou. Thank you. Thank you so very much.
And, quickly, I have this question for Ms. Nelson.
In your testimony, you highlighted two provisions in the
reauthorization where you aren't aware of any progress from
FAA, with regards to the turbulence-related injuries and
radiation exposure.
Can you please share how these risks can, in fact, harm
crewmembers and what type of information you are hoping to see
included in the required reports?
Ms. Nelson. Thank you very much for the question.
Turbulence is a very, very serious injury, potential
injury, in the cabin. And we have a lot of flight attendants
who are harmed by this. So implementing these procedures and
best practices is critically important if we want to keep
injury rates down and if we want to move forward to try to
avoid the potential of injury for passengers as well.
In terms of the radiation, we do almost nothing in this
country. And as I said earlier, there is a radiation exposure
form that you could go to and check your potential radiation
exposure on the FAA site. That link is currently not working.
So we are going backwards instead of forwards with the bill.
Ms. Pou. Well, that is a shame, and we certainly need to do
something about that. Thank you so very much.
Oh, it looks like I still have, real quickly----
Mr. Nehls [interrupting]. You are actually on the other
side of that.
Ms. Pou. Oh, I am sorry. No?
Mr. Nehls. No. You are over.
Ms. Pou. I yield back. Thank you, Mr. Chairman.
Mr. Nehls. Thank you so very much.
Mr. Begich, you are recognized.
Mr. Begich. Thank you, Mr. Chair.
Just a few stats about my home State of Alaska. Eighty-two
percent of communities are not on a road system. Three hundred
and ninety-one public use airports. We have the second most
airports of any State in the United States, but we are 48th in
terms of population. So air service is essential in Alaska.
I appreciate the committee holding this important hearing
on the Federal Aviation Administration, as safe and efficient
air transportation is important for all Americans.
Specifically, I want to point out that Essential Air
Service is critical for 65 rural and remote communities in my
home State of Alaska. EAS is vital for rural connectivity,
access to healthcare, and economic development.
This program supports communities across my State like
Adak, Akutan, and Saint Paul, and many other remote locations
that lack any viable alternative transportation options. The
program sustains access to basic services and economic
opportunities in regions that otherwise would be cut off
entirely.
It is also important to point out that many of the smaller
and more remote airports in Alaska and in the rest of the
United States are close to and serve the regions where major
oil and gas, mineral, timber, fisheries, and other resource
development activities take place or will take place as we
unleash our energy potential.
So, with that as a backdrop, first, I am going to start
with Mr. Pleasance.
Alaska's unique dependence on aviation for daily life and
economic activity is unlike any other State, as you are well
acquainted. What are the most critical FAA investments or
policy actions that can directly improve safety and service
reliability for Alaska's rural communities?
Mr. Pleasance. Great. Thank you for the question.
Yes, there is no more beautiful place in the world than
Alaska. And I had the privilege of living in Talkeetna for a
while, and Anchorage, and then essentially getting to see
almost the entire State--never quite as far as Adak, but almost
everywhere else.
As you said, it is a very expansive geography, and so
access to weather information is one of the most critical
technologies that could be implemented. And I know the FAA has
been doing that, but I think there is more that could be done,
whether that is the ASOS at airports that provide localized
weather and real-time weather or the webcams that are
increasingly being rolled out across the State that just make
it easier to understand weather, especially through passes that
get used by virtually every pilot going from west to east or
east to west across the Alaska Range.
Mr. Begich. Thank you.
And just to expand on that a little bit, are there any
policies or implementation areas where rural States like Alaska
need additional flexibility or targeted resources to meet their
safety and operational needs?
Mr. Pleasance. I mean, the one that I am most aware of
right now would be around, for instance, this transition to
unleaded fuels. There are some very unique requirements up in
Alaska. Fuel is only delivered typically twice a year on barges
when the rivers aren't frozen. And so getting replacements of
fuels, as we make this transition to unleaded fuels, Alaska
needs to be taken into consideration with a very unique
understanding of the constraints that the State faces.
Mr. Begich. You are 100 percent right, and I appreciate you
bringing that up. That is a top priority for us.
One additional question, and this one directed to Mr.
Robbins.
Mr. Robbins, how might we leverage advanced aviation
technologies like drones or hybrid aircraft to make EAS routes
more sustainable and reliable in Alaska's challenging weather
and geography?
Mr. Robbins. Yes. Thank you very much for that question,
Congressman.
And, actually, in preparation for this hearing, I connected
with Cathy Cahill, who is the director of the UAS test site in
your State and truly--she has testified before this committee
before--and truly a leader in trying to achieve exactly what
you are talking about, which is being able to use drones and
other autonomous systems in places that are otherwise dangerous
or very hard to reach, whether that is for package delivery,
whether that is for medical delivery.
There are some really unique use cases on emergency
response as well as search and rescue, being able to put up
high-altitude, long-range endurance autonomous systems to find
people that are lost or to deliver something like an AED or
something like that that's required.
So, Cathy is leading the way in Alaska and, frankly,
throughout the entire country, and we are very proud of her
leadership.
Mr. Begich. Well, I appreciate that, and I appreciate your
due diligence in reaching out to her. She is a leader. She has
testified before this committee. We certainly enjoy hearing
from her when she has comments to share or new research to
share.
And please reach out to our office if you see some ways
that we could start working on some of these technologies
together.
Mr. Robbins. There are some challenges, so we will reach
out. Thank you, sir.
Mr. Begich. Thank you very much.
And, with that, I yield back.
Mr. Nehls. The gentleman yields.
I now recognize Ms. Scholten for 5 minutes.
Ms. Scholten. Thank you, Mr. Chairman and Madam Ranking
Member.
And welcome, to our distinguished panel of witnesses. We
really appreciate your time today and your commitment to making
our airways as strong and safe as they can be.
I am so proud of our committee's work on the bipartisan FAA
reauthorization of 2024. At a time of immense gridlock and
infighting in Washington, I often point to our work on that
bill as a beacon of hope.
And it is more important now than ever that this law is
swiftly implemented so that that good work does not go to
waste. We have the safest and most complex aviation system in
the world, and we have to work together to keep it that way.
So the committee's bipartisan FAA reauthorization included
vital enhancements for the aviation workforce development
program, as you well know. However, the implementation of this
critical program seems to be lagging.
It is my understanding that the fourth round of
applications submitted by the February deadline for the
existing pilot and maintenance grants are now in limbo, with
applicants being told that they will have to resubmit once a
revised notice of funding opportunity is issued, whenever that
may be.
Meanwhile, we have seen no movement in standing up the new
aviation manufacturing elements of the program, something that
is critically important to my district.
Mr. Pleasance, have you or members of your organization
received any updates or insights from the FAA about the status
of these workforce development initiatives? And if not, how is
the delayed implementation hindering workforce development
efforts that are necessary to bolster aviation safety?
Mr. Pleasance. So we have been part of the effort to
embrace the workforce development intentions behind the
language that was in the--I think it was the NCAA, National
Center for the Advancement of Aviation. I don't believe it got
implemented last year. It got included in what was sent to the
Senate. So in the final bill, at least as I understand, it was
not included.
However, we have been recipients of the grant coming out of
those efforts, and we have our high school program, for
example, that was mentioned earlier. We have had over 100,000
young individuals, high schoolers, who have gone through that
program. And it touches on not just becoming a pilot, but all
the various professions in the world of aviation, including
maintenance.
So, in progress there. However, as I understand, it is
nowhere near what was intended originally. And from what I
understand, at least, the FAA is not set up currently to truly
be able to implement this. They don't have the workforce
themselves in place, the dedicated resources in place to
actually execute on the intentions of this plan. So I think
they are falling short.
Ms. Scholten. Yes. And what, if any, impacts do you see
that currently having now? Or if these delays continue, what
impacts would you foresee?
Mr. Pleasance. Well, I think, yes, there are impacts now,
in the sense that there are people who are not getting
opportunities to develop skills that would allow them to
participate in this aviation ecosystem you just described.
And as was said earlier by Mr. Bolen, there are people out
there today that would absolutely benefit that just don't even
know about these programs.
Ms. Scholten. Yes.
Mr. Pleasance. So that is part of what we are doing at
AOPA, is try to get the word out that there are enormous
opportunities in the world of aviation.
There are programs like our high school program and others
that seek to help educate these younger folks around the
opportunities there, but there is a lot more that could be
done. And I think this program that is not yet fully going is a
gap.
Ms. Scholten. I couldn't agree more, the need in the
workforce and the incredible opportunity that it would provide
for so many of our young people. Well, we will keep asking the
questions----
Mr. Pleasance [interposing]. Please.
Ms. Scholten [continuing]. And doing what we can to provide
the oversight to move these programs ahead.
One more question. My district is home to several
innovative domestic aviation manufacturers, as I referenced in
my question. Unfortunately, the administration's imprecise
trade policies, including the President's recent calls to
double tariffs on imported steel and aluminum, are harming the
very manufacturing base they claim to defend.
To help navigate the White House's chaotic, ever-evolving
trade measures, I am working on legislation to best support
American workers and manufacturers while lowering costs for
consumers across the country. This is critical.
Mr. Bolen, can you touch on how proposed or implemented
tariffs are impacting your members' businesses?
Mr. Bolen. Well, I think one way to look at it is to look
at what has happened over the last 45 years when we had over 30
countries operating in basically a duty-free environment.
So, the 1980 Agreement on Trade in Civil Aircraft has been
able to help the United States dominate virtually every aspect
of aviation. We have $120 billion that comes in every year as a
result of our exports. The flip of that is we spend about $20
billion. So it is over $100 billion to our economy when we are
operating with free, fair, reciprocal trade.
And that is something that NBAA and, I think, a lot of
others submitted for comment yesterday as the section 232
hearings or investigation is underway at the Commerce
Department and certainly something that we have made clear.
With that agreement, we have seen that fair, free, reciprocal
trade allows the U.S. to dominate, as we have in every aspect
of aviation for decades.
Ms. Scholten. Thank you.
My time has expired. I yield back.
Mr. Nehls. The gentlelady yields.
I now recognize Mr. Bresnahan for 5 minutes.
Mr. Bresnahan. Thank you, Mr. Chairman.
I would like to underscore a major theme of today's
hearing: safety. Aerospace safety is very personal to me. I am
a licensed certificate holder for rotorcraft as well as a part
107 holder. And in the spirit of full transparency, I am a
dues-paying member of your organization.
I represent northeastern Pennsylvania, which is
approximately 120 miles away from Newark, where we have five
airports within sight of our congressional district. We have
Wyoming Valley, Cherry Ridge, Mount Pocono, Wilkes-Barre/
Scranton International Airport, as well as Hazleton, where I
also had the privilege of visiting the TRACON over the weekend
as well as the air traffic control tower and really got to see
firsthand--it was the first time I was able to put a face to a
voice of someone I speak to so frequently.
And I know safety matters to each of us here and to the
pilots, the flight attendants, the mechanics, air traffic
controllers, ground crews, passengers, and the families who we
all represent. While I wasn't in Congress last year when the
FAA reauthorization was passed, I am proud to work alongside my
colleagues this Congress to advance aviation safety.
I am also very proud to have supported the $12.5 billion
funding bump for ATC modernization in H.R. 1, as well as,
alongside Congressman John Garamendi from California, we are
leading a bipartisan letter asking the FAA to reject any
proposal to allow single-pilot operations in commercial airline
operations.
I guess my question really surrounds ADS-B, and perhaps
maybe with Mr. Robbins and Mr. Pleasance.
I am a helicopter pilot. Oftentimes, I fly at relatively
lower altitudes. And I had read in your testimony, Mr. Robbins,
about the need for broadcasting on all various different types
of aircrafts. And I know, obviously, in controlled airspace, we
are more inclined and regulated to do so.
But, Mr. Pleasance, I would be really interested to get
your perspective on ADS-B in all airspaces. Sometimes,
northeastern Pennsylvania, predominantly a rural area, sure, we
have in-and-out, but aircraft comes up relatively quickly,
specifically in darker environments, sunset environments. And I
actually agree with the concept that we should be more
proactive in broadcasting positions, specifically with gliders
and rotorcraft. And now with the evolution of unmanned
aircraft, I think it is something that we can--at least me
personally, I would be happy to support.
So, Mr. Pleasance, I would be interested to get your
perspective from your organization and what you are hearing
from your pilots.
Mr. Pleasance. Yes. Thank you for the question.
I think it is an important one, because we all have a
vested interest in aerial vehicles not encountering each other
in the sky. And I think ADS-B is a critical technology that
enables that, enables that separation.
And you are right, it is not required in all airspace
around the country. But, increasingly, a lot of the lower
altitude airspace, whether it is helicopters, aerial ag planes
basically, crop dusters, unmanned aircraft that perhaps are out
in these more remote locations, we want those all to avoid each
other.
So, I am personally and our organization is a proponent of
ADS-B adoption, with two caveats.
One is, I think there is an opportunity to make it easier
to adopt basic portable ADS-B units. They use these in Europe
all the time in balloons and hang gliders and powered
parachutes and so on. There is no electrical system required,
but they serve the core purpose of emitting a signal that says
``I'm here'' and allows other aircraft to see them.
The second one is the privacy one I mentioned earlier.
Anything we are doing in this country that dissuades people
from using that technology, I think, is a step backwards. And
so, we will continue to advocate for improving the motivation
for as many pilots as possible to adopt that technology.
Mr. Bresnahan. Being from Pennsylvania, I am really excited
to see the outcome of today's State legislature hearings and
what actually unfolds behind it.
And I also read in your testimony about the privacy
concerns amongst pilots, and I have heard it, as well, too. And
there is a very solid campaign right now going around at local
FBOs about the infringement there.
But I was wondering if there were any more concrete
examples that you could point to where a pilot or an aircraft
owner received a citation relevant to the ADS-B information
that was actually sent back to the FAA, and I would be really
interested to see some of that.
Mr. Pleasance. Yes, absolutely. There is a very tangible
one with a seaplane pilot up in Connecticut that was doing
touch-and-go's on a river, and somebody called in and reported
the aircraft for low flying. But it was, of course, taking off
and landing, so that is what you do, is you go up and you come
down, and you are typically not very high.
And so there was a claim made that this pilot was flying
exceedingly low, and the only data that was in support of that
was ADS-B data. And, as you know, ADS-B data is only so
accurate, because it operates off of pressure altitude and has
to be adjusted for barometric pressure, and so what you see get
read by the system may or may not be exactly how high that
aircraft is off the ground.
So that is a very tangible one where that pilot has
currently lost their license and is fighting to get it back.
I also get emails almost every week, one just a week ago or
so out in the Seattle area, where there is aircraft out there
doing perfectly legal safety training, basically turns around a
point, and they are getting--the FAA out there, the FSDO
office, is getting emails from a neighbor who is just not happy
with the fact they are doing that. And they are pulling up
pictures of that airplane and the N-Number and the ownership of
that airplane every time. And there is not one airplane, there
are many that go to do the training there.
And so I think it is a further example of how--in this
case, the FAA has not gone after the pilot. They are trying to
educate the person on the ground. But it is creating a level
of--a dynamic that is not helpful, let's just say, from both a
safety as well as the fairness perspective.
Mr. Bresnahan. I appreciate that insight.
And I appreciate all the witnesses for being here today.
And aeromedical reform will be a continued conversation since I
am out of time.
And, with that, I yield back. Thanks.
Mr. Nehls. The gentleman yields.
I now recognize Ms. Norton for 5 minutes.
Ms. Norton. Thank you, Mr. Chairman.
The tragic collision near DCA earlier this year and several
recent near-misses at and near airports across the country
demonstrate that swiftly implementing the safety and workforce
provisions of the FAA Reauthorization Act of 2024 must be a top
priority.
However, there are actions the Department of Transportation
and the FAA can take beyond these provisions to improve
aviation safety.
For example, last month, I joined colleagues in sending a
letter requesting report language in the Transportation
appropriations bill directing DOT and the FAA to commission an
independent review of airspace design, civil-military
coordination, and operational safety in the national capital
region.
Ms. Nelson, do you think such an independent review would
help improve aviation safety in the national capital region?
Ms. Nelson. Yes, I do.
Ms. Norton. I was deeply disappointed to hear at this
committee's hearing last month on the FAA Reauthorization Act
that the FAA continues to allow military and other Federal
helicopters near DCA with their ADS-B transponders turned off.
Despite the Acting FAA Administrator's announcement at a
Senate hearing in March that the FAA is now requiring ADS-B
transponders be turned on for helicopter flights in DCA class B
airspace, FAA Deputy Chief Operating Officer Franklin McIntosh
told this committee that helicopter flights relating to law
enforcement, national security, or the transport of Government
officials are [sic] required to use ADS-B transponders near
DCA.
Their refusal to implement this critical aviation safety
change puts the lives of passengers, pilots, and flightcrews at
risk.
Last month, I sent a letter to Transportation Secretary
Sean Duffy urging DOT to require all helicopters operating near
DCA to use ADS-B transponders and to prohibit the use of
helicopters for transporting Government officials in the
national capital region, except in the case of a national
emergency or the transport of the President and the Vice
President.
Captain Reven, your testimony highlighted the need to
upgrade aviation infrastructure to utilize ADS-B transponders.
Unfortunately, even when ADS-B transponders are present at a
military or Federal helicopter flying in DCA airspace, there is
a good chance they will be turned off because of the numerous
exemptions the FAA continues to permit. Would requiring
exemptions to turning off ADS-B transponders lower the risk of
aviation accidents?
Mr. Reven. Thank you for the question, Congresswoman. I
appreciate that. And you are referring to the Automatic
Dependent Surveillance-Broadcast that we have on our aircraft.
And two different types, just to say. There is one that
broadcasts out and one that receives.
So, as captains, as pilots, we want every piece of safety
information we can possibly get, and the more of those that are
turned on, the better that we can see traffic. There is no
doubt to that.
But as far as those decisions, DOT and Department of
Defense and FAA--it is a bit above our pay grade as far as
national security goes. So understand that there have to be
some balances from time to time.
But the simple answer to your question is, the more that
the ADS-B is turned on, the safer it is.
Ms. Norton. Thank you.
And I yield back.
Mr. Nehls. The gentlelady yields.
I now recognize Mr. Van Drew.
Dr. Van Drew. Thank you, Mr. Chairman.
I wanted to talk about drones. I am going to speak about
drones in a minute.
I was concerned--my good friend from Georgia on the other
side of the aisle--and he is a good guy, and I consider him a
friend, and we have a lot of similar committees, so we debate a
lot in Judiciary. We fancy and think that this is more of a
nonpartisan committee.
But there seemed to be--and, respectfully, Ms. Nelson, even
on your part--the sense that I had when I was in here a little
while ago, that chaos has erupted because of the new President
and the new administration.
And there may be some problems. There always are. And not
everything that happened I agreed with. But let's understand,
we are where we are for years of past activity. Let's call it
what it is. And let's just think about the chaos.
The chaos is when we didn't install fiber when we needed
fiber in our airports.
The chaos was when I went and visited air traffic
controllers in towers and they were using floppy disks that you
couldn't get through any of their normal means of acquisition;
they had to go to discount stores to see if they could find
them.
The chaos is when you have decaying copper.
The chaos is when you moved air traffic control from New
York, Newark Airport--we moved it from New York to
Philadelphia--Philadelphia, without the STARS system in place;
Philadelphia, with decrepit, aging copper in place;
Philadelphia, where they also, because of the reconstruction of
the runway, had a lot of different issues and problems there as
well.
And on top of it, what we have had has not just resulted in
the last 6 months. We have had a shortage of air traffic
controllers and, for that matter, pilots, for years. We have a
problem.
These are the real problems and the real issues.
And, quite frankly--and, again, I am going to be candid;
that is the way I am--we have been worried over the past years
about which bathrooms to use, what pronouns to use, whether we
can call the cockpit the cockpit anymore, I mean, all this
stuff.
This is about infrastructure. It's about science. It's
about staffing. It's about making sure that we do things the
right way.
There isn't just chaos in the last 6 months. This has been
going on, really substantive underlying problems that need to
be addressed. And I particularly wanted to say that because I
heard that conversation between Ms. Nelson and Congressman
Johnson.
The United States is over a decade behind the rest of the
world in drone technologies and infrastructure, and we need to
catch up. On June 1, Ukraine launched 117 long-range, low-cost
drones, and we saw the damage that they did. And the point of
that is not that they shouldn't have done it, but how effective
drones can be. And they say they only cost probably about
$1,000 each to make.
There is not a lot in place that would stop our enemies
from utilizing these techniques against us as well. We know
that Iran has drones. Some folks made fun--there is something
called a mothership. It is not from outer space. It is these
large ships like aircraft carriers that carry these drones.
And we need a clear roadmap to protect our skies, to
protect our critical infrastructure, to protect our America.
And we have passed bipartisan laws to deal with this, but we
have repeatedly missed crucial deadlines. Notably, section
2209, intended to safeguard fixed sites, was enacted in 2016.
It is 9 years later; still no rule.
Mr. Robbins, thank you for being here today.
Thank you all for being here.
When do you think we can expect a rule for section 2209?
And what is driving this delay so long?
Mr. Robbins. Yes. Thank you very much for that question,
Congressman. And we appreciate the ongoing dialogue with you
and your team on this issue.
It is our understanding that section 2209 is in a draft
form and is currently at the White House under review. That
rule is tied along with the beyond visual line of sight rule.
So we are hopeful that we are going to see that draft rule
released in the near future.
And we have also heard that it is possible that, through an
Executive order, the Trump administration may direct the FAA to
move section 2209 directly to an interim final rule so that it
takes effect immediately. And then there is an opportunity to
still perfect the rule, but it goes into effect right away.
Dr. Van Drew. And I thank you for that. And the way I say
things, we are probably doing more now, getting more done this
year, than has happened since that was enacted years and years
and years ago, where nothing happened. That's chaos. That's
chaos.
Mr. Robbins. If I could add one other point, sir.
Dr. Van Drew. Sure.
Mr. Robbins. This committee is the lead committee of
jurisdiction on expanding UAS detection and mitigation
authorities. It has been since 2018 that Congress updated the
UAS detection and mitigation authorities.
Dr. Van Drew. Unbelievable. Unbelievable. That's chaos.
Mr. Robbins. It is far past time for those authorities to
be updated and to give our Federal authorities, as well as
State, local, Tribal, Territorial, the ability to train
properly and integrate, at the very least, detection
technologies and, in very-bad-day situations, nonkinetic
mitigation technologies in the homeland.
Dr. Van Drew. We are out of time, but I just want to say,
record amounts of money are going to be coming into our
airports and into our FAA.
I yield back.
Mr. Nehls. The gentleman yields.
I now recognize Ms. Titus for 5 minutes.
Ms. Titus. Thank you, Mr. Chairman. When you get to me,
everything has pretty much been asked, but I appreciate that.
I am glad there was a lot of emphasis on workforce
development. I worked with Mr. Molinaro in the bill to get that
put in there, funding for it and support for it. So I know how
much it is needed, and I am glad that is moving forward across
the whole industry.
As we look at safety and air traffic controllers, though,
and improving that system, I want us to be sure we don't forget
about the contract towers, because some of those, I think, are
behind in who they are contracting with or how few they have.
And I want to put that on our list to consider, too.
I thank Mr. Van Drew for asking about the drones. Another
part of that, in terms of bringing us up to date, was a rule I
got in the FAA that calls for us to look at beyond line of
sight. That deadline, too, was missed. That was last September.
But I am hoping that we will see it come this summer.
Can somebody--Mr. Robbins, can you address where we are
with that and talk about why line of sight is so important? We
see it in Nevada in rescue operations being needed or fixing
power lines out in the desert where trucks can't go. So could
you address where we are with that?
Mr. Robbins. Yes, absolutely, ma'am. Thank you so much. And
thank you for your leadership of the UAS Caucus here in the
House of Representatives.
So, along with the section 2209 rule that I just discussed
with Congressman Van Drew, the beyond visual line of sight rule
is now at the White House for review as part of the OIRA and
interagency process.
So we are hopeful to see the draft rule published soon. As
you noted, that draft rule is now 261 days overdue from the
statutory deadline set in the FAA reauthorization, and that
puts the final rule deadline at jeopardy as well.
So, in the meantime, it is creating a situation where
public safety officials, agricultural operators, drone
delivery, medical, others, have to go through a very time-
intensive, labor-intensive, and very expensive process on a
case-by-case waiver of rule.
Now, the FAA has done a good job of speeding up the waiver
approval process, particularly for things they have seen before
and can improve much quicker. So we give the FAA credit for
that. But this is not a scalable model. Industry needs a rule
to adhere to that they can then go out and operate to. And we
stand ready to work with the FAA to implement this as quickly
as possible.
Ms. Titus. Thank you. I hope to see that because there are
so many good uses, not just the military ones Mr. Van Drew
talked about.
Mr. Robbins. Right. Thank you, ma'am.
Ms. Titus. My other question I will go back to, privatizing
air traffic controllers. Mr. Bolen, you mentioned it, but I
wanted to ask Ms. Nelson how her folks feel about privatizing
and why and why not.
Ms. Nelson. Absolutely not, we shouldn't have for-profit in
a safety system, no.
Ms. Titus. Just that simple?
Ms. Nelson. It is that simple. We are fully opposed to it,
but so is the entire industry. There was a letter earlier this
year signed by everyone in the industry. We are all on the same
page. There is a roadmap in the 2024 FAA reauthorization bill
for us to move forward without privatization. I think everyone
is on the same page. We don't need any distractions from
getting this done.
And I would just add that the breakdown of the air traffic
control system is not just an economic issue and just a jobs
issue and just a safety issue. What this also has is ancillary
problems of more disruptive passengers because they are angry,
they are stuck in the airports, they are stuck on the planes
for longer. Flight attendants are facing that much more often,
and flight attendants are also facing fatigue because our days
are getting longer as these delays are going on.
So, there are a lot of problems, but the path forward is
not privatization. It is moving forward with the bill that you
passed last year and the plans that Secretary Duffy has put
forward, too.
Ms. Titus. Thank you. I yield back.
Mr. Nehls. The gentlelady yields.
Any further questions?
No, I don't see any.
Seeing none, this concludes our hearing for today.
I would like to thank each one of you. I think this is good
stuff. We need to do this more often, right?
This committee stands adjourned.
[Whereupon, at 1:08 p.m., the subcommittee was adjourned.]

Submissions for the Record

----------

Statement of Hon. Sam Graves, a Representative in Congress from the
State of Missouri, and Chairman, Committee on Transportation and
Infrastructure
Thank you, Chairman Nehls, and thank you to our witnesses for being
here today.
Last month, the Transportation and Infrastructure Committee held a
hearing to mark the one-year anniversary of the FAA Reauthorization Act
of 2024 being signed into law.
During the hearing, we heard from the FAA on the progress they've
made in implementing the largest and most comprehensive FAA
Reauthorization in history.
As a professional pilot and active user of the aviation system,
this legislation was particularly important to me.
I am very proud of the bipartisan work this Committee did to pass a
major piece of legislation that will benefit every American who uses
the aviation system.
And while the FAA has made progress, there is still a long road
ahead.
Conducting rigorous oversight of the FAA Reauthorization Act is
imperative if we are to ensure that the FAA follows the letter of the
law and is held accountable for meeting deadlines.
Today, we have the opportunity to hear from stakeholders in the
aviation community on provisions that are essential to the success of
their sectors and listen to their perspectives on implementation of the
law so far.
I am grateful for their insight and remain hopeful that, together,
we can ensure this consequential law gets implemented on time and as
Congress intended.
The proper implementation of the law is critical, as we work in
concert with the Trump Administration to modernize the air traffic
control system and provide the necessary boost in staffing at our ATC
facilities.
Thank you, Chairman Nehls. I yield back.

Statement of Cade Clark, Chief Government Affairs Officer, Vertical
Aviation International, Submitted for the Record by Hon. Troy E. Nehls
Chairman Nehls and Ranking Member Cohen, thank you for the
opportunity to provide the vertical aviation industry's perspective on
the implementation of the FAA Reauthorization Act of 2024.
VAI is the trade association for the civil vertical aviation
industry, representing more than 1,000 aviation businesses and 15,000
aviation professionals in 75 nations. VAI is dedicated to fueling the
growth of the vertical aviation industry through connection, education,
advocacy, and safety so that communities around the world are
strengthened by the power of vertical flight. VAI is unique among
aviation associations in that our members reflect all sectors of the
vertical aviation industry, including operators of unmanned aircraft
systems (UAS), next generation vertical-takeoff-and-landing (VTOL)
aircraft (often called AAM aircraft), and helicopters, as well as the
full range of companies that support and supply the industry, including
manufacturers and education and training, maintenance, and other
service providers.
First, I want to express our appreciation to this Subcommittee for
your continued recognition of the critical role vertical flight plays
in our national transportation and emergency response systems. The 2024
FAA Reauthorization Act contains meaningful reforms that support the
operational needs of today's rotorcraft and powered-lift aircraft while
laying the groundwork for safe, scalable integration of next-generation
vertical flight technologies. The Act gives us a solid roadmap--we now
need to ensure it gets implemented on time and in full.
Proper execution of statutory provisions is essential to realizing
the full potential of the 2024 FAA Reauthorization Act. Section 627, in
particular, is a pivotal mandate to enhance the safety, predictability,
and functionality of low-altitude IFR operations for rotorcraft and
powered-lift aircraft. We urge the FAA to act with urgency and
clarity--and we ask that Congress maintain rigorous oversight to ensure
the agency follows both the letter and the intent of the law.
Additionally, we encourage the FAA to engage closely with subject
matter experts, like VAI, as it carries out the implementation of FAA
Reauthorization. Leveraging the expertise and on-the-ground experience
of industry partners will be key in ensuring successful and timely
outcomes.
In this testimony, I will address the importance of Section 627 and
the broader challenges and opportunities facing the vertical aviation
industry today.
Section 627 Implementation
Section 627 of the FAA Reauthorization Act directs the FAA to
initiate a rulemaking process within three years to establish or update
low-altitude IFR routes and procedures for rotorcraft and powered-lift
aircraft using performance-based navigation. This mandate arrives at a
critical juncture. The recent tragic midair collision over Washington,
D.C. is a solemn reminder of the criticality of ensuring safety in the
national airspace at all flight levels, including low level flight. The
FAA must act decisively to ensure its ongoing efforts to improve low-
altitude safety are meaningfully integrated with the implementation of
Section 627.
To fulfill the intent of Section 627, the FAA must initiate
internal planning and pre-rulemaking activities without delay and
clearly communicate its timeline for stakeholder engagement and formal
rulemaking. We urge the agency to prioritize the most congested and
operationally complex airspace for early implementation efforts.
As part of this mandate, the FAA must modernize the Helicopter
Route Chart Program by revising outdated routes and improving
publication practices to reflect performance-based navigation
capabilities.
This work must also be fully integrated with the Department of
Transportation's broader air traffic control modernization initiatives,
particularly those focused on enabling digital separation and
optimizing low-altitude corridors. VAI backs the Administration's Air
Traffic Control Modernization Plan and is a member of the Modern Skies
Coalition which strongly supports the Plan. While the Plan
appropriately focuses on investment in people, equipment, and
facilities, low-altitude flights must be incorporated in the operations
considered for modernization initiatives.
Finally, the FAA must assess whether it has the technical
expertise, budgetary support, and staffing levels necessary to carry
out Section 627 on schedule. If gaps exist, the agency should identify
and communicate the specific resources required to accelerate
progress--especially in high-density, mixed-use airspace environments.
Essential Service to the American Public
Vertical lift aircraft play an irreplaceable role in serving the
American public across a wide range of missions. Critical missions
include search and rescue, medical evacuations, firefighting, law
enforcement, post-disaster access and evacuations, critical
infrastructure inspection and repair, homeland security, news and
traffic monitoring, construction and heavy lifting, and forest
management.
Americans saw first-hand the criticality of helicopter response
during last year's Hurricane Helene which devastated parts of North
Carolina--many areas were completely inaccessible by road. Over 506
helicopters were deployed by the National Guard and approximately 1007
helicopters were contributed by private volunteers and organizations.
These helicopters were critical in conducting search and rescue
missions, delivering medical supplies, and reaching areas that were
otherwise completely decimated.
A similar call to service was seen with the catastrophic Palisades
and Eaton fires in the Los Angeles, California area last year. At the
peak of operations, 60 helicopters were deployed to fight these fires--
all vital in mitigating the impact of these fires and saving countless
lives, homes, and businesses.
In 2024 alone, the U.S. government contracted 986 helicopters for
wildfire response, including both large-capacity aircraft (Type 1)
capable of delivering substantial water or retardant payloads and large
crew transport and medium/light helicopters (Type 2) utilized for small
crew transport, reconnaissance and tactical water drops.
Vertical aviation continues to grow in aircraft and services
provided. Clearly defined, up-to-date, and technologically advanced
routing infrastructure provides increased efficiency and safety to
vertical lift allowing the industry to better respond to the next
wildfire, hurricane, or large-scale emergency.
Continual Advancement
Emerging technology, notably Vertical Takeoff and Landing (VTOL),
Unmanned Aircraft Systems (UAS), and aircraft with advanced propulsion
systems, autonomous capabilities, or fly-by-wire systems, are
positioned to greatly influence the global aviation industry over the
next decade. Conservative projections value this segment at over $20.8
billion by 2035, signaling a significant expansion of the vertical
flight ecosystem.
The performance, capabilities, and flight profiles of AAM can take
advantage of and benefit from a low-altitude airspace structure that is
flexible, data-driven, and aligned with performance-based navigation
standards. Section 627 mandates the FAA to establish or update IFR
routes and procedures for rotorcraft and powered-lift aircraft--
including many AAM and eVTOL platforms--ensuring that tomorrow's
aircraft have a safe, predictable, and scalable path to integration in
the National Airspace System.
Section 627 is not just about today's helicopters--it is about
building an airspace environment capable of supporting the next
generation of vertical flight. If implemented with urgency and
precision, it will help unlock the full potential of emerging aircraft,
secure U.S. leadership in advanced air mobility, and support a vibrant,
high-tech manufacturing sector that benefits communities nationwide.
Conclusion
The vertical lift industry is and will remain a cornerstone of
America's economy, public safety infrastructure, and emergency response
capability. From saving lives during natural disasters to supporting
daily operations in law enforcement, infrastructure, and logistics, the
industry enhances the quality of life across the country. As the sector
evolves with new technologies and growing mission demands, the systems
that support it--especially low-altitude airspace infrastructure--must
evolve as well.
Section 627 of the FAA Reauthorization Act of 2024 is a critical
step toward that evolution. Its successful implementation will help
ensure that rotorcraft and powered-lift aircraft can operate safely,
predictably, and efficiently in increasingly congested and complex
environments. It also lays the foundation for integrating advanced
technologies and aircraft into a more modern, performance-based
airspace system.
VAI appreciates the opportunity to provide input as part of this
hearing and stands ready to be a constructive partner in ensuring the
success of Section 627. We welcome continued collaboration with
Congress, the FAA, and industry stakeholders to implement this Act in a
way that supports national security, public safety, and the future of
vertical flight in the United States.

Appendix

----------

Questions to Edward M. Bolen, President and Chief Executive Officer,
National Business Aviation Association, from Hon. Julia Brownley

Question 1. Can you discuss how important it is for the FAA to work
with industry to quickly identify, review, and approve a safe lead-free
aviation gasoline that can be adopted fleetwide across the country?
Answer. The transition to unleaded aviation gasoline is a matter of
both environmental responsibility and operational urgency. NBAA
strongly supports the FAA's continued collaboration with industry
through initiatives like the Eliminate Aviation Gasoline Lead Emissions
(EAGLE) program. Achieving a universally adoptable, safe unleaded avgas
is critical. A coordinated and expedited approach to testing, approval,
and deployment is essential to avoid disruptions in general aviation
operations and to ensure that operators, especially those at smaller or
rural airports, can continue to access the fuel they need to operate
safely and reliably.

Question 1.a. From a safety perspective, how critical is it that
any unleaded fuel work seamlessly across the entire general aviation
fleet without requiring different fuel handling procedures or
performance considerations for different aircraft types?
Answer. From a safety standpoint, fleetwide compatibility is
paramount. General aviation relies on a diverse mix of aircraft, often
operating in remote environments and supported by small businesses and
airports and fixed-base operators with limited infrastructure. A
universal drop-in fuel would rely on the existing infrastructure,
without requiring additional investment that most general aviation
airports cannot afford and ensures consistency in engine performance,
avoids misfueling risks, and eliminates the need for specialized
training, signage, or fueling procedures that could introduce human
error. Anything short of a seamless transition poses real safety
concerns for pilots, maintenance technicians, and fueling personnel.
Additionally, until a universal drop-in unleaded fuel has been
identified, it is critical that the existing 100LL Aviation Gasoline
supply and availability remain in place at all airports. Aircraft
utilizing 100LL gasoline today reflect a broad diversity of disaster
relief, aero medical, small community air transport, recreational, and
other missions.

Question 1.b. Many business aviation operators manage diverse
fleets of aircraft. What operational and financial burdens would be
created if these operators had to manage multiple fuel types, different
performance characteristics, and varying availability across their
route networks?
Answer. The introduction of multiple fuel types would impose
significant logistical and financial burdens on business aviation
operators. Managing a fleet with different fueling requirements would
complicate dispatch planning, increase the risk of fuel mismatches, and
potentially ground aircraft if the correct fuel type is unavailable at
a destination. Operators would incur added costs for training
personnel, retrofitting equipment, updating fuel storage
infrastructure, and developing new operational protocols--all of which
divert resources from safety and efficiency initiatives. Lack of
appropriate fuel at the operator's home base airport would require
additional flights to obtain fuel, adding additional risk. A patchwork
of fuel availability across the country would further compound these
challenges, especially for operators who depend on operational
flexibility to meet time-sensitive missions.
NBAA urges the FAA to continue prioritizing a fleetwide solution
that ensures safety, reliability, and accessibility for all general
aviation stakeholders.

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