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

     FAA REAUTHORIZATION ACT OF 2024: AN UPDATE ON IMPLEMENTATION ONE YEAR
                                     LATER

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

                                    (119-21)

                                    HEARING

                                   BEFORE THE

                                  COMMITTEE ON
                       TRANSPORTATION AND INFRASTRUCTURE
                            HOUSE OF REPRESENTATIVES

                        ONE HUNDRED NINETEENTH CONGRESS

                                 FIRST SESSION

                                   __________

                                  MAY 15, 2025

                                   __________

                           Printed for the use of the
                 Committee on Transportation and Infrastructure

    [GRAPHIC NOT AVAILABLE IN TIFF FORMAT]

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

                                    __________

                       U.S. GOVERNMENT PUBLISHING OFFICE
    61-684 PDF                  WASHINGTON : 2025

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

                 COMMITTEE ON TRANSPORTATION AND INFRASTRUCTURE

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

                                    CONTENTS

                                                                       Page

    Summary of Subject Matter........................................     v

                     STATEMENTS OF MEMBERS OF THE COMMITTEE

    Hon. Sam Graves, a Representative in Congress from the State of
      Missouri, and Chairman, Committee on Transportation and
      Infrastructure, opening statement..............................     1
        Prepared statement...........................................     2
    Hon. Rick Larsen, a Representative in Congress from the State of
      Washington, and Ranking Member, Committee on Transportation and
      Infrastructure, opening statement..............................     3
        Prepared statement...........................................     5

                                   WITNESSES

    Jodi Baker, Deputy Associate Administrator for Aviation Safety,
      Federal Aviation Administration, accompanied by Frank McIntosh,
      Deputy Chief Operating Officer, Air Traffic Organization,
      Federal Aviation Administration, and Wayne Heibeck, Deputy
      Associate Administrator for Airports, Federal Aviation
      Administration; oral statement of Ms. Baker....................     7
        Joint prepared statement of Ms. Baker, Mr. McIntosh, and Mr.
          Heibeck....................................................     9
    Derrick Collins, Director, Physical Infrastructure, U.S.
      Government Accountability Office, oral statement...............    12
        Prepared statement...........................................    13

                           SUBMISSIONS FOR THE RECORD

    Op-ed entitled, ``Time Is Running Out for the U.S. Air-Traffic
      Control System,'' by Robert Poole, Wall Street Journal, May 9,
      2025, Submitted for the Record by Hon. Scott Perry.............    33
    Article entitled, ``Internal FAA Report Downplayed Risks of Data
      Outage Affecting Newark Air Traffic Controllers,'' by Blake
      Ellis, Casey Tolan, and Kyung Lah, CNN, May 9, 2025, Submitted
      for the Record by Hon. Laura Gillen............................    76
    Statement of the Association for Uncrewed Vehicle Systems
      International, Submitted for the Record by Hon. Sam Graves.....    95

                                    APPENDIX

    Questions to Jodi Baker, Deputy Associate Administrator for
      Aviation Safety, Federal Aviation Administration, from:
        Hon. Scott Perry.............................................    99
        Hon. Vince Fong..............................................    99
        Hon. Steve Cohen.............................................   100
        Hon. John Garamendi..........................................   102
        Hon. Henry C. ``Hank'' Johnson, Jr...........................   102
    Questions to Frank McIntosh, Deputy Chief Operating Officer, Air
      Traffic Organization, Federal Aviation Administration, from:
        Hon. Daniel Webster..........................................   103
        Hon. Scott Perry.............................................   103
        Hon. Vince Fong..............................................   103
        Hon. Henry C. ``Hank'' Johnson, Jr...........................   104
        Hon. Patrick Ryan............................................   104
    Question to Wayne Heibeck, Deputy Associate Administrator for
      Airports, Federal Aviation Administration, from Hon. Scott
      Perry..........................................................   106
    Questions to either Jodi Baker, Deputy Associate Administrator
      for Aviation Safety, Federal Aviation Administration; Frank
      McIntosh, Deputy Chief Operating Officer, Air Traffic
      Organization, Federal Aviation Administration; or Wayne
      Heibeck, Deputy Associate Administrator for Airports, Federal
      Aviation Administration; from Hon. Robert Garcia...............   106

    [GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]

                                  May 9, 2025

        SUMMARY OF SUBJECT MATTER

        TO:      LMembers, Committee on Transportation and
    Infrastructure
        FROM:  LStaff, Committee on Transportation and
    Infrastructure
        RE:      LFull Committee Hearing on ``FAA Reauthorization
    Act of 2024: An Update on Implementation One Year Later''
    _______________________________________________________________________

                                   I. PURPOSE

        The Committee on Transportation and Infrastructure will
    meet on May 15, 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: An Update on Implementation
    One Year Later.'' As the one-year anniversary of the enactment
    of the FAA Reauthorization Act of 2024 (FAARA 2024) approaches,
    this hearing will provide an update from the Federal Aviation
    Administration (FAA or the ``Agency'') and the Government
    Accountability Office (GAO) on the status of various provisions
    of the law. Members will have the opportunity to question the
    FAA on the implementation of FAARA 2024, highlight their
    priorities in the law, and hear the FAA and GAO's plans for
    implementing any remaining provisions.

                                 II. BACKGROUND

        On May 16, 2024, President Biden signed into law H.R. 3935,
    the FAA Reauthorization Act of 2024 (P.L. 118-63).\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\
    ---------------------------------------------------------------------------
        \1\ Press Release, The White House, Bill Signed: H.R. 3935, (May
    16, 2024), available at https://www.whitehouse.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.
    ---------------------------------------------------------------------------

            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 approach 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
    reflects key programs included in the relevant titles 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\
    ---------------------------------------------------------------------------
        \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
    ---------------------------------------------------------------------------
        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\
    ---------------------------------------------------------------------------
        \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 Moseh 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].
    ---------------------------------------------------------------------------

    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\
    ---------------------------------------------------------------------------
        \11\ FAARA 2024, supra note 10 at Sec.  347, 138 Stat. 1104.
        \12\ Id.
        \13\ Id.
    ---------------------------------------------------------------------------
        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\ 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 January 2025, ARV is operational at 77
    airports.\16\ More recently in March 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.\17\
    ---------------------------------------------------------------------------
        \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\ Id.
        \17\ Id.
    ---------------------------------------------------------------------------
        Additionally, as part of Congress' budget reconciliation
    effort, the 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.\18\
    ---------------------------------------------------------------------------
        \18\ 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].
    ---------------------------------------------------------------------------

    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.\19\ 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.\20\
    ---------------------------------------------------------------------------
        \19\ FAARA 2024, supra note 10 at Sec.  348, 138 Stat. 1107.
        \20\ Id.
    ---------------------------------------------------------------------------
        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.\21\ 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.\22\
    ---------------------------------------------------------------------------
        \21\ 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.).
        \22\ 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.\23\ 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).\24\ The objective of 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.\25\ To
    date, FAA has not provided an update on implementation of
    DYASSI.
    ---------------------------------------------------------------------------
        \23\ Alaska Dept. of Transp. and Pub. Facilities, Statewide
    Aviation, available at https://dot.alaska.gov/stwdav/.
        \24\ 49 U.S.C. Sec.  44745.
        \25\ Id.
    ---------------------------------------------------------------------------

    GROWING THE AVIATION WORKFORCE

        FAARA 2024 incorporated 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.\26\ 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.'' \27\
    ---------------------------------------------------------------------------
        \26\ 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).
        \27\ Fed. Aviation Admin., Forecast Highlights (2024-2044) at 4,
    available at https://www.faa.gov/dataresearch/aviation/
    aerospaceforecasts/2024-forecast-highlights.pdf.
    ---------------------------------------------------------------------------
        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.\28\
    Additionally, this section directs the Transportation Research
    Board (TRB) to identify the most appropriate staffing model for
    future air traffic controller workforce needs 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.\29\ The
    FAA is continuing to work to meet the mandates set forth in
    FAARA 2024.\30\
    ---------------------------------------------------------------------------
        \28\ FAARA 2024, supra note 10 at Sec.  437, 138 Stat. 1176.
        \29\ Hill Update supra note 14
        \30\ Id.
    ---------------------------------------------------------------------------
        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,
    expediting the hiring timeline by approximately four
    months.\31\
    ---------------------------------------------------------------------------
        \31\ 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.
    ---------------------------------------------------------------------------
        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.\32\ These reforms have garnered
    bipartisan support and work to fulfill the Congressional intent
    of section 437 of FAARA 2024.\33\ 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).\34\
    ---------------------------------------------------------------------------
        \32\ Id.
        \33\ FAARA 2024, supra note 10 at Sec.  411, 138 Stat. 1176.
        \34\ 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.
    ---------------------------------------------------------------------------

    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.\35\ 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.\36\
    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.\37\ 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.\38\ The FAA expects to meet the deadlines for
    all requirements of this section.
    ---------------------------------------------------------------------------
        \35\ 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.
        \36\ FAARA 2024, supra note 10 at Sec.  437, 138 Stat. 1156.
        \37\ Hill Update supra note 14.
        \38\ Id.
    ---------------------------------------------------------------------------

    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.\39\ 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.\40\ 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.\41\
    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.\42\ In January 2025, the FAA
    released the Notice of Funding Opportunity (NOFO) for the
    aviation maintenance and aircraft pilot grant programs; \43\
    however, the aviation manufacturing grant program has not yet
    been established.\44\
    ---------------------------------------------------------------------------
        \39\ Pub. L. No. 115-254 Sec.  625, 132 Stat. 3405.
        \40\ FAARA 2024, supra note 10 at Sec.  440, 138 Stat. 1179.
        \41\ Id.
        \42\ Id.
        \43\ FAA, Aviation Workforce Development Grants, (March 3, 2025),
    available at: https://www.faa.gov/about/office_org/
    headquarters_offices/ang/grants/awd.
        \44\ 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.)

    ---------------------------------------------------------------------------
        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.\45\ 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.\46\
    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.\47\ To date, FAA has not
    provided an update on implementation on these provisions.
    ---------------------------------------------------------------------------
        \45\ 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).
        \46\ FAARA 2024, supra note 10 at Sec.  429, Sec.  430, Sec.  431,
    138 Stat. 1171, 1172, 1173.
        \47\ FAARA 2024, supra note 10 at Sec.  428, 138 Stat. 1170.
    ---------------------------------------------------------------------------

    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.\48\
    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.\49\
    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.
    ---------------------------------------------------------------------------
        \48\ 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
        \49\ 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.'' \50\ 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.\51\ However, NextGen
    programs have been vulnerable to delays and cost-overruns.\52\
    According to a September 2024 GAO report, NextGen activities'
    initial completion dates of 2025 have been delayed to 2030.\53\
    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.\54\
    ---------------------------------------------------------------------------
        \50\ FAA, Next Generation Air Transportation System (NextGen) (last
    updated Jan. 14, 2025), available at https://www.faa.gov/nextgen.
        \51\ Id.
        \52\ 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).
        \53\ U.S. Gov't Accountability Off., GAO-24-107001, Air Traffic
    Control: FAA Actions Are Urgently Needed To Modernize Aging Systems
    (Sept. 2024).
        \54\ 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.\55\ 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.\56\ The FAA expects to meet the statutory
    deadline under this section.\57\
    ---------------------------------------------------------------------------
        \55\ FAARA 2024, supra note 10 at Sec.  206, 138 Stat. 1044.
        \56\ Id.
        \57\ 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.\58\ This requirement includes deadlines for each
    program and the FAA must notify Congress regarding any failure
    to meet them.\59\ 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.\60\ To date, FAA
    has not provided an update on implementation of these
    provisions.
    ---------------------------------------------------------------------------
        \58\ FAARA 2024, supra note 10 at Sec.  619, 138 Stat. 1231.
        \59\ Id.
        \60\ 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.\61\ It also
    directs the FAA to develop a list of unfunded facility and
    equipment needs that were not included in the President's
    budget.\62\
    ---------------------------------------------------------------------------
        \61\ FAARA 2024, supra note 10 at Sec.  622, 138 Stat. 1237.
        \62\ 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. In total, the FAA estimates there are
    approximately 14,400 private and 5,000 public-use airports,
    heliports, and seaplane bases in the United States.\63\ FAARA
    2024 contained a robust airport title that prioritized 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.\64\
    ---------------------------------------------------------------------------
        \63\ FAA, Airport Categories (last updated Dec. 7, 2022), available
    at https://www.faa.gov/airports/planning_capacity/categories.
        \64\ 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 increased 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
    reduced 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.\65\ 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.\66\ While
    the FAA has issued three letters so far, they do not
    comprehensively explain the implementation of all AIP-related
    provisions in FAARA 2024.\67\
    ---------------------------------------------------------------------------
        \65\ Id.
        \66\ FAARA 2024, supra note 10 at Sec.  733, 138 Stat. 1273.
        \67\ Email from Federal Aviation Administration, to Subcomm. on
    Aviation Staff (Apr. 7, 2025, 1:50 EST) (on file with Comm.); Email
    from Federal Aviation Administration, to Subcomm. on Aviation Staff
    (Apr. 29, 2025, 8:41 EST) (on file with Comm.).
    ---------------------------------------------------------------------------

    ENVIRONMENTAL PROGRAMS AND STREAMLINING

        FAARA 2024 contained 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 streamlined and
    expanded the Voluntary Airport Low Emission (VALE) program to
    airports in non-attainment areas.\68\ Section 783 significantly
    revised existing streamlining environmental procedures for
    certain important categories of airport projects, while section
    788 established a new categorical exclusion for airport
    projects receiving less than $6 million in Federal funding.\69\
    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.\70\
    ---------------------------------------------------------------------------
        \68\ FAARA 2024, supra note 10 at Sec.  782, 138 Stat. 1302
        \69\ FAARA 2024, supra note 10 at Sec.  783, 138 Stat. 1302; FAARA
    2024, supra note 9 at Sec.  788, 138 Stat. 1314.
        \70\ 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 directed 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.\71\ The FAA has not completed the process of
    updating its noise standards. A charter for the advisory
    committee was issued on January 14, 2025.\72\ To date, no
    members of the advisory committee have been appointed, and no
    initial meeting has been scheduled.
    ---------------------------------------------------------------------------
        \71\ FAARA 2024, supra note 10 at Sec.  786 and 792, 138 Stat.
    1316.
        \72\ 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.\73\ Given GA's importance to the aviation
    ecosystem, FAARA 2024 included the first-ever GA title focused
    on revitalizing the GA community and improving the services FAA
    provides to general aviators.
    ---------------------------------------------------------------------------
        \73\ 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.\74\ 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.\75\ 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.\76\ 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.\77\ Additionally, the Agency remains on track to brief
    Congress on changes to small aircraft activity and safety
    incidents by the 2028 due date.\78\
    ---------------------------------------------------------------------------
        \74\ FAA Extension, Safety, and Security Act of 2016, Pub. L. No.
    114-190, 130 Stat. 641.
        \75\ FAARA 2024, supra note 10 at Sec.  828, 138 Stat. 1336.
        \76\ FAARA 2024, supra note 10 at Sec.  815, 138 Stat. 1328.
        \77\ Regulatory Updates to Basic Med; Correction, 89 Fed. Reg.
    105446 (Dec. 27, 2024) (to be codified at 14 C.F.R. pt. 61).
        \78\ 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.\79\ 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.
    ---------------------------------------------------------------------------
        \79\ Janice Wood, How much did you pay for your check ride?,
    General Aviation News, (Oct. 19, 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 Coronavirus pandemic, the FAA faced a
    significant backlog of several services, including
    certification of new applicants.\80\ The backlog resulted in
    the potential for applicants having to wait two or even three
    years for FAA to initiate a certification process.\81\ Section
    818 requires the FAA to reduce the backlog of air carrier
    certificate applications under Part 135 of Title 14, Code of
    Federal Regulations.\82\ 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.\83\ As of April 15, 2025, the average acceptance
    and rejection timeframe for all part 135 applications is 31
    days.\84\
    ---------------------------------------------------------------------------
        \80\ 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.
        \81\ Id.
        \82\ FAARA 2024, supra note 10 at Sec.  818, 138 Stat. 1328.
        \83\ Id.
        \84\ 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.\85\ Title IX of FAARA 2024 incorporates
    provisions to foster the safe, efficient, and timely
    integration of new entrant technologies into the NAS. Like many
    other innovations of flight, 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. Provisions in FAARA 2024 ensure that the FAA is properly
    positioned to support the safe integration of these new entrant
    technologies into the NAS while supporting American innovation.
    ---------------------------------------------------------------------------
        \85\ 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.\86\ 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.\87\
    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,
    the proposed BVLOS rule was resubmitted for Executive-level
    review under the new Administration and the Agency expects the
    proposed rule to be published this summer.\88\ FAA is planning
    for the issuance of the final BVLOS rule in March 2027.\89\
    ---------------------------------------------------------------------------
        \86\ FAA, Unmanned Aircraft Systems Beyond Visual Line of Sight
    Aviation Rulemaking Comm., Final Report. 8, (Mar. 10, 2022), available
    at https://www.faa.gov/regulations_policies/rulemaking/committees/
    documents/media/UAS_BVLOS_ARC_FINAL_REPORT_
    03102022.pdf.
        \87\ FAARA 2024, supra note 10 at Sec.  930, 138 Stat. 1366.
        \88\ 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.).
        \89\ Id.
    ---------------------------------------------------------------------------

    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.\90\ 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.\91\
    ---------------------------------------------------------------------------
        \90\ FAARA 2024, supra note 10 at Sec.  909, 138 Stat. 1344.
        \91\ 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 into service in the coming years. AAM aircraft
    operators have long expected to use existing operating
    procedures for traditional aircraft, however, 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, the FAA,
    in early 2023, declared that it would publish a final Special
    Federal Aviation Regulation (SFAR) for AAM aircraft by ``the
    fourth quarter of 2024.'' \92\ Section 955 of the FAARA 2024
    required the FAA to publish a final Powered-Lift SFAR no later
    than November 16, 2024, and the FAA accomplished the task a
    month early, announcing the final SFAR on October 22, 2024.\93\
    ---------------------------------------------------------------------------
        \92\ 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).
        \93\ 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.\94\ Section 745 establishes a five-year
    pilot program allowing up to 10 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.
    ---------------------------------------------------------------------------
        \94\ FAA, Advanced Air Mobility Infrastructure, (Oct. 15, 2024),
    available at https://www.faa.gov/airports/new_entrants/
    aam_infrastructure.
    ---------------------------------------------------------------------------

                                 IV. WITNESSES

         LJodi Baker, Deputy Associate Administrator,
    Aviation Safety, Federal Aviation Administration
         LWayne Heibeck, Deputy Associate Administrator,
    Airports, Federal Aviation Administration
         LFranklin McIntosh, Deputy Chief Operating
    Officer, Air Traffic Organization, Federal Aviation
    Administration
         LDerrick Collins, Director, Physical
    Infrastructure, United States Government Accountability Office

    ADDENDUM TO SSM FOR FULL COMMITTEE HEARING ON ``FAA REAUTHORIZATION ACT
                        OF 2024: AN UPDATE 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. 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 is working on the
                                            Misses, Runway                                    timeline and action
                                            Incursions and Surface                            plan for system and
                                            Safety Risks.                                     technology
                                                                                              improvements.
    ----------------------------------------------------------------------------------------------------------------
    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............  FAA continues to
                                            Administration Academy                            develop the required
                                            and Facility Expansion                            implementation plan.
                                            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. 761.............................  Study on Air Cargo       In Progress............  GAO remains on track to
                                            Operations in Puerto                              meet the deadline.
                                            Rico.
    ----------------------------------------------------------------------------------------------------------------
    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 the
                                                                                              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: AN UPDATE ON IMPLEMENTATION ONE YEAR
                                     LATER

                                  ----------

                             THURSDAY, MAY 15, 2025

                      House of Representatives,
        Committee on Transportation and Infrastructure,
                                                Washington, DC.
        The committee met, pursuant to call, at 10:07 a.m. in Room
    2167, Rayburn House Office Building, Hon. Sam Graves (Chairman
    of the committee) presiding.
        Mr. Graves. The Committee on Transportation and
    Infrastructure will come to order.
        I would ask unanimous consent that the chairman be
    authorized to declare a recess at any time during today's
    hearing.
        Without objection, that is so ordered.
        As a reminder, if Members insert a document into the
    record, please also email it to DocumentsTI@mail.house.gov.
        I now recognize myself for the purposes of an opening
    statement.

      OPENING STATEMENT OF HON. SAM GRAVES OF MISSOURI, CHAIRMAN,
             COMMITTEE ON TRANSPORTATION AND INFRASTRUCTURE

        Mr. Graves. Tomorrow marks the 1-year anniversary of the
    FAA Reauthorization Act of 2024 being signed into law. In
    crafting the law, the committee received and processed more
    than 2,100 stakeholder and Member requests. We held five
    detailed policy hearings in the leadup to introduction and
    produced a bipartisan product that garnered the support of more
    than 1,000 aviation organizations and companies. When all was
    said and done, the final bill passed with the support of 387
    Members of the Congress and 88 Senators. Not many pieces of
    legislation enjoy that kind of bipartisan support.
        And that bill, now law, touched just about everything in
    the aviation industry, including a strong and robust aviation
    safety title that included reforms to address close calls and
    near-misses; a workforce title that addressed the challenges
    head-on by removing barriers for veterans and young individuals
    looking to begin a career in civil aviation, including
    bolstering the air traffic control workforce; an airport
    infrastructure title that increased the Airport Improvement
    Program for the first time in over a decade and streamlined the
    environmental permitting process; a new entrant title crafted
    to maintain American leadership in this emerging sector; and a
    passenger experience title that was aimed at improving travel
    for all Americans.
        Furthermore, it is a personal point of pride for me that
    the law included the very first ever GA title. General aviation
    is the foundation of our Nation's aviation system. In fact, it
    is where many of our pilots and our mechanics and other hard-
    working aviation professionals--it's where they began their
    career. Put simply, the law recognized the importance of
    general aviation and protected the freedom to fly for every
    single American.
        While the committee has been conducting oversight to ensure
    that the congressional intent is upheld, today's hearing
    represents the first time that Members will be able to hear
    from the Federal Aviation Administration and the Government
    Accountability Office on their progress, and I am pleased the
    FAA has worked expeditiously to implement several key
    provisions in the GA title.
        Additionally, with heightened attention being placed on the
    need to modernize our air traffic control system--an initiative
    that all in this room support--the reauthorization bill gave
    FAA a flight plan. Now they have to start the plan and actually
    follow it.
        To aid that effort Republicans on this committee came
    together and approved a reconciliation package that
    appropriates $12.5 billion to the FAA for ATC modernization.
    This $12.5 billion investment is going to provide a significant
    downpayment on the administration's plan to overhaul and
    modernize the ATC system, and I look forward to working with
    them on this effort.
        I would like to thank all of our witnesses for being here
    today, and I look forward to hearing from each of you on the
    progress that the FAA and the GAO have made in implementing
    this milestone legislation.
        [Mr. Graves' prepared statement follows:]

    Prepared Statement of Hon. Sam Graves of Missouri, Chairman, Committee
                      on Transportation and Infrastructure
        Tomorrow marks the one-year anniversary of the FAA Reauthorization
    Act of 2024 being signed into law.
        In crafting the law, the Committee received and processed more than
    2,100 stakeholder and Member requests, held five detailed policy
    hearings in the lead-up to introduction, and produced a bipartisan
    product that garnered the support of more than 1,000 aviation
    organizations and companies.
        When all was said and done, the final bill passed with the support
    of 387 Members of Congress and 88 Senators. Not many pieces of
    legislation enjoy such wide bipartisan support.
        That bill, now law, touched just about everything in the aviation
    industry, including a strong and robust aviation safety title that
    included reforms to address close calls and near-misses; a workforce
    title that addresses challenges head on by removing barriers for
    veterans and young individuals looking to begin a career in civil
    aviation, including bolstering the air traffic control workforce; an
    airport infrastructure title that increased the Airport Improvement
    Program (AIP) for the first time in over a decade and streamlined
    environmental permitting approvals; a new entrant title crafted to
    maintain American leadership in this emerging sector; and a passenger
    experience title aimed at improving travel for all Americans.
        Furthermore, it's a personal point of pride for me that the law
    included the first-ever general aviation (GA) title. General aviation
    is the foundation of this nation's aviation system. In fact, it's where
    many of our pilots, mechanics, and other hard working aviation
    professionals begin their careers. Put simply, the law recognized the
    importance of general aviation and protected the freedom to fly for
    every American.
        While the Committee has been conducting oversight to ensure that
    congressional intent is upheld, today's hearing represents the first
    time that Members will be able to hear from the Federal Aviation
    Administration (FAA) and the Government Accountability Office (GAO) on
    their progress.
        I'm pleased the FAA has worked expeditiously to implement several
    key provisions in the GA title. Additionally, with heightened attention
    being placed on the need to modernize our air traffic control system--
    an initiative that all in this room support--the reauthorization bill
    gave the FAA a flight plan. Now they must start the plane and follow
    it.
        To aid that effort, Republicans on this committee came together and
    approved a reconciliation package that appropriates $12.5 billion to
    the FAA for ATC modernization. This $12.5 billion investment will
    provide a significant down payment on the Administration's plan to
    overhaul and modernize the ATC system, and I look forward to working
    with them in that effort.
        I'd like to thank our witnesses for being here today and look
    forward to hearing from each of you about the progress that the FAA and
    the GAO have made in implementing this milestone legislation.

        Mr. Graves. With that, I recognize Ranking Member Larsen
    for his opening statement.

     OPENING STATEMENT OF HON. RICK LARSEN OF WASHINGTON, RANKING
         MEMBER, COMMITTEE ON TRANSPORTATION AND INFRASTRUCTURE

        Mr. Larsen of Washington. Thank you, Chair Graves, for
    calling today's oversight hearing on the implementation of the
    landmark 2024 FAA reauthorization law.
        One year ago today, Congress took decisive action to
    improve aviation safety, foster aerospace innovation, grow the
    aviation workforce, and better protect the flying public. While
    the FAA is making progress in implementing the law, recent
    tragic aviation accidents and close calls make clear the
    administration must prioritize the critical safety reforms
    included in the reauthorization.
        The immense loss that occurred from the tragic mid-air
    collision at Washington National Airport, DCA, highlights the
    need for the FAA and Congress to recommit to enhancing the
    safety of the National Airspace System and restoring the flying
    public's confidence in that system. Unfortunately, recent
    events have shown the problems we are seeing in the aviation
    industry extend much further than the issues that led to the
    heartbreaking plane crash on January 29th.
        Shortly after this crash, there were several other fatal
    commercial crashes or safety accidents like in Alaska,
    Philadelphia, Arizona, and other places around the country. In
    the last 6 weeks alone, there have been an ongoing series of
    high-profile, troubling accidents, including: a helicopter
    conducting commercial air tours crashing in the Hudson River;
    two loss of separation events at DCA between a Black Hawk
    helicopter and a commercial airline flight; the wingtip of a
    Bombardier CRJ 900 striking an Embraer E175 on the taxiway at
    DCA; the FAA's NOTAM system, which provides essential real-time
    updates on conditions affecting flight safety, experiencing
    sudden outages; and at least three separate instances of ATC
    equipment failures affecting Newark Airport alone, resulting in
    hundreds of delays and cancellations.
        The American people are justifiably outraged and demand the
    FAA do more to make our system safer and more reliable, and we
    want to help. It has also been true the U.S. strives to be the
    gold standard in aviation safety, but that statement can ring
    hollow to some when there are almost daily reports of serious
    close calls or system failures.
        And one of the most immediate and effective long-term
    solutions the FAA can do right now to make our system safer is
    to swiftly implement the 2024 law. That law, passed by this
    Congress in a bipartisan manner, as the chair has noted,
    provides the FAA with a 5-year roadmap on how the
    administration can address many of the safety issues we have
    recently seen. We gave you the ``what needs to be done'' list,
    and now we are in the ``how-to'' stage, and that is up to the
    FAA to implement.
        For instance, earlier this week, it was reported that
    flight delays out of Newark Airport were in part due to only
    three controllers being on duty at the time, even though the
    staffing target was 14. Although the FAA is working to hire the
    maximum number of controllers from the agency's ATC training
    academy, as required by the law, the agency has yet to
    modernize staffing models for controllers and other aviation
    safety roles to meet the evolving needs of the NAS.
        There have also been several recent near-misses and runway
    incursions at airports across the country, including DCA,
    Seattle, Chicago, and Boston. The reauthorization law requires
    the FAA to establish the Runway Safety Council, which would
    develop new strategies to address airport surface safety risks,
    identify and deploy airport surface surveillance technologies
    to all large- and medium-hub airports, and conduct a review of
    existing systems to assess how legacy technologies can be
    improved.
        And the law could help prevent future ATC disruptions--such
    as the recent NOTAM outage and numerous ATC system failures
    that recently impacted Newark Airport--through its requirement
    that FAA audit its legacy ATC systems and make immediate
    improvements to any system deemed outdated or unsafe.
        There are policies the FAA should be considering that were
    not included in the law, as well. For instance, just last week,
    the Secretary announced a proposal that will help fund the
    modernization of new ATC facilities, systems, and equipment. We
    have yet to receive a proposed budget for this proposal, and
    such an important and costly plan will require vigorous
    oversight. But I do encourage the committee members to take a
    look at what the Secretary is proposing, because I do believe
    it is a very positive step forward, and I look forward to
    working with the chair to develop bipartisan legislation that
    will help modernize the system.
        Unfortunately, the administration's actions to shrink the
    Federal workforce will undermine the FAA's ability to implement
    the reauthorization law and could jeopardize aviation safety.
    For instance, over the last several months, the administration
    has fired several hundred FAA probationary employees; signed
    buyouts with over 4,000 DOT employees, nearly half of which are
    from the FAA; and threatened FAA and other employees with
    unproductive email requests. And earlier this month, the
    administration announced it will conduct additional layoffs at
    DOT. These layoffs could prevent not just the implementation of
    critical safety reforms included in the FAA law, but also
    prevent DOT from fixing the various challenges currently
    plaguing our aviation system.
        So, one question is very clear that I need to ask is how
    can the administration expect to fix the ATC system when it is
    pushing out the very people that support, operate, and maintain
    the ATC system?
        To grow the workforce, invest in deploying safety
    technologies, and protect the flying public, this
    administration must stay focused on implementation of the law
    as we passed it. The many reports of aviation incidents are a
    solemn reminder that we can't delay fixing issues that we have
    the power to solve now. Today is an important opportunity to
    learn more about how the FAA is implementing the law and other
    actions the agency must take to ensure safer skies for the
    flying public.
        Thank you, Mr. Chair. With that, I yield back.
        [Mr. Larsen of Washington's prepared statement follows:]

     Prepared Statement of Hon. Rick Larsen of Washington, Ranking Member,
                 Committee on Transportation and Infrastructure
        Thank you, Chairman Graves, for calling today's oversight hearing
    on the implementation of the landmark 2024 FAA Reauthorization law.
        One year ago, Congress took decisive action to improve aviation
    safety, foster aerospace innovation, grow our workforce and better
    protect the flying public.
        While the FAA is making some progress in implementing the law,
    recent tragic aviation accidents and close calls make clear that the
    Administration must prioritize the critical safety reforms included in
    the reauthorization.
        The immense loss that occurred from the tragic mid-air collision at
    Washington National Airport (DCA) highlights the need for the FAA and
    Congress to recommit to enhancing the safety of the national airspace
    system (NAS) and restoring the flying public's confidence in that
    system.
        Unfortunately, recent events have shown the problems we are seeing
    in the aviation industry extend much further than the issues that led
    to the heartbreaking plane crash on January 29.
        Shortly after this crash, there were several other fatal commercial
    crashes or safety accidents in Alaska, Philadelphia, Arizona and other
    places around the country.
        In the last six weeks alone, there have been an ongoing series of
    high profile, troubling accidents, including:
          A helicopter conducting commercial air tours crashing
    into the Hudson River;
          Two loss of separation events at DCA between a Black Hawk
    helicopter and a commercial airline flight;
          The wingtip of a Bombardier CRJ900 striking an Embraer
    E175 on the taxiway at DCA;
          The FAA's NOTAM system--which provides essential real-
    time updates on conditions affecting flight safety--experiencing sudden
    outages; and
          At least three separate instances of air traffic control
    (ATC) equipment failures affecting Newark Airport alone, resulting in
    hundreds of delays and cancellations.

        The American people are justifiably outraged and demand the FAA do
    more to make our system safer and more reliable, and we want to help.
        The U.S. strives to be the gold standard in aviation safety. But
    that statement can ring hollow when there are almost daily reports of
    serious close calls or ATC system failures.
        One of the most immediate and effective long-term solutions the FAA
    can do right now to make our system safer is to swiftly implement the
    2024 FAA Reauthorization law.
        That law, passed in a bipartisan manner, provides the FAA with a
    five-year roadmap on how the Administration can address many of the
    safety issues we've recently seen.
        We gave you the what needs to be done list, and now we're in the
    how-to stage, and it's up to the FAA to implement.
        For instance, earlier this week it was reported that the flight
    delays out of Newark Airport were in part due to only three controllers
    being on duty at the time, even though the staffing target was 14.
        Although the FAA is working to hire the maximum number of
    controllers from the agency's ATC training academy, as required by the
    law, the Agency has yet to modernize staffing models for controllers
    and other aviation safety roles to meet the evolving needs of the NAS.
        There have also been several recent near-misses and runway
    incursions at airports across the country, including DCA, Seattle,
    Chicago and Boston.
        The reauthorization law requires the FAA to establish the Runway
    Safety Council, which would develop new strategies to address airport
    surface safety risks, identify and deploy airport surface surveillance
    technologies to all large and medium hub airports and conduct a review
    of existing systems to assess how legacy technologies can be improved.
        And the law could help prevent future ATC disruptions--such as the
    recent NOTAM outage and numerous ATC system failures that have recently
    impacted Newark Airport--through its requirement that FAA audit its
    legacy ATC systems and make immediate improvements to any system deemed
    outdated or unsafe.
        To be clear, there are policies the FAA should be considering that
    were not included in the law.
        For instance, just last week, the Secretary announced a proposal
    that will help fund the modernization of new ATC facilities, systems
    and equipment. We have yet to receive a proposed budget for this
    proposal and such an important and costly plan will require vigorous
    oversight, but I do encourage Committee members to look at what the
    Secretary is proposing because I believe that it is a very positive
    step forward.
        I look forward to working with Chairman Graves to develop
    bipartisan legislation that will help modernize our ATC system.
        Unfortunately, the Administration's actions to shrink the federal
    workforce will undermine the FAA's ability to implement the
    reauthorization law and could jeopardize aviation safety.
        For instance, over the last several months, the Administration has
    fired several hundred FAA probationary employees, signed buyouts with
    over 4,000 DOT employees--nearly half of which are from the FAA--and
    threatened FAA and other employees with unproductive email requests.
        And earlier this month, the Administration announced it will
    conduct additional layoffs at DOT.
        These layoffs could prevent not just the implementation of critical
    safety reforms included in the FAA reauthorization, but also prevent
    DOT from fixing the various challenges currently plaguing our aviation
    system.
        So, one question that is very clear that I need to ask is how can
    the Administration expect to fix our ATC system when it is pushing out
    the very people that support, operate and maintain the ATC system?
        To grow the aviation workforce, invest in deploying safety-critical
    technologies, and protect the flying public, this Administration must
    stay focused on implementing the 2024 FAA Reauthorization.
        The many reports of aviation incidents are a solemn reminder that
    we can no longer delay fixing issues that we have the power to solve
    now.
        Today is an opportunity to learn more about how the FAA is
    implementing the law and other actions the agency must take to ensure
    safer skies for the flying public.

        Mr. Graves. So, again, I want to welcome our witnesses
    here. And briefly I want to take a moment to explain the
    lighting system.
        Basically, green means go, and yellow means you are running
    out of time, and red means please conclude your remarks.
        And with that, I would ask unanimous consent that all
    witnesses' full statements be included in the record.
        And without objection, that is so ordered.
        I would 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 might be submitted to
    them in writing.
        And without objection, that is so ordered.
        I would ask unanimous consent that the record remain open
    for 15 days for any additional comments and information
    submitted by Members or our witnesses to be included in the
    record of today's hearing.
        And without objection, that is so ordered.
        As your written testimony has been made a part of the
    record, the committee asks that you limit your oral remarks to
    5 minutes.
        And with that, we will start with Ms. Baker, who is the
    Deputy Associate Administrator for Aviation Safety.
        You are recognized for 5 minutes.

      TESTIMONY OF JODI BAKER, DEPUTY ASSOCIATE ADMINISTRATOR FOR
     AVIATION SAFETY, FEDERAL AVIATION ADMINISTRATION, ACCOMPANIED
    BY FRANK McINTOSH, DEPUTY CHIEF OPERATING OFFICER, AIR TRAFFIC
       ORGANIZATION, FEDERAL AVIATION ADMINISTRATION, AND WAYNE
     HEIBECK, DEPUTY ASSOCIATE ADMINISTRATOR FOR AIRPORTS, FEDERAL
        AVIATION ADMINISTRATION; AND DERRICK COLLINS, DIRECTOR,
     PHYSICAL INFRASTRUCTURE, U.S. GOVERNMENT ACCOUNTABILITY OFFICE

      TESTIMONY OF JODI BAKER, DEPUTY ASSOCIATE ADMINISTRATOR FOR
            AVIATION SAFETY, FEDERAL AVIATION ADMINISTRATION

        Ms. Baker. Thank you very much. Chairman Graves, Ranking
    Member Larsen, members of the committee, thank you for the
    opportunity to share some updates regarding the FAA's efforts
    to implement the FAA Reauthorization Act of 2024.
        The FAA has made significant progress in implementing the
    act's several hundred requirements during the past year.
    Together with my colleagues from the Air Traffic Organization
    and the Office of Airports here with me today, I will highlight
    several of these accomplishments.
        Regarding direction to improve the FAA's communication and
    timely decisionmaking on matters before the agency, so far we
    have reduced the aircraft registration backlog, and
    applications are now processed within an average of 10 business
    days or less. We also shortened the timeframe for determining
    acceptance or rejection of air carrier, air operator, and air
    agency certificate applications.
        We have improved the guidance that our inspector workforce
    uses while planning for production approval-holder inspections.
    We are also enhancing the processing and analysis of safety
    data. Specifically, the Aviation Safety Information Analysis
    and Sharing system has incorporated advanced tools to process
    safety data more rapidly and produce safety intelligence to
    identify trends and mitigate risks.
        As we enhance the safety of the National Airspace System
    for current users, we are also focused on integrating new and
    emerging aviation technologies, including advanced air
    mobility. Last month, Secretary Duffy announced the Center for
    Advanced Aviation Technologies to be operated by the Texas A&M
    University System. The center will play a pivotal role
    advancing aviation technologies, ensuring safe integration into
    the NAS, and drive innovation in aviation.
        The FAA is ready for powered-lift, the first brandnew
    category of civil aircraft in almost a century. Last year, the
    FAA issued the Special Federal Aviation Regulation on powered-
    lift instructor and pilot certification, pilot training, and
    operating rules.
        President Trump and Secretary Duffy made clear their
    priority to deliver an all-new, state-of-the-art air traffic
    control system that makes air travel safer and more efficient
    for the American people. Last week, Secretary Duffy announced a
    plan to replace core infrastructure including radar, software,
    hardware, telecommunications networks, and facilities. The FAA
    has already accelerated the modernization of the Notice to
    Airmen System. We expect delivery by July of 2025, and are
    targeting deployment by September of 2025.
        The FAA must recruit, train, and retain the best and
    brightest. Consistent with congressional direction in the act,
    the FAA is laser-focused on air traffic controllers and
    aviation safety inspectors. We are updating controller staffing
    targets across facilities to reflect FAA-NATCA workgroup
    negotiated levels.
        Under Secretary Duffy's leadership, we accelerated the time
    to hire and streamlined the controller hiring process through
    targeted automation and process improvements. We are offering
    financial incentives to grow the new controller pipeline and
    retain our most experienced controllers, and we are using on-
    the-spot hiring authority for experienced military controllers
    to join the workforce.
        The FAA is leveraging partnerships with colleges and
    universities to create another pipeline for controllers through
    the Enhanced Air Traffic Collegiate Training Initiative. We
    expect these investments to assist staffing at critical Federal
    contract towers as we grow the controller workforce.
        Aviation safety inspectors are frontline in safety
    oversight and are essential to execute our safety mission. The
    use of direct hire-authority, for example, on-the-spot hiring
    authority, has enabled the FAA to continue targeted recruitment
    for these mission-critical positions and accelerate the hiring
    process.
        For our Nation's airports, we have updated airport
    improvement plan guidance that will benefit airport operators,
    and we are continuing to support the transition to fluorine-
    free firefighting foam and updated guidance for vertiports,
    which will support the integration of AAM.
        We have made substantial progress implementing the
    requirements aimed at eliminating dangerous runway incidents.
    Since November of 2024, the FAA has added the Surface Awareness
    Initiative at 18 sites. We have more than 30 additional sites
    planned to go operational by the end of calendar year 2025, and
    we are rolling out new, enhanced safety technology at more than
    70 airports.
        The FAA is committed to implementing the FAA
    Reauthorization Act. We are confident we are making substantial
    and meaningful progress, and we intend to keep Congress advised
    of that progress. And we look forward to your questions.
        [The joint prepared statement of Ms. Baker, Mr. McIntosh,
    and Mr. Heibeck follows:]

    Joint Prepared Statement of Jodi Baker, Deputy Associate Administrator
     for Aviation Safety, Federal Aviation Administration; Frank McIntosh,
       Deputy Chief Operating Officer, Air Traffic Organization, Federal
         Aviation Administration; and Wayne Heibeck, Deputy Associate
          Administrator for Airports, Federal Aviation Administration
        Chairman Graves, Ranking Member Larsen, and Members of the
    Committee, thank you for the opportunity to share some updates on
    behalf of the Federal Aviation Administration (FAA) regarding the
    agency's efforts to implement the FAA Reauthorization Act of 2024 (the
    Act) as we approach the first anniversary of its enactment.
        The Act, which runs through fiscal year 2028, communicates
    congressional priorities for the agency's mission to provide the
    world's safest, most efficient aerospace system. It is broad in scope
    and speaks to everything from FAA's staffing, ways to bolster many of
    the agency's oversight processes, and where to invest resources to
    support safety and efficiency for both conventional users and new
    entrants. The Act has several hundred requirements, the bulk of which
    fall primarily under the purview of the Aviation Safety Organization,
    the Air Traffic Organization, and the Office of Airports.
        The FAA made significant progress in implementing the Act's
    requirements during the past year. We want to highlight some of those
    accomplishments for you today.
                                Aviation Safety
        Building on our commitment to continuous improvement of our
    certification process and safety oversight, we updated guidance
    applicable to our risk model for production approval holder inspections
    and implemented enhancements to the processing and analysis of safety
    data.
        The Act requires the FAA to review and update its Production
    Approval Holder (PAH) risk model to ensure it adequately accounts for
    risk at facilities ``during periods of increased production.'' \1\ The
    FAA policy applicable to Aviation Safety Inspectors (ASI) overseeing
    PAH recognizes that changes in production rates--both increases and
    decreases--can increase risk. An FAA team reviewed the policy and
    determined that it would benefit from improved guidance on how to
    respond when a PAH experiences a change in production rate. As a
    result, in April, the FAA issued additional guidance to ASIs on
    performing a risk assessment when a PAH's production rate changes; how
    to use the risk assessment results; when to add audits; how to
    customize an audit plan to focus on the areas of highest risk; and
    which facilities and suppliers to audit.
    ---------------------------------------------------------------------------
        \1\ Pub. L. No. 118-63, Sec.  314 (2024).
    ---------------------------------------------------------------------------
        Regarding the Act's direction to improve the Aviation Safety
    Information Analysis and Sharing program (ASIAS) concerning safety data
    sharing and risk mitigation, the FAA accelerated the procurement of a
    commercially available solution to modernize ASIAS. This includes using
    commercial cloud-based solutions to store and process ASIAS data. More
    than 30 million digital flight records voluntarily submitted by airline
    stakeholders have moved to a cloud-based platform. ASIAS has also
    initiated the implementation of a new advanced technology tool to
    process safety data more rapidly and produce safety intelligence that
    we can use to identify trends and mitigate risks.\2\
    ---------------------------------------------------------------------------
        \2\ Id., Sec.  348.
    ---------------------------------------------------------------------------
        As we implement the Act's requirements, we continually examine the
    effectiveness of our oversight processes and make necessary
    improvements to ensure accountability. We continue to maintain rigorous
    oversight of Boeing's manufacturing, including implementation of its
    safety management system. And we appreciate Congress's additional
    support in extending several provisions of the Aircraft Certification,
    Safety, and Accountability Act and adding annual training requirements
    for Organization Designation Authorization unit members to include
    ethics, professionalism, and safety concern reporting processes.\3\
    ---------------------------------------------------------------------------
        \3\ See Pub. L. No. 116-260, Div. V, Title I, Sec. Sec.  303-304,
    306 (2020).
    ---------------------------------------------------------------------------
                 Advanced Aviation Operations and Technologies
        As we enhance the safety of the national airspace system (NAS) for
    current users, we are also focused on integrating new and emerging
    aviation technologies, including Advanced Air Mobility (AAM). AAM is an
    umbrella term for aircraft that are typically highly automated,
    electrically powered, and have vertical take-off and landing
    capability. Last month, Secretary Duffy announced the establishment of
    the Center for Advanced Aviation Technologies (CAAT), to be operated by
    the Texas A&M University System.\4\ The CAAT will play a pivotal role
    in advancing aviation technologies and ensuring their safe integration
    into the NAS. The center will also represent a collaboration between
    government, academia, and industry to drive innovation in aviation.
    ---------------------------------------------------------------------------
        \4\ Pub. L. No. 118-63, Sec.  961 (2024).
    ---------------------------------------------------------------------------
        The Act contains several sections focused on supporting U.S.
    leadership in AAM.\5\ Many AAM aircraft fall into the powered-lift
    category. We are pleased to report that the FAA is ready for powered-
    lift, which will be the first brand-new category of civil aircraft in
    almost a century. Late last year, the FAA met the Act's requirement for
    publishing a Special Federal Aviation Regulation on powered-lift
    instructor and pilot certification, pilot training, and operating
    rules.\6\ The FAA will gather data and information through regulatory
    requirements and the Aviation Rulemaking Committee required by the Act
    to develop a permanent regulatory framework for powered-lift.
    ---------------------------------------------------------------------------
        \5\ See, e.g., id., Sec.  951, et seq.
        \6\ Id., Sec.  955.
    ---------------------------------------------------------------------------
        The Act also expresses congressional priorities for continuing to
    integrate unmanned aircraft systems (UAS), or drones, into the NAS.
    While the FAA provides regulatory relief to enable certain more complex
    UAS operations, such as operations beyond the operator's visual line of
    sight (BVLOS), normalizing BVLOS operations through rulemaking remains
    a top priority for the FAA.\7\
    ---------------------------------------------------------------------------
        \7\ Id., Sec.  930.
    ---------------------------------------------------------------------------
                                 Modernization
        As we work to integrate advanced aviation technologies and aircraft
    into the NAS, we must prioritize NAS modernization for increased
    capacity and efficiency. President Trump and Secretary Duffy made clear
    their priority to deliver an all-new, state-of-the-art air traffic
    control system that makes air travel safer and more efficient for the
    American people. In line with the Administration's priorities and
    congressional direction, the FAA's first step is accelerating the
    modernization of the Notice to Airmen (NOTAM) system this year, much
    earlier than originally planned. The system will be securely hosted in
    the cloud and have a scalable and resilient architecture. We expect
    delivery by July 2025 and are targeting operational deployment of the
    modernized service by September 2025.
                            FAA Process Improvements
        The Act directs the FAA to improve communication and timely
    decision-making on matters before the agency, including applications
    for aircraft registration and air carrier certification. We agree that
    there is room for process improvements and increased accountability to
    our stakeholders. Thus far, we have reduced the aircraft registration
    backlog, and applications are now processed within an average of 10
    business days or less.\8\
    ---------------------------------------------------------------------------
        \8\ Id., Sec.  817.
    ---------------------------------------------------------------------------
        We also shortened the time frame for determining acceptance or
    rejection of air carrier, air operator, and air agency certificate
    applications. Notably, while the target set by Congress is for the FAA
    to maintain an average application or rejection timeframe of less than
    60 days for part 135 air carrier certificates within one year of
    enactment, the average acceptance or rejection timeframe for these
    applications is now just 31 business days.\9\ We attribute the
    resulting timeliness and backlog improvements to adjustments to
    documentation requirements during the design assessment phase to
    streamline single pilot air carrier certifications under 14 CFR part
    135, the establishment of a Flight Standards certification team that
    exclusively focuses on certification projects to assist with additional
    certification capacity, and policy enhancements to foster applicant
    accountability and readiness.
    ---------------------------------------------------------------------------
        \9\ Id., Sec.  818.
    ---------------------------------------------------------------------------
                                  FAA Staffing
        As Congress recognized in the Act, the FAA must recruit, train, and
    retain the best and brightest for our FAA team. The Act specifically
    considers both Air Traffic Controller staffing \10\ and Aviation Safety
    Inspector (ASI) staffing.\11\
    ---------------------------------------------------------------------------
        \10\ Id., Sec.  437.
        \11\ See id., Sec. Sec.  428, 430.
    ---------------------------------------------------------------------------
        Controller staffing is a top priority as air traffic controllers
    play an essential role in keeping the American people safe. As required
    by the Act, we are updating controller staffing targets across
    facilities to reflect FAA-NATCA workgroup negotiated levels until we
    make adjustments to our controller staffing model.
        We currently have over 10,750 air traffic controllers on the job,
    with more than 3,000 in training. We are on track to hire another 2,000
    controller trainees this year. We are reviewing our hiring, training,
    and placement processes, as well as FAA Academy withdrawals and
    failures, to ensure our selection methods effectively identify
    candidates best suited for the controller profession.
        Consistent with Secretary Duffy's announcement on supercharged air
    traffic controller hiring and our commitment to enhancing efficiency,
    we streamlined the hiring process through targeted automation and
    process improvements, which will accelerate the time-to-hire for these
    critical positions by five months or more, bringing new air traffic
    controllers on the job much faster. We also incentivized hiring with a
    30 percent increase in the salary of those who qualify to attend the
    FAA's Academy. And we are already seeing positive results from these
    improvements.
        Under Secretary Duffy's leadership, we are also offering financial
    incentives to new FAA controllers who complete initial qualification
    training. Additional financial incentives are also available to retain
    our most experienced controllers, and we are expanding opportunities
    for experienced military controllers to join the workforce using on-
    the-spot hiring authority to allow these veterans to bypass the normal
    announcement process. Air Traffic managers will be able to directly
    accept resumes from interested military controllers and help place them
    at their preferred location.
        In addition to financial incentives, we are also leveraging
    partnerships with approved colleges and universities to create an
    additional pipeline for controllers through the Enhanced Air Traffic
    Collegiate Training Initiative (AT-CTI). The Enhanced AT-CTI authorizes
    institutions to provide the same training provided by the FAA. After
    passing the Air Traffic Skills Assessment, meeting the FAA's medical
    and security requirements, passing performance evaluations, and
    receiving an endorsement certificate, Enhanced AT-CTI graduates can
    report directly to an FAA facility to begin their on-the-job training.
        The benefits of the many investments in controller training and
    hiring will not be limited to just FAA facilities. We also expect these
    investments to assist staffing at critical Federal Contract Towers as
    we grow the controller workforce.
        ASI hiring is also essential to our ability to execute our safety
    mission. ASIs are the frontline in safety oversight. Congressional
    direction for the FAA to use direct-hire authority (e.g., on-the-spot
    hiring authority) has enabled the FAA to continue targeted recruitment
    for these mission-critical positions, and it allows the FAA to accept
    resumes outside of the normal announcement process for all service
    locations. Use of on-the-spot hiring authority is an effective tool in
    hiring ASI positions. On-the-spot hiring authority will continue to
    enable the FAA to accelerate the hiring process by extending offers of
    employment to fully mission-qualified candidates faster in a highly
    competitive labor market.
                                    Airports
        Our nation's airports are vital to connecting communities,
    sustaining jobs, and moving people and goods where they need to go. The
    FAA appreciates the increase in the Airport Improvement Program (AIP)
    authorization to $4 billion for fiscal years 2025 through 2028 to
    invest in airports across the country so that communities, large and
    small, can continue to safely and efficiently connect with the rest of
    the world.\12\ AIP grants support projects that improve safety and
    efficiency and keep the pavement of our nation's airports in good, safe
    condition for pilots and the flying public; preserve and improve
    critical airfield infrastructure at more than 3,200 public-use airports
    nationwide to support a continued focus on safety-related development
    projects; and facilitate the safe and efficient integration of new and
    innovative technologies into airport operations.
    ---------------------------------------------------------------------------
        \12\ Id., Sec.  101.
    ---------------------------------------------------------------------------
        We're also working hard to implement other requirements, such as
    updating AIP guidance that will benefit airport operators \13\,
    continuing to support the transition to fluorine-free firefighting foam
    \14\, and updating guidance for vertiports \15\, which will support
    future integration of AAM.
    ---------------------------------------------------------------------------
        \13\ See id., Sec. Sec.  733 and 737.
        \14\ See id., Sec.  767.
        \15\ Id., Sec.  958.
    ---------------------------------------------------------------------------
                                 Runway Safety
        Runway safety remains one of our highest priorities. We made
    substantial progress in implementing section 347 of the Act, which
    expresses our shared intent with Congress to eliminate all dangerous
    runway incidents. In November 2024, the Air Traffic Organization
    briefed the Runway Safety Council on airport surface safety
    technologies. The council identified the Surface Awareness Initiative
    as an additional tool that expands surface situational awareness for
    controllers at 18 airports without existing surface surveillance
    capabilities. Since the briefing in November 2024, all 18 sites are
    operational, with more than 30 additional sites planned to go
    operational by the end of calendar year 2025. In addition, we announced
    that we are rolling out new enhanced safety technology at more than 70
    airports. Runway Incursion Devices are memory aids for air traffic
    controllers that indicate when a runway is occupied or closed. Runway
    Incursion Devices are one of three situational-awareness solutions in
    the FAA's fast-tracked surface safety portfolio.
                                   Conclusion
        The FAA is committed to implementing the provisions of the FAA
    Reauthorization Act of 2024. Our employees work hard to achieve the
    goals and directives mandated by Congress in the Act. We are confident
    that we are making substantial and meaningful progress, and we intend
    to keep Congress apprised of that progress regularly. Thank you again
    for the opportunity to address the Committee. We look forward to
    answering your questions.

        Mr. Graves. Let's see. Next we have Mr. Collins, who is the
    Director of Physical Infrastructure at GAO.
        You are recognized for 5 minutes.

           TESTIMONY OF DERRICK COLLINS, DIRECTOR, PHYSICAL
         INFRASTRUCTURE, U.S. GOVERNMENT ACCOUNTABILITY OFFICE

        Mr. Collins. Chairman Graves, Ranking Member Larsen, and
    members of the committee, thank you for the opportunity to
    discuss GAO's work related to FAA's efforts to implement the
    FAA Reauthorization Act of 2024.
        The act communicates congressional direction for how FAA
    should carry out aspects of its mission, and helps ensure the
    safety and efficiency of the National Airspace System. The act
    also contains 36 mandates for GAO to undertake various studies,
    and requires that FAA implement various GAO recommendations
    related to our past work. While FAA has taken several actions
    to implement the act, my remarks will highlight challenges FAA
    faces modernizing the National Airspace System and enhancing
    the aviation workforce, as well as GAO's recent and ongoing
    work in these areas and our open recommendations.
        Our recent work related to airspace modernization has
    focused on the condition of legacy IT systems and NextGen
    implementation. In September 2024, we reported that 76 percent
    of FAA's 138 air traffic control systems were unsustainable, or
    potentially unsustainable, and that FAA had been slow to
    modernize these systems. Our November 2023 report on the status
    of NextGen modernization efforts found that since 2018, FAA had
    made mixed progress across NextGen programs. We made a total of
    11 recommendations in these 2 reports to help FAA address
    modernization delays and challenges. Of these, nine have not
    yet been fully implemented. However, FAA has actions underway
    to address them.
        Our recent work related to air traffic controller staffing
    and enhancing the aviation workforce has focused on addressing
    employee skills gaps. We have three open recommendations that
    aim to ensure FAA's workforce has the needed skills and to help
    FAA prepare for changes in technology. FAA concurred with these
    recommendations and has various actions underway to complete
    implementation.
        Additionally, we have ongoing work on challenges FAA may
    face in recruiting, hiring, and training new air traffic
    controllers, and how, if at all, FAA has assessed the
    effectiveness of its processes for doing so.
        In response to the act, we also have ongoing work related
    to airport service workers, the regional airline pilot
    workforce, the FAA national simulator program, and high school
    aviation training.
        In closing, there are currently 50 open GAO recommendations
    to FAA from reports that we have issued since 2020.
    Implementing these open recommendations will help position FAA
    to fulfill its commitment to ensuring that the United States
    has the safest, most efficient airspace system in the world. We
    look forward to working with the committee to ensure
    implementation of the important provisions in the act and to
    provide support through the work we have underway in response
    to the act.
        This concludes my statement. I will be happy to answer any
    questions.
        [Mr. Collins' prepared statement follows:]

           Prepared Statement of Derrick Collins, Director, Physical
             Infrastructure, U.S. Government Accountability Office
          Federal Aviation Administration: Key Provisions in the 2024
                    Reauthorization Act and Related GAO Work
                                   Highlights
    What GAO Found
        The Federal Aviation Administration (FAA) Reauthorization Act of
    2024 (the Act) communicates congressional direction for how FAA should
    carry out aspects of its mission and helps ensure the safety and
    efficiency of the U.S. airspace system. The Act is broad and contains
    provisions on areas including FAA's organizational structure,
    controller staffing and aviation workforce, modernizing the national
    airspace system (NAS), and supporting safety and efficiency for both
    conventional users and new entrants such as drones.

        The Act contains 36 provisions for GAO to study various issues
    related to FAA and the NAS. In addition, the Act requires FAA to
    implement various GAO recommendations. GAO has 50 open recommendations
    to FAA that address, for example:
          Air traffic control modernization delays and challenges
    and urgent actions needed to address aging legacy IT systems.
          Certifying small aircraft and aviation products, better
    preventing and detecting fraud and abuse in aircraft registration, and
    sharing information with law enforcement on persons who intentionally
    point lasers at aircraft.
          Challenges related to skill gaps and assessing training
    in critical competencies to ensure FAA's aviation workforce can help it
    prepare for changes in technology.
          Integrating new operations--such as drones and commercial
    space vehicles--into the NAS, while ensuring safety and efficiency.

        GAO maintains that implementing these recommendations will better
    position FAA to address the widespread challenges it faces in
    modernizing the NAS and fulfilling its commitment to ensuring that the
    U.S. has the safest, most efficient airspace system in the world.
    Why GAO Did This Study
        With over 45,000 flights daily, the U.S. national airspace system
    is the busiest and most complex in the world. FAA is responsible for
    regulating and overseeing civil aviation within the U.S. Its primary
    mission is to ensure the safety and efficiency of air transportation,
    including air traffic control, aircraft certification, and certain
    airport operations.
        The FAA Reauthorization Act of 2024 was signed into law on May 16,
    2024, and authorizes FAA activities through fiscal year 2028. Congress
    directed FAA to take various actions to maintain and improve the safety
    and efficiency of air transportation while accommodating new entrants
    such as drones and commercial space vehicles.
        This testimony provides an overview of key areas of the Act, GAO's
    open recommendations to FAA in these areas, and the work GAO is doing
    in response to several provisions in the Act. This statement draws from
    several GAO reports completed since fiscal year 2020.
    What GAO Recommends
        There are currently 50 open GAO recommendations to FAA from reports
    that GAO has issued since 2020. These recommendations cut across
    several FAA activities addressed by the Act including modernization of
    the NAS, aviation safety, FAA's workforce, and integrating new
    entrants, such as drones, into the NAS. In most cases, FAA concurred
    with GAO's recommendations and is taking actions to address them.
                                   __________
        Chairman Graves, Ranking Member Larsen, and Members of the
    Committee:
        I am pleased to participate in today's hearing on the
    implementation of the Federal Aviation Administration (FAA)
    Reauthorization Act of 2024 (the Act). As you know, the Act was signed
    into law on May 16, 2024, and authorizes FAA activities through fiscal
    year 2028. It communicates congressional direction for how FAA should
    carry out aspects of its mission and helps ensure the safety and
    efficiency of the U.S. airspace system. The Act is broad and includes
    provisions on FAA's organizational structure, air traffic controller
    staffing and aviation workforce, and modernization of the national
    airspace system (NAS), and supporting safety and efficiency for both
    conventional airspace users and new entrants such as drones.\1\
    ---------------------------------------------------------------------------
        \1\ The NAS is a shared network of U.S. airspace; air navigation
    facilities, equipment, and services; airports or landing areas;
    aeronautical charts, information, and services; rules, regulations, and
    procedures; technical information; and manpower and material.
    ---------------------------------------------------------------------------
        FAA has stated that much of this legislation aligns with the
    agency's existing priorities and approaches and specifies where
    Congress is most interested in seeing adjustments to resources and
    timelines for various activities. FAA believes the Act supports the
    needs of the aviation ecosystem and that its many provisions will help
    advance aviation into the future. FAA has stated that it is committed
    to implementing the requirements in the Act as efficiently as possible.
        My testimony today provides an overview of key areas of the Act,
    our open recommendations to FAA in these areas, and the work we are
    doing in response to several provisions in the Act. The Act contains 36
    provisions for GAO to undertake various studies. It also requires FAA
    to implement various GAO recommendations from several of our past
    reports.
        This statement focuses on key statutory provisions, our related
    work, and our prior recommendations in the following areas: airspace
    modernization, aviation safety improvements, air traffic controller
    staffing and aviation workforce, airport infrastructure, and new
    entrants to the NAS--drones, advanced air mobility (AAM), and
    commercial space aircraft.\2\
    ---------------------------------------------------------------------------
        \2\ AAM is a transportation system that is comprised of urban air
    mobility and regional air mobility using manned or unmanned aircraft.
    Urban air mobility and regional air mobility use an airworthy aircraft
    that (A) has advanced technologies, such as distributed propulsion,
    vertical takeoff and landing, powered lift, nontraditional power
    systems, or autonomous technologies; and (B) has a maximum takeoff
    weight of greater than 1,320 pounds. FAA Reauthorization Act of 2024,
    Pub. L. No. 118-63, Sec.  951, 138 Stat. 1025, 1375.
    ---------------------------------------------------------------------------
        We conducted the work on which this statement is based in
    accordance with generally accepted government auditing standards. Those
    standards require that we plan and perform the audit to obtain
    sufficient, appropriate evidence to provide a reasonable basis for our
    findings and conclusions based on our audit objectives. We believe that
    the evidence obtained provides a reasonable basis for our findings and
    conclusions based on our audit objectives.
                             Airspace Modernization
        FAA's primary mission is to ensure the safety and efficiency of
    more than 45,000 flights operating daily in the NAS--the busiest and
    most complex airspace in the world. Critical to this effort are
    numerous air traffic control systems that enable air traffic
    controllers to monitor weather, conduct navigation and surveillance,
    manage communications, and more.
        The Next Generation Air Transportation System (NextGen) is FAA's
    multi-decade program to modernize the NAS and increase the safety and
    efficiency of air travel. In November 2023, we reported that FAA had
    spent over $14 billion on NextGen from fiscal year 2007 through fiscal
    year 2022.\3\ FAA projected in 2018 that, in total, NextGen would cost
    the federal government and industry at least $35 billion through 2030.
    ---------------------------------------------------------------------------
        \3\ GAO, Air Traffic Control Modernization: Program Management
    Improvements Could Help FAA Address NextGen Delays and Challenges, GAO-
    24-105254 (Washington, D.C.: Nov. 9, 2023). The $14 billion reflects
    FAA's actual budget for NextGen from fiscal year 2007 through fiscal
    year 2022, as reported in its Congressional Budget Justification.
    However, this amount may not account for all NextGen activities during
    those years. For example, FAA officials noted that pre-2008, the agency
    did not identify individual programs and activities as NextGen in its
    budget documents. FAA estimated in 2018 that NextGen would cost FAA
    about $22 billion and industry about $13 billion by 2030.
    ---------------------------------------------------------------------------
        The Act directs FAA to sunset the NextGen office, which has been
    overseeing airspace modernization efforts over the past 15 years, at
    the end of 2025. In its place, the Act calls for the establishment of
    an Airspace Modernization Office responsible for continuous
    modernization of the NAS, development of a future information-centric
    NAS, and more.
        According to FAA, an information-centric NAS will focus on
    leveraging information technology and data to create a more flexible,
    collaborative, and efficient airspace. According to the Act, the office
    will also develop a plan ensuring that the national airspace system
    meets the future safety, security, mobility, efficiency, and capacity
    needs of a diverse and growing set of airspace users.
        Our work related to airspace modernization in recent years has
    focused on the condition of legacy IT systems and NextGen
    implementation. In September 2024, we reported that 76 percent of FAA's
    138 air traffic control systems were unsustainable or potentially
    unsustainable.\4\ However, we found that FAA had been slow to modernize
    these systems. For the selected systems we reviewed, FAA planned to
    take, on average, a decade to modernize them, with some taking over 12
    years or more. Our November 2023 report on the status of NextGen
    modernization efforts found that since 2018, FAA had made mixed
    progress across NextGen programs.\5\
    ---------------------------------------------------------------------------
        \4\ GAO, Air Traffic Control: FAA Actions Are Urgently Needed to
    Modernize Aging Systems, GAO-24-107001 (Washington, D.C.: Sept. 23,
    2024).
        \5\ GAO-24-105254.
    ---------------------------------------------------------------------------
        We made a total of 11 recommendations in these two reports to help
    FAA address modernization delays and challenges and modernize aging
    systems. Of these, nine have not been fully implemented; however FAA
    has some actions underway to address them.
                          Aviation Safety Improvements
        FAA has stated its priority is to advance the safety of the
    nation's airspace system. The Act directs FAA to take action in a
    number of areas related to aviation safety. For example, the Act
    requires reviews of aircraft type certification processes and FAA use
    of aviation safety data. The Act clarifies that FAA has the exclusive
    authority to impose regulations to assure the cybersecurity of civilian
    aircraft, engines, propellers, and appliances. In addition, the Act
    calls for new qualification requirements for aircraft maintenance staff
    and mandates new ethics training for employees in units of aircraft
    manufacturers that are delegated certain FAA authorities, such as
    issuing aircraft certification.
        Our recent work on aviation safety has highlighted the need for
    action in several areas. For example, we have:
          Two open recommendations to FAA related to certifying
    small aircraft to help improve safety, reduce regulatory cost burden,
    and spur innovation and technology.\6\
    ---------------------------------------------------------------------------
        \6\ GAO, Aviation Certification: FAA Needs to Strengthen Its Design
    Review Process for Small Airplanes, GAO-21-85 (Washington, D.C.: Nov.
    16, 2020).
    ---------------------------------------------------------------------------
          Four open recommendations on the effectiveness of
    international agreements for certifications of aviation products, to
    help FAA evaluate the effectiveness of the agreements.\7\
    ---------------------------------------------------------------------------
        \7\ GAO, Aviation Certification: FAA Should Evaluate Effectiveness
    of the International Validation Process, GAO-24-106040 (Washington,
    D.C.: Jan. 10, 2024). We use the term drone detection technology when
    referring only to technology capable of detecting, identifying,
    monitoring, or tracking an unmanned aircraft, and the term drone
    mitigation technology when referring only to technology capable of
    deterring, preventing, responding to, and minimizing the immediate
    consequences of safety and security threats posed by drone operations.
    ---------------------------------------------------------------------------
          One open recommendation and one matter for congressional
    consideration related to drone detection and mitigation technology.\8\
    ---------------------------------------------------------------------------
        \8\ GAO, Aviation Safety: Federal Efforts to Address Unauthorized
    Drone Flights Near Airports, GAO-24-107195 (Washington, D.C.: Mar. 18,
    2024).
    ---------------------------------------------------------------------------
          One open recommendation to help FAA collect and share
    information with law enforcement for investigating incidents of persons
    intentionally aiming lasers at aircraft.\9\
    ---------------------------------------------------------------------------
        \9\ GAO, Aviation Safety: FAA Should Strengthen Efforts to Address
    the Illegal Practice of Intentionally Aiming Lasers at Aircraft, GAO-
    22-104664 (Washington, D.C.: Aug. 26, 2022).

        FAA concurred with these recommendations and has various actions
    underway to implement them. Fully implementing our recommendations in
    these areas will improve safety in the NAS. In response to provisions
    in the Act, we have ongoing studies of FAA's comprehensive and
    strategic framework for aircraft cybersecurity, and funding for FAA
    safety research and development.
             Air Traffic Controller Staffing and Aviation Workforce
        The aviation industry relies on a highly skilled workforce, which
    includes air traffic controllers, pilots, and aircraft mechanics The
    Act contains several provisions related to air traffic controller
    staffing and enhancing the aviation workforce.
        For example, the Act directs FAA to maximize hiring of air traffic
    controllers (subject to the availability of appropriations), identify
    limiting factors on the ability to hire and retain air traffic
    controllers, and conduct a study on instructor recruitment, hiring, and
    retention. It also requires FAA to make simulation technologies more
    accessible and improve these technologies. The Act calls for the
    Transportation Research Board to study and report on which staffing
    models and methodologies best account for the operational staffing
    needs of the air traffic control system.
        In addition, the Act expands an existing aviation workforce
    development grant program for training future pilots and directs FAA to
    establish a program to allow qualified air carriers to provide enhanced
    training for first officer prospects. The Act also expands an existing
    grant program related to aviation maintenance technical careers and
    establishes a new workforce development program focused on the aviation
    manufacturing technical workforce. Further, the Act directs FAA to
    revise regulations related to aviation maintenance technician
    certification for applicants with relevant military experience.
        We have three open recommendations related to skill gaps and
    assessing training in critical competencies,\10\ and related to using
    quantitative information about gaps in critical skills across mission-
    critical occupations.\11\ These recommendations aim to ensure FAA's
    workforce has the needed skills and to help FAA prepare for changes in
    technology. FAA concurred with these recommendations and has various
    actions underway to implement them.
    ---------------------------------------------------------------------------
        \10\ GAO, Aviation Safety: FAA's Office of Aviation Safety Should
    Take Additional Actions to Ensure Its Workforce Has Needed Skills, GAO-
    21-94 (Washington, D.C.: Nov. 9, 2020).
        \11\ GAO, FAA Workforce: Better Assessing Employees' Skill Gaps
    Could Help FAA Prepare for Changes in Technology, GAO-21-310
    (Washington, D.C.: May 13, 2021).
    ---------------------------------------------------------------------------
        We have ongoing work on challenges FAA may face in recruiting,
    hiring, and training new air traffic controllers and how, if at all,
    FAA has assessed the effectiveness of its processes for doing so. In
    response to the Act, we also have ongoing work related to airport
    service workers, the regional airline pilot workforce, the FAA National
    Simulator Program, and high school aviation training.
                             Airport Infrastructure
        U.S. airports are important contributors to the U.S. economy,
    providing mobility for people and goods, both domestically and
    internationally. About 3,300 airports in the U.S. are part of the
    national airport system and eligible to receive federal Airport
    Improvement Program (AIP) grants to fund infrastructure projects. The
    Act expands eligible projects and authorizes additional funding.
    Airport infrastructure provisions in the Act address a range of issues
    including conducting a study of regional airport capacity and the
    establishing of grant pilot programs for regional airport accessibility
    and increasing usable runway length.
        Our prior work related to modernizing airport infrastructure has
    focused on funding and financing planned infrastructure projects and
    airports' efforts to enhance the resilience of their electrical power
    systems.\12\ Among other things, this work identified the roles and
    funding sources available for improving airport infrastructure. In
    response to provisions in the Act, we have ongoing studies related to
    air cargo infrastructure and operations, air cargo in Puerto Rico,
    airport transit access and transportation, airport financial reporting,
    and airport power generation. We also plan to begin work on state block
    grants for the AIP, fixed base operators' commitment to online
    transparency of prices and fees, and grants to airports in the
    Republics of the Marshall Islands and Palau, and the Federated states
    of Micronesia.\13\ This work will help inform efforts related to
    airport infrastructure.
    ---------------------------------------------------------------------------
        \12\ GAO, Airport Infrastructure: Information on Funding and
    Financing for Planned Projects, GAO-20-298 (Washington, D.C.: Feb. 13,
    2020); and GAO, Airport Infrastructure: Selected Airports' Efforts to
    Enhance Electrical Resilience, GAO-23-105203 (Washington, D.C.: Aug.
    29, 2023).
        \13\ According to FAA, a fixed base operator is a business granted
    the right by the airport to operate fueling facilities, hangars,
    aircraft tie-downs, aircraft rental, aircraft maintenance, flight
    instruction, and other aeronautical services at an airport.
    ---------------------------------------------------------------------------
                  New Entrants to the National Airspace System
        New entrants to the NAS include drones, AAM aircraft, and
    commercial space vehicles. FAA is actively working to integrate these
    new operations into the NAS while ensuring safety and efficiency with
    conventional airspace users.
        Among several provisions related to new entrants, the Act directs
    FAA to develop regulations allowing for routine operations of drones
    beyond visual line of sight, which could expand advanced operations
    such as package delivery and infrastructure inspections. The Act also
    requires FAA to establish a process to approve third party vendors,
    including those providing air traffic management services for drone
    operations. Further, the Act extends a program to study integration of
    drones into the NAS and establishes new grant programs for drone
    infrastructure inspection and drone education and workforce training.
        The Act also directs FAA to finalize rules regarding pilot training
    requirements for vertical lift aircraft used in AAM applications and
    directs FAA to take necessary steps to integrate such aircraft into the
    NAS.
        Our recent work in this area has focused on drone integration and
    commercial space infrastructure, where we have several open
    recommendations to FAA. These recommendations include the need for FAA
    to:
          Plan and share information on the development of drone
    traffic management systems,\14\
    ---------------------------------------------------------------------------
        \14\ GAO, Unmanned Aircraft Systems: FAA Could Strengthen Its
    Implementation of a Drone Traffic Management System by Improving
    Communication and Measuring Performance, GAO-21-165 (Washington, D.C.:
    Jan. 28, 2021).
    ---------------------------------------------------------------------------
          Align FAA's drone integration strategy with elements of a
    comprehensive strategy and develop lessons learned from FAA's drone
    research programs,\15\
    ---------------------------------------------------------------------------
        \15\ GAO, Drones: FAA Should Improve Its Approach to Integrating
    Drones into the National Airspace System, GAO-23-105189 (Washington,
    D.C.: Jan. 26, 2023).
    ---------------------------------------------------------------------------
          Better communicate with applicants for FAA waivers from
    certain regulations.\16\
    ---------------------------------------------------------------------------
        \16\ GAO-23-105189
    ---------------------------------------------------------------------------
          Better communicate with law enforcement and coordinate
    with federal partners.\17\
    ---------------------------------------------------------------------------
        \17\ GAO, Drones: Actions Needed to Better Support Remote
    Identification in the National Airspace, GAO-24-106158 (Washington,
    D.C.: June 6, 2024).
    ---------------------------------------------------------------------------
          Improve FAA's efforts related to counter-drone
    technologies at airports.\18\
    ---------------------------------------------------------------------------
        \18\ GAO, Aviation Safety: Federal Efforts to Address Unauthorized
    Drone Flights Near Airports, GAO-24-107195 (Washington, D.C.: Mar. 18,
    2024).

        Related to commercial space, we have open recommendations related
    to providing Congress with information on the range of options to
    support space transportation infrastructure and the mishap
    investigation process. These recommendations, if implemented, would
    better position the federal government and Congress to make well-
    informed commercial space investment decisions and to protect public
    safety.\19\
    ---------------------------------------------------------------------------
        \19\ GAO, Commercial Space Transportation: FAA Should Examine a
    Range of Options to Support U.S. Launch Infrastructure, GAO-21-154
    (Washington, D.C.: Dec. 22, 2020); and GAO, Commercial Space
    Transportation: FAA Should Improve Its Mishap Investigation Process,
    GAO-24-105561 (Washington, D.C.: Dec. 7, 2023).
    ---------------------------------------------------------------------------
        These recommendations collectively are intended to help FAA
    integrate these new operations while ensuring safety and efficiency.
    FAA concurred with most of our recommendations related to new entrants
    and has various actions underway to implement them. In response to a
    provision in the Act, we have initiated studies on drone detect and
    avoid technology and electric propulsion aircraft operations.
                     Implementation of GAO Recommendations
        The Act contains provisions directing FAA to implement our
    recommendations from several recently issued reports. In particular:
          The Act directs FAA to establish a mechanism by January
    2026 to make helicopter noise complaint data accessible to FAA,
    helicopter operators, and the public on an FAA website, based on a
    recommendation we made in 2021.\20\
    ---------------------------------------------------------------------------
        \20\ GAO, Aircraft Noise: Better Information Sharing Could Improve
    Responses to Washington, D.C. Area Helicopter Noise Concerns, GAO-21-
    200 (Washington, D.C.: Jan. 7, 2021).
    ---------------------------------------------------------------------------
          The Act also directs FAA to implement our 2021
    recommendations to improve FAA's outreach to local communities impacted
    by aircraft noise. For example, we recommended that FAA identify
    supplemental metrics on the effects of noise on these communities.\21\
    ---------------------------------------------------------------------------
        \21\ GAO, Aircraft Noise: FAA Could Improve Outreach Through
    Enhanced Noise Metrics, Communication, and Support to Communities, GAO-
    21-103933 (Washington, D.C.: Sept. 28, 2021).
    ---------------------------------------------------------------------------
          The Act directs FAA to implement our recommendations
    related to its strategy for drone integration, mentioned earlier.\22\
    ---------------------------------------------------------------------------
        \22\ GAO-23-105189
    ---------------------------------------------------------------------------
          The Act directs FAA to implement our 2020 recommendations
    related to better preventing, detecting, and responding to fraud and
    abuse risks in aircraft registration.\23\
    ---------------------------------------------------------------------------
        \23\ GAO, Aviation: FAA Needs to Better Prevent, Detect, and
    Respond to Fraud and Abuse Risks in Aircraft Registration, GAO-20-164
    (Washington, D.C.: Mar. 25, 2020).

        We urge FAA to implement these and other open GAO recommendations,
    including those I highlighted earlier. In total, we currently have 50
    open recommendations to FAA from reports that we have issued since
    fiscal year 2020. Implementing these recommendations will better
    position FAA to address the widespread challenges it faces in
    modernizing the NAS, and to fulfill its commitment to ensuring that the
    United States has the safest, most efficient airspace system in the
    world.
        We look forward to continuing to work with this Committee to ensure
    implementation of the important provisions in the Act and to provide
    support through the work we have underway in response to the Act.
        Chairman Graves, Ranking Member Larsen, and Members of the
    Committee, this concludes my prepared statement. I would be pleased to
    respond to any questions that you may have at this time.

        Mr. Graves. That concludes the testimony from our
    witnesses, and I will now open it for questions.
        And Mr. Collins touched on this, but my question is
    actually for Mr. McIntosh. One of the key organizational
    reforms that we put in the FAA reauthorization was the
    termination of the Office of NextGen, which I think was a
    perfect example of just how messed up bureaucracy can be when
    it comes to implementing law, period.
        But the NextGen program, it has been plagued by delays, and
    it failed to achieve its goal of increasing efficiency,
    increasing capacity and flexibility in our national airspace.
    So, my question is, there are obviously several provisions that
    the FAA is supposed to achieve that the Office of NextGen never
    did achieve in terms of modernization. So, what specific steps
    is FAA taking to learn from those shortcomings from the Office
    of NextGen and to ensure effective implementation of critical
    airspace modernization efforts?
        Mr. McIntosh. Thank you for the question, sir. For the Air
    Traffic Organization, what we are ensuring is what we are
    responsible for as far as the implementation of a lot of the
    NextGen items are being completed, some of those NextGen items
    being DataComm, which is now fully--is in all of our
    continental en route centers and are close to being IOC,
    meaning operational. We are expecting those to be operational
    this year.
        We are seeing the rollout of our Terminal Flight Data
    Management systems throughout the program, as well as a number
    of our PBN procedures. We are working very closely with our
    stakeholders to make sure that they equip correctly so we can
    take advantage of a lot of these NextGen technologies.
        Another important piece, in my opinion, sir, is standing up
    the AMO office, which is the Airspace Modernization Office. And
    I do know that my senior leadership is taking that, and I am
    expecting for that office to be stood up relatively quickly. I
    know that we are within timelines of getting that done, and
    when that is getting done, I look forward to partnering with
    the new AMO and ensuring that those NextGen technologies are
    fully executed.
        Mr. Graves. Okay, next question for Ms. Baker.
        I mentioned and I touched on the GA title, which--again, I
    am very, very proud of that. But my question is, can you
    highlight some of the key provisions that the FAA has already
    implemented, and going through that process and their
    importance to general aviation?
        Ms. Baker. Absolutely. And my son is actually an aspiring
    pilot, so, we are getting ready to go through the GA segment,
    as well. So, he starts school in the fall. We are very excited.
        Some of the things that we immediately implemented were
    around expansion of BasicMed, which is a medical certification,
    risk-appropriate medical certification for low-risk general
    aviation operations. Also, enabling BasicMed for those doing
    checks and those types of operations, as well. We have
    instituted our medical bill of rights, which informs aspiring
    pilots and pilots applying for Airman Medical on their rights
    for interaction with aviation medical examiners.
        We removed the requirement to have an expiration date on
    your flight instructor certificate because that appeared to be
    unnecessary bureaucracy. We recently published guidance on all
    makes and models for those operating experimental aircraft. We
    have gotten the registration down for an aircraft registration
    down to 10 days, so you get your aircraft registration quickly,
    as well as we are working to enable use of an electronic
    registration in that period of time that you may not be
    actually holding the physical registration.
        Additionally, we are making changes around designated pilot
    examiners. We have set up our national Office for Designated
    Pilot Examiners, and we have already implemented a way for
    individuals getting checks from DPEs to provide FAA input on
    the performance using the FAA hotline. We are looking to
    improve the electronic interaction with DPEs, so we are working
    to implement those provisions where you can see online a DPE
    schedule to make that more efficient, and similar to how we run
    the rest of our life.
        Mr. Graves. That's fantastic, actually. All of these things
    are important to me, every single one of them and more, so I
    look forward to everything being implemented that was in the GA
    title.
        So, Rick?
        Mr. Larsen of Washington. Thank you, Mr. Chair.
        Ms. Baker, I want to start with, if you could, provide a
    brief update on the FAA's oversight of the Boeing action plan,
    the safety and quality plan. Where does FAA assess Boeing is in
    that process?
        Ms. Baker. Thank you for the question.
        So, the FAA increased its oversight of Boeing after the
    door plug accident of January 2024. We have continued that
    enhanced oversight. We are still in the factory day by day. We
    are working closely with the actual mechanics and the factory
    as Boeing executes its plan.
        They are making progress against their safety and quality
    plan. I have been in the factory twice over the past year, and
    I have seen changes that they have made to employee training. I
    have seen changes how they are implementing their SMS. So they
    are proceeding with the execution of their safety and quality
    plan, and we continue to be there daily as they continue to
    execute.
        Mr. Larsen of Washington. And do you anticipate FAA being
    in the plant for quite some time still?
        Ms. Baker. I think because the plan includes not just
    observations from our special audit and their own special
    audit, but there are also cultural pieces that came up out of
    the section 103 expert panel review, I anticipate safety
    culture activities will continue for some time.
        Mr. Larsen of Washington. Thanks.
        Mr. McIntosh, it is my understanding the FAA is continuing
    its review of airport hotspots after the tragic DCA mid-air
    collision. What are the latest findings of this review?
        Mr. McIntosh. In regards to airport----
        Mr. Larsen of Washington [interrupting]. This would be the
    airplane and helicopter interaction at other airports.
        Mr. McIntosh. There is a mixed traffic study, I believe, is
    what you are referring to, sir.
        Mr. Larsen of Washington. Sure.
        Mr. McIntosh. So, that was direct action that we took from
    DCA is what lessons learned can we take and apply them to other
    airports that have similar traffic patterns between mixed
    traffic, meaning helicopters and fixed-wing aircraft. And we
    have identified 10 facilities that had charted helicopter
    routes near airports, and we have been reviewing those cities
    to make sure that those charted helicopter routes have lateral
    confines and vertical confines to ensure that aircraft are
    safely separated between that mixed environment.
        And we are seeing corrective action plans take place
    already, sir. We have identified Las Vegas as having some
    charted helicopter routes that were fairly close to Las Vegas
    International Airport. We took corrective actions, and we have
    established lateral confines and vertical confines to ensure
    that those helicopter routes are safe from arriving and
    departing aircraft out of Las Vegas.
        As well as working with our labor partners to ensure that
    our training is adequate for a lot of these--for when we see
    these mixed traffic patterns, mainly the exchange of traffic
    advisories, making sure that helicopters know exactly what the
    aircraft pattern altitudes were, making sure they were clear of
    traffic.
        These corrective action plans are part of our SMS process,
    part of our QA/QC process, quality assurance/quality control.
    And if we see any safety drift there from our data points, we
    want to make sure that we mitigate it proactively versus
    reactionary. So, we are learning from that event, and we are
    applying those lessons learned to these 10 other airports that
    I am speaking to.
        Mr. Larsen of Washington. Yes, thanks.
        Mr. Collins, did you do any assessment or have you been
    asked to yet do an assessment about the loss of Federal
    employees at the FAA as it relates to activities related to
    certification of airplanes, of airplane components?
        One of the complaints we heard and tried to incorporate
    into the 2024 bill was to ensure the FAA had the people to
    complete certification of parts and components, and so, I am
    wondering if you have done any assessment or have been asked to
    do any assessment about the relationship between the loss of
    employees and certification efforts.
        Mr. Collins. To date, we have not received a request to do
    that work, but we would be happy to chat with your staff about
    that.
        Mr. Larsen of Washington. Thank you very much. I appreciate
    that.
        Let's see, I had a set of questions here.
        Mr. Heibeck, one of the things we have been tracking is--is
    it Heibeck? Is that right? Yes, Heibeck--we have been tracking
    is grants that have been awarded, signed, and obligated; grants
    have been awarded, not signed, and frozen, and so on. With
    regards to either AIP grants or ATP grants--Airport Terminal
    Program grants, I guess it's called, I forget the name--that
    came out of the IIJA, do you have any direction? Can you give
    us any guidance about any grants that are being frozen, or you
    are not yet getting guidance about releasing moneys at all?
        Mr. Heibeck. Thank you for the question, Congressman. And
    no, we are moving forward with issuing all types of grants. Let
    me handle the Airport Improvement Program first.
        Mr. Larsen of Washington. Yes.
        Mr. Heibeck. We thank Congress for the $4 billion, which is
    a significant increase in the AIP. That took a little time to
    get the apportionment out. We cannot start moving those grants
    until we have an apportionment. We should start seeing those
    grants going out to airports shortly.
        We recently announced $790 million of IIJA funding, or
    Infrastructure Investment and Jobs Act funding, that is moving
    out.
        And on the Airport Terminal Program grants, as airports are
    ready to move forward, we like to have all their documents in,
    including bids, as they are ready to move forward. We are doing
    one last review of those and moving those forward, as well. We
    have had about 40 of those moving forward right now.
        Mr. Larsen of Washington. About 40?
        Mr. Heibeck. Yes.
        Mr. Larsen of Washington. Yes, thank you.
        Thank you, Mr. Chair.
        Mr. Nehls [presiding]. The gentleman yields. I now
    recognize Mr. Webster, 5 minutes.
        Mr. Webster of Florida. Thank you, Mr. Chair.
        Mr. Heibeck, what actions does the FAA plan to take in the
    next 6 months to accelerate airport development?
        Mr. Heibeck. I am sorry, I didn't catch the last part of
    that.
        Mr. Webster of Florida. Okay. What plans does the FAA have
    to accelerate development for airport development?
        Mr. Heibeck. Okay. So I think that question probably gets
    at the heart of the prerequisite requirements that go into
    development, specifically environmental reviews, and we have
    taken several actions, or are taking several actions to try and
    accelerate environmental reviews.
        We have proposed new categorical exclusions to the Council
    on Environmental Quality. We are also reviewing other agencies
    in categorical exclusions to determine if there are categorical
    exclusions from other agencies that we can apply. And I
    probably should have started with we have provided guidance to
    the field, to our field offices regarding the presumed
    categorical exclusions for environmental review that was in the
    reauthorization bill. And we presume a categorical exclusion if
    there is limited Federal funding or under $6 million.
        Mr. Webster of Florida. Okay. Well, that kind of answers my
    next question, which was: Are you going to evaluate
    improvements to NEPA for the process being used on airport
    development?
        Mr. Heibeck. Yes, absolutely. Our--sorry, getting some
    feedback--our Office of Environment and Energy is right now
    reviewing and updating our NEPA implementing policies and
    procedures, order 1050. As part of that review, they will be
    looking at further streamlining our environmental processes
    consistent with the Council on Environmental Quality memo
    February of 2025.
        Mr. Webster of Florida. Mr. McIntosh, I appreciate
    Secretary Duffy's commitment to cleaning up the backlog of more
    than 3,200 projects that were left over from the Biden
    administration by reversing burdensome regulatory requirements
    that delayed critical infrastructure investments.
        Tampa International Airport is working with the FAA on
    securing funds for a much needed new air traffic control tower.
    However, conversations regarding this funding have stalled. Are
    you able to provide an update on this project, when Tampa
    International will receive that funding?
        Mr. McIntosh. For an air traffic control tower replacement,
    sir?
        Mr. Webster of Florida. Yes.
        Mr. McIntosh. So there are 350 FAA-owned, maintained
    towers, some as old as 60 years old. And we do have a process
    of prioritizing which air traffic controllers are replaced.
        It is all part of a formula. The formula takes account age
    of a facility; tower line of sight, meaning what is the ability
    of an air traffic controller to look out the windows, ensure
    that they can see all of the surface environment to include the
    runways, the taxiways, around some of the gates, things along
    that nature; as well as what we call the actual facility
    condition, right? How old is it? Is it in dilapidated states?
    Things along that line, as well as the overall operations. We
    base that score to develop a prioritized list, and that
    prioritized list is then acted upon.
        But it takes time. We currently have 11 facilities that are
    pending replacement, and we are averaging about 1 tower per
    year. That is how long it takes. I am not--what I would like to
    do is--if it is all right, we can develop that list and then
    bring it to you and see exactly where your tower is on that
    list, sir.
        Mr. Webster of Florida. That would be very good, because if
    we are in negotiations, it has got to be closer to the top than
    the bottom, 11 years from now. You do it--you might negotiate
    some other way [inaudible]. So, I would say it is near the top.
        Mr. McIntosh. If there are 350 towers that need to be
    replaced, we've got to stick to the process and see where it
    is. I can't tell you if it is near the top based on it being 10
    or 11 years, as we are only placing one per year. What I would
    like to do is get that list and circle up with you and your
    staff, and we can tell you exactly where it is on that list.
        Mr. Webster of Florida. Okay. Thank you very much.
        I yield back.
        Mr. Nehls. The gentleman yields. I now recognize Ms. Norton
    for 5 minutes.
        Ms. Norton. Thank you, Chair Graves and Ranking Member
    Larsen, for holding this important hearing.
        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 FAA can take beyond
    these provisions to improve aviation safety, including
    prohibiting nonessential helicopter flights in congested
    airspaces.
        Ms. Baker, why has the FAA not prohibited military
    helicopters from transporting officials in nonemergency
    situations near DCA?
        Ms. Baker. I am actually going to defer that question to
    Mr. McIntosh.
        Mr. McIntosh. Thank you for the question, ma'am. That is
    part of the discussion right now, is reviewing exactly that and
    seeing the necessity, and having conversations with DoD and
    talking about possible restrictions. Everything is on the table
    right now in our review to make sure that we keep a safe
    environment for the vicinity around DCA.
        Ms. Norton. Very important.
        I was pleased the Acting FAA Administrator announced at a
    Senate hearing in March that the FAA is now requiring ADS-B
    transponders turned on for helicopter flights in the DCA class
    B airspace, but there has been no update to the FAA's website
    where ADS-B Out requirements are listed. Ms. Baker, can you
    confirm that all military and other Federal helicopters flying
    in DCA class B airspace have these transponders turned on?
        Ms. Baker. Again, I am going to ask Mr. McIntosh to answer
    that question.
        Mr. McIntosh. Thank you for that, ma'am. So you are
    correct. At the last Senate hearing, Acting Administrator
    Rocheleau did require that ADS-B Out be required for the
    military aircraft.
        What came into question was the amount of waivers that were
    put in place to allow these aircraft to operate. The day of
    that hearing, we did go and review all the authorization and
    all those waivers, and the only waivers that are now
    permissible for an ADS-B Out off waiver are for aircraft doing
    active law enforcement, active national security, and VIP
    movement. Those are the only ones right now that are currently
    allowed. Any authorization that we had before is heavily
    scrutinized to ensure that that mandate is realized.
        Ms. Norton. Thank you.
        As cochair of the Quiet Skies Caucus and the Member who
    represents the District of Columbia, which is plagued by
    airplane and helicopter noise, I am pleased we were able to get
    provisions to combat aviation noise included in the FAA
    Reauthorization Act of 2024. Under this law, the FAA is
    required to do more to combat aviation noise and engage with
    the public on aviation noise.
        Mr. Heibeck, what is the status of the implementation of
    the aviation noise provisions in the 2024 reauthorization law,
    especially the status of the Aircraft Noise Advisory Committee?
        Mr. Heibeck. Yes, thank you for the question,
    Congresswoman.
        Actually, the provision in the Reauthorization Act closely
    aligns with the robust community engagement program that is
    headed by our Office of National Engagement and Regional
    Administration. We have a regional administrator in the eastern
    region who is heavily engaged with the DCA noise roundtables
    here to address those issues.
        I know that they are reporting information twice a year
    right now on the website regarding the noise complaints. Beyond
    that, I would have to connect you or someone from your staff
    with the Office of National Engagement and Regional
    Administration.
        Ms. Norton. Thank you, and I yield back.
        Mr. Nehls. The gentlelady yields. I now recognize Mr.
    Crawford for 5 minutes.
        Mr. Crawford. Thank you, Mr. Chairman. I want to talk about
    everybody's favorite topic: human resources.
        As you are aware, our air traffic control centers have
    dealt with ongoing staffing shortages and retention challenges
    over the last decade. Mr. McIntosh, you know that very well.
    The FAA Reauthorization Act of 2024 helped by attempting to
    maximize the hiring of air traffic controllers, but I believe
    there is more that can be done to address that issue. Limited
    access to training programs and a lack of early career exposure
    are significant barriers to building a sustainable air traffic
    controller workforce.
        What FAA policies and initiatives are either in place or
    could be created to expand training opportunities through
    universities, community colleges, technical schools, and even
    in high schools or vocational schools to address that issue?
        Mr. McIntosh. Thank you for the question, sir. And first I
    want to thank everyone for the reauthorization bill, because it
    has allowed us to do maximum hiring.
        Controller shortages--and I have a feeling I am going to be
    talking a lot about this today, but as a former controller and
    as a manager in an en route center and in my current position,
    staffing is really where it starts and ends as far as fixing a
    lot of our woes in the agency. Enough controllers to do the job
    is where it starts, and that is where we want to make sure that
    we keep the momentum that we have.
        Under Secretary Duffy's leadership, as well as the
    Administrator, they have done a lot to incentivize the
    recruitment of controllers that you spoke to. We have
    supercharged hiring right now, which is shaving months off of
    the application process to get the best and the brightest into
    our FAA Academy.
        We are also offering a 30-percent increase in salary for
    those academy candidates to make the job more appealing.
        We are also providing incentives to facilities that are
    hard to staff, as well as incentives to keep controllers on
    board for longer, meaning the ones that are eligible to retire,
    we are offering them an additional 20 percent to stay on as we
    onboard the maximum hiring and to hire and train more
    controllers.
        The CTI program, the Collegiate Training Initiative that we
    have in place, is something or another avenue that we are doing
    currently. The CTI program is great because it helps not just
    with our staffing shortages in our FAA facilities, but also at
    our Federal contract towers. Our Federal contract towers are
    now going to have that pipeline available to them.
        But just recently, we did the Enhanced Collegiate Training
    Initiative. What that allows is for universities that qualify--
    and the qualification is if they can provide the same academia
    that the academy does over at Oklahoma City with the
    appropriate simulation training--those universities are
    accredited by the FAA, or basically say they pass the standards
    and they are validated, that they meet the same standards that
    a student who passed the academy gets, provided that those
    individuals that pass that Enhanced CTI and they pass the Air
    Traffic Skills Assessment and, of course, get through the
    medical and the security requirements that are required for all
    of our employees, instead of having to go to the academy, they
    go straight to an FAA field facility, which is going to enhance
    the pool.
        Right now, we have 30. We have 5 schools that have been
    accepted for the Enhanced CTI, and we have 30 additional
    schools that are showing interest. We have just started this
    program, and we are expecting to see our first graduation of
    these candidates come out this spring. And I believe there were
    40. That doesn't sound like a lot, but as this starts to turn
    over and we get more applicants, we could start talking about
    another 200 or 300 applicants that will be available for air
    traffic. And these are the things that we need to start
    leveraging to make sure we put the maximum amount of people
    into our field facilities so they become future air traffic
    controllers.
        Mr. Crawford. Let me ask you this. The military has a
    talent pipeline in the service academies and ROTC. What you are
    describing sounds an awful lot like it could be called, for
    lack of a better term, an air traffic controller corps. Is that
    something that you think has legs? I mean, identifying those
    young people as far back as high school, and putting them in
    that talent pipeline, and getting them ready to serve?
        Mr. McIntosh. I definitely believe that is an option that
    we can take a look at.
        I will be honest with you, I wasn't even interested in--or
    I didn't really know what an air traffic controller did in high
    school, nor did I in college. I actually learned about air
    traffic going into the military. I was in the U.S. Air Force.
    That is where I learned how to be an air traffic controller.
        Mr. Crawford. Historically, that is where you go.
        Mr. McIntosh. That is correct. So, I do think that if there
    is a way that we can get more advertisement on what a great job
    and what a rewarding job an air traffic controller is and get
    people interested, I absolutely think that would be an option
    for us. Yes, sir.
        Mr. Crawford. Excellent, excellent. I appreciate that.
        I am going to yield.
        Mr. Nehls. The gentleman yields. I now recognize Mr. Nadler
    for 5 minutes.
        Mr. Nadler. Thank you, Mr. Chairman. Mr. Chairman, I think
    we can all agree that the situation at Newark Liberty
    International Airport is unacceptable. When radar screens go
    dark and controllers lose contact with planes, passenger safety
    is jeopardized and confidence in the FAA collapses.
        We also learned yesterday that a critical hotline between
    military and civilian controllers at Reagan National Airport
    had not been functioning for over 3 years, contributing to
    serious near-misses.
        Mr. McIntosh, what immediate steps is the FAA taking to fix
    the technology and data transmission failures disrupting
    operations in the Newark airspace, and how and when will these
    plans be communicated to stakeholders?
        Mr. McIntosh. Thank you.
        In regards to Newark specifically, we are aware of how
    problematic the recent disruptions at the Philadelphia TRACON
    have been, and we have been actively working on stabilizing
    those operations. In fact, we have stabilized those operations.
    And the issues are a result of intermittent system outages that
    occurred with a telecom provider that was providing data in
    link to the facility. We have worked directly with that vendor,
    and we had a team of engineers at Philadelphia the very same
    week that that occurred. They identified and investigated what
    the outage was and provided the necessary mitigation to ensure
    that we have that system stability.
        Secretary Duffy also visited the facility that same week. I
    actually was there. I had the pleasure of touring the facility
    along with him. And from that meeting, he took direct action.
    One of those actions is ensuring that we get a third line of
    redundancy from a telco provider to ensure that we have one
    more line of stability in case the first two go down, as well
    as hardening the system with a dedicated STARS line.
        And then, of course, it also speaks to the larger
    infrastructure issue the FAA is having, which is looking at
    what our current telco requirements are, ensuring that we have
    better accessibility to fiber, getting out of this current
    copper connection thing that we have had for the last 40 to 50
    years, and putting us on updated systems to make sure that our
    infrastructure is better suited to meet the NAS not just of
    today, but of the future.
        In regards to DCA, the issue that we had with a DoD
    helicopter, we had a DoD helicopter come in for a landing. And
    the aircraft, for some reason, aborted that landing. I am not
    entirely sure what happened. As that aircraft departed the
    Pentagon without the necessary approach clearance from DCA, a
    call via that hotline did not occur.
        Now, I know that we call that a hotline. What it is
    actually--it is probably better suited to say it is a switch or
    a button on a tablet that is in front of a controller where
    they just basically key up and it goes straight to DCA, and
    they can hear them either in the ear or a loudspeaker to say, I
    have got an aircraft on the go. That allows for immediate
    notification to the controllers at DCA to give a go-around to
    the necessary aircraft.
        I want to say that the DCA controllers were fantastic in
    this event, because they had situational awareness of what was
    going on and gave those immediate go-arounds. But the issue
    really is making sure that that hotline is fixed, as well as
    ensuring that the helicopter pilot understands that they cannot
    enter Class Bravo airspace without the necessary coordination
    and approval of ATC. That did not occur that night, and we are
    working with the DoD right now to make sure that those problems
    are remedied. DoD is actually at FAA headquarters, I believe,
    today to work through that and make sure that we have a better
    pathway forward to ensure safety around DCA.
        Mr. Nadler. Thank you.
        Ms. Baker, section 363 of the FAA reauthorization requires
    substantial reforms to improve the safety of commercial air
    tours. Last month, we witnessed the latest preventable tragedy
    when a sightseeing helicopter crashed into the Hudson River,
    killing six people. In response, I introduced the bipartisan
    Improving Helicopter Safety Act to ban nonessential helicopter
    flights within a 20-mile radius of the Statue of Liberty. This
    is legislation I have been introducing for many years.
        While the Reauthorization Act provides a multiyear window
    for formal rulemaking, the public cannot wait years for relief
    from the risks posed by these flights. In addition to grounding
    the company involved in the crash last month, what immediate
    steps is the FAA taking to protect public safety and mitigate
    the danger of nonessential air tour helicopters while the full
    implementation of section 363 proceeds?
        And how will the FAA ensure that these long-overdue safety
    improvements are expedited to prevent further loss of life?
        Ms. Baker. Absolutely. Thanks for the question.
        The accident in New York was tragic, and the videos of the
    accident are haunting. As you mentioned, the FAA immediately
    grounded the carrier, the operator of those air tours, and has
    done their own internal investigation into the performance of
    the operator. Additionally, the NTSB continues to investigate
    that particular accident.
        What we are doing is we have gone through our evaluation of
    air tour operations. We have done additional surveillance where
    needed. Additionally, air tour operators are required to
    implement safety management systems and the advantage of safety
    management systems that allows for an air carrier--or an air
    tour operator, in this case--to immediately identify and
    mitigate risk far before the timeline of any rulemaking.
        Mr. Nadler. What will it take for the FAA to ban
    nonessential flights around Manhattan, where there is no air
    traffic control, only visual control?
        Ms. Baker. I think that is----
        Mr. Nadler [interrupting]. How many more accidents?
        Ms. Baker. I understand your concern.
        Mr. Nadler. I asked a question.
        Ms. Baker. I understand your concern, and it is something
    we can talk about internal to the agency.
        Mr. Nadler. Thank you, I yield back.
        Mr. Nehls. The gentleman yields. I will now recognize
    myself for 5 minutes. Ms. Baker, the entire group, thank you
    for being here.
        Section 310. Initially you talked a little bit about
    registration, and you are catching up on the backlog there. I
    want to talk a little bit about certification. Section 310 of
    the 2024 FAA reauthorization bill instructs the FAA to
    modernize the certification process, which will take years and
    cost tens of millions of dollars. I have been briefed by
    several stakeholders that the current system is not performing
    very well, and too many companies are delayed with their
    projects, and much of the work is administrative. We must
    ensure that a modern, streamlined type certification system
    will bring new aircraft to customers more quickly, which will
    reduce the regulatory burden on manufacturers while bringing
    safety improvements to market faster.
        This is section 310, I am referencing 310 in our FAA
    reauthorization, and I would like you to provide me an update.
    But in this it said, ``from the date of enactment,'' so this
    should have been done in November of 2024, that you had 180
    days to conduct a review and study to find an independent,
    nonprofit organization to look at type certification processes.
    Was that done in November 2024?
        Ms. Baker. We were a little late getting that done, but we
    did award a contract in January of 2025.
        Mr. Nehls. Okay. I would like to see it.
        Then it also states in section 310 that no later than 18
    months that this--you have 18 months, once the review and study
    has been done, you report back to Congress. So, that is due
    then in November of 2025. Do you think you will be able to meet
    that?
        Ms. Baker. Our intent is always to meet the timelines
    within----
        Mr. Nehls [interrupting]. Well----
        Ms. Baker [continuing]. The legislation.
        Mr. Nehls [continuing]. But you are a little late. I would
    like to see this. I am paying very close attention to this.
    This is ridiculous. We must get it done.
        Ms. Baker. We will be happy to follow up.
        Mr. Nehls. Supersonic aviation. January 2021, the FAA
    issued a final rule which generally upholds a prohibition--you
    can't--it is prohibiting civil supersonic flight over land in
    the United States. This took place back--it is a 1973 rule,
    1973, which restricts civil aircraft from operating at speeds
    above Mach 1 over land in the United States unless a special
    flight authorization is received. At the time, the regulation
    was about protecting the public from disruptive sonic booms.
    Decades later, an unintended consequence of this uniform ban
    has stifled American innovation and aviation, and puts our
    country at a distinct disadvantage with our adversaries like
    China which are significantly developing in this space.
        With that being said, it is evident that several U.S.
    aerospace companies have proven that they can safely fly above
    Mach 1 and not produce audible sonic booms that are heard at
    ground level. This is an example here. We have got Boom
    Supersonic. Have you ever heard of them?
        Ms. Baker. Yes.
        Mr. Nehls. Amazing, what they are doing. I mean, they have
    got this aircraft, Boom's demonstrator aircraft, the XB-1. It
    broke the sound barrier three times back in January of this
    year. They did it. They have been testing this thing. Broke the
    sound barrier three times without generating a sonic boom that
    reached the ground, demonstrating that quiet, supersonic travel
    is possible. I know some of the big commercial airliners--I
    think United has ordered some of these. They can get this done,
    but we got a problem with the FAA and the rulemaking, and it
    must change.
        So that is section 1110. That was in the FAA
    reauthorization. And that, it said, Section 1110, Advancing
    Global Leadership on Civil Supersonic Aircraft. And all we were
    asking for in that FAA initial progress report no later than 1
    year after the date of enactment, which is tomorrow. Where are
    we at with that report on supersonic? Because I haven't seen
    anything. Has anybody else seen anything on that?
        Ms. Baker. So the report--we have done some work around
    supersonic. One is around the idea of quiet booms. We are
    wrapping that up, as well as entering into an agreement with
    NASA to collaborate on what would be required to get sonic and
    hypersonic aircraft into the system.
        Mr. Nehls. Okay. But we said a year, and that is tomorrow.
    So can you tell me? Don't keep it secret. Let us know,
    because----
        Ms. Baker [interrupting]. We will be happy to follow up.
        Mr. Nehls. We are--yes, we need to follow up. We need to
    follow up. It is very, very important.
        I filed a bill. I filed a bill. I introduced it yesterday,
    the Supersonic Aviation Modernization Act of 2025, with my
    colleague on the other side, Sharice Davids, and she is here.
        Thank you for cosponsoring.
        My bill would require the FAA administration to issue
    regulations permitting supersonic flight, provided that no
    sonic boom reaches the ground. We have got a company that
    demonstrated it, Boom Supersonic. I firmly believe that if we
    implement a noise-based approach for supersonic, it will align
    with the original intent protecting the public from noise
    disturbance while enabling a framework for innovation. U.S.
    manufacturers will be allowed to develop and test new
    supersonic aircraft, fostering a competitive market at a time
    when maintaining U.S. leadership in next-generation aerospace
    technology is critical.
        So will you help me? Can I have a commitment from----
        Ms. Baker [interrupting]. It is exciting technology.
        Mr. Nehls. Very good. I yield. I now recognize Mr. Cohen
    for 5 minutes.
        Mr. Cohen. Thank you, sir. We passed a great bill last
    year. Everybody agreed on it. Great leadership. Got it done.
    But implementation is what is important. And right now, the FAA
    is clearly not tracking what they were intended to do and what
    we expected to do as far as implementing the FAA bill.
        I am disappointed today that the FAA Administrator is not
    here with us, Mr. Rocheleau. Secretary Duffy is not here,
    either. I would hope they would come at their earliest possible
    convenience, but they should be here today to tell us about how
    they are implementing this law. And it is an important law for
    America and for American safety.
        We have talked some about the helicopter/plane crash. Mr.
    McIntosh, you gave some situations where you said they are
    still going to have access to that corridor, and you said for
    VIPs, is that correct?
        Mr. McIntosh. For that corridor for VIPs. However, we still
    restrict mixed traffic and helicopters to be in that corridor
    at the same time.
        Mr. Cohen. What do you mean, mixed traffic with
    helicopters?
        Mr. McIntosh. So we do not--if they are in the corridor--if
    the helicopter is going through the corridor, then we hold
    aircraft out. If aircraft are going through the corridor, we
    hold the helicopter out. We do not allow both those aircraft in
    the corridor at the same time.
        Mr. Cohen. You say you have got an exception for VIPs?
        Mr. McIntosh. The VIP does not have to turn an ADS-B Out on
    for tracking purposes.
        Mr. Cohen. And who are VIPs?
        Mr. McIntosh. VIP is for Presidential movement.
        Mr. Cohen. Don't you think they should be better protected
    than less protected, and not be in the corridor that has been
    this corridor that had 70-some-odd deaths or 60-some-odd deaths
    occur because of the failure of the DoD to keep their training
    helicopters out of that corridor, where there were takeoffs and
    landings? That is what caused the crash. The DoD had a training
    flight in that corridor when they could have done it after
    midnight. Shouldn't we immediately stop DoD from putting any
    flights in that corridor to protect lives of American citizens?
        Mr. McIntosh. Sir, I can't comment on an NTSB
    investigation, but what I can say is that we keep that corridor
    safe by ensuring that we do not have mixed traffic in there,
    and it is rare exceptions when they are allowed to be.
        Mr. Cohen. Were they allowed to be on the date of the
    crash?
        Mr. McIntosh. We didn't have exceptions to the rule the day
    of the crash, sir.
        Mr. Cohen. That needs to be straightened out. I mean, lives
    are at stake, and we have lost lives already. I would suggest
    you just get it done and eliminate the flights, but that is
    another issue.
        Newark Airport. Mr. McIntosh, were there losses of
    communication, dead spots, during the previous administration,
    or is this something that just happened in the last few weeks?
        Mr. McIntosh. In November, there was a loss of
    communications, and there was a momentary loss of surveillance.
    Yes, sir.
        Mr. Cohen. Was that in Newark?
        Mr. McIntosh. It was in the Philadelphia Area----
        Mr. Cohen [interposing]. Right.
        Mr. McIntosh [continuing]. C TRACON that handles the
    approach control services into Newark Airport.
        Mr. Cohen. Why was that shifted from New York to Newark? I
    mean, New York didn't have a problem. And didn't Newark used to
    be controlled by the New York folk?
        Mr. McIntosh. Actually, sir, the night of the November
    incident, there were issues at N90, which is the TRACON and New
    York Center. It was a major telecom issue.
        Mr. Cohen. Okay. I would note--and I am not saying there is
    necessarily correlation--all the troubles began after Air Force
    One landed at--to take President Trump to Bedminster after it
    landed in Newark on that Friday evening on its way back from
    Rome. That is when the trouble started. I am not saying there
    is a correlation, just noting it. Thank you.
        Ms. Baker, I was the author of the EVAC Act, along with
    Senator Duckworth. It required the FAA to ensure passengers
    could evacuate an aircraft in 90 seconds. The FAA did a test
    that was a joke. It was a fictionalized fantasy census of
    people no older than 60 and, I think, younger than 16. And they
    were all able-bodied, and they were probably Olympic sprinters.
    We need to have tests that are real, with people over 60, which
    is a lot of the fliers, and people under 16, and people with
    pets, and people with disabilities.
        EVAC law is supposed to be conducted. The tests were
    supposed to be--or your study was supposed to be conducted by
    May 16. Why haven't they been conducted, and when will they be
    done?
        Ms. Baker. We are finishing up that report associated with
    that study.
        Mr. Cohen. You are finishing it up? It is due tomorrow. Is
    it going to be finished by--is this an all-nighter?
        Ms. Baker. I am sorry, sir. Could you repeat that?
        Mr. Cohen. Is this going to be an all-nighter? You are
    going to take some--whatever you take and get it done?
        Ms. Baker. We will do all due diligence to complete it
    properly.
        Mr. Cohen. We will see what happens. But can you assure me
    that you are going to have real population censuses do those
    tests to see if an actual type of flight can evacuate in 90
    seconds?
        Ms. Baker. We are definitely considering what was
    determined in the legislation: passengers with disabilities,
    passengers with service animals, passengers with communication
    challenges. All of those are being considered in the study.
        Mr. Cohen. Thank you very much, and I see my time is up,
    and I yield.
        Mr. Nehls. The gentleman yields. I now recognize Mr. Perry
    for 5 minutes.
        Mr. Perry. Thank you, Mr. Speaker--or Mr.----
        Mr. Nehls [interrupting]. Thank, you. Not yet, not yet.
        Mr. Perry. Mr. Chairman, thank you. Ladies and gentlemen,
    thanks for being here today and answering some questions for
    us, listening to our concerns.
        I have been sounding the alarm for years about the failures
    of the current system. It has taken collisions, literal
    collisions, close calls, and other incidents to bring that all
    to light, and I think we need to absolutely--I have been here
    for a while, and we have been talking about it, but nothing
    really changes much. And I am concerned that the current
    proposal on the table will just throw a bunch of money at it,
    as we usually do around here, and fail to fix the underlying
    problem.
        Mr. Collins, your testimony highlights the critical
    concerns about ATC. In September of last year, we reported that
    76 percent of the FAA's 138 air traffic control systems were
    unsustainable or potentially unsustainable. And we also know
    that the FAA has been very slow to modernize these systems; on
    average, taking a decade to modernize them, sometimes up to 12
    years to do that. The same report of 2024 found that of the 105
    unsustainable or potentially unsustainable systems identified
    by GAO, 58 have critical operational impacts on the safety and
    efficiency of the national airspace. In response, the FAA
    technician identified system obsolescence or difficulty in
    finding replacement parts.
        Ladies and gentleman, this is antique stuff. That is why
    they can't get the replacement parts, because it is not made
    anymore because it is that old.
        Now, during the last reauthorization, I offered an
    amendment to transfer some of the operation of ATC to a
    separate, not-for-profit corporate entity. And I know some
    people in the room here don't like that, and I am willing to
    explore some other operations. But first of all, FAA should not
    oversee itself. It is against ICAO and NTSB recommendations.
    And no one is ever held accountable for these continual
    failures. And a nonprofit system would get rid of all this
    oppressive redtape and funding uncertainty.
        Look, like I said, you might not like that idea, but it
    absolutely must be addressed, and we've got to find a different
    model. We can't continue with the model that delivers obsolete
    equipment that's already 10 years late. I mean, that just
    doesn't work.
        I would like to submit, Mr. Chairman, for the record, the
    May 9, 2025, Wall Street Journal op-ed entitled, ``Time Is
    Running Out for the U.S. Air-Traffic Control System'' by Robert
    Poole, requesting a change to the business model.
        Mr. Nehls. Without objection.
        [The information follows:]

    Op-ed entitled, ``Time Is Running Out for the U.S. Air-Traffic Control
    System,'' by Robert Poole, Wall Street Journal, May 9, 2025, Submitted
                       for the Record by Hon. Scott Perry
          Time Is Running Out for the U.S. Air-Traffic Control System
    Ensuring safety requires bringing both technology and the business
            model into the 21st century.
    by Robert Poole

    Wall Street Journal, May 9, 2025
    https://www.wsj.com/opinion/time-is-running-out-for-the-u-s-air-
    traffic-control-system-142ef9b2

        Surrounded by airline CEOs and other aviation executives,
    Transportation Secretary Sean Duffy on Thursday announced his plan to
    bring about a new air-traffic control system over the next three to
    four years. He's asking Congress to provide billions of dollars--though
    he didn't specify the total amount--to pay for it.
        America's ATC system needs repairing. Most of the technology listed
    in Mr. Duffy's plan should be replaced. But shoveling billions into a
    failed procurement system won't fix the problem. Our ATC system lags
    behind those of other countries in many respects, including in
    technological advancement and productivity.
        The Federal Aviation Administration's budget for facilities and
    equipment--a substantial portion of which goes to air-traffic control--
    has stayed roughly flat in nominal terms over the past decade, while
    the operations budget has soared. The 21 high-altitude air route
    traffic control centers, more than 100 approach control centers, and
    many hundreds of airport control towers are antiquated, and most need
    to be replaced.
        But with today's digital surveillance technology, air traffic in
    our skies can be managed from almost anywhere. We need perhaps three
    rather than 21 high-altitude centers. One would do the trick, in fact,
    but three would ensure backup options in case of failure. This large-
    scale consolidation should be financed by long-term revenue bonds based
    on ATC user fees, which are paid by airlines and other airspace users
    to the ATC service provider. A pipe dream? Australia, Germany, South
    Africa and the U.K. have all done such consolidations in recent
    decades.
        A single digital remote tower can manage many smaller control
    towers, at lower cost and higher productivity. While these systems are
    expanding throughout Europe, the FAA has resisted this breakthrough
    innovation.
        America's ATC system employs a significant amount of outdated
    technology for which no replacement parts exist, partly because the FAA
    often waits until a unit fails before trying to repair or replace it.
    Well-managed, well-funded ATC systems in Australia, Canada, Germany and
    the U.K. are able to plan large-scale technology replacements before
    systems begin breaking down. Many ATC providers buy replacement systems
    in bulk and roll them out to all facilities over a year or two. By
    contrast, the FAA in some cases takes 10 to 15 years to install
    replacement systems, by which time the systems may already be obsolete.
        These are only a few examples of how badly funded and poorly
    managed America's ATC system is. A one-time multibillion-dollar
    infusion won't fix a broken procurement process. It could also
    undermine the modernization effort by botching the procurement of new
    systems. A much wiser policy would be to replace the business model.
        The reason many other countries' ATC systems work far better than
    ours is that their business models have changed, from a tax-funded
    bureaucracy embedded in a transportation ministry into a public utility
    funded by customer user fees. Such a model enables the board and top
    management of the utility to do long-range planning and to finance both
    technology upgrades and facility consolidations based on a predictable
    revenue stream. This also changes airlines and airspace users from
    supplicants before Congress to stakeholder customers demanding high-
    caliber performance.
        Several ATC public-utility models are in operation around the
    world. The most common model is a government-owned public utility, as
    in Australia, New Zealand, Germany and much of the rest of Europe.
    America's Tennessee Valley Authority is an analogous example, funded by
    customers' electric bills and financed via long-term revenue bonds.
    Italy and the U.K. provide air-traffic control via public-private
    partnerships--partly state-owned and partly investor-owned companies.
    The highly successful Nav Canada, the world's second-largest ATC
    provider in terms of annual transactions, uses a nonprofit user
    cooperative model.
        How out of step is the U.S.? The latest figures from the Civil Air
    Navigation Services Organization find that there are four nongovernment
    providers, 63 government-owned utilities and four intergovernmental ATC
    utilities serving multiple countries in Africa, Central America, and
    Northern Europe. Adding them all up, 98 countries today have ATC
    services via user-funded public utilities.
        Nearly all countries served by ATC companies have also separated
    the provision of ATC services from aviation safety regulation. The
    National Transportation Safety Board, as well as many former FAA and
    Transportation Department officials, have called for such separation in
    the U.S. This has been the policy of the International Civil Aviation
    Organization since 2001, and the U.S. is one of the few outliers. An
    initial reform step would be to separate our Air Traffic Organization
    from the FAA, at last putting the two at arm's length.
        On June 5, 2017, President Trump held an event in support of House
    Transportation Committee Chairman Bill Shuster's ATC corporation bill,
    which proposed a nonprofit public utility similar to Nav Canada. He
    later focused on other infrastructure reforms, and that bill failed.
    Today, the best champion of ATC reform is Texas Sen. Ted Cruz, chairman
    of the Commerce Committee.
        During the first Trump term, many airline executives supported this
    kind of reform; today, they seem to favor a one-time infusion of tax
    money. But the ATC system's dire shape is far more visible today than
    it was in 2017. It took a tragic midair collision between two airliners
    over the Grand Canyon in 1956 to bring about nationwide radar
    surveillance of air traffic. Let's hope that only one 2025 midair
    collision suffices to bring about meaningful ATC reform.

        Mr. Perry. Thank you, Mr. Chairman.
        Another recommendation by Mr. Poole is for the FAA to
    embrace remote digital towers. It has become the norm abroad,
    and it maximizes the productivity of air traffic controllers in
    the system. It was invented and first tested by the FAA in
    2007. Unfortunately, the FAA just ignored it while other
    countries have capitalized on our findings, providing
    significant technological advances for controllers, but it also
    allows for facility consolidation and improvements, which saves
    money.
        Mr. McIntosh, how many controllers does the FAA expect to
    retire in the next 5 years, and how is that going to help
    staffing shortfall among controllers?
        Mr. McIntosh. I don't have the exact number of how many
    retirees we are forecasting this year or for the next 2 years.
    I can definitely get--and circle back with you with----
        Mr. Perry [interposing]. Okay.
        Mr. McIntosh [continuing]. That number. But I can tell you
    that right now, we have over 3,100 trainees in the pipeline. We
    are going to hire 2,000 candidates this year with----
        Mr. Perry [interrupting]. I know, I have heard that, and
    that is great. But right now----
        Mr. McIntosh [interrupting]. I want to talk about the
    attrition----
        Mr. Perry [continuing]. We've got problems across the
    whole----
        Mr. McIntosh [continuing]. I think that is what you are
    getting at, right?
        Mr. Perry [continuing]. Enterprise. Well, the other part of
    the solution to the problem is providing exemption waivers to
    allow experienced controllers to stay on the job. Secretary
    Duffy has included this in his plan. I offered an amendment in
    the last authorization to increase the mandatory retirement
    age, but unfortunately, it was rejected. And I would just like
    your thoughts on that.
        I mean, these are people like yourself that are
    experienced, they are here now, they are able to do the job
    now, but we kick them out regardless of whether they want to do
    the job and can do the job, and then complain about the
    shortages across the system. So, what are your feelings about
    that at this moment?
        Mr. McIntosh. My feeling is that right now, the age 56
    requirement is congressionally mandated. And if that is
    changed----
        Mr. Perry [interrupting]. I know it is congressionally
    mandated. I am asking for your feelings on it, based on the
    shortage of controllers that we constantly complain about and
    this being a viable solution. I want your opinion, not
    Congress' opinion.
        Mr. McIntosh. My opinion would be we should be examining
    every option that we have available to us, and see what----
        Mr. Perry [interrupting]. Of course we should, sir. Do you
    not have an opinion that--you are brought here as a subject
    matter expert. Pick a side, sir.
        Mr. McIntosh. My side is that I would like to see us do
    everything that is possible.
        To your point, the amount of people that are going to turn
    56 for the next 1 to 2 years, I would like to know what that
    number is to see what kind of a difference it would make.
        Mr. Perry. All right, Mr. Chairman, that is not much of an
    answer, and there are a lot of people that are beyond the age
    of 56 that are perfectly capable of doing jobs, and I think we
    ought to consider that highly.
        With that, Mr. Chairman, I yield.
        Mr. Nehls. A valid point, Mr. Perry.
        I now recognize Mr. Johnson for 5 minutes.
        Mr. Johnson of Georgia. Thank you, Mr. Chairman, and thank
    you to the witnesses for your testimony today.
        When we passed the FAA Reauthorization Act last year, the
    message was clear: the safety of the American people is
    nonnegotiable. But here we are, just a year later, and I am
    deeply disturbed by what we have seen. In a matter of months,
    roughly 2,000 employees were pushed out of the FAA under co-
    President Musk's ``fork in the road'' campaign, a campaign
    driven by confusion, coercion, and fear through vague emails,
    misleading buyout offers, and a chilling five-bullet ultimatum.
    Workers were left unsure whether silence meant resignation, all
    in the name of efficiency. That's like gutting your fire
    department during wildfire season and calling it innovation.
        Mr. McIntosh, how many air traffic controllers were driven
    out by co-President Musk and DOGE?
        Mr. McIntosh. I will speak to----
        Mr. Johnson of Georgia [interrupting]. I am--just a
    question: How many were driven out by co-President Musk and
    DOGE?
        Mr. McIntosh. I am going to answer the question on how many
    were driven out, sir. I don't know what the second part means.
        Mr. Johnson of Georgia. Well, how many were driven out?
        Mr. McIntosh. Zero.
        Mr. Johnson of Georgia. Zero? So these employees all
    received the buyout offer, correct? The air traffic
    controllers.
        Mr. McIntosh. Our air traffic controllers----
        Mr. Johnson of Georgia [interrupting]. They received the
    buyout----
        Mr. McIntosh [interrupting]. Our air traffic controllers--
    --
        Mr. Johnson of Georgia [continuing]. Offer, correct? Isn't
    that correct?
        Mr. McIntosh. No, sir, it isn't. Our critically--what we
    deemed as critical----
        Mr. Johnson of Georgia [interrupting]. Sir, are you here to
    testify today that the air traffic controllers did not receive
    the buyout offer from co-President Musk?
        Mr. McIntosh. What I am going to say is that----
        Mr. Johnson of Georgia [interrupting]. Is that true or is
    it false?
        Mr. McIntosh. I would like to answer the question, sir----
        Mr. Johnson of Georgia [interrupting]. That they received--
    --
        Mr. McIntosh [continuing]. If that is okay.
        Mr. Johnson of Georgia. Did they receive the buyout offer?
        Mr. McIntosh. 2152s, which are air traffic controllers, are
    exempt from----
        Mr. Johnson of Georgia [interrupting]. Did they receive the
    buyout offer? is my question.
        Mr. McIntosh. I am not aware if they received any. You
    asked me if they were driven out, and the answer----
        Mr. Johnson of Georgia [interrupting]. No, I am asking you,
    did they receive the buyout offer?
        Mr. McIntosh. I am not aware if they received a buyout
    offer----
        Mr. Johnson of Georgia [interrupting]. Are you aware of it,
    Ms. Baker? Did air traffic controllers receive the buyout
    offer?
        Ms. Baker. I am unaware of if they received----
        Mr. Johnson of Georgia [interrupting]. You are unaware of
    it?
        Ms. Baker. No.
        Mr. Johnson of Georgia. Okay. And what about the five-
    bullet ultimatum email? Did they receive that, Mr. McIntosh?
        Mr. McIntosh. There is--we do a ``what did we do for the
    week,'' five bullets. And yes, we all do that.
        Mr. Johnson of Georgia. You did receive that memo, right?
        Mr. McIntosh. I did receive that memo.
        Mr. Johnson of Georgia. The air traffic controllers also
    did. Correct?
        Mr. McIntosh. Yes, they did.
        Mr. Johnson of Georgia. And that created some confusion,
    some fear among an already overworked staff of air traffic
    controllers, I would assume.
        We are talking about people who work 10 hours a day, 6 days
    a week for years at a time. Isn't that right, Mr. McIntosh?
        Mr. McIntosh. Depending on which facility, that is true.
        Mr. Johnson of Georgia. And if they did receive the buyout
    offer, that would have incentivized them, who are already
    exhausted and suffering burnout, that would have encouraged
    more people to accept the offer and leave air traffic control.
    Correct?
        Mr. McIntosh. 2152s are exempt from that buyout, sir.
        Mr. Johnson of Georgia. Okay. Well, let me ask you this.
    How many air traffic controllers have left the system since
    January 20th of 2025?
        Mr. McIntosh. I am not aware of how many have retired since
    that time.
        Mr. Johnson of Georgia. No, no, but--so could it have been
    100?
        Mr. McIntosh. It could have been one. It could have been
    1,000.
        Mr. Johnson of Georgia. It could have been 5,000.
        Mr. McIntosh. No.
        Mr. Johnson of Georgia. Maybe 2,500?
        Mr. McIntosh. No.
        Mr. Johnson of Georgia. 2,000.
        Mr. McIntosh. I don't believe so, sir. I track how many air
    traffic controllers are----
        Mr. Johnson of Georgia [interrupting]. Well, tell us how
    many have left their jobs since January 20.
        Mr. McIntosh. I can't tell you that exact number, sir----
        Mr. Johnson of Georgia [interrupting]. You won't tell us
    that.
        Mr. McIntosh. I would be happy to come back to you----
        Mr. Johnson of Georgia [interrupting]. I will move on.
        Mr. McIntosh. Thank you.
        Mr. Johnson of Georgia. Mr. Collins, Secretary Duffy
    recently outlined a major plan to modernize air traffic control
    systems and replace outdated FAA towers and facilities. Can you
    discuss the steps that FAA is taking to make sure that these
    upgrades don't cause more disruptions?
        Mr. Collins. So, we currently don't have any ongoing work
    related to the new plan. We would be happy to chat with your
    staff about any work that you might want us to do in that area.
        Mr. Johnson of Georgia. All right. Well, it looks like
    there is going to be something rolled out by July of 2026,
    according to testimony earlier today. I am perplexed that you
    are not already getting ready for that.
        Mr. Nehls. The gentleman's time has expired. I now
    recognize Mr. Babin for 5 minutes.
        Dr. Babin. Thank you, Mr. Chairman, I appreciate it, and
    thank you to the witnesses for being here today.
        Mr. McIntosh----
        Mr. McIntosh [interposing]. Yes, sir.
        Dr. Babin [continuing]. Section 630 of the FAA
    Reauthorization Act authorized annual appropriations of $10
    million to modernize air traffic control systems to better
    integrate space launch and reentry operations. I continue to
    hear that these programs are being deprioritized and delayed by
    the FAA, despite their many benefits to airspace management.
    Can you tell me what the status is of FAA programs to enable
    real-time hazard area generation and dynamic airspace
    management?
        Mr. McIntosh. Yes, sir. I would love to, and thank you for
    the question.
        Dr. Babin. Yes, sir.
        Mr. McIntosh. Commercial space has made significant
    progress in the United States over the last few years. We are
    seeing much more commercial space launches this year than we
    have seen 4 or 5 years ago. As a matter of fact, it is not
    uncommon for us to see two, three, four a week----
        Dr. Babin [interposing]. Absolutely.
        Mr. McIntosh [continuing]. With the advancements that have
    been made.
        And to the question that you have asked, the FAA has made a
    lot of progress in respect to the tools that facilitate that
    increased cadence of the space launches. And what we aim to do
    is keep the flying public safe while not disrupting the
    passenger flights that have to be a part of the National
    Airspace System.
        We have deployed successfully what we call the Space Data
    Integrator, SDI. That makes for a better tool to share
    telemetry data. When we have a commercial space launch, it is
    very important, obviously, to see where the space launch is and
    make sure we keep nonparticipating aircraft.
        Real-time telemetry is important, because the better the
    information, the more accurate we are with making sure that we
    keep flights clear.
        We also have something that we just developed called a
    range risk analysis tool. That has been improved, and it
    determines calculations on how large a debris response area is.
    So in the case of an anomaly, we know exactly how long to clear
    the airspace, how wide, and for how long. And that is very
    important because as soon as the debris may come down, we can
    start resuming those operations.
        These improved processes, along with those enhanced tools,
    will definitely lessen the negative impact of space launches
    and also the impacts to commercial flight operations. And we
    are on track on meeting that December 2026 deadline, sir.
        Dr. Babin. I am very glad to hear that.
        Mr. McIntosh. Yes, sir.
        Dr. Babin. I would like to follow up and give Ms. Baker an
    opportunity to provide her perspectives on this same question.
        Did you hear the question, Ms. Baker?
        Ms. Baker. Would you mind repeating it, please?
        Dr. Babin. Sure. No, ma'am. Can you tell me what the status
    is of FAA programs to enable real-time hazard area generation
    and dynamic airspace management?
        Ms. Baker. We rely heavily on Air Traffic and our
    colleagues in AST to implement those programs. So, I have
    nothing to add to what Mr. McIntosh shared.
        Dr. Babin. Okay, okay. Mr. Collins, section 1003 of the FAA
    Reauthorization Act of 2024 directed GAO to conduct an
    assessment of how FAA allocates its RDT&E funding. And in 2018,
    Congress mandated that at least 70 percent of RDT&E funds must
    be directed toward safety-related initiatives. What is the
    status of this report?
        Mr. Collins. That report should be coming out in the next
    month or so and will be made publicly available.
        Dr. Babin. Do you have any preliminary results that you can
    share with the committee about that?
        Mr. Collins. We have provided preliminary results to the
    authorizing committee staff, but aren't ready to make them
    public at this time.
        Dr. Babin. Oh, okay. Would your office commit to adhering
    to any funding level that you come up with with us?
        Mr. Collins. We would be happy----
        Dr. Babin [interrupting]. Do you have a funding level?
        Mr. Collins. We would be happy to work with your staff on
    any additional issues that you have related to that topic.
        Dr. Babin. Okay. Mr. Chairman, I think that is--I will
    yield back.
        Mr. Nehls. The gentleman yields. I now recognize Ms.
    Brownley for 5 minutes.
        Ms. Brownley. Thank you, Mr. Chairman.
        Ms. Baker, my question is to you. The 2024 reauthorization
    finally provided badly needed oversight of aircraft maintenance
    performed at foreign maintenance facilities, including
    reporting on defects in work performed at these facilities when
    aircraft are returned to be flown in this country by U.S. air
    carriers. The reauthorization required FAA actions. Can you
    provide an update on where FAA is with regard to implementing
    these requirements?
        Ms. Baker. I would love to, thank you.
        So, we did finish up the rule that required drug and
    alcohol testing for employees of foreign repair stations. So,
    that is complete and in the process of being implemented.
        The additional requirements are to require employees of
    foreign repair stations to meet the equivalent of part 65,
    which are the FAA certification requirements for mechanics,
    particularly those who return aircraft to service or those who
    supervise others who are doing the work. We are looking into
    that, on how we can implement those processes.
        Additionally, we have the requirement to not accept future
    foreign repair stations from countries that don't meet ICAO
    standards, so we are looking to implement that, as well.
        And finally, we are working around the increased
    inspections and unannounced inspections, what we would do
    there.
        It is important to note we do ongoing surveillance of
    foreign repair stations. We don't want repair stations, whether
    foreign or domestic, to introduce additional risk into the
    system. So they are already privy to a routine surveillance
    program. And as risks present, we will be sure to go in and
    take a closer look.
        You also asked specifically about the air carrier
    reporting. We are building the data collection tools so air
    carriers can report that information to us, and we can conduct
    analysis on what they submit.
        Ms. Brownley. And when----
        Ms. Baker [interrupting]. That feeds back into the risk
    model.
        Ms. Brownley. Do you have a timeline for when all of this
    will be complete?
        Ms. Baker. I don't, but that is something we could get back
    with you on.
        Ms. Brownley. Okay, great. So a followup question then is,
    once FAA has fully implemented these requirements, if FAA
    notices that an airline--or multiple airlines, for that
    matter--making use of the same facility, reporting substantial
    failures affecting the safe operation of aircraft returning to
    service, what steps would FAA take to remedy that problem?
        And will FAA commit to using this new data to aggressively
    act where these issues are found?
        Ms. Baker. So absolutely, we use data to manage risk. That
    is what safety management is for. If we saw trends that needed
    attention, we would definitely do attention there, and exercise
    our compliance and enforcement program.
        We want participants in the system to comply. We want them
    to not introduce risk. And our goal is to make sure that isn't
    happening.
        Ms. Brownley. Thank you.
        Mr. Heibeck, the Inflation Reduction Act included resources
    for projects relating to the production, transportation,
    blending, or storage of sustainable aviation fuel. What
    progress is FAA making on helping to ensure that airports are
    able to deliver sustainable aviation fuel to meet the demands
    that air carriers have for this fuel?
        Mr. Heibeck. Yes. So I believe there have been several--I
    don't have the specific numbers, but I believe there have been
    several grants issued. That includes sustainable aviation fuel
    storage with them, but I can circle back to you--with your
    staff or you--and confirm that.
        Ms. Brownley. So on these grants, do you have any idea how
    much FAA has allocated and what progress has taken place?
        And can we expect a full utilization of the remaining
    funds?
        Mr. Heibeck. I don't have that information with me. I can
    circle back and provide you with that information.
        Ms. Brownley. Okay. Ms. Baker or Mr. McIntosh, as FAA
    considers improvements to air traffic control systems, is FAA
    also looking at software that aircraft need to have on board,
    such as modern technology that alerts pilots in the cockpit to
    issues like lining up to land or take off from the wrong
    runway?
        Ms. Baker. So, yes, we are. We did task our Investigative
    Technologies ARC to look at in-cockpit technologies around
    runways. They did provide us a recommendation late last year--
    late last summer, I believe--and we are looking to see what it
    would take to implement that.
        Ms. Brownley. It seems to me like this is low-hanging fruit
    in some sense, relative to safety of our skies, and I have had
    many people come into my office to talk about the technologies
    that they have, and it is out there, it is ready. It is a
    matter of FAA requiring the airlines to begin to start
    implementing this in their plane. So, thank you.
        With that, time is up, and I will yield back, Mr. Chairman.
        Mr. Nehls. The gentlelady yields. I now recognize Mr.
    LaMalfa for 5 minutes.
        Mr. LaMalfa. Thank you, Mr. Chairman.
        Ready, Mr. Heibeck?
        Mr. Heibeck. Good morning.
        Mr. LaMalfa. Good morning. All right. I have been a Member
    of this U.S. House for 12 years, 132 days, and this morning. So
    this issue I am going to talk to you about has been an issue
    for 12 years, 132 days, and this morning, at least. That is
    putting an FAA-mandated fence around the Tulelake Municipal
    Airport which lies in the town of Newell, not far from the area
    called Tulelake, right on the California-Oregon border.
        [Poster displayed.]
        Mr. LaMalfa. So, the airport is right here. That is the
    perimeter of that. One of the contentions is that there is an
    issue with the national park monument nearby. So the 37 acres
    that are proximate but not even adjacent to the airport are
    highlighted in this magenta color here, right? So that is 37
    acres that is not even adjacent to the airport.
        So FAA has been mandating all this time that there should
    be a fence for safety around there to keep people from
    wandering in, or deer or elk, maybe livestock, what have you,
    which is a good idea. But there has been just one holdup after
    another to getting this job done.
        So Mr. Heibeck, I just want to ask you straight up, because
    it has been really aggravating to me, and I have been holding
    my tongue for a long time, allowing some sort of process, as it
    is, to work. Is this an acceptable timeline for something FAA
    is mandating of the locals there for a very important facility
    for agriculture and the crop dusting aspects of that, as well
    as other municipal airport needs?
        Mr. Heibeck. Yes. Thank you for your question, Congressman.
        To answer directly, no, it is not acceptable. In my
    experience with environmental reviews and section 106
    consultation processes, it has been my experience that
    sometimes we wait far too long before elevating issues to be
    resolved when there is disagreement amongst the parties. And I
    think some of that comes into play here.
        But I----
        Mr. LaMalfa [interrupting]. What does ``elevating issues''
    mean in the sense----
        Mr. Heibeck [interrupting]. ``Elevating issues'' means
    that, if you can't come to an agreement with a consulting party
    in the process or with another agency in the environmental
    review, that you would elevate it up to another higher level.
    And I say that, sir, because I am acutely aware of this issue.
    I am tracking it. And as of this morning, I understand that we
    have an agreement on the MOA with the county. I also understand
    that there is agreement on the visitation plan, that all the
    language has been worked out there.
        And now we have the----
        Mr. LaMalfa [interrupting]. So do you stand behind that?
    Because if I asked Modoc County about this, is the agreement in
    place, they will say, yes, we have worked with them and it is
    in place?
        Mr. Heibeck. The----
        Mr. LaMalfa [interrupting]. Will I get that answer from
    Modoc County?
        Mr. Heibeck. The agreement is not yet in place. The
    agreement has now--once we have the second piece of it, the
    monitoring plan to monitor for when they are--to monitor, they
    will--those pieces will need to go back to----
        Mr. LaMalfa [interrupting]. You mean monitoring while the
    fence is being installed, looking for stuff on the ground?
        Mr. Heibeck. No, I think it is monitoring of the visitors
    coming on to the airport, sir.
        So the MOA contains two appendices. That second appendix
    for the monitoring plan needs to--my understanding is the
    county will have some requested edits back to us by Friday.
    After that, I expect next week the entire MOA with the
    appendices will move to the State Historic Preservation Office
    for review.
        Mr. LaMalfa. Well, I can point to much of the delay came
    from these so-called consensus building meetings run by a group
    called the Udall Foundation. They were seeking funding a couple
    of years ago in one of my other committees. They forced Modoc
    County to go through, at tremendous cost to the taxpayer, all
    these meetings and meetings to build some kind of consensus.
    The consensus never happened. Lawsuits were still filed by a
    group that thinks that they need to take the airport out and
    turn it back into the internment camp that it was during the
    war.
        So the interesting thing is that the 37 acres that is set
    aside as a park right here has had nothing done to it as a
    park. It has got a couple ruins on it, and the whole rest of
    the field area has nothing in it. There used to be those
    internment camp huts there [indicating area on poster]. After
    the war, many of those were purchased by locals, and the locals
    used them as homes. So we are talking about an issue that is
    really a manufactured one by outsiders agitating from getting a
    blankety-blank fence built for 12-plus years.
        I mean, isn't that kind of embarrassing after a point, sir?
        Mr. Heibeck. I do understand your frustration, Congressman.
        Mr. LaMalfa. No, but is it embarrassing to you all?
        Mr. Heibeck. I--it certainly--I think we could do better,
    and that is what I was referring to when I said about elevating
    this issue. It would have been, in my view, better to elevate
    it sooner to get this resolved.
        Mr. LaMalfa. Okay, so since we are elevated now, what kind
    of timeline are we looking at to work out the monitoring, the
    access?
        I don't know what there is to visit out there. It is a
    runway and an open field with a broken-down fence from the
    past. There is nothing to see there.
        But that all said, and what I would love, too, is if they
    did want to turn this park into something that could be
    visited, and refurbish it into something that would be a
    replica of a sorry past that was there, I would be all for that
    on the 37 acres. But nobody has moved forward to do that. The
    national parks hasn't, the monument people haven't, and the
    people interested in that haven't.
        Let's look at the next slide.
        [Poster displayed.]
        Mr. Nehls. Thank you.
        Mr. LaMalfa. Okay, so we have here----
        Mr. Nehls [interrupting]. The gentleman's time----
        Mr. LaMalfa [continuing]. This is the perimeter fence that
    needs to be done. And so let's get it done, please. Okay?
        Mr. Heibeck. You have my commitment----
        Mr. LaMalfa [interrupting]. It doesn't [inaudible]----
        Mr. Heibeck [continuing]. To see this through, sir.
        Mr. LaMalfa [continuing]. At all, at all.
        Mr. Heibeck. You have my commitment.
        Mr. Nehls. The gentleman's time has expired. Mr. Carbajal,
    you are recognized for 5 minutes.
        Mr. Carbajal. Thank you, Mr. Chair, and welcome to all the
    witnesses. You guys have a tough job, and a very sensitive and
    important job, and that is why you are being grilled today. So,
    I really appreciate your work.
        My understanding is that the air traffic controllers were
    spared from DOGE's indiscriminate purge of FAA employees.
    However, in meetings with my constituents, they have informed
    me that other key safety roles within the FAA's Air Traffic
    Organization, ATO, were terminated, which has negatively
    impacted their job.
        Mr. McIntosh, can you discuss the logic and impact of the
    mass firings in the FAA by DOGE?
        Mr. McIntosh. I am sorry, Congressman, I am trying to
    understand your question. Can you repeat it one more----
        Mr. Carbajal [interrupting]. Aside from air traffic
    controllers, there were many others in the FAA that were
    terminated by DOGE in various positions. What was the impact
    and the logic that you are aware of those firings?
        Mr. McIntosh. Honestly, Congressman, I am not aware of
    employees fired by DOGE in the air traffic----
        Mr. Carbajal [interrupting]. You have got to be kidding me.
        Mr. McIntosh. No, sir.
        Mr. Carbajal. I am appalled that you would respond in such
    a way when there is evidence and record that so many were let
    go. Not controllers, but so many supportive staff.
        Mr. McIntosh. I understand, sir. I am not trying to be
    standoffish with you. I am not aware of anyone terminated or
    fired by DOGE.
        Mr. Carbajal. Okay. Well, I would like you to go back and
    look at that. And if you find that there is contrary
    information to that knowledge you have, that you get back to
    me.
        Mr. McIntosh. Yes, sir. Of course.
        Mr. Carbajal. Mr. Heibeck, an issue I hear consistently
    from my constituents deals with airport and spacecraft noise
    pollution. As members of this committee, we work towards
    solutions. Can you provide an update on the implementation of
    section 786, which requires the FAA to update its noise
    standards?
        Mr. Heibeck. Yes. So, that section requires us to update
    our part 150 regulations regarding noise compatibility. We are
    in the process of updating them for changes in other
    regulations and laws that are referenced in there.
        A piece of what will be required is results from the
    ongoing noise study that we will need to finalize our update,
    so I don't think we are going to make the timeline to update
    that because this is an ongoing study. It has been going on for
    some time with significant input through the comment period. I
    think we did two notices and received over 8,000 comments to
    look at regarding----
        Mr. Carbajal [interrupting]. What is the new timeline?
        Mr. Heibeck. I don't have a specific when that will wrap
    up.
        Mr. Carbajal. Any general timeline?
        Mr. Heibeck. As part of the reauthorization, another piece
    was also added to that, and that is the Aircraft Noise Advisory
    Committee that we are required to establish. That charter has
    been--or is being finalized, sorry, and then we will solicit
    members for all of that--a culmination of all the information
    that comes in from there. So I don't know how long it is going
    to take for the committee to do its work, either, so I don't
    have a----
        Mr. Carbajal [interrupting]. I would appreciate you getting
    back to me as to an estimated timeline.
        Mr. Heibeck. Absolutely.
        Mr. Carbajal. Thank you.
        Ms. Baker, aviation products and operators compete in a
    global marketplace, but safety is a shared mutual goal of
    aviation authorities, manufacturers, operators, and the
    traveling public. The recent FAA reauthorization included
    provisions aimed at bolstering the FAA's engagement in the
    international marketplace with the goal of better utilizing
    safety resources and facilitating market access for the U.S.
    aviation products. Can you provide an update as to where the
    agency is implementing these provisions?
        And can you also discuss how efforts to enhance FAA's
    international engagement and how to better leverage bilateral
    safety agreements will benefit safety and aviation growth?
        Ms. Baker. Thank you for the question.
        So we recognize that aviation is global and aviation safety
    is global. We do have arrangements, as you described. We have
    international safety agreements, bilateral agreements that
    allow us to leverage each other's inspection workforce, for
    example, which makes all of us more efficient. It also
    generates more data that we can share.
        We have validation agreements so we don't have to go
    through a full certification project of an aircraft that has
    been certified already by the home authority. So that allows us
    to integrate products more quickly, and allows our products to
    also be integrated more quickly overseas.
        Additionally, we are looking at how we can share data
    internationally. We have an effort we call the Global Safety--
    GSIME. Never use an acronym you can't define. But the concept
    of GSIME is that other foreign civil aviation authorities are
    also gathering data on aviation operations within their
    country, whether it is their local operations or it is
    operations of U.S. operators coming into those countries and
    how can we link those data sources together so collectively we
    can get a fuller picture of what is happening worldwide.
        Mr. Carbajal. Thank you.
        I am out of time, but I will submit my last question for
    Mr. McIntosh and Mr. Heibeck. If I could get an answer to those
    questions later, I would appreciate it.
        Mr. Chair, I yield back.
        Mr. Nehls. The gentleman yields. I now recognize Mr. Owens
    for 5 minutes.
        Mr. Owens. Thank you, Mr. Chairman.
        The FAA Reauthorization Act of 2024 is a strong bipartisan
    step forward when it demonstrated what Congress can accomplish
    when we work together to improve American aviation. A year
    later, many good parts of the FAA reauthorization are already
    being felt in many airports, large and small. We are seeing it
    in my great State of Utah as we continue to expand our Salt
    Lake City Airport. It is among the Nation's newest, most
    innovative, and fast-growing travel hubs.
        At the same time, our regional airports continue to be
    vital links for our rural communities to the economic
    opportunities, essential services. That being said, it is
    essential, with our growth, that we are addressing workforce
    strategies, employing safety systems, and modernizing our
    systems with new technology.
        Mr. Collins, section 414 of the reauthorization directs the
    GAO to initiate a study to assess high school aviation
    maintenance technology programs and identify barriers for
    graduates to obtain this training and expertise needed to
    become FAA-certified mechanics. Has the GAO initiated this
    study yet?
        Mr. Collins. That study was initiated last month.
        Mr. Owens. It has been?
        Mr. Collins. Yes. We have just started work.
        Mr. Owens. Okay. Has it--so it has--when do you expect it
    to be completed?
        Mr. Collins. They are just now scoping out that engagement,
    so I can't give you an anticipated issuance date, but happy to
    get back to you----
        Mr. Owens [interposing]. Okay.
        Mr. Collins [continuing]. As they progress in their work.
        Mr. Owens. Are there any updates you can share right now
    with the committee regarding this?
        Mr. Collins. It's just in its initial stages.
        Mr. Owens. Okay. All right, sounds good.
        Mr. McIntosh, the section 415 of the reauthorization
    provides for improved access to air traffic control simulation
    trainings, specifically the tower simulator studies, while
    maintaining high training standards. How far along is the FAA
    in acquiring, deploying, and implementing these simulation
    systems at our towers now?
        Mr. McIntosh. Thank you for the question, and I am happy to
    provide an update on this.
        Tower simulation systems are something that is vital for
    our success. As we train more air traffic controllers, these
    tower simulations give us high-fidelity problems to give us
    realistic scenarios. And we thank everyone in the room for the
    funding to allow us to do this.
        In regards to where we are now, we have 56 tower simulators
    that have been put into our FAA facilities, and most recently
    Newark. And the responses we have gotten from the controllers
    and the management team is that it is fantastic, it is high
    fidelity, it is a--it has got a visual database where you look
    out on the platform. It looks like the tower, it looks like the
    airport service environment, and we can practice all of our
    normal operations and our regular operations. That is where we
    want our controllers to be, are in those simulators.
        As a former controller, these things offered me so much
    time to learn irregular operations. A pilot would never
    practice an engine flame-out or a bird strike without having to
    be able to do it in a simulator. We want to do the same thing
    with our air traffic controllers. So having the ability to do
    this, we are so excited about it.
        Mr. Owens. Okay.
        Mr. McIntosh. We currently have 56. We are on pace to make
    sure that we meet the authorization bill that every tower has
    access to a tower simulator. So thank you for the question. We
    appreciate the funding. We are right where we need to be with
    this.
        Mr. Owens. Okay, thank you so much.
        I am going to yield the remainder of my time to my friend
    from California, Mr. LaMalfa.
        Mr. LaMalfa. Thank you, Mr. Owens. I greatly appreciate
    your graciousness there. 5 minutes flies by so.
        [Poster displayed.]
        Mr. LaMalfa. Mr. Heibeck, we are going to come back to the
    situation here. Now, adjacent--or nearby the Tulelake Airport
    was the Tule Lake National Monument, that 37 acres in magenta,
    that L-shaped area. They managed to build a fence practically
    overnight. See that fence right here, around that, around that
    open, empty field, basically? That is what they managed to do
    in no time, yet the section 106 process that the airport is
    being put through over a long time with a lot of people at the
    table has taken the 12 years, 132 days that I am talking about,
    basically, to get there.
        [Poster displayed.]
        Mr. LaMalfa. So--and then on the next one, let's see. Let's
    see, these are some of the things that are left behind. These
    are some of the ruins that we are talking about that we are
    basing the whole situation on of preservation.
        And so the 37 acres, I am happy to have that turned into a
    park, and they can do what they need to do there. The airport
    needs to get done. Can you assure me that the section 106
    process will be finished soon, and the airport fence
    construction can be completed timely for the safety of the
    airport?
        Mr. Heibeck. Again, Congressman, I share your frustration
    with this. You have my commitment to conclude this process as
    soon as possible.
        Mr. LaMalfa. Thank you.
        I yield back. Thank you, Mr. Chairman.
        Mr. Nehls. The gentleman yields. I now recognize Mr.
    Stanton for 5 minutes.
        Mr. Stanton. Thank you very much, Mr. Chairman. Thank you
    for the witnesses for being here today.
        The United States does remain the gold standard of aviation
    safety, but recent incidents like the tragic crash above the
    Potomac earlier this year and a series of near-misses
    nationwide understandably put people's teeth on edge.
        Just in the last few weeks, Newark Airport, one of the
    busiest airports in the Nation, experienced a series of
    equipment outages. These disruptions delayed and canceled
    flights, and thank God, no one got hurt. Notably, these
    incidents happened on top of ongoing air traffic controller
    shortages. What is even more alarming is that these problems
    aren't limited to Newark. Airports across the country have
    struggled with these shortages for decades.
        And look, I am not going to agree with this administration
    very often, but Secretary Duffy's new plan to strengthen our
    air traffic control infrastructure deserves our serious
    bipartisan consideration, because on this most critical issue,
    we have to work together, and I am confident we will.
        Last year, this committee came together, Republicans and
    Democrats, to pass a strong FAA reauthorization bill. I was
    proud to help get it across the finish line. And we gave the
    FAA clear marching orders: hire more air traffic controllers,
    modernize outdated technology, replace systems that are unsafe
    or unstable. That work is underway, but the FAA needs to move
    faster to implement this bill. It was a big deal to get this
    major legislation across the finish line.
        In the meantime, we in Congress, we can do more. Just last
    week, I was proud to introduce the Air Traffic Control
    Workforce Development Act with my Republican colleague,
    Congressman Begich of Alaska. Our bipartisan bill directly
    tackles the controller shortage by training new recruits and
    keeping experienced controllers on the job, including providing
    more support for mental health challenges.
        We are ready to move. I want to get this bill passed and
    signed into law as soon as possible. Back home in Arizona, we
    would benefit from a swift implementation of the FAA. I
    advocated for a provision in last year's reauthorization to
    launch a pilot program converting high-activity contract towers
    into FAA staff towers. That program is now law, and Phoenix-
    Mesa Gateway Airport is a perfect candidate to lead the way.
        We didn't leave this open-ended. We gave FAA a clear
    deadline--18 months--to get the pilot program off the ground.
    When Administrator Whitaker testified here last September, he
    said the agency was on track to meet that timeline. Mr.
    McIntosh, is that still true? Where does implementation stand?
        And will the FAA hold listening sessions or public meetings
    so local communities can weigh in?
        Mr. McIntosh. First, I would like to thank you for calling
    us the gold standard. That is something that we take seriously
    and to heart every single day. Every single controller and
    manager and technician wear that on their sleeve, and I really
    appreciate you saying that.
        To answer your question as far as reauthorization, yes,
    sir. The pilot program is not just well underway, it is
    marching, it is speeding down the road. And we have stood the
    pilot program up, and we have identified six qualifying towers
    that meet the requirements of operations and enplanements, one
    of them being Phoenix-Mesa Gateway----
        Mr. Stanton [interposing]. Excellent.
        Mr. McIntosh [continuing]. And Chandler, Arizona, is the
    other one.
        Mr. Stanton. Excellent.
        Mr. McIntosh. We have two in Arizona, two in Hawaii, one in
    Florida, and one in Montana. And we are where we need to be.
        I will also be honest with you. I do think we will need
    future appropriations to actually move that, but we have the
    qualifying list, and I would be happy to share that with you,
    sir.
        Mr. Stanton. Thank you very much, and I look forward to
    working with you on the appropriate appropriations request.
        Let's talk about Phoenix Sky Harbor Airport, one of the
    busiest airports in the country. They have announced plans to
    build a new terminal to meet demand, but the FAA is saying that
    it will take 6 years just to get through the review process.
    Mr. Heibeck, 6 years is not acceptable. What can the FAA do to
    shorten that timeline and move this critical project forward?
        Mr. Heibeck. Thank you for your question. I am not aware of
    anybody that should be saying it would take 6 years. NEPA
    legislation sets the standard for environmental impact
    statements. So even if it were that, it would be more like 2
    years on an environmental impact statement. So I would like to
    look a little bit into that for you and circle back with your
    staff or you.
        Mr. Stanton. Two years sounds a lot better than 6 years.
    Thank you.
        Mr. Heibeck. That is what is in the law, sir.
        Mr. Stanton. Thank you so much.
        I yield back.
        Mr. Nehls. The gentleman yields. I now recognize Mr.
    Westerman for 5 minutes.
        Mr. Westerman. Thank you, Mr. Chair, and thank you to the
    witnesses for being here today.
        I think we can all agree that the primary goal of the FAA
    is safety, and I want to talk about an issue that I have worked
    on for a couple of years which poses a safety threat to my
    constituents who are flying in and out of the Mena Municipal
    Airport. That is the airport that was made famous by the Tom
    Cruise movie, ``American Made.''
        Section 612 of the FAA reauthorization passed last Congress
    and directed the FAA to brief this committee on the radio
    communications coverage within the airspace surrounding the
    Mena Airport. It included information regarding radio
    communication coverage with the Memphis Air Traffic Control
    Center; the altitudes at which radio communication ceases,
    which was found to be 4,000 feet; and recommendations on how to
    increase radio coverage in the airspace.
        First off, I am grateful for the FAA in meeting their
    requirement and providing this information to the committee and
    my office, but now we need to shift our focus on the
    implementation of a solution that ensures safety.
        The FAA recommended two potential solutions to achieve
    radio coverage below 4,000 feet. The first is to ``directly
    connect to an FAA voice communication switch via a
    telecommunications service.'' As I understand that, that is
    what they are doing now, the pilot gets on his cell phone and
    calls Memphis Center. Is that correct?
        Mr. McIntosh. I have got to be honest with you, I don't
    know exactly what the technical specifications are, but as soon
    as you said VCS--and that is a voice switch--it is a current
    setup.
        So--but I--to give you a better briefing, I would actually
    like to circle back and make sure you are getting what you
    want, because we are starting to get into that technical round
    where I want to make sure that you get the right information so
    we can provide the right mitigation to what you are looking
    for.
        Mr. Westerman. Yes, now that is what the pilots do now,
    they get on the cell phone and call the Memphis Tower.
        So, the other recommendation is to establish a radio
    communications facility, an RCF, at the Mena Airport. And I am
    not sure what that is, but I will open it up to the panel if
    you could tell me a little bit about how these facilities work,
    what a timeline is for establishing an RCF, if you believe it
    would solve the problems in Mena. And also, would it be part of
    the air traffic control upgrades or come from existing
    resources?
        We have included some upgrades for air traffic control in
    the reconciliation bill. So anything you can tell me on that?
        Mr. McIntosh. What I can tell you is--so I don't have
    spectrum analysis to understand what the coverage requirements
    are for that mountainous terrain that you are speaking to. But
    at the heart of the matter, it does talk directly to the need
    for better infrastructure, and that is what Secretary Duffy was
    speaking to earlier when he was in Philadelphia, and also when
    he talked about Project Lift.
        We need to make sure that we have the most advanced
    capabilities to ensure that controllers can talk to pilots, and
    pilots can talk to controllers, and that we can see aircraft
    when we are supposed to see them. And we are exploring all
    sorts of technologies. I think the best thing we can do is have
    a conversation with my technical operations team and get you
    the direct answer. But the direct answer is more improvements
    in our infrastructure to have the reliability and the
    performance-based navigation that we need.
        Mr. Westerman. Would anybody else like to add to that?
        Ms. Baker?
        Ms. Baker. I do not.
        Mr. Westerman. And maybe in your investigations you can
    figure out why the Mena Airport didn't have radio coverage
    below 4,000 feet.
        Mr. McIntosh. It very well could be too mountainous
    terrain. It could be, too, obstructions. I don't have an answer
    to that question, but I think it is a good one for me to go
    find out for you, sir.
        Mr. Westerman. Yes, if you watch the ``American Made''
    movie, it will raise even more questions as to why it might not
    have had radio signals.
        Mr. McIntosh. Fair enough. Yes, sir.
        Mr. Westerman. Thank you, Mr. Chairman, I yield back.
        Mr. Nehls. The gentleman yields. I now recognize Ms. Davids
    for 5 minutes.
        Ms. Davids of Kansas. Thank you, and also thank you to, of
    course, our Chairman Graves and Ranking Member Larsen for
    holding this hearing today. And I do want to especially thank
    our witnesses for being here.
        Thank you for your service and for the work that you are
    doing.
        Millions of passengers are able to fly in the United States
    every year, thanks to some of the most advanced technologies
    that we have. And also, as we have heard earlier, sometimes
    terrible tragedies happen like the mid-air collision of PAT 25
    and flight 5342, which originated in Kansas--not in my
    district, but we were all impacted.
        So I would say that in the United States, overall, we
    absolutely enjoy an exceedingly safe national airspace; as Mr.
    Stanton said, the gold standard, and so many of us do it
    without a second thought. But we all know, especially in this
    committee, that that safety isn't free, from fully implementing
    NextGen and upgrading our air traffic control systems to
    training and retaining the folks like our aviation safety
    specialists, air traffic controllers. I would say everyone
    within the FAA has a mission of safety, but we do need to
    continue to invest time and resources to ensure that we are
    protecting the flying public.
        So Mr. Collins, I will come to you first. For years, the
    FAA funding requests for its facilities and equipment haven't
    necessarily kept pace with the air traffic control
    infrastructure needs. And I have had to, unfortunately,
    demonstrate this chronic lack of investment in multiple
    hearings of this committee, and have relayed the horror stories
    of safety specialists trading outdated parts between regions.
    Can you just speak to why is it important for the FAA to invest
    more than just the mere sustainment for the ATC legacy systems
    that we are using?
        Mr. Collins. Yes. Aging legacy systems are a continual
    problem. About one-third are unsustainable, and many of those
    are critical to safety and efficiency.
        We also have an increasingly complex and congested
    airspace, which is expected to grow. And you have new and
    expanding entrants, as well as cyber challenges, and this makes
    it all the more important that FAA continue to mitigate the
    various risks related to modernization.
        Ms. Davids of Kansas. Mr. Macintosh, I don't know if you
    want to speak to that.
        Mr. McIntosh. Yes, ma'am, I would, and thank you for the
    question.
        Over 90 percent of our budget goes to sustainment of our
    legacy systems, while under 10 percent actually go to the
    future modernization. That is to keep the NAS running for some
    older systems or aircraft that have not equipped correctly. We
    need to move forward.
        When we talk about generational changes and keeping us as
    the gold standard and innovations in safety, we need to make
    sure that we make those necessary improvements and investments
    and start talking about the legacy system of the old, and talk
    about future systems and make that the modern system. We need
    to go there.
        Ms. Davids of Kansas. Yes, thank you. Ten percent is
    probably not going to get us there, so I appreciate that.
        I want to switch to another area where I see the FAA
    potentially looking to kind of catch up in the promotion and
    coordination of new and emerging technologies like advanced air
    mobility. I believe the U.S. has a real opportunity to lead on
    the global stage in this sector, but in the name of safety,
    first the FAA needs to set a path for that.
        Ms. Baker, I would love to hear from you about the work
    that you all are doing. The Advanced Air Mobility Coordination
    and Leadership Act was passed into law to support integration
    of new AAM entrants by directing an interagency working group
    to plan and coordinate our Government efforts. And my
    understanding is that much of this intergovernmental work has
    been completed and could serve as a foundation for interagency
    collaboration and progress while helping to preserve U.S.
    leadership and innovation. Would you be able to share with the
    committee when that framework would be released so that we can
    continue to see those advancements here?
        Ms. Baker. So I am much more familiar with the work we are
    doing within FAA, so I will come back with you on the specifics
    on when that interagency work will be done. I know we have
    participated in that, because it really is a whole of
    Government, if you think of how aviation is currently
    structured.
        But within FAA, we are very excited about advanced air
    mobility. We have established a way to get the vehicles
    certified so we can actually get vehicles, safe vehicles, in
    operation, and they are going through the process of getting
    their type certificates. We have an operational framework that
    will create pilots who will be ready for those first AAM. We
    continue to work with my colleagues across FAA on vertiports,
    where these vehicles are going to take off and land, whether it
    is a traditional airport or something different, as well as
    working with our colleagues in air traffic to identify how to
    integrate them into the larger system.
        Ms. Davids of Kansas. Thank you so much. I got so excited
    about AAM I didn't even realize the--I yield my--I yield.
        Mr. Nehls. The gentlelady yields. I now recognize Mr.
    Barrett for 5 minutes.
        Mr. Barrett. Thank you, Mr. Chairman.
        And to our panelists, thank you for being here. And I
    apologize if I am asking you some questions that may have been
    covered by my colleagues while I had to step out for a few
    moments. But I want to start by following up on a question Ms.
    Norton asked.
        I think, Mr. McIntosh, you were kind of responding to this.
    It was about some of the VIP transport out of DCA, and the ADS-
    B Out requirement. You said currently protocol is that they can
    only turn that off for VIP transport, active law enforcement
    missions, and national security missions. Is that--basically,
    am I understanding that correctly?
        Mr. McIntosh. Those three, as well as what we call
    operational continuity in case of a real-world national event.
        Mr. Barrett. Yes, okay. I have flown VIP helicopter flights
    and, thankfully, we were not flying over as congested of an
    airspace as right here at DCA. But I just sense that there can
    be a mission creep that develops over time, where a straight-
    line corridor turns into coming to this stop and then that one,
    and then it deviates from the original intent. And next thing
    you know, circumstances and breakdowns occur and then you have
    a tragic, real-world collision event.
        One of the outcomes of that--and I saw some testimony in
    the Senate where the Army testified that they had a standard
    operating procedure where they would turn off ADS-B during
    those simulated national security-type missions, but they would
    turn them off for the entire flight. And I don't know if you
    have any insight for us as to whether or not the SOP has been
    changed so that when you are in an airspace where you want to
    be seen and everyone should benefit from knowledge of your
    whereabouts, where you would turn that back on. Certainly not
    over a classified site that you are practicing movements to,
    but once you are back over Reagan National Airport, I think we
    all want to know where you are for the benefit of the entire
    national airspace, and I am curious if you have any update for
    us on that.
        Mr. McIntosh. I don't disagree with your comments, but I
    can't speak affirmatively on exactly how that change has
    occurred.
        I do know when Acting Administrator Rocheleau made the
    commitment, we updated all of our orders to reflect the
    changes. Now, as far as those few exceptions, I would have to
    go back and make sure that----
        Mr. Barrett [interposing]. Yes.
        Mr. McIntosh [continuing]. I answered your question. But I
    do understand the importance of ensuring that you don't have
    either mission creep or safety creep. You have to stay on top
    of these things----
        Mr. Barrett [interposing]. Right, right.
        Mr. McIntosh [continuing]. And make sure that we don't
    compromise and we always remain vigilant.
        Mr. Barrett. Okay. Is there a liaison between the FAA and
    the Department of Defense that works collaboratively in these
    efforts to try and sculpt these things in the best way
    possible?
        Mr. McIntosh. So one of our service units in the Air
    Traffic Organization is security. And they are a liaison with
    the Department of Defense, as well as the White House, to make
    sure that there is daily communication and we continue to work
    collectively to ensure the safety of the NAS isn't compromised.
        Mr. Barrett. Yes.
        Mr. McIntosh. There is a liaison to do that. Yes, sir.
        Mr. Barrett. Okay. And then I feel personally--and others
    may share a different opinion--that we have had a willingness
    to maybe transport a lot of VIPs that could take alternative
    means of transportation. That would clear out a lot of this
    hazardous situation and near-miss--I mean, the helicopter unit
    started operations recently, and then had a--like a 200-foot
    near-miss with a civilian airline again.
        It causes a whole lot of concern and consideration that, if
    we are doing this, if we are implementing a level of risk--and
    everything has a level of risk to it, but if we are doing that
    for convenience sake instead of necessity's sake, we have got
    to have a better way of determining that.
        Mr. McIntosh. So I thank you for the followup, because I do
    want to clarify. When I say VIP movement, it is not for
    personnel transfer or for that at all. As far as if we are
    speaking about five-star generals or four-star generals----
        Mr. Barrett [interposing]. Yes.
        Mr. McIntosh [continuing]. They are not VIP.
        Mr. Barrett. Okay.
        Mr. McIntosh. And to your point, we are having those
    discussions on whether or not they should be in a helicopter at
    all----
        Mr. Barrett [interposing]. Right.
        Mr. McIntosh [continuing]. Let alone have ADS-B----
        Mr. Barrett [interrupting]. Right, turned off.
        Mr. McIntosh [continuing]. Off, out.
        Mr. Barrett. Yes.
        Mr. McIntosh. Exactly.
        Mr. Barrett. Yes.
        Mr. McIntosh. So that is not part of the conversation.
        Mr. Barrett. Okay.
        Mr. McIntosh. When I say VIP, I am talking about--strictly
    about the President of the United States----
        Mr. Barrett [interposing]. Got you.
        Mr. McIntosh [continuing]. And making sure the President of
    the United States has the security that he should be afforded--
    --
        Mr. Barrett [interposing]. Sure.
        Mr. McIntosh [continuing]. Like the Presidents before him.
        Mr. Barrett. Thank you.
        Lastly, for the group, I know that there are a number of
    reports due from the previous Congress in the reauthorization
    around the issue of ADS-B and ADS-B Out, and whether that is
    autonomous or drone vehicles--drone aircraft or general
    aviation aircraft. I think that report is due tomorrow, like in
    12 hours, tomorrow. Do we have any update as to when we should
    expect that?
        And what the--if you have any preliminary findings for us
    to share.
        Ms. Baker. We aspire to make all the deadlines. I don't
    have any preliminary findings.
        Mr. Barrett. Okay.
        Ms. Baker. I believe we have some busy people at FAA.
        Mr. Barrett. Okay. So not by tomorrow, of course, but do
    you have any expectation of when we can----
        Ms. Baker [interrupting]. It very well may be by tomorrow.
        Mr. Barrett. Oh, okay, very good. Well, thank you so much.
    I appreciate it.
        Thank you, Mr. Chair.
        Mr. Nehls. The gentleman yields. I now recognize Mr. Garcia
    of Illinois.
        Mr. Garcia of Illinois. Thank you, Chairman, Ranking
    Member, and, of course, the witnesses.
        Last Congress, I led a group of colleagues in an effort to
    strengthen consumer rights and protect labor agreements in the
    final FAA bill. We successfully pushed to require airlines to
    automatically start a refund for canceled or significantly
    delayed flights, instead of keeping the burden on customers. We
    also successfully fought to remove a provision that would have
    raised the pilot retirement age, undermining hard labor
    agreements.
        Of course, I would be the first to admit that it wasn't a
    perfect bill. I was pushing to include, for example, my Good
    Jobs for Good Airports bill to increase the wages and the
    benefits of airport service workers, and I would have liked to
    see more done to increase competition among airlines to benefit
    consumers. But the bill did make important strides toward
    talent pipelines that can address urgent workforce needs in the
    aviation industry.
        Recent incidents, including the tragic collision over DCA,
    remind us of just how urgent full implementation is, including
    workforce expansion and equipment updates. I was troubled, for
    example, to hear that Midway Airport, which is in my district
    in Chicago, relies on obsolete surface surveillance equipment,
    forcing them to look for replacement parts at other airports,
    as previous speakers have underscored.
        As we push, I do know one thing hasn't helped make our
    aviation system safer, and that is Trump's targeting of Federal
    workers. Questioning the qualifications of people who direct
    our air traffic is despicable. And Trump's purge of the Federal
    workforce undermines the aviation safety system that we are
    trying to improve.
        For Ms. Baker, can you describe the role that aviation
    safety inspectors play in upholding the safety culture across
    the aviation industry, and why having this workforce fully
    staffed is important for the FAA's safety mission?
        Ms. Baker. Absolutely. So aviation safety inspectors
    provide critical oversight of the aviation system and how it is
    functioning. They also write new standards, they certify new
    operations, they certify--approve new manufacturers. So they
    are fundamental to the core of the system.
        To be noted that we have identified them as safety-critical
    individuals, they are continuing to be hired. We have preserved
    that safety ASI workforce.
        Mr. Garcia of Illinois. Thank you, Ms. Baker. My next
    question is for Mr. Collins.
        As I mentioned earlier, I was disappointed that the FAA
    bill did not include the Good Jobs for Good Airports Act.
    Airport workers, from ticketing agents to ramp workers, go the
    extra mile to make travel smoother, but they also receive
    poverty wages and inadequate benefits. This is unjust, unsafe,
    and it has got to change. And while the FAA didn't include my
    bill, it did acknowledge the problem that my bill seeks to
    correct by requiring the GAO study on the importance of said
    workforce to the aviation economy.
        So Mr. Collins, can you tell us when the GAO will complete
    the airport service worker analysis?
        And in addition, can you share any discussions between
    Secretary Duffy and the GAO to convene a public working group
    to discuss said report?
        Mr. Collins. So our airport service worker report will be
    formally issued in September. I am not aware of any particular
    conversations between the Secretary and GAO regarding the issue
    you mentioned, but I can get back to you on that.
        Mr. Garcia of Illinois. Yes, I would appreciate it greatly,
    the public working group to discuss that report. Thank you, Mr.
    Collins and, again, thanks to all of our witnesses.
        I yield back.
        Mr. Nehls. The gentleman yields. I now recognize Mr.
    Burchett for 5 minutes.
        Mr. Burchett. Or Burchett, either one.
        Mr. McIntosh, has the FAA begun auditing legacy systems in
    use across the U.S. airspace to determine the optional risk,
    functionality, and security? And if not, when do you all plan
    to begin?
        Mr. McIntosh. I am sorry, sir, can you repeat that one more
    time? I want to make sure I totally understand your question.
        Mr. Burchett. Okay. Has the FAA begun auditing legacy
    systems in use across U.S. airspace to determine operational
    risk, functionality, and security?
        Mr. McIntosh. We have looked at something that we do, a
    risk assessment, on all of our legacy systems to talk about
    vulnerabilities, potential replacement parts, and what is the
    likelihood of potential failures. So we do look at that. There
    has been a risk assessment that was done, and I would be happy
    to share that with you, sir.
        Mr. Burchett. I would like to have that, if you did.
        Can you go over some of the new technology that is being
    implemented for air traffic control systems?
        Mr. McIntosh. Some of the newer technologies that I am
    going to talk about, our surface safety portfolio that enhances
    our safety on our runways.
        Surface Awareness Initiative is a new technology that we
    are deploying at our towers. It uses the new ADS-B technology,
    and it gives controllers the ability to see surface movement
    that they would not have seen before.
        Another thing that we have deployed, sir, is something we
    called a Runway Incursion Device, RID. What that does is it
    allows controllers to use it as a memory aid. So if we have a
    closed runway or a closed taxiway due to construction or
    something along that line, or if we put an aircraft into a
    position that we call line up and wait--we put an aircraft on
    an active runway because we are waiting for either a previous
    departure to come off or another inbound to come across another
    runway--we will activate this, and it gives an aural and visual
    alarm to controller if it has been on a runway for a specific
    period of time.
        And the third thing that we have deployed recently is
    something called ARV, which is our Approach Runway
    Verification. This is another aural and audible alarm that
    gives controllers if an aircraft is lined up to a wrong runway
    or actually lined up to a taxiway.
        If you put these three technologies on top of one another,
    it forms three layers of safety. And the first level of safety
    and the last level of safety is a well-staffed tower, by the
    way. So if you have a well-staffed tower, and you have these
    layers of technology, that greatly enhances what we are doing
    in our tower environment, sir.
        Mr. Burchett. Would any of this qualify under air traffic
    control simulation training?
        Mr. McIntosh. No, sir. That would be our tower simulation--
    our tower simulators, and we have actively deployed 56 of those
    so far. Those are high-fidelity simulators where a controller
    will go and--they will go in the simulator, and it does exactly
    what it says, it simulates a tower environment. When they look
    out in the simulator, it looks exactly like it would appear
    looking out their own tower. And we do scenarios, and basically
    that helps us certify our controllers, train our controllers.
        And we have seen remarkable improvements with this new TSS
    system. We are actually seeing improvements where certification
    times come down by 27 percent. And I am not saying that we are
    sacrificing anything in that. What I am saying is the training
    is so much better, the certification times----
        Mr. Burchett [interposing]. Right.
        Mr. McIntosh [continuing]. Are coming down.
        Mr. Burchett. And you said that the--there are in 50--you
    have----
        Mr. McIntosh [interrupting]. We have got 56 that have been
    deployed thus far. The last one that just came out was in
    Newark Airport. And we are on pace, I believe, to have 95
    deployed by the end of the year. Reauthorization requires us to
    have them in place--or actually, accessible to every tower in
    the country. And we are going to meet that deadline, sir.
        Mr. Burchett. How many more would you need to do that?
        Mr. McIntosh. How many more are going to be needed? I don't
    have the number, but I do know----
        Mr. Burchett [interrupting]. That is all right.
        Mr. McIntosh [continuing]. I do know we are going to meet
    the deadline.
        Mr. Burchett. That is all right. I am not trying to trip
    you up, that was just out of my--I am not sharp enough to try
    to trip anybody up here, so I will just--I was asking that on
    face value. Maybe you can get that to me.
        Mr. McIntosh. Yes, sir.
        Mr. Burchett. What is the funding mechanism for these
    simulators?
        Mr. McIntosh. Through reauthorization, we have received
    funding for that, or appropriations.
        Mr. Burchett. Was there enough funding in there for that,
    or is that--I mean----
        Mr. McIntosh [interrupting]. I don't----
        Mr. Burchett [continuing]. With the Federal Government, you
    are going to say, oh, yes, go out and print some more money,
    Burchett. And we will say, okay, sure.
        Mr. McIntosh. I believe we are funded to deploy all of the
    tower simulators--or actually, to ensure that everyone has
    access to the tower simulators. But I will circle up with you
    to make sure that I am giving you a factual----
        Mr. Burchett [interrupting]. Let me give you one quick
    question.
        Mr. McIntosh. Yes, sir.
        Mr. Burchett. I am about to run out of time. This is one of
    my favorites. Have you experienced any regulatory barriers when
    implementing these simulators?
        Mr. McIntosh. Have I seen any barriers from implementation?
        Mr. Burchett. Yes, regulatory--bureaucrats, bureaucrats
    getting in your way.
        Mr. McIntosh. No, sir, not to my knowledge. I have actually
    appreciated the support that we received.
        Mr. Burchett. All right. Thank you.
        I will yield back my remainder 2 seconds, Mr. Chairman.
    Thank you, sir.
        Mr. Nehls. The gentleman yields. I now recognize Ms.
    Strickland for 5 minutes.
        Ms. Strickland. Thank you, Chairman Graves.
        I first want to thank the career civil servants--a.k.a.
    bureaucrats--from the FAA and GAO for their testimony today
    before this committee, as well as their testimony yesterday
    before the Senate Committee on Commerce, Science, and
    Transportation.
        Before I get to my question, I want to call attention to
    the conspicuous absence of political appointees at the table
    before us. As members of this committee know, it is the norm
    for Senate-confirmed administration officials to appear before
    the committee for oversight hearings just like this one. This
    is to ensure accountability to Congress and the communities
    that we represent.
        What message does it send when the administration refuses
    to have its top political appointees testify before this
    committee, especially given what is happening right now with
    air traffic and safety, but instead decides to shield itself
    behind career civil servants? It suggests that Secretary Duffy,
    Acting Administrator Rocheleau, and other political appointees
    at DOT are unwilling or unready to answer to the American
    people on issues related to their safety.
        When Secretary Duffy wants to blame the previous
    administration or diversity, equity, and inclusion for failures
    that happened under his watch, he can find his way to a TV
    camera. But when it is time to ask Congress for money, he shows
    up to speak before Appropriations. But when it is time to face
    the music before the committee that oversees the FAA, he is
    nowhere to be found, and neither is his Administrator.
        I sincerely hope that, moving forward, this administration
    will engage with this committee, as past administrations have
    done, instead of hiding and not showing up to take ownership of
    their responsibilities that come with this very important
    responsibility.
        Now I want to focus on aviation safety. Our Nation's
    aviation system has been the gold standard for decades, but a
    series of high-profile aircraft incidents this year and,
    frankly, over the past few years, have shaken the public's
    trust. How has Secretary Duffy's FAA responded? By firing
    nearly 400 probationary employees.
        Additionally, around 700 FAA employees have taken the
    deferred resignation program offer, with thousands more
    expected to accept another deferred resignation offer. And this
    is on top of the natural attrition happening to an already
    understaffed and underinvested workforce.
        The result of all this is a less responsive, less capable
    organization due to a loss of institutional knowledge and a
    culture of instability that affects morale and tests the trust
    of the flying public.
        Ms. Baker, how have these reductions and fluctuations and
    uncertainty in workforce strength affected our overall safety
    at airports and for the flying public?
        What is the FAA doing to ensure that irregular workforce
    attrition does not impede the full implementation of and
    compliance with 2024 FAA reauthorization law?
        Ms. Baker. Thank you for the question.
        Within aviation safety, we have certain portions of the
    workforce that have been exempt from any of the hiring actions,
    and we are still hiring safety inspectors, we are hiring
    engineers. We continue to hire and retain medical doctors,
    psychologists, legal instrument examiners. And those portions
    of the workforce are critical to the work of aviation safety,
    setting standards, certifying, and continuous operational
    safety. So we continue focused on our safety mission just like
    we always have.
        Ms. Strickland. So as someone who is very familiar with
    this organization, what do you think it does to morale when
    people are told, oh, you are fired, oh, wait, we take that
    back, you are not. How does the uncertainty of your financial
    security and ability to work and do well affect morale at your
    agency?
        Ms. Baker. I can't speculate about entire morale. What I do
    know is our workforce is committed to safety. I can talk about
    myself. I can tell you I remain focused on safety, and I
    encourage our workforce to continue to do the same.
        Ms. Strickland. Is it true that at Newark there are some
    employees who are taking mental health days because of the
    stress of the job?
        Ms. Baker. I am unaware of that.
        Ms. Strickland. All right. Well, thank you, Ms. Baker.
        And I want to reiterate that every person at the FAA plays
    an important part in ensuring aviation safety. Even if you
    don't have a job classified as safety critical, your work is
    important, and it supports the work and the FAA's safety
    mission.
        Mr. Chairman, I yield back.
        Mr. Nehls. The gentlelady yields. I now recognize Mr. Hurd
    for 5 minutes.
        Mr. Hurd of Colorado. Thank you, Mr. Chairman, very much.
        Mr. McIntosh, I wanted to ask you about remote towers. I
    understand that this is technology that has been deployed
    successfully in other places around the world. The London City
    Airport is one example, I understand. Section 621 of the 2024
    FAA Reauthorization Act directed the FAA to create a program to
    design and figure out operational approvals for remote towers.
    Can you update us on the status of that? What does it look
    like? What is the timeline for that?
        It is important for districts like mine, which are rural
    districts.
        Mr. McIntosh. Yes, sir, I would be happy to.
        We do have a vendor who is in New Jersey at our tech center
    who currently has the remote tower on display, and actually
    working with our team. They are building the business case and
    the safety case, and we are in process of coming in behind them
    to actually validate that safety case and credential it.
        My understanding is that it is progressing very, very well,
    that it is within timelines, and we are looking forward to
    having a product that will be available by airports that want
    to purchase it.
        Mr. Hurd of Colorado. When you say ``safety case,'' what
    does that mean? What are the criteria that you use to evaluate
    the safety of a system like this?
        Mr. McIntosh. There are certain thresholds that a vendor
    must show, as far as line of sight; if you are going to use a
    camera, can it pick up an aircraft appropriately; does it see
    around all the terminal environments; does it have any blind
    spots to it. Those are the kind of things, through the testing
    process, to make sure that if we were going to use a controller
    not actually in a tower but remotely, that they will see
    everything they would from a tower.
        So you have got to build a safety case. And if there is--
    for some reason there is a block there, then you have got to
    satisfy the requirement in future [inaudible]. So you have got
    to have all those checkmarks in place, you have got to make
    sure that you validate it. And after it is validated, then we
    certify it. And once it is certified, we are more than happy
    for an airport to go purchase it.
        Mr. Hurd of Colorado. And this vendor--would this vendor be
    the one that would be approved for use in other airports, then,
    across the country?
        Mr. McIntosh. Yes, sir.
        Mr. Hurd of Colorado. Okay. And tell me about the business
    case. What do you mean by that, the business case for a remote
    tower?
        Mr. McIntosh. Just, they have to basically provide the
    business proposal on what it is going to look like and how we
    are going to basically do a concept of operations and ensure
    how it is going to be available.
        So that is what the vendor is doing. I know that we do have
    that vendor on site, and they are actually going to have
    something called an industry day. I am loosely putting that
    around parentheses, but it will be available for viewing by
    people that might be interested in this in summer. And we are
    actually encouraging people to go see this, because we see it
    as very promising technology, and we see it maturing to the
    point that this should be available soon.
        Mr. Hurd of Colorado. Okay. I don't want to have this be a
    gotcha, either, this is--I am just a freshman. I can see a lot
    of the questions seem to be, how come the FAA hasn't done this,
    or when can I expect this or that by this deadline, so the
    spirit of this question is just genuine sincerity in knowing.
        The 2018 FAA reauthorization had provisions with respect to
    remote towers. And here we are, 7 years later. What has been
    happening in that 7-year period? Like, what is the delay? It
    seems to me like we would ideally be able to put together a
    business case and a safety case for remote towers. Why has it
    been so long, and what is going to prevent me from being here 7
    years from now or 8 years from now asking you the same
    question?
        Mr. McIntosh. I think 7 years from now we are going to say
    that remote tower got done.
        Mr. Hurd of Colorado. Good.
        Mr. McIntosh. To answer your question, sir, the reason why
    I stressed the business case and the safety case was the remote
    towers that were used at some of our test locations were not
    able to produce that safety case where we were able to
    credential it or validate it, and that is very important.
        The crux of all these conversations has been around safety,
    and rightfully so. We need to make sure that we ensure those
    thresholds through that safety case that you and I are speaking
    to because, when we certify that piece of equipment or say this
    is available for purchase, everyone should be able to say we
    can purchase it, and it will fulfill the commitment to safety,
    and we won't have to go back or worry about these things.
        It is a very tedious process. It is tedious by design. But
    once it goes through, then we are in a good place. And I do
    feel that we are in a very good place with this, moving
    forward.
        Mr. Hurd of Colorado. Great. Last question. Just stepping
    back more generally, can you talk about what barriers the FAA
    has in certifying or implementing innovative technologies over
    the course of the service life in our current systems?
        Mr. McIntosh. I think that our largest obstacle in
    certifying new technologies is people wanting to not give up
    the old ones. We have some old technology, but people do not
    want to retrofit to take advantage of a lot of these new----
        Mr. Hurd of Colorado [interrupting]. And who are--when you
    say ``people,'' who are you referring to?
        Mr. McIntosh. Well, we have--so there are general aviation
    pilots. Some of our general aviation pilots don't want to do
    that. It is a personal choice. But for me, I think we need to
    start talking about best equipped, best served.
        We need to start moving our advancements in technology
    forward so we can fully utilize our NextGen benefits. I can
    design a whole new New York market with PBN procedures and
    satellite procedures that would make all of our airports much
    more efficient. But because we don't want to go away from some
    of these legacy instrument landing systems that require vectors
    from controllers and altitudes from controllers versus building
    performance-based navigation, we cannot get to that point of
    efficiency and safety that we want to. We have to give up some
    of our past to make those technological leaps forward. It is
    preventing us from doing that.
        Mr. Hurd of Colorado. Thank you very much.
        I see my time is expired, Mr. Chairman, thank you.
        Mr. Nehls. Thank you. Well, said, Mr. McIntosh.
        I now recognize Mrs. Sykes for 5 minutes.
        Mrs. Sykes. Thank you, Mr. Chair, and thank you to all of
    the witnesses.
        I just want to start by thanking you. I know the work that
    the Federal Aviation Administration does is very critical to
    the function of our Nation, and I appreciate the dedication
    shown by each of you for choosing to serve your country through
    public service.
        And as someone who flies regularly, I am personally
    invested in this, but also the American public writ large is,
    as well, especially as there have been challenges in some of
    our major airports. And I hope you look at Members of Congress
    as your partners and allies as we look to find ways to improve
    our aviation safety and our networks.
        Last year, President Biden signed into law the bipartisan
    FAA Reauthorization Act of 2024, which is the reason why we are
    here today, and I am pleased to report that, through the
    bipartisan negotiations of the bill, several of my requests
    were adopted into the final language that was signed into law.
    Chief among those requests was to increase and expand the
    Airport Improvement Program for which this committee
    appropriated $4 billion, and this amounts to about 650 million
    annual dollars in increased funding for the program.
        The bill also changed the Airport Improvement Program's
    apportionment formula to increase funding for small and mid-
    size airports, such as the Akron-Canton Airport, which I
    frequent regularly, and this is funding that the airport
    desperately needed. Grants from the Airport Improvement Program
    ensure regional airports like Akron-Canton are able to complete
    terminal developments, projects that address aging air
    infrastructure. In fact, CAK was fortunate to receive $3.6
    million for fiscal year 2025.
        Because of the investments from this program, Akron-Canton
    and other regional airports across the country have made
    significant improvements to their facilities that are essential
    in our communities and ensuring that regional airports remain a
    vital part of our network. However, given some of the
    administration's tendency to freeze funding and in some cases
    end it, I have some concerns about the longevity of the Airport
    Improvement Program and the reliability of the funding.
        So Ms. Baker, I will start with you and then move to Mr.
    Heibeck. Have you heard of any changes being made to the
    eligibility criteria? And if so, what are those changes?
        Ms. Baker. I will go ahead and let Mr. Heibeck answer.
        Mr. Heibeck. Yes, and thank you, Congresswoman.
        So as part of reauthorization, you are correct. In fact,
    there were several changes precipitated by the legislation to
    the benefit of smaller airports, both in the small airport
    fund--you mentioned one of them, the State apportionment
    allocation was changed so that there is now more in the State
    apportionment.
        To answer your question, I am not concerned at all. As I
    indicated earlier in my testimony, we are moving forward with
    the entire $4 billion in the Airport Improvement Program. We
    thank Congress for the increase of $650 million.
        The reason that you haven't seen grants there yet is we
    were--there is a process you go through to get your
    apportionment from OMB, and we now have that apportionment, and
    we are programming grants, and we will be moving forward with
    the program.
        Mrs. Sykes. Great. That is good news to hear. Section 624
    directs the FAA to submit a report on the process by which air
    traffic control towers are chosen for replacement, maintain and
    publish what needs to be replaced and what has not. Akron-
    Canton Airport has the distinction of having the oldest air
    traffic control tower in the Nation. The elevator breaks
    frequently, requiring staff members to take the stairs to the
    top. It is not ADA-compliant, and there is only one entrance
    and exit to the tower.
        Akron-Canton Airport's tower is not on the list that is
    maintained by the FAA. I looked it up as recently as today. It
    was updated May 15, 2025. With all of those things that I
    stated, what do you have to do to get a new air traffic control
    tower if one like the one in my district is in such disrepair
    as it is today?
        Mr. McIntosh. That is a great question, ma'am. I know that
    we get that asked a lot. We have a lot of towers that are 60
    years old, 50 years old, and they are old, and they are
    antiquated.
        There is a formula that produces a total composite score,
    and that is how they are prioritized. We take a look at line of
    sight from a tower. Basically, if you are an air traffic
    controller, can you see the entire field? We take a look at the
    age of a tower. We take a look at the overall facility
    condition of that tower, as well as the total amount of
    operations. And from that score, it is how it becomes
    prioritized. We have a list. I would be more than happy to
    share the list with you, and hopefully that will share where it
    is on that ranking list, ma'am.
        Mrs. Sykes. Thank you very much. I only have a couple of
    seconds.
        I know that there was some language that required some
    compliance and a report on an employee assault prevention plan.
    In the very limited time I have, can anyone provide us an
    update on that?
        Ms. Baker. I would have to go back and get the specifics. I
    believe we have gathered the information, and I believe we have
    provided a briefing, but we can certainly get back with you on
    that.
        Mrs. Sykes. Thank you, Ms. Baker.
        Thank you, Mr. Chair, I yield back.
        Mr. Nehls. The gentlelady yields. I now recognize Mr. Mann
    for 5 minutes.
        Mr. Mann. Thank you, Mr. Chairman, and thank you all for
    being here today.
        I represent the Big First district of Kansas, and aviation
    is a critical industry in our State, a lot of history. We have
    roughly 100 general aviation airports in my district, several
    commercial 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. I am grateful that we now have President Trump
    leading the way on fixing problems for the past at the FAA, and
    I know that this administration will waste no time in
    implementing the provisions set forth in our bill so the
    aviation industry can get to work.
        Just a few questions. I appreciate what you all do.
        Ms. Baker, the 2022 reauthorization created a manufacturing
    development program to complement existing ones focused on
    pilots and maintenance technicians which would help recruit,
    train, and retain workers critical to both safety and industry
    competitiveness. Can you share with the committee where the
    agency is in implementation of the manufacturing component of
    the workforce development program, and any efforts to jumpstart
    this program?
        Ms. Baker. Could you repeat the manufacture--the start?
        Mr. Mann. Well, the specific thing is the manufacturing
    development program.
        Ms. Baker. Manufacturing development.
        Mr. Mann. Yes.
        Ms. Baker. I am not familiar with that specific program. I
    will have to get back with you on that.
        Again, we are committed to recruiting and training and
    making opportunities particularly around the area of aviation
    workforce grants. We have our fiscal year 2024 submissions that
    have come in. We are working to select out of the fiscal year
    2024, we are getting ready to do a Notice of Funding
    Opportunity for fiscal year 2025 so that there is going to be
    workforce grants there.
        We are also looking at how we can smooth the transition
    between military mechanics and the civilian workforce. So we
    are definitely making strides in that area. We can look into
    the specifics of the program you asked.
        Mr. Mann. Okay, and we can get you more specifics on our--
    --
        Ms. Baker [interrupting]. I appreciate that, thank you.
        Mr. Mann [continuing]. Question, as well. So thank you.
        One of FAA's most successful Government-industry
    partnerships, I believe, is the FAA Contract Tower program, as
    was previous referenced. I was proud to see several of my
    priorities to strengthen the program and its workforce included
    in the reauthorization, and look forward to the FAA
    implementing these provisions to ensure their stability at FCT.
        A few years ago, the FAA moved administration of the FCT
    program to the Program Management Organization, PMO. This
    reorganization separated the FCT program from Air Traffic
    Services, and I am concerned that the separation from air
    traffic control practitioners and operational perspective has
    eroded the collaborative spirit that made it work so well for
    decades.
        So a quick question, Mr. McIntosh. Can you provide me with
    the rationale as to why the FCT program was moved to PMO from
    the Air Traffic Services?
        Mr. McIntosh. Yes, sir. I would be happy to. And hopefully
    I can give you some idea of the organizational structure to
    give you a little bit of comfort there.
        Mr. Mann. Yes.
        Mr. McIntosh. So the PMO, it is under the Air Traffic
    Organization, and then we have an Air Traffic Service unit, so
    the Air Traffic Service unit oversees air traffic controllers,
    things along that line, where the PMO oversees the programs.
    The PMO is--they have specialties in contracts and the
    execution of those contracts. So those vice presidents and
    those deputy vice presidents, they sit in the same room next to
    one another, it is just we have specialization from the PMO
    that oversees that contract. But air traffic is there all along
    the way to make sure that they are giving information on the
    operational needs of those FCTs.
        Mr. Mann. Okay, thank you. That is helpful.
        Just a final question--and that would be for you again, Ms.
    Baker--section 818 of the Reauthorization Act directs the FAA
    to take action to eliminate the backlog of part 135 air carrier
    certificate applicants. I understand the current application
    acceptance or rejection time is now down to 31 days, due to
    FAA's appropriate actions. We have made tremendous progress.
    What lessons did the FAA learn in the process of eliminating
    the backlog, and has the agency made any changes to ensure that
    application approval times don't balloon again?
        Ms. Baker. Thanks for the question. I think we did a couple
    of things.
        I think, first, we dedicated a specific team to doing these
    reviews, so that became their full-time job. So, specialization
    of experience and a dedicated team is definitely one thing.
        Additionally, we are looking at how can we leverage
    delegation to help people through the 135 certification
    process, particularly for low-risk or more simple 135
    certification, which means essentially there is a lighter touch
    by the FAA so it can go more quickly.
        Mr. Mann. Great. Thank you.
        With that, Mr. Chairman, I yield back.
        Mr. Nehls. The gentleman yields. I now recognize Mr. Garcia
    of California.
        Mr. Garcia of California. Thank you very much, Mr.
    Chairman.
        Of course, thank you to all of our witnesses that are here,
    as well. Thank you for being here.
        Obviously, the American public is incredibly concerned
    right now about the safety and stability of our air traffic
    control system and the FAA more broadly. I think we are seeing
    that. I certainly hear it when I go back home. This is a top
    concern of folks back in the communities I represent.
        Now, this week, we have seen delays for up to 7 hours, of
    course, at Newark Airport--we have discussed that today--
    because of reduced capacity and extreme understaffing. In my
    home airport in Long Beach, California, I have also talked to
    air traffic controllers. We are short the staffing levels that
    we need for people to really feel safe.
        And I also just saw reporting this morning that air traffic
    controllers in Denver actually lost radio communications for
    about 6 minutes on Monday. So just really briefly, Mr.
    McIntosh, can you confirm if that reporting is actually
    accurate?
        Mr. McIntosh. Thank you for the question. Some of it we
    feel is accurate, but I don't think the severity of it was
    captured correctly.
        So, on Monday, at Denver Center, there was a loss of one of
    the frequencies. And an area in Denver has multiple frequencies
    that they have. But we did have aircraft on one frequency, and
    the controllers went to their backup frequency. Every facility
    has got a main and a backup. When the backup went down--and it
    went down for approximately 2 minutes--the controller recovered
    via the emergency procedures that they have, and I believe it
    was down for approximately 2 minutes.
        We also have access to another frequency, which is 121.5.
    That is the emergency frequency that is all throughout the
    country. So the controller went to 121.5, which was at their
    workstation, was able to transmit to the aircraft to come up to
    a secondary frequency for the aircraft to listen to.
        It is also important to note that the aircraft at the time
    of that frequency outage were--they were all separated by air
    traffic procedures and separation standards. There was no loss
    of separation.
        I know it said 6 minutes. I think that was overexaggerated,
    sir.
        Mr. Garcia of California. Okay, well, thank you. I mean,
    obviously, regardless of the time, any time there are these
    outages, which are happening now, of course, more regularly, it
    is very concerning. And that reporting this morning adds to, I
    think, the concern of members of this committee.
        Now, we know that there are staffing and equipment problems
    at air traffic control. We know that the problems have gone
    back decades in some cases. But it is still an absolutely
    shocking system failure, and we need immediate solutions.
        Now, this committee, of course, did great work last year by
    passing an FAA reauthorization bill that makes important
    investments, but there is still much work left to fix the
    staffing challenges and build up modern infrastructure.
        And I personally believe that the administration's policies
    have been inconsistent and incoherent with that work. Of
    course, they fired FAA employees, which we know has been
    brought up many times. Of course, Elon Musk and DOGE sent out
    their deferred resignation offer to Government employees. More
    than 700 people at FAA accepted that offer, and that's even
    with the admins backtracking and scrambling to keep critical
    staff.
        On top of that, experienced leaders across the agency are
    resigning--you all know this--including the heads of air
    traffic control and the Commercial Space Office.
        Then to cap all this off, Secretary Duffy suggested there
    might even be more layoffs later this month, which is
    completely unacceptable and crazy. This is not a way to run an
    agency, especially if one--if we all need to know--and know
    that huge investments are actually needed in the workforce,
    technology, and infrastructure. So I am really glad that you
    are all here to give your expertise today.
        For me, I can tell you that my single biggest question is
    what is the actual plan from Donald Trump--the President--and
    Secretary Duffy? There does not seem to be a master plan. Are
    there going to be more layoffs? What positions are going to be
    eliminated? What does the funding plan look like?
        Secretary Duffy has said we are hiring more air traffic
    controllers, which is great if it happens. We all agree. But we
    also know that people in the FAA's Aviation Safety Division,
    Aircraft Certification Office, Flight Standards Office, and the
    Air Traffic Organization, folks that were fired in this last
    year--and we know many of them have yet to be rehired. So we
    are awaiting those changes.
        Now, we know how important it is to get our systems right
    and update our radar and telecom systems. It is really
    concerning, of course, in the aftermath of what has happened
    here, the crash in DC in January, that we had Elon Musk, a
    White House employee, using the crisis, in my opinion, to try
    to make himself even richer. Now, he tweeted multiple times
    about having his own company take over a multibillion-dollar
    Verizon contract.
        Mr. Collins, I know the Inspector General's Office is
    looking into this, as well, but I have to ask. Since January,
    has the FAA awarded any contracts to any of Mr. Musk's
    companies?
        Mr. Collins. I would have to get back to you on that.
        Mr. Garcia of California. We would definitely like to know
    that. Do you know if there are any plans to give new contracts
    to SpaceX or Starlink?
        Mr. Collins. Our understanding is that there is a contract
    with Starlink, but it----
        Mr. Garcia of California [interrupting]. Do you know how
    much that--do you know the worth of that contract?
        Mr. Collins. I will need to get back to you on the
    specific----
        Mr. Garcia of California [interrupting]. We would love to
    know that. And I am going to wrap up. And Mr. Collins, can you
    think of other examples when the FAA is contracted with
    companies owned by administration officials who are also
    helping make staffing and personnel decisions at your agency?
        Mr. Collins. We are unaware of such circumstances.
        Mr. Garcia of California. Thank you for that, and I
    appreciate the honesty with that.
        Mr. Chairman, I yield back.
        Mr. Nehls. The gentleman's time is expired. Mr. Collins,
    you are recognized for 5 minutes.
        Mr. Collins of Georgia. Thank you, Mr. Chairman.
        Ms. Baker, a 23-year career with the FAA. Thank you,
    congratulations. When I saw you, I had these two questions in
    mind that I wanted to go over with you, if you don't mind.
        And I have only been up here--this is my second term, but I
    have been meeting continuously with the aviation industry and
    the community, and I want to go over one of the most common
    challenges that I continuously hear, and that is the burdensome
    and slow certification process as compared to our foreign
    regulators such as--and I don't know if I--EASA, is that how
    you pronounce that?
        Ms. Baker. You got it.
        Mr. Collins of Georgia. Yes. As a matter of fact, I have
    been told that an American company, if you want to get it done
    faster, you just register as a foreign--in one of the European
    countries, get it certified over there, and then the U.S. will
    pretty much just write it off and certify it automatically. But
    if you stay here, it takes exponentially longer.
        So what is the FAA doing to minimize these redundancies in
    the aircraft certification process?
        And how is the agency improving procedures for these
    reciprocal approvals?
        Ms. Baker. Thanks for the question, and thanks for
    recognition of 25 years at FAA.
        Mr. Collins of Georgia. I am sorry, I cut you by two.
        Ms. Baker. Thank you. So we have done a couple of things.
    We have heard similar criticism that certification can happen
    more quickly overseas. Obviously, we have a bilateral agreement
    with various certification authorities, including EASA, which
    is designed to smooth that process of certification between two
    countries.
        We have contracted Mitre, the Mitre Corporation, to do a
    review of our type certification process to identify those
    efficiencies that we can find.
        Additionally, we are working to train our engineers. We
    have a skills enhancement program that we have incorporated to
    allow our engineers to learn--essentially, learn from the
    industry and learn more about the products. Sometimes part of
    certification challenges is getting something new, something
    new that doesn't fit into the regulatory system. We have to
    develop a special condition on how to certify it, and that can
    be a lengthy process. And by building up greater knowledge
    within the certification staff, that allows us to go through
    that special condition process more quickly.
        Mr. Collins of Georgia. I am glad to hear that, too,
    because I think that is one of the things that a lot of the
    people in the private industry tell me is if there could be
    more public-private collaboration--because the industry is
    changing so fast, and they are on the cutting edge of it, where
    you are just trying to certify it. And that may be a good
    solution for that.
        Also I want to go over something else. I don't know if you
    are aware--I am sure you are--but I offered an amendment to the
    FAA reauthorization bill directing the agency to study the
    certification and airspace integration of hypersonic passenger
    aircraft so that we can get ahead of the curve and stay in
    front of China and ensure that the FAA is ready when this new
    technology gets off the ground. I want to ensure the hypersonic
    manufacturers don't deal with the same delays that we were just
    talking about on new entrants that they face in recent years.
    Has the FAA begun working with NASA and aviation stakeholders
    to put this framework together?
        Ms. Baker. Yes, we have.
        Mr. Collins of Georgia. Is there any further update than
    that?
        Ms. Baker. We are in fairly early stages, but we are
    working with NASA to implement that particular provision.
        Mr. Collins of Georgia. Yes, I know there are companies
    right now that are ready to test-fly these things and sitting
    on ready. So I don't know if you have got a completion date in
    mind.
        Ms. Baker. Not a specific date, but we are aware of the
    company in particular, and we are working with them.
        Mr. Collins of Georgia. Yes, ma'am. Okay, thank you.
        Mr. Chairman, I yield back.
        Mr. Nehls. The gentleman yields. I now recognize Ms. Pou
    for 5 minutes.
        Ms. Pou. Thank you, Mr. Chairman. I echo my colleagues'
    many concerns on the recent turmoil at Newark Airport.
        I represent the northern region part of New Jersey. Newark
    Liberty is one of the busiest airports in our Nation. It is a
    central part of our region and Nation. Our economy, our
    constituents, and tens of millions of Americans rely on it
    operating. Newark is also a major economic engine in our
    region, supporting tens of thousands of jobs and connecting New
    Jerseyans with the world.
        The repeated failures are completely unacceptable. They
    have led to thousands of delayed and canceled flights. They
    have shaken the confidence of the public and badly damaged the
    reputation of the airport. I am truly disappointed that Acting
    Administrator Rocheleau is not with us today, just as I am
    disappointed that the President has yet to nominate a permanent
    FAA Administrator after forcing the last one out.
        At all times, but especially at this moment, we need
    strong, reliable, and forward-looking leadership at the FAA. To
    that end, last week, I led a letter with Ranking Members Larsen
    and Cohen to the acting FAA's chief seeking answers by May
    20th, and we certainly expect to get them.
        Additionally, yesterday, I joined with my New Jersey
    delegation colleagues, calling for an immediate surge of at
    least $2 billion to address the ongoing situation at the Newark
    Airport.
        We need three things right now. We need answers, we need
    urgency, and we need funding.
        Mr. McIntosh, 3 air traffic controllers were on duty the
    other day, instead of the recommended 14. How frequently does
    this happen?
        And is there a minimum number of air traffic controllers
    who must be on duty at any given time?
        Mr. McIntosh. Thank you for the question.
        So yes, you are correct. For 1 hour, we did go down to
    three controllers in the Philadelphia Area C TRACON. That is
    atypical. It does not happen often.
        As far as how many controllers do you need, we have worked
    on mid-shifts with just one controller, and that is normal
    because traffic volume is down for a mid-shift. And we have two
    controllers to basically give each other a break, one that will
    come in and they will rotate coming through. For a swing shift
    that is very, very unusual, ma'am, but that is based--we had
    some staffing losses the day of the shift unexpectedly.
        So the FAA did what the FAA always does when we have a
    shortstaffed facility or an extremely shortstaffed area, which
    we had the night that you are speaking to. When those kind of
    events occur, ma'am, the FAA will put in traffic management
    initiatives. And the night that you are speaking to, we put in
    a short ground delay program, which slowed down the traffic to
    ensure that a controller working one position by themselves can
    handle that volume and that traffic complexity safely and
    efficiently.
        Ms. Pou. Now, you realize that--and this, I think, is
    important for us to point out--so it clearly, clearly--it
    outlines--and if you want to talk, let's talk in clear
    language. What is the risk of being so understaffed? Because
    clearly, we already have experienced a number of different
    incidents all throughout the country, but especially in those
    particular areas where it is highly, highly utilized.
        Mr. McIntosh. Yes, ma'am----
        Ms. Pou [interrupting]. So what is the risk that we have
    right now? And please do so quickly because I would like to
    make sure that you, if you get a chance, that I want you to try
    to answer, as well, do you believe that Newark Airport would be
    facing these issues today if FAA kept Newark within the New
    Jersey TRACON region, instead of relocating it to Philadelphia?
        Mr. McIntosh. The----
        Ms. Pou [interrupting]. So, two questions.
        Mr. McIntosh. The move to Philadelphia was absolutely
    necessary to prevent----
        Ms. Pou [interrupting]. Why?
        Mr. McIntosh [continuing]. What we saw the other night.
    N90, the facility that owned that airspace, after over 10 years
    of incentives, the staffing continued to go down. And the long-
    term projections of that facility showed that they were going
    to be in really poor shape, staffing-wise, where traffic
    management initiatives that caused extreme delays weren't just
    atypical, they were going to be commonplace. We did not have an
    adequate pipeline of controllers wanting to go to N90. We
    needed to move the airspace because----
        Ms. Pou [interrupting]. You----
        Mr. McIntosh [continuing]. There are only----
        Ms. Pou [interrupting]. You are still understaffed in
    Philadelphia. You are now questioning and talking about folks
    not wanting to be in New York, but go to Philadelphia. If you
    were understaffed in Philadelphia, why would you expect that
    they would be in the position of being able to control both of
    those airspaces?
        Mr. McIntosh. It is only one airspace, ma'am.
        Ms. Pou. Well, but----
        Mr. McIntosh [interrupting]. It is only one airspace.
        Ms. Pou [continuing]. We are talking about a lot of the
    incidents and problems----
        Mr. McIntosh [interposing]. Yes, ma'am.
        Ms. Pou [continuing]. That have occurred, thank you.
        Mr. McIntosh. I want to make sure I address your question.
        We moved the airspace because we had a lack of a pipeline.
    Since we moved the airspace, I have CPCITs. That means
    professional controllers who are volunteering to go there.
    Before, the only option we really had was sending academy
    graduates to the most congested airspace in the country. The
    success rate of our academy grads for the last 10 months at
    that facility was 23 percent. Only 2 out of 10, essentially,
    were going to make it through the program.
        I have now moved the airspace. I have a high-fidelity
    training program over at Philadelphia Area C, as well as
    experienced controllers wanting to go there. Every class spot
    that I have at Philadelphia Area C now through 2026 is filled
    with a candidate that has got experience to work that level of
    traffic. That is why we moved the airspace.
        What you saw as far as ground delay programs due to
    staffing shortages is something that airspace would have seen
    in the coming years, and it would have lasted for a long time.
    That airspace move was necessary to ensure that we had enough
    controllers to work that airspace for the foreseeable future.
    It was going the wrong direction. And while I know there is
    some pain points now, what you are seeing now is what it would
    have been exponentially worse in the future.
        Mr. Nehls. All right. Thank you----
        Ms. Pou [interrupting]. Thank you, Mr. Chairman, I yield
    back.
        Mr. Nehls. Thank you.
        Mr. Knott, you are recognized.
        Mr. Knott. Thank you, Mr. Chairman.
        To all the witnesses, thank you for your testimony, thank
    you for the expertise that you are bringing. And we certainly
    appreciate this discussion, as it is very important to all of
    us who utilize air travel so frequently.
        Mr. McIntosh, I want to talk to you first. It seems as
    though there is a common thread to a lot of these problems,
    which is either understaffing or a de minimis number of people
    seek out to be an air traffic controller. One issue that I
    would like to talk about is the academy in Oklahoma. And
    obviously, we need to support and boost that program, but would
    it make sense to authorize either satellite campuses or
    additional footprints around the country to try to attract more
    air traffic controllers?
        Mr. McIntosh. Thank you for the question. We are exploring
    Collegiate Training Initiatives, so college training programs,
    and we have enhanced college training programs put in place
    now.
        We have--right now our CTIs--if someone comes out of a CTI
    school that teaches air traffic academia, they are a candidate
    pool for our FCTs, our Federal contract towers, which is
    welcome news to them.
        Mr. Knott. Yes.
        Mr. McIntosh. Because right now their talent pool, really,
    is retired controllers. But this allows them to grab people
    coming right out of those schools.
        What we have done now is we have Enhanced Collegiate
    Training----
        Mr. Knott [interposing]. Sure.
        Mr. McIntosh [continuing]. Initiatives. These schools
    actually have applied for us, the FAA, to come in and validate
    their programs and say that they meet the same criteria that a
    student would have gone through the academy----
        Mr. Knott [interposing]. Yes.
        Mr. McIntosh [continuing]. Meaning that when they graduate
    from this Enhanced CTI, when they graduate, they have the
    necessary background and education to go to an FAA facility
    directly. They bypass the academy.
        The additional requirements would be they would have to
    pass the Air Traffic Skills Assessment, same as you would for
    the academy, anyway. And of course, you need a medical and you
    need a security clearance, rightfully so.
        With these programs, that will add to----
        Mr. Knott [interrupting]. About how many of those programs
    do you have?
        Mr. McIntosh. So, right now, we just rolled the program
    out. We have 5 collegiate--5 programs that have been accepted,
    but another 30 that have expressed interest. So it is still in
    its infancy.
        Mr. Knott. Okay.
        Mr. McIntosh. We need to allow it to mature.
        We are going to see our first round of graduates, and we
    are estimating 40 this spring. I know it doesn't sound like a
    lot, but we will see that number ramp up with more schools
    applying and being accepted. And when we start talking about
    where we are, if you get another 200, 250, it makes a
    difference.
        Mr. Knott. A huge difference. Yes, sir. And in regards to--
    do you see any issue in, again, having two campuses of the
    academy, or is one meeting the needs of the day?
        Mr. McIntosh. Right now, we have the main campus. We are
    looking at regional training centers right now that kind of
    help take some of the burden off of the academy. We are not
    looking to take any student away from the academy.
        Mr. Knott. No.
        Mr. McIntosh. We are just looking to rapid fire and assume
    some of the other additional courses. So we are looking at
    regional training. We actually are going to do regional
    training in Atlanta----
        Mr. Knott [interposing]. Okay.
        Mr. McIntosh [continuing]. And it makes sense to do so.
        As an air traffic controller, I am sure you can imagine,
    your training is never over.
        Mr. Knott. No.
        Mr. McIntosh. You continue to go through your whole entire
    career, and you learn. So the ability to go to a regional
    training center and perhaps do an intermediate class----
        Mr. Knott [interposing]. Yes.
        Mr. McIntosh [continuing]. And let the academy focus on
    just putting people through to be future air traffic
    controllers, that is what we are concentrating on now.
        We are exploring other options, as well. It is vital to our
    success to make sure that that pipeline is robust and is full.
        Mr. Knott. Right, and more locations would, arguably, add
    to the pipeline cultivation.
        Mr. McIntosh. I wouldn't be able to argue with that, sir.
        Mr. Knott. That's right.
        And just on a secondary issue, in terms of artificial
    intelligence going into the space, have you all already seen
    that coming in, or is it something you are preparing for?
        And how is that going to affect the future of air traffic
    controlling?
        Mr. McIntosh. I know that AI has been discussed, but I
    don't know if it has been anything more than just--nothing
    concrete to actually put into a plan. We have spoken about,
    what is the role of AI, but I haven't seen anything concrete to
    move that forward, other than just conjecture at this point,
    sir.
        Mr. Knott. And are there any models around the world that
    utilize artificial intelligence in air traffic control?
        Mr. McIntosh. Yes, I couldn't answer that question right
    now. The only AI I am aware of is some data analysis that our
    ASIAS group is doing. That is to basically take some of the
    data on safety trends and start identifying trends with an AI
    piece.
        Mr. Knott. Okay.
        Mr. McIntosh. But as far as air traffic control, no, sir, I
    am not aware of any.
        Mr. Knott. Okay. Mr. Chairman, thank you. I yield back.
        Mr. Nehls. The gentleman yields. I now recognize Ms.
    Friedman for 5 minutes.
        Ms. Friedman. I want to thank the witnesses for being here
    today, and certainly the chair and the ranking member for
    holding this important hearing.
        Before I was in Congress and before I was in the
    legislature, I actually sat on the Hollywood Burbank Airport
    Commission for 6 years. I really enjoyed my time there, worked
    very hard to get an approval for a new terminal which is a
    350,000-square-foot new terminal that will be much, much safer
    for the traveling public than the current 1930s, 1920s
    terminal.
        We have heard a lot of discussion today around the impacts
    of the DOGE cuts to personnel at FAA, to layoffs, to over 400
    probationary employees being laid off. I want to shift gears
    away from the air traffic control discussion and a little bit
    more towards airports like Burbank that are undergoing
    construction.
        The airport received several grants from the Airport
    Terminal Program, including almost $10 million for this year.
    This is critical funding for the airport to continue its
    construction to keep people safe when they are traveling. But
    they have raised concerns regarding the staffing at the FAA
    because they need that staffing to be able to process and
    review their grant applications, to make sure that they are on
    track for everything that they need to do for their NEPA
    documents, for the airport layout plans. So that staffing is
    critical to airports that are under construction.
        The FAA Reauthorization Act of 2024 included around 500 new
    requirements for the FAA, all of which require sufficient
    staffing. So with those employees being laid off, the 400
    probationary employees that the administration laid off and the
    others that took early retirements because of the DOGE
    requests, I am wondering how those airports are going to get
    their requests processed on time.
        Committee Democrats have sent several oversight letters to
    the FAA asking about how the mass layoffs are going to affect
    the airport's statutory requirements with the reduced staffing,
    and we haven't gotten a response from the FAA. My guess is that
    there is nobody there to actually give us a response because
    they were probably laid off.
        So, I wanted to ask Ms. Baker, with reduced staffing, how
    does the FAA ensure a smooth and timely response for critical
    safety projects like the one at the Burbank airport?
        Ms. Baker. Mr. Heibeck, would you like to answer about
    airports?
        Mr. Heibeck. Sure, I could take the airports questions.
        Thank you very much for your question, Congresswoman. We
    are monitoring the situation.
        The first thing I want to say, any probationary employee
    that wanted to return to work is back at work at the FAA.
        Secondly, anybody who has voluntarily decided to take the
    deferred resignation program, we are watching and monitoring
    that closely, and where we find a need, we will work across
    geographic boundaries to fill that gap.
        About your point about the safety-critical infrastructure
    projects, our engineers are exempt from the deferred
    resignation program, so they pretty much oversee all the
    construction of those----
        Ms. Friedman [interrupting]. In terms of the grant
    applications, of which I am sure you received numerous grant
    applications all the time, the people who are helping doing the
    NEPA reviews, all of those processes, also require personnel.
    That is what people in this part of Government do. And there is
    just a lot less of them now. So, there is a real concern.
        Mr. Heibeck. And all of those things are a higher priority
    for us, and we are prioritizing our regulatory and legislative
    responsibilities to the extent we need to. But I can assure you
    that continuing to ensure that critical safety infrastructure
    projects advance is our top priority.
        Ms. Friedman. Good, I am glad to hear it, and I hope that
    the staffing levels are brought up so that we can reflect that.
        I want to switch gears to something I don't think has been
    talked about, which is drones. So I represent Hollywood. I
    represent the Hollywood Bowl, Universal theme park, the Rose
    Bowl. These are all areas that are large, public venues that
    have thousands of people who are in outdoor spaces.
        Now, there is a lot of positive use of drone technology, of
    course. Now, Universal and other designated entities listed in
    the FAA Extension, Safety, and Security Act from 2016 have to
    be able to mitigate potential safety risks posed by
    unauthorized drone risk.
        In 2024, Congress again updated the deadline for rulemaking
    to be 90 days after the enactment of the most recent
    reauthorization bill, but we still haven't seen a notice of
    proposed rulemaking. And our venues, our public venues, are
    very concerned. We have the Olympics, we have the World Cup
    coming. We have tens of thousands of people at our theme parks
    every single day, and we haven't seen the rulemaking to keep
    the public safe with regard to unauthorized drones. And I am
    wondering if anyone can comment.
        Ms. Baker. So I think yesterday there was a press release
    from the Department of Transportation showing that those rules
    have continued through the review process and have proceeded to
    the Office of Management and Budget. So we are getting very
    close to releasing the NPRM for beyond visual line of sight in
    2209, critical infrastructure.
        Ms. Friedman. Good. Well, I hope that this time those rules
    get done, and I hope that they are very protective of the
    public as their number-one goal.
        Thank you, and I----
        Ms. Baker [interrupting]. We are----
        Ms. Friedman [continuing]. Yield back.
        Ms. Baker [continuing]. Eager to see those out.
        Mr. Nehls. The gentlelady yields. I now recognize Ms. King-
    Hinds.
        Ms. King-Hinds. Thank you, Mr. Chair. Good afternoon.
        I represent the Commonwealth of the Northern Mariana
    Islands, a Territory in the Indo-Pacific, located closer to
    Taipei than to Washington, DC. Our islands are home to forward-
    operating ports and runways that are vital to America's
    presence and national security posture in the Pacific. So as we
    review the implementation of the FAA Reauthorization Act of
    2024, I want to underscore a key principle: national security
    is not just about force projection; it is about economic self-
    sufficiency in places that matter strategically.
        The resilience of our infrastructure directly affects the
    reliability of our deterrence posture. So if our ports cannot
    support steady civilian and commercial operations, they cannot
    be relied on in a time of crisis. When we fail to invest in
    economic sustainability for frontline jurisdictions like the
    CNMI, we erode readiness, weaken logistics, and leave the Indo-
    Pacific less stable. So investing in CNMI ports, airports, and
    workforce capacity is not a matter of regional equity; it is a
    matter of national security interests.
        And what I have found since my time here in Congress--this
    is my first term--is that it is not that people don't care or
    they are not interested, it is that there is a lack of
    information with regards to how some of these policies are
    impacting the CNMI. And so this is not really a question, but
    an ask to Mr. Collins to see if we could actually get a CNMI or
    Territory-specific with regards to the implementation of the
    FAA Reauthorization Act, how the rules work towards economic
    development, how ports are critical to the economic development
    of these regions, and how the strategic value of the ports play
    towards the broader national security conversations.
        We rely on the GAO reports to make informed decisions. I
    was trying to find CNMI-specific or insular area-specific
    studies that have been done with regards to some of the manner
    in which the FAA Reauthorization Act has applied to our area. I
    didn't find any. And so it would be just great to actually have
    something on record, given the fact that we lack a lot of data
    and there are very minimal conversations out there with regards
    to some of these rules.
        Mr. Collins. So we would be happy to work with your staff
    and talk about a potential request around those issues.
        Ms. King-Hinds. Thank you.
        I yield my time, Mr. Chairman.
        Mr. Nehls. The gentlelady yields. I now recognize Ms.
    Gillen.
        Ms. Gillen. Well, thank you, Mr. Chairman, and thank you to
    all of our witnesses appearing here today.
        I am proud to represent New York's Fourth Congressional
    District on the South Shore of Long Island, which is home to
    New York TRACON, which is commonly referred to as N90. N90
    plays a critical role in maintaining and managing the most
    complex and congested airspace in our country, including
    LaGuardia, JFK airports.
        Despite the strong objections of the New York congressional
    delegation last summer, the FAA needlessly relocated 12 air
    traffic controllers responsible for overseeing Newark Liberty
    International Airport from N90 on Long Island to Philadelphia.
    This reckless decision not only uprooted critical civil
    servants from their families, from their friends, from their
    lives, it put the safety of our airspace at risk.
        The FAA finalized a safety report in 2022, which clearly
    spelled out major issues that could arise, including data
    outages resulting in loss of communication lines and
    surveillance support. The report classifies these risks as a
    ``major hazard.'' But the FAA claimed that there was only a
    medium overall risk because, in the FAA's estimation, the
    likelihood of an outage was ``extremely remote.''
        Mr. Chairman, that is exactly what has happened. Twice over
    the last 2\1/2\ weeks, radar and communication systems that
    help controllers direct planes in and out of Newark failed for
    as long as 90 seconds at a time. This left controllers unable
    to see or talk to planes in the area. I am going to repeat
    that. This left controllers unable to see or talk to planes in
    that area, the most congested airspace in our country. This led
    to major delays and cancellations, and left passengers
    stranded.
        Mr. Chairman, I would like to enter this article from May 9
    into the record. The article quotes a former air traffic
    controller and current professor of aviation who calls the
    FAA's calculation on the likelihood of an outage ``out of step
    with operational reality.'' The article also quotes the former
    inspector general of the Department of Transportation, who
    accuses the FAA of downplaying the risk of the move and calls
    the recent outages terrifying.
        My question is for Mr. McIntosh and Ms. Baker: Do you still
    agree with the assessment in the report that the risks
    associated with this move were extremely remote?
        Mr. McIntosh. Yes, ma'am, I do.
        Ms. Gillen. Why is that, sir?
        Mr. McIntosh. We followed the safety risk panel. We took
    everything into account as far as our redundancies and our
    known telco providers and what they could provide, years of
    reliable service, and the way that this is done, and we have
    had this same setup that we have in Philadelphia Area C across
    the country.
        Ms. Gillen. So you think two incidents in 2\1/2\ weeks is
    okay?
        Mr. McIntosh. I didn't say that, ma'am.
        Ms. Gillen. So you--but you don't think it's remote?
        Mr. McIntosh. I do believe that it's remote.
        Ms. Gillen. You do believe it's remote.
        Mr. McIntosh. Yes, ma'am.
        Ms. Gillen. Even though it happened twice in 2\1/2\ weeks.
        Mr. McIntosh. The two outages were related to the same. So
    once they identified--once we were able to work with the telco
    provider who was providing the service to the FAA and we
    identified exactly what occurred, we provided the necessary
    mitigations to prevent that from happening again.
        Ms. Gillen. Ms. Baker, do you agree with that assessment?
        Ms. Baker. I agree that air traffic did a safety risk
    management panel, and they found what they found.
        Ms. Gillen. Well, I think that if it happened twice in 2\1/
    2\ weeks, that's not remote, sir.
        Knowing what you know today, would you still make that same
    move, Mr. McIntosh?
        Mr. McIntosh. Yes, ma'am, I would.
        Ms. Gillen. Ms. Baker?
        Ms. Baker. This is air traffic. Air traffic would still
    make the same decision.
        Ms. Gillen. And have you talked to union members who have
    who have said it is making their jobs extremely difficult to
    have to get on a phone call to talk to someone many, many miles
    away to talk about the airspace that they are trying to keep
    safe?
        Ms. Baker. I defer to----
        Mr. McIntosh [interrupting]. Yes, ma'am, I was----
        Ms. Baker [continuing]. Mr. McIntosh.
        Mr. McIntosh. I went and visited Philadelphia Area C the
    very next day, as well as Secretary Duffy. We spoke with
    multiple controllers, as well as multiple managers at
    Philadelphia Area C to assess exactly what was going on. And we
    also deployed a team of technicians and senior executives that
    worked with the provider as well as our support mechanism to
    provide that mitigation to ensure that that didn't happen
    again.
        Ms. Gillen. And in this article, the air traffic
    controllers talked about extreme trauma that they experienced
    because of these outages. Are you taking any consideration of
    how your air traffic controllers feel with this move?
        Mr. McIntosh. Yes, ma'am. Our controllers' mental welfare
    is always one of our top concerns. We care about our employees.
    That move was necessary to ensure the vitality of the New York
    market remained in an upward trajectory versus where it
    currently was and what we were forecasting it to be.
        Making moves like this aren't easy decisions, but we made
    the decision what was in the best interest of the NAS and also
    in the best interest of the flying public.
        Ms. Gillen. Well, are you still----
        Mr. Nehls [interrupting]. The gentlelady's time is expired.
    If you want that entered into the record, Ms. Gillen, I will do
    so, without objection.
        [The information follows:]

    Article entitled, ``Internal FAA Report Downplayed Risks of Data Outage
       Affecting Newark Air Traffic Controllers,'' by Blake Ellis, Casey
      Tolan, and Kyung Lah, CNN, May 9, 2025, Submitted for the Record by
                               Hon. Laura Gillen
     Internal FAA Report Downplayed Risks of Data Outage Affecting Newark
                            Air Traffic Controllers
    by Blake Ellis, Casey Tolan, and Kyung Lah

    CNN, May 9, 2025

        CNN--Before the FAA moved air traffic controllers who oversee the
    Newark Liberty International Airport airspace to a new site in
    Philadelphia last year, the agency's experts concluded the odds of a
    dangerous communications breakdown were extremely unlikely: 1 in 11
    million, according to an internal report obtained by CNN.
        In reality, the safety concerns officials downplayed appear to have
    occurred multiple times since the new system went into place last
    summer, according to multiple controllers.
        Data outages--including a failure of about 90 seconds of radar and
    radio service last week--have repeatedly left controllers without the
    ability to see the locations of planes they were tracking. The problems
    led to several controllers taking trauma leave from work and sparked
    the massive flight delays and cancellations that have roiled Newark
    over the last week and a half.
        Yet a 2022 FAA report about the relocation concluded that despite
    the ``major'' severity of a potential data outage, there was only
    ``medium'' overall risk because the chance of it happening was
    ``extremely remote.''
        Aviation experts told CNN that the conclusions in that report--as
    well as another report from 2024 that evaluated risks of air traffic
    controllers in two different locations struggling to coordinate--should
    raise questions about the agency's safety analysis.
        Mary Schiavo, who served as inspector general of the Department of
    Transportation during the '90s and reviewed the reports for CNN, said
    she thought the conclusion on the likelihood of the data feed failure
    was ``outrageous and terrifying.''
        ``There was the added risk because they were creating a
    Frankenstein patchwork'' of multiple data systems, Schiavo said. While
    the report found that failures of the radar data transmission ``would
    be a major hazard,'' the reviewers appeared to be ``downplaying it
    because they didn't think it would happen,'' she said.
        An FAA spokesperson did not respond to questions about the safety
    reviews but said in a statement that the agency ``applies our standard
    safety risk management methodology when we implement new equipment,
    operations, and procedures; when we make changes to them; and when a
    safety issue is identified in the system.''
        A spokesperson for the air traffic controllers union, NATCA, which
    had several members participate in the safety review process, declined
    to comment.
        The ``Safety Risk Management'' reports were conducted as the FAA
    planned to relocate air traffic controllers overseeing planes headed to
    and from Newark. For decades, they had worked alongside other
    controllers who covered the approach to John F. Kennedy and LaGuardia
    airports from a facility on Long Island.
        But in response to staffing and training issues at that site, the
    FAA moved about two dozen controllers to a new facility in Philadelphia
    in July 2024.
        The 2022 study, which was conducted by a panel of 11 FAA experts
    and representatives from the union, evaluated the technological
    challenges of that move. According to the report, radar data on planes
    headed to and from Newark would be transmitted from the Long Island
    facility to the new location in Philadelphia via eight commercial
    telecommunications infrastructure lines.
        A FAA spokesperson did not respond to a question about whether all
    eight lines were actually installed and are currently active.
        In the 2022 study, panel members identified ``loss of
    telecommunications lines'' between Long Island and Philadelphia and the
    resulting ``loss of automation services and surveillance support'' as a
    potential hazard. They decided that an outage would have a ``major''
    severity, as controllers ``would have insufficient means to surveil
    aircraft'' and be hindered in their ``ability to continue to vector
    aircraft safely.''
        To determine the likelihood of such a loss in telecommunications,
    the panel members reviewed information about previous ``full facility
    outages'' at US airports. They concluded that from May 2018 to December
    2021, there had only been one full outage at 35 major airports around
    the country--a failure lasting six minutes at JFK airport.
        As a result, they calculated that the likelihood of an outage in
    the Long Island to Philadelphia data lines was about 1 in 11 million--
    an ``extremely remote'' chance that allowed them to classify the risk
    of telecommunications lines being lost as ``medium.''
        The report required the FAA also install additional hardware that
    could transmit radar data directly from Newark airport to the
    Philadelphia location, so it could still work even if there was an
    outage at the Long Island facility. With that change, the panel voted
    to downgrade the ``residual risk'' of the problem to ``low.''
        The cause of the outages that Newark controllers have experienced
    over the past year has not been publicly confirmed by FAA officials.
    But aviation experts said that the issues flagged by controllers in
    recent months raised questions about the validity of the 2022 report's
    conclusions.
        Timothy Johnson Sr., an assistant professor of aviation at Hampton
    University and a former air traffic controller and training manager for
    the US Air Force, said that the idea that there was only a remote
    chance of an outage seemed to be ``out of step with operational
    reality.''
        ``While it may reflect past outage data in a general sense, it
    doesn't account for the complexity, volume, and interaction density''
    associated with the unique Long Island-to-Philadelphia system, he said.
    ``Risk isn't just about how often something happens, it's also about
    how severe the consequences would be if it does . . . In my view, that
    probability estimate was used to justify inaction rather than drive
    preemptive safeguards.''
        Schiavo, the former DOT inspector general, agreed and argued the
    data analysis was conducted in a way to justify the ``extremely
    remote'' chance of an outage and ``to put a number on something so they
    could ignore the risk.''
        Given how controllers losing radar service could potentially lead
    to a catastrophe, she said the panel should have weighed that possible
    hazard more heavily than the likelihood of it occurring. ``They listed
    out all these things that could happen, including losing radar,'' she
    said. ``That's exactly what happened.''
        A person familiar with the FAA's safety risk management process
    told CNN that ``it's not uncommon to have a medium finding'' on risk
    assessments, adding that it's rare for reviews to conclude a hazard has
    a ``high'' risk. Typically, FAA works to mitigate the ``medium'' risks
    and moves forward, according to the person, who asked not to be named
    because they were not authorized to comment.
        The report also says that some panel members questioned whether the
    ``bandwidth'' of the system that transfers data from Long Island to
    Philadelphia ``would be robust enough to support the level of incoming
    data,'' although they did not include that issue as a potential hazard
    because the system was designed to handle it.
        The FAA said in a statement Wednesday that to address issues at
    Newark, the agency planned to install three new high-bandwidth
    telecommunications connections between Long Island and Philadelphia to
    ``provide more speed, reliability and redundancy,'' and replace
    ``copper telecommunications connections with updated fiberoptic
    technology that also have greater bandwidth and speed.'' The 2022
    report did not mention the use of copper or fiber technology.
        The 2024 safety report, which was finalized just days before the
    move took place in late July, covers the procedures for controllers in
    Long Island overseeing the approach to LaGuardia and JFK to work with
    the Newark approach controllers in Philadelphia.
        The report identified several potential hazards with the
    arrangement, including ``reduction in situational awareness'' and
    ``operational personnel confusion/misunderstanding,'' largely because
    controllers were used to working in the same room but would now have to
    communicate over landlines.
        ``This relationship has historically relied on in-person/immediate
    communication,'' the report stated, adding that some controllers were
    concerned ``that efficiency would suffer should in-person interaction
    be removed, and the time delay may have an impact on safety.''
        The panel concluded that the risk would be reduced because there
    would be ``shout lines'' that allow controllers in the two locations to
    communicate with each other more quickly than through landline calls.
    The report states that ``Tech Ops conducted four live tests to ensure
    that (Philadelphia) had sufficient communication with'' the Long Island
    facility.
        The review concluded that the risks were ``medium'' level and could
    be partially mitigated by additional training of controllers.
        However, reports filed by several controllers in the weeks after
    the shift to Philadelphia show that some of the personnel confusion
    issues identified in the study apparently did happen. A half-dozen
    controllers filed confidential reports outlining problems with
    coordination between the two locations, CNN reported this week.
        The controllers' union, NATCA, which opposed the move to
    Philadelphia, filed a letter of dissent on the 2024 report, arguing
    that the study hadn't been thorough enough and that the FAA hadn't
    provided the union enough time to review its plan.
        ``The failures of the FAA and the rush to complete'' the review did
    not allow the panel to effectively evaluate the change, the letter
    argued.
        The person familiar with the FAA's safety risk management process
    confirmed that the 2022 and 2024 reports obtained by CNN were final
    versions. The agency also conducted two other safety reports on the
    Philadelphia move in 2021, related to airspace realignment and training
    waivers, which CNN has not reviewed.
        Schiavo said the potential dangers outlined in the reports help
    explain the nightmare scenario that unfolded last week when controllers
    lost radio and radar.
        ``It's terrifying what happened,'' she said, ``but when you read
    these documents, you understand that they created a mishmash of a
    system that really wasn't tested (and) hadn't been done this way
    before.''

        Ms. Gillen. Thank you.
        Mr. Nehls. Mr. Onder, you are recognized for 5 minutes.
        Dr. Onder. Thank you, Mr. Chairman, and thank you to all
    the witnesses here today.
        Mr. Collins, the FAA has spent, in your testimony, $14
    billion on NextGen since 2007, with overall costs projected to
    hit $35 billion by 2030. Has the GAO seen a good return on this
    Federal investment, or is there evidence that we are spending
    more for less?
        Mr. Collins. We think implementing our open recommendations
    would help improve the modernization effort, in particular
    around program management and providing cost, schedule, and
    timelines for the various initiatives.
        Dr. Onder. So you noted in your testimony that the FAA has
    yet to implement 9 out of 11 GAO recommendations related to
    modernization and delays. Have you identified specific barriers
    that prevent the FAA from acting out your recommendations in a
    timely way?
        Mr. Collins. We have not identified the barriers that FAA
    has. What we find helpful is when Congress emphasizes the need
    to implement our open recommendations.
        Dr. Onder. Okay, good. The act, Mr. Collins, directs the
    FAA to maximize air traffic controller hiring and evaluate
    limiting factors. Based on your current work, what are the most
    significant bottlenecks that the GAO has identified in
    preventing the FAA from hitting its hiring targets?
        Mr. Collins. So that work is ongoing. That team is focused
    on recruiting, hiring, and training. And we hope to have that
    report issued in the fall.
        Dr. Onder. Yes, and we have heard quite a bit about that
    from the other witnesses.
        In several areas--controller staffing, drones, airport
    infrastructure--you noted the FAA has initiatives underway. Is
    the FAA clearly identifying the performance metrics and
    outcomes taxpayers should expect from these initiatives?
        Mr. Collins. So in our prior work, identifying performance
    measures has come up across several of the initiatives
    underway.
        Dr. Onder. Okay, thank you.
        Thank you, Mr. Chairman, I yield back.
        Mr. Nehls. The gentleman yields. I now recognize Mr.
    Figures for 5 minutes.
        Mr. Figures. Thank you, Mr. Chairman, and thank you to each
    of you for being public servants and also for being here today.
    I always say in these things the good thing about seeing me
    means that you are getting close to the end most of the time.
        But I represent district 2 in Alabama. It is the southern
    third-ish of the State. And so from Mobile to Montgomery, a
    great aviation history. Tuskegee is in my district, obviously,
    the Tuskegee Airmen, a storied history there. Mobile is
    currently in the process of building a new international
    airport, which--the head nods--is warming to me to know that
    you guys know about that. But it is a huge infrastructure
    project, a huge investment that the area is undertaking.
        Can you guys--Mr. Heibeck, can you tell me the impact that
    tariffs are--that you guys are seeing have on construction
    projects, or particularly for terminals and airport upgrades?
    And how is the FAA looking at ways to mitigate potential
    impacts so that it doesn't make these projects unfeasible?
        Mr. Heibeck. Thank you for the question, Congressman, and I
    just want to say that I met with the Tuskegee airport, so----
        Mr. Figures [interposing]. Yes.
        Mr. Heibeck [continuing]. They have a good number of
    projects there that they are looking at. Unfortunately, I am
    not aware at this point of any impacts that the tariffs are
    having on our construction projects.
        Mr. Figures. Got it. And shifting over to an issue I know
    that we have spent a lot of time on today, but the staffing
    shortages in general, Ms. Baker, I will direct this one to you.
        Recent staffing reductions at FAA have obviously raised
    concerns not only about the internal capacity, but also about
    the consistency of communication and oversight across the
    system. I think we all have the same goal at the end of the day
    for these systems to be as safe as they possibly can. What do
    you see as the biggest challenge created by the staffing
    shortage?
        What is the most immediate threat created by the current
    staffing environment that we are seeing at the FAA?
        Ms. Baker. So again, the great thing about aviation safety
    is we have been able to protect so much of our workforce and
    maintain a lot of our workforce.
        The greatest challenges to us is something that we were
    actually accustomed to dealing with, which is turnover of
    employees, folks taking new jobs. Again, we are a resilient
    workforce, it is not unexpected to us. But every time we move
    somebody, there is a spool-up period for learning a new job.
        We remain focused on areas of risk, and that always is our
    priority.
        Mr. Figures. Got it, got it. And coming back to this
    airport terminal, Mr. McIntosh, in Mobile, the--oh, I am sorry,
    Mr. Heibeck.
        With the slowdown in funding streams that we are seeing,
    and cuts, and different policy shifts towards grantmaking, how
    are we ensuring that growing regional airports like Mobile,
    those that need to grow, that are legitimately in the process
    of growing, how are we making sure that they can continue to
    access those infrastructure funds in this current environment,
    those funds authorized by the reauthorization of 2024?
        Mr. Heibeck. I think there is good news there in that the
    Reauthorization Act--and again, thank Congress for the increase
    in Airport Improvement Program funding to $4 billion.
        The Reauthorization Act also included other provisions that
    expand funding and funding eligibility for smaller airports in
    the country. For example, State apportionment funding. The
    minimum amount of apportionment for nonhub airports went up
    from $1 million to $1.3 million. So I think there is--this is a
    step in the right direction, and that the Reauthorization Act
    provides a good bit of funding to the small and regional
    airports.
        Mr. Figures. And is there a lot of unobligated money in
    those pots that you just spoke of that has yet to----
        Mr. Heibeck [interrupting]. No.
        Mr. Figures [continuing]. Reach the airports?
        Mr. Heibeck. No, we are fully executing to the law.
        Mr. Figures. Okay.
        Mr. Heibeck. And I stated earlier that the Airport
    Improvement Program for fiscal year 2025 is just getting
    underway. We had an appropriation, but it takes a little time
    after that to get an apportionment----
        Mr. Figures [interrupting]. Get it out the door. And did
    the President's funding freezes impact any of that money?
        Mr. Heibeck. We just recently announced $790 million in
    grant funding under IIJA, and also, as projects under the
    Airport Terminal Program are ready to go under grant, we are
    doing one final review of those before we are rolling those
    grants out.
        And in addition, like I said, the AIP will start moving
    very shortly.
        Mr. Figures. Well, I appreciate it, and I appreciate you
    guys' time.
        Mr. Chairman, I yield back.
        Mr. Nehls. The gentleman yields. I now recognize Mr. Wied
    for 5 minutes.
        Mr. Wied. Well, thank you all for being here. It is great
    to see you. My first question is for Mr. Heibeck and Mr.
    McIntosh, either one or both.
        As we discuss modernization efforts of the National
    Airspace System more broadly, it is important to me to ensure
    that smaller airports like in my district--we have got two
    great airports in northeastern Wisconsin in Green Bay and
    Appleton--to make sure that they are not left behind. It is
    these airports that don't have, as you know, the 24/7 ATC
    staffing that rely the most on critical automated systems like
    AWOS and ASOS weather reporting to ensure that operations can
    be carried out safely at all hours.
        With this in mind, is the FAA committed to ensuring that
    smaller airports like ours that rely on these systems the most
    are prioritized in any system modernization efforts moving
    forward?
        Mr. Heibeck. Yes. I would go back again and just repeat
    that the Reauthorization Act has made certain changes to
    formulas and funding streams, as well as set up new programs
    geared toward smaller airports.
        There is a secondary runway pilot program instituted by the
    Reauthorization Act, as well as a small airport letter of
    intent program; usually that was reserved for larger airports.
        So, yes, under the great leadership of Congress in setting
    forward these provisions, we will execute to that law. And so,
    yes, we will support modernization of small airports.
        Mr. Wied. Great, all right. So Ms. Baker, as I am sure you
    will agree, safety is the primary concern for all FAA
    requirements, especially those relating to aircraft
    manufacturing. In some cases, the FAA and foreign regulators
    have different safety standards or approaches to the
    certification process, including high-risk flight testing and
    fire protection standards.
        Last year's FAA reauth, specifically sections 311 and 313,
    instructed the agency to focus on harmonizing these regulatory
    standards internationally. Can you provide an update on where
    the FAA is at in this process?
        Ms. Baker. We have ongoing conversations with our
    international partners. We have several regularly meeting
    workgroups. We have our certification oversight board. We have
    our bilateral oversight board with EASA. So we are always
    working on issues of harmonization.
        Around improving the type certification process, we have
    made an arrangement with Mitre to do a study for us on how to
    make the type certification process more efficient, and we are
    also taking a look at using flight test or using analysis,
    i.e., digital twins, something along those lines, in lieu of
    high-risk flight tests. So, we are executing against all of
    those provisions.
        Mr. Wied. Okay. Thank you. Additionally, the
    reauthorization focused on the importance of sufficient
    resources and training for FAA's certification workforce. Can
    you tell the committee what efforts have been undertaken to
    bolster certification personnel in their critical safety
    oversight responsibilities?
        Ms. Baker. Absolutely. So our certification personnel are
    exempt from any kind of hiring freeze, so we continue to hire
    engineers to the workforce.
        Additionally, we really are leaning into--we call it our
    aviation skills--I am drawing a blank on the end of that
    acronym. Essentially, what the program does is it gets our
    engineers out to manufacturers, not just the manufacturer that
    they are assigned to, so they can learn about new technologies
    coming into the system, new manufacturing procedures. And we
    are sharing that across the larger workforce so they all become
    more efficient, they all get better at the work in general.
        So, yes, we are doing work around certification engineers.
        Mr. Wied. Okay, great, thank you. And lastly, the
    commercial drone industry has already provided millions of
    dollars in savings while also saving many lives. Recent natural
    disasters including wildfires in California, earthquakes, and
    flooding in North Carolina have highlighted the critical role
    drones play in emergency response.
        In order to realize the industry's full potential to reduce
    traffic congestion, lower carbon emissions, and improve worker
    safety, the FAA must publish rules to allow drone operators to
    conduct beyond visual line of sight operations, which right now
    is only permitted by exemption.
        Section 930 of the FAA Reauth Act of 2024 directed the FAA
    to publish a draft of the Visual Line of Sight rule within 4
    months of enactment, and that was on September 16 of 2024, and
    finalize the rule within 16 months. A proposed rule was
    prepared last year, but was stalled at the OMB's Office of
    Information and Regulatory Affairs.
        So, in February, the proposed rule was resubmitted for
    executive level review. Do you have any insights into the
    timeline for this rule and when you think it will likely be
    published?
        Ms. Baker. No one wants this rule out more than I do, and
    it did make another step yesterday. It is now back with the
    Office of Management and Budget, so it is continuing its
    review. It is very close--it goes through that next stage of
    review, then it can be published as an NPRM. So it is back with
    OIRA.
        Mr. Wied. So what would be the hangup? Like, what is
    causing the delay?
        Ms. Baker. We have got some interagency feedback that we
    needed to address at the previous OIRA review, and got some
    feedback to incorporate. It's making the rule better, and now
    it's moved back along.
        Mr. Wied. Okay. Well, thank you all.
        I yield back.
        Mr. Nehls. The gentleman yields. I now recognize Mr.
    DeSaulnier for 5 minutes.
        Mr. DeSaulnier. Thank you, Mr. Chairman, and I want to
    thank the witnesses for being here. It is exciting, and I feel
    a good sense--I think the whole committee does. And I will say
    personally, just for having been involved in this bipartisan
    effort to reauthorize what was long overdue, and the infusion
    of money that the FAA asked for, and the comments now from the
    Secretary and the administration to add to that.
        But on the other side I still--it is hard to change a
    culture. I have said this before, there is this institutional
    deviation when it comes to aviation, where we recognize that
    there is risk and there has been not the proper investment, but
    it is sort of acceptable. So one of the real challenges I sense
    is the level of urgency, why you have to be methodical and you
    have to be thoughtful.
        There is still is--we are in a race against time. We have
    been for some time. And all those near-misses were warning
    signs of a system that needed this investment. So I just say
    that as an overall observation, and if any of you have any
    comments, please be specific on my questions.
        Mr. McIntosh, last week, Ranking Member Larsen and I were
    in the SFO tower. I represent an East Bay district. I have
    spent a lot of time with your members, particularly on the west
    coast. One of the things that came up was not just attracting--
    and I like everything you are doing about incentivizing people
    to get in, so I would like to ask two questions of you.
    Something came up in that conversation that should be obvious
    to all of us: burnout of people who are right at the prime of
    their career.
        So a lot of what the conversation there was was retention,
    that people are leaving early or they are not working at close
    to what their full, attentive, trained capacity is because of
    the burdens right now while we wait for this infusion.
        And the second part of the question is, how do we go
    upstream? We know that the--as you said, in your background,
    that the military was the perfect training for you, for pilots.
    And this goes to comments I have had from a famous pilot in my
    district who has called me and said about kids coming out of
    the academy as pilots have never flown in real inclement
    weather in-person. So they go off to the regionals, and his--
    and I have heard this from other pilots--is they are not ready.
        So, how do we, first of all, deal with the retention right
    now, the urgency?
        But then how do we go back and create an aviation corps--I
    am thinking of some of the things we have done with unions to
    do academies in high school so they get credits and get out.
        So both at the retention and then a sustainable, realistic
    process to attract and retain young people into the field.
    First on retention.
        Mr. McIntosh. Thank you for the question, a lot to chew on
    there.
        So when I take a look at the recruitment and the retention,
    they are directly related. As a controller, I will tell you the
    biggest thing that was burnout for me was when we were
    shortstaffed. If you are shortstaffed, chances are you are
    working 6-day workweeks, and you might even be required to work
    some 10-hour days to cover some short or some--if you--if
    someone calls in sick, you are understaffed, or you are
    shortstaffed on a swing shift, you might be held over for 2
    hours. That is where some of the burnout is coming from, sir.
        So the remedy is what currently Secretary Duffy is
    proposing with the supercharged hiring, ensuring that the
    academy is full, that we pull all the levers to get the influx
    of talent into those field facilities.
        I said this at the start of this hearing, and I will say it
    now: It is going to start and end with staffing. Our staffing
    needs to improve. Once the staffing improves, once we make sure
    that we are supercharging our hiring, we are ensuring that
    every academy seat is filled with the most qualified, best, and
    the brightest, we are offering the incentives through Secretary
    Duffy's leadership on the 30-percent increase--or the 30-
    percent increase in pay for our academy candidates as well as
    the 20-percent retention bonus, that is going to help keep
    people longer to train this pipeline that we are having.
        As far as making sure that we change the culture, behavior
    comes first; culture comes next. I believe you are seeing some
    behavioral changes now by the commitment that you are seeing
    from our Acting Administrator and the Secretary, as well as the
    commitment from everyone that is sitting at this table. We are
    here because we believe in the process, we believe in safety,
    and we believe in making sure that our employees believe in us
    because we believe in them.
        Mr. DeSaulnier. Mr. McIntosh, I am going to interrupt you
    just because the other thing is, they don't get compensated
    enough in high-cost areas. We have never caught up to this, but
    that is where most of the traffic is. Could you comment briefly
    on this?
        People can't afford to live in San Francisco or New York or
    Boston.
        Mr. McIntosh. So I spoke about some of the recruiting
    efforts. One of the things that we have looked at is--and it is
    being deployed now--is incentives for hard-to-staff facilities.
    And there are also some pay differentials for some of those
    higher cost living. So I know that that is being reviewed, as
    well.
        As far as San Francisco, I think another thing we will see
    from the benefit is, we have just implemented, as an interim
    measure, a new staffing model that--or a staffing number with
    the Collaborative Resource Workgroup. That is going to bump our
    numbers up as we wait for the Transportation Research Board to
    come back with their new staffing model recommendations. So
    that is going to help give us more controllers in some of these
    facilities, and that will help with some of that burnout, as
    well.
        Mr. DeSaulnier. Thank you. I yield back.
        Mr. Nehls. Mr. Kiley, you are recognized for 5 minutes.
        Mr. Kiley of California. Thank you, Mr. Chair. Thanks to
    all the witnesses for your testimony today.
        I think it is important when we have these hearings to
    focus, certainly, on the pressing needs of the present as we
    have been doing today, addressing the disruptions we have seen
    in the commercial airline space, as well as the staffing,
    urgent staffing needs when it comes to the FAA and air traffic
    controllers.
        But I think it is also important to keep an eye on the
    future of transportation. And indeed, the FAA reauthorization
    bill did that with several measures assuring that the FAA will
    be well positioned for new and emerging technologies. So I
    wanted to briefly discuss those issues, and to pick one of
    those specifically is air taxis. I think that, for a lot of
    Americans, this still seems pretty futuristic. But the reality
    is, there are a number of companies that are pretty much ready
    for prime time. I think the entire, sort of, viability of the
    2028 Olympics in L.A. might rest on having a good fleet of air
    taxis available.
        So--and I will direct this to whoever would like to take
    it--what should we expect when it comes to air taxis? When will
    they start to be used? How prevalent will their use be? What
    kinds of uses do we expect to see? And importantly, how safe
    will they be? Will the safety level be more comparable to
    riding in a commercial airliner or driving a car?
        Ms. Baker. So I will go ahead and start with that. The
    office--Aviation Safety Organization is responsible for the
    integration of advanced air mobility. We see lots of different
    uses. We see cargo, short-haul cargo. We see potential, as you
    described, air taxis, maybe short-term movement to and from
    airports, amongst urban areas. Those are all models that
    companies seem to be coming up with.
        The first step is a certified aircraft. We would certify to
    the same equivalent level of safety that we would certify
    another small aircraft. So, small aircraft for commercial use.
    That is essentially the standard we are certifying to. We are
    in the middle of ongoing certification, so there are companies
    going through that process right now in various stages of
    testing and proving that their vehicles meet those minimum
    safety standards.
        Additionally, we have a regulatory set out there to
    transition the new pilots. The early models of advanced air
    mobility will be piloted, so we are working--we have this rule
    set that will allow for transition from currently experienced
    pilots into this new category of aircraft powered-lift.
        We have this regulatory set that will also set up the
    operating standards around them. So for example, current rules
    talked about fuel standards. If these vehicles are electrically
    powered, what is the equivalent level of power reserve. So, we
    have that rule set in place.
        Additionally, we have work across with my fellow colleagues
    on what is necessary to integrate AAM.
        Mr. Heibeck. I always like to say because they have to land
    somewhere, we are preparing for AAM. We have updated our
    engineering brief to--it is called EB 105A. It provides the
    standard for vertiports. It is an existing standard, a design
    standard.
        Reauthorization also requires us to update our Heliport
    Advisory Circular and our Vertiport Advisory Circular to
    provide a performance-based standard. We are going to be going
    through testing as we get conforming aircraft coming to be
    presented for certification to aviation safety. We will be
    collecting data from that to inform those advisory circulars
    and get those set up.
        Mr. Kiley of California. Any other thoughts on this?
        You mentioned, Ms. Baker, that initially they are going to
    be piloted. So does that suggest that ultimately the vision
    here is autonomy, much as we are starting to see for cars?
        Ms. Baker. I think that that is a business model that is
    out there. I think that is a good question for manufacturers.
    There are certainly some manufacturers that definitely have
    their eye on autonomy, but I think we will see that eventually.
        Mr. Kiley of California. Are we envisioning within, let's
    say, the medium term, 5 to 10 years, maybe a little longer,
    that these air taxis will be in common use, or will it sort of
    just be for, kind of, specialized purposes and big cities,
    maybe between major cities?
        Ms. Baker. I think the market will, sort of, bear that out.
        When I first started in DC in 2006, we were talking about
    very light jets. And the phrase that we had in the building was
    very light jets were going to darken the skies, and that didn't
    necessarily play out. So we are ready to enable the AAM
    business model, and I am eager to see where it goes.
        Mr. Kiley of California. Well, I think it is a very
    exciting set of possibilities from this technology and others
    that really could revolutionize the movement of goods and
    people in a way that improves all of our lives. But of course,
    in order to usher that future into being, it is essential that
    we have safety so that people trust in these new modes of
    transport. So thank you for the work you are doing.
        I yield back.
        Mr. Nehls. The gentleman yields. I now recognize Ms.
    Scholten, 5 minutes.
        Ms. Scholten. Thank you so much, Mr. Chairman and Mr.
    Ranking Member, and welcome to our witnesses today. Public
    service is a high calling, especially when the stakes are high,
    as they are in air travel. So I really want to thank you for
    your service. We are nearing the end of our grueling testimony
    and hearing today, so thank you so much for bearing with us.
        This is truly a unique moment in the aviation space, at a
    time when public confidence in aviation safety is on the
    decline. Even as we know it has never been more safe to travel
    by plane, we cannot ignore the public sentiments about this. We
    need the FAA to continually recommit itself to not only keeping
    our skies safe, but to ensuring that the public feels that way
    and they understand how safe that it is. Every day, Americans
    are worried about their family's safety on flights. As I travel
    back and forth between Washington, my constituents ask me all
    the time about the safety of flying.
        On top of that, our President is accepting a luxury
    aircraft from a foreign country.
        On top of that, the administration has reportedly targeted
    FAA employees who are integral to FAA safety in the name of
    efficiency. This is unacceptable.
        I stand ready to work with my colleagues and the DOT to
    regain the public trust. This starts with the swift
    implementation of the 2024 FAA reauthorization.
        I am a strong supporter of aviation infrastructure
    modernization, including the replacement of an aging air
    traffic control tower in my district at the Gerald R. Ford
    International Airport. I hope my colleagues will indulge me.
    Perhaps next to Coos Bay, they have heard more about the Gerald
    Ford aging tower than almost anything else. What can I say? We
    are champions for our district.
        However, the FAA has failed to meet the statutory deadline
    and has yet to submit a report to Congress on language that I
    championed and was passed into law through the FAA process last
    year.
        Mr. McIntosh, can you please share a status update on the
    FAA's obligations under section 624 of the recent
    reauthorization, as well as describe why the FAA is delayed in
    submitting this report?
        Mr. McIntosh. Thank you for the question. And also, thank
    you for the affirmation that it is safe to fly. It is. I fly
    every single week, as well, and never do I ever board an
    airplane ever worried that there is going to be an air traffic
    situation or a problem with the aircraft, due to Ms. Baker's
    diligence, as well, as well as Mr. Heibeck's overseeing the
    airport environment. So thank you for that affirmation.
        In regards to your question, the status of 624, the air
    traffic control tower replacement process, yes, ma'am, we are
    finalizing the report, and I can absolutely offer that report.
    My team and I will be happy to offer that report and brief your
    office on the tower replacement project. We would be happy to
    do that. We are also putting it online so everyone can see it,
    so everyone has full transparency. But again, if you don't want
    to go online, we would be more than happy to brief you.
        As far as the delinquency, I wasn't aware that it was
    delinquent. I came in today and I do know that we are filing a
    report, and we are happy to say that we are going to be able to
    take this one off the list, ma'am.
        Ms. Scholten. Thank you. I appreciate it, and we look
    forward to it. We accept your invitation of an individual
    briefing.
        I want to ask about the presence of DOGE at the agency. I
    know my colleagues have been asking a lot of questions about
    that. This agency came in and was created to boost efficiency.
    Mr. McIntosh, has the presence of DOGE increased or had any
    type of impact, negative or positive, on the agency's
    efficiency or performance?
        Mr. McIntosh. So I was asked this question earlier. I
    haven't witnessed DOGE in the FAA. I haven't seen them. I
    haven't corresponded with them.
        In regards to efficiency----
        Ms. Scholten [interrupting]. So is this your--is it your
    testimony that they don't have any presence at the FAA?
        Mr. McIntosh. My testimony is that I haven't seen them. I
    haven't interacted with them.
        Ms. Scholten. So you don't know if DOGE has had any impact.
    You have not seen DOGE having any impact enhancing efficiency
    or decreasing efficiency.
        Mr. McIntosh. No, ma'am, I haven't. I have visited air
    traffic controllers and facilities, and my interactions with
    them have strictly been--and their feedback to me has been--
    they were looking for infrastructure improvements, as well as
    improvements to staffing. Those are the things that come to me.
    Those other items that you discussed have not come up in our
    conversation.
        Ms. Scholten. And have you seen those come to fruition,
    then?
        Mr. McIntosh. As far----
        Ms. Scholten [interrupting]. Staffing changes and the
    improvements.
        Mr. McIntosh. So I have not seen the infrastructure
    improvements yet, but we are very hopeful, through bipartisan
    legislation, that we will see that, because controllers are,
    quite honestly--and I said this in the hearing yesterday--we
    talk about being the gold standard. I just want to make sure
    that we remain there by investing in our infrastructure and
    investing in the controllers and the technicians that use them
    every day. And then the flying public will benefit from those
    safety measures, as well. We are excited about it.
        Ms. Scholten. Thank you, Mr. McIntosh.
        I yield back.
        Mr. Nehls. Thank you.
        To the panel, we may have a couple of Members left. Are we
    okay to continue?
        Yes? All right. I now recognize Mr. Taylor for 5 minutes.
        Mr. Taylor. Thank you, Chairman, Ranking Member, for
    holding this hearing today, and I also want to thank the
    witnesses for being here, for your time and expertise and the
    sacrifices you all made to be here. We appreciate you very
    much.
        With domestic international aviation travel rising in the
    United States, it is imperative that the FAA does everything in
    its power to keep our skies safe. I am excited to work with
    members of this committee and the FAA to implement the best
    policies and procedures to keep our constituents safe while
    flying, while ensuring ease at the airport.
        In my district, I represent one of the fastest growing
    airports in the State, and this is the Clermont County Airport.
    As southern Ohio continues to attract new businesses and
    families to Clermont County, airport traffic has grown each
    year, hosting more than 36,000 takeoffs and landings in 2024.
    As the Clermont County Airport attracts more visitors and
    travelers, it is vital to ensure the safety of those traveling
    through southern Ohio.
        Mr. Heibeck, what, if any, special steps does the FAA take
    with smaller airports that are growing quickly to ensure that
    they have the infrastructure, technology, and resources to
    safeguard passenger safety?
        Mr. Heibeck. Yes, well, I would say that, under our Airport
    Improvement Program and our discretionary funding program, when
    you say with respect to safety, that has some of the highest
    priority ratings that we give, and it is a very structured
    process. For example, I always say if you are at the center of
    the runway and you move out, you can expect the priority to go
    down. So, as you get to terminals, it is lower.
        So, with respect to any airport, regardless of its size, if
    it is competing for discretionary funding for us, the higher
    priority safety projects, regardless of size, will score better
    than lower priority, like, as you move out from the runway to
    the lower priority projects.
        Mr. Taylor. Okay, thank you. Airports across the country
    rely on the Airport Improvement Program to help improve safety
    and efficiency. Funding from this program allows airports to
    build new runways, ramps, taxiways, and make needed repairs on
    existing infrastructure.
        However, many of the airports in my district fall into the
    nonprimary entitlement, and can only receive up to $150,000,
    far less than larger airports. Even though these more rural,
    smaller airports have less air traffic and require less money,
    the AIP funds can be vital for many small towns.
        Mr. Heibeck, from your experience, can you just talk more
    about how important AIP funds are to helping small airports,
    and what we can do in Congress to maybe improve this program?
        Mr. Heibeck. Yes, and I believe you have taken an important
    first step in that in some of the formula changes you have made
    in the Reauthorization Act. The State apportionment funding has
    had a significant shift upwards, and that is used by States to
    reach the smaller airports, and so that is a great step there.
        And just again, on the safety side, that will always rank
    higher than other projects, regardless of airport size, when it
    comes to the discretionary pool.
        Mr. Taylor. Thank you.
        A quick one, whoever wants to take this one can take it,
    and maybe we can get a couple people's input on it. No one
    should be afraid of flying in the United States. Obviously, the
    tragedy that occurred at the DC airport in January is
    heartbreaking, and my heart goes out to the friends and
    families and loved ones who lost someone in that terrible
    crash. What actions has the FAA taken following American Eagle
    flight 5342 to ensure tragedies like that never occur again?
        Mr. McIntosh. I will take that, and thank you for the
    question. And again, it is safe to fly.
        We took immediate action after the accident occurred.
    Secretary Duffy met with Acting Administrator Rocheleau, and we
    implemented changes right away. We put in a corridor that
    prohibited mixed-use traffic, meaning helicopters could not
    interact with fixed-wing aircraft. We also made sure that ADS-B
    Out was--that mandate was adhered to, and we updated our orders
    to reflect that. We also restricted the use of visual
    separation within the immediate vicinity of DCA. We increased
    our controller staffing at DCA, as well as our supervisor
    presence.
        I think, to get to where your question is, Mr. Taylor, we
    took those lessons learned on helicopters and mixed traffic
    with commercial traffic, and we applied those to other cities
    that had very similar helicopter route patterns. And those
    lessons learned, we went out to those 10 cities and we started
    looking at commonalities. Was there safety drift there, as
    well? If you had a chartered helicopter route and it was close
    proximity to an airport like Las Vegas, we implemented vertical
    and lateral confines, making sure helicopters stayed within
    points, and we had safe separation between arriving and
    departing aircraft.
        We are working with our labor partners to make sure
    training is robust and that we learn from an incident like this
    to make sure that the NAS safety margins even improve from
    where they are now.
        Mr. Taylor. Thank you, sir, and thank you to all of you.
        And, Chairman, I yield back.
        Mr. Nehls. Thank you.
        Ms. Hoyle, you are recognized for 5 minutes.
        Ms. Hoyle of Oregon. Thank you, Mr. Chair.
        As a Member with one of the longest commutes in the
    contiguous United States and no direct flights, I spend a lot
    of time on planes, and talking to pilots, and talking to air
    traffic controllers, and talking to the people that support the
    support staff that help our air traffic controllers do their
    jobs. And right now, they feel they are under incredible stress
    because a number of them got fired.
        I do appreciate, and I told Secretary Duffy I appreciated
    him standing up to Mr. Musk saying, ``You can't fire the air
    traffic controllers,'' however, a number of them took the
    deferred retirement. A number of them are being recruited by
    other countries, where they feel they are going to be valued.
    And the support staff that support the air traffic controllers
    in doing their jobs and fixing the equipment and what not did
    get fired. So then, all of a sudden, they were called back to
    work on social media. That is not how we should treat
    employees. If you don't treat your employees well, why would
    they want to work here? They have other options. So
    fundamentally, you don't rebuild trust by treating people like
    they are disposable.
        Now, when I talked to Secretary Duffy, I said, ``What is
    your top priority?'' and he said fixing the air traffic control
    system. And I said, ``I will work with you and anybody here on
    making sure that happens. It is important that we have safe air
    traffic control and people feel safe flying.'' But I did say
    with the caveat that I do not believe that this should be
    privatized. This is a Government function. We do not outsource
    our safety and national security to a private entity. So
    fundamentally, we do need to commit to real investments.
        And I did hear one of my colleagues talking about
    recruiting, training, and retaining staff. It is not DEI,
    right? It is not woke to say that we should treat people well
    who show up to do their job and are highly qualified,
    regardless of where they come from, their gender, what race
    they are. And that is critical that they feel valued.
        Now, what I will say is that we have a crisis, and we have
    talked about air traffic control towers. In Oregon, we have the
    Hillsboro tower that is so old that they can't even put in a
    tower simulation system because there is literally nowhere to
    put it. The FAA reauthorization says every tower should have
    one by 2028, but that promise doesn't mean the facilities can
    handle the equipment.
        So basic gear like headsets to talk to pilots, those are
    failing. Backups barely work. We have got controllers working 6
    days a week, 10-hour shifts, and we are short 3,600 certified
    controllers.
        So my question is, I think lots of people have asked about,
    how are we going to get our air traffic control towers up to
    speed? But secondly, what specifically are you doing to make
    sure that the people that are coming to work at the FAA feel
    like they are valued and that their job is going to be there
    tomorrow?
        Mr. McIntosh. Thank you for the opportunity to let me
    respond.
        Every day, I have conversations with my team, and they know
    exactly how valuable they are. I am a career employee. I have
    got 25 years in the FAA, and I have got 4 years in the
    military. They know how much they are valued. In my
    conversations with Secretary Duffy and Acting Administrator
    Rocheleau, they tell me the very same thing. Everything that we
    have talked about has been the significance and the importance
    of individuals coming in and doing their jobs and keeping the
    skies safe.
        Controllers and technicians were never part of the
    deferred--DRP. They are exempt. They were not fired. They were
    not part of that conversation.
        When we talk with our teams, they understand their
    significance in ensuring that they support the air traffic
    organization and being successful of their mission of keeping
    people safe. We don't have a job; we have a profession. It is a
    profession we take very seriously, and it is a profession that
    we all take great pride in delivering to the United States and
    the people that fly the skies.
        Ms. Hoyle of Oregon. I will in just the time I have left--
    although those two positions were exempt from the deferred
    resignation, there were resignations. There are air traffic
    controllers that are being recruited by other countries where
    they feel like it will be less stressful, they will be more
    valued, they will have what they need. And the support staff
    who support the mechanics and the air traffic controllers, they
    were let go or pushed to leave because--again, I don't know how
    we replace them, but it is--I want to support you in doing your
    job in keeping your employees, and I want to support Secretary
    Duffy doing his job, provided we understand that this is a
    critical Government function, and we can't have 20-year-olds
    come in and just break it all apart, because that puts all of
    us in danger.
        So again, thank you for your work today.
        Dr. Van Drew [presiding]. The gentlelady yields back. I
    will yield to myself.
        First of all, I have prepared remarks. I am going to use a
    few of them. They were thoughtful and methodical, et cetera,
    but I've got to do my thing here, and I want to start out by
    thanking the FAA for the work that is done. There are a lot of
    good people who work very hard, give it their best, and do
    their job. I have 1,600 of them at the tech center in my
    district alone, but there a lot more than that throughout the
    country.
        I want to thank Secretary Duffy--nobody--maybe I didn't
    hear it because I have been in and out--for the work that he is
    doing. Man, talk about a tough job. The guy comes in, his first
    100 days, and all of this is thrown on his lap, and he is
    dealing with it, and he is focused, and he is fired up. And the
    Acting Administrator, as well. They are doing a job.
        I want to talk about--this is a tough, tough week for New
    Jersey, to be honest with you. It has been a tough few weeks
    for New Jersey between what happened in Newark, at the
    detention center, at the Delaney Center--I am chairing my own
    committee meeting on that, we are not going to bring that up
    here--and then Newark Airport. It proves a point. And it is not
    the employees, but it proves a point.
        We transferred air traffic control from New York City to
    Philadelphia. And this was under the Biden-Buttigieg
    administration--let's be clear--that we did this. We did that
    knowing that we had corroded copper wire, that we didn't have a
    STARS system in Philadelphia, that we were short of air traffic
    controllers there, that the main runway in Newark was being
    worked on--the main runway of two main runways there--and
    redone. We did that again in the past administration, when
    there was bad technology all around.
        I had the opportunity a couple of times at the Atlantic
    City International Airport to actually look at their air
    traffic controllers, and these folks in the last
    administration, they were using floppy disks. They couldn't
    even get them at the regular--the way that supplies are
    normally gotten. They have got to go to, like, discount stores
    somewhere for people that have aged technology that nobody is
    using anymore. That is not your fault. I am not blaming you for
    that.
        And what were we worried about? I am sorry, I am going to
    be the one to say it: What were we worried about in the last
    administration? Man, I didn't hear a lot of talk about
    improving infrastructure, about America being number one in the
    world as far as infrastructure. You know what I heard about? I
    heard about--and yes, there were DEI, I heard about what
    pronouns do we use. I heard we had to change the name of the
    cockpit. I heard that we had to be concerned about bathrooms
    and how we dealt with them, and what was a men's room and
    women's room, transgender, whatever it was. I heard we were
    discussing tree equity. I don't even know what tree equity is,
    but we were discussing it. We were discussing racist roads and
    bridges. I am talking about infrastructure in general, but it
    applies here.
        What we should be worried about, what you all are worried
    about is national security, public safety, and making America
    number one in the air again. That is the real world. That is
    what we were dealing with in the last 4 years. That is what
    Secretary Duffy and the Administrator have to clean up now,
    what all of you have to do, what all our good employees have to
    do. Damn it, we should stay focused on what the real issues
    are. That is the job of the FAA. It isn't all this other--and
    yes, it was woke crap that doesn't belong there. And I don't
    mean to be crude, but I am telling the truth.
        So with that being said, Mr. McIntosh--and thank you guys.
    I mean, you have been there a long time. You have got to be
    tired, you really do. I hope they are feeding you coffee, at
    least, and you are staying awake. Why was the air traffic
    shifted from New York to Philadelphia when their systems were
    and still are in such disrepair?
        And I know we have already gotten some fiber in, we have
    done some other stuff, we are going to get the STARS system, et
    cetera, but why--was that shift really--did that have to be
    made?
        Mr. McIntosh. We did have to make that shift, sir.
        And again, I also want to say one thing, because I don't
    want to do a disservice to the controllers at N90 or the ones
    who are currently at Philadelphia C. They do a phenomenal job--
    --
        Dr. Van Drew [interposing]. I agree.
        Mr. McIntosh [continuing]. Every single day. They work the
    most congested airspace under some high-stress situations. They
    are phenomenal.
        Our concern with Philadelphia or with the Newark TRACON and
    N90 was we had some real recruiting issues for that facility.
    Trying to find highly qualified controllers to go and certify
    was a problem for us. We were largely dependent upon the
    academy to give us students to work that most congested and
    most complex airspace in the world, and we were only seeing a
    success rate between 20 and 25 percent for these academy
    graduates.
        Me, I don't want to send someone who is straight off the
    street to go to the most complicated airspace to try to learn
    air traffic. It is not a formula for success.
        We took a long--at where the current staffing was at N90
    and where it was 10 years before, and it was going the wrong
    direction, despite a decade of incentives. A change was needed
    to change the trajectory of what that facility was going to
    look like. And what I mean by that is we wanted to make sure
    the staffing was going to get better.
        By moving the airspace, we had a lot of people who were not
    interested in going to N90 interested in going into the new
    Philadelphia Area C. As a matter of fact, all of our classes
    that we have scheduled--or this pipeline I am speaking to--is
    filled between now and the middle of 2026 with experienced
    controllers to go learn this airspace, and they are excited to
    go do that.
        That is the reason why we moved the airspace, was to make
    sure that we actually had future growth and a pipeline for this
    new area.
        As far as the infrastructure and what you are seeing at
    Philadelphia Area C right now, I think this speaks to the
    current condition of our infrastructure. You are seeing it take
    its progression, and now it is starting to show cracks. We are
    starting to see our redundant systems that were always reliable
    before starting to fail. And we need to start putting in some
    of the new infrastructure requests that Secretary Duffy is
    speaking to as far as the new fiber lines, as far as a
    dedicated STARS line to Philadelphia Area C, ensuring that the
    frequencies work and that the controllers there have the best
    equipment available.
        So I do believe we take a look at the current
    infrastructure and where it is cracking, and we improve it to
    where it is now. But to answer your question, yes, I do believe
    that airspace move was required.
        I received a very tough question, which was, knowing what
    you know now, would you have moved the airspace back last
    summer, and my answer was yes. And the reason why it was yes
    was because sometimes the right decision is hard, but you have
    to stand by those hard decisions knowing that it was the right
    call.
        Dr. Van Drew. I thank you, Mr. McIntosh. And I've got to
    tell you, we are now in this administration going to focus
    money towards recruitment, towards incentivizing people to come
    in, towards infrastructure, and doing the job that needs to be
    done.
        With that, I will yield to Ms. Titus, the gentlelady from
    Nevada.
        Ms. Titus. Yes, thank you very much.
        With all due respect to my colleague's comments blaming the
    last administration for the problems at airports, I just would
    remind him that he was here when we passed the FAA
    reauthorization bill. He voted for it. I don't recall a lot of
    amendments that he might have introduced that dealt with some
    of the problems he is now criticizing the last administration
    for. They would have been well----
        Dr. Van Drew [interrupting]. I will give you an extra few
    seconds. I talked about it over and over and over again.
    Continue.
        Ms. Titus. Yes. Reclaiming my time, also I hope that the
    DOGE people will let you spend that additional money on
    infrastructure. I don't see any evidence of that. Mostly it has
    been cutting things with infrastructure. But okay, I will take
    you at your word that we are going to make these great
    investments.
        Now I would ask you, Mr. McIntosh, one of the things I had
    in the FAA reauthorization bill was to call on the National
    Academies' Transportation Research Board to look at the way we
    analyze the need for air traffic controllers. They were to do a
    report that maybe we rethink the formula that was to be due in
    December. We haven't seen that. Can you tell us what the holdup
    is, or when we might be able to have that as a guide for how we
    move down the path to getting more air traffic controllers?
        Mr. McIntosh. Yes, ma'am. You are correct, we did, as
    reauthorization required us to do, we contracted the
    Transportation Research Board to analyze our staffing model and
    also analyze it against the new Collaborative Resource
    Workgroup that was a collaborative project between the agency
    and NATCA. We are waiting for them to finalize that report.
    When that report is finalized, then the FAA will take those
    recommendations and develop a new staffing model.
        We expect the TRB report to be out this summer. But as an
    interim gap, what we have implemented was the new CRWG numbers
    to ensure that we actually put more controllers in those
    positions. So, that is the stop-gap measure which was required
    by reauthorization, as well, was the implementation of the CRWG
    as we wait for the recommendations from the TRB.
        Ms. Titus. Is there any way we can make corrections if
    those recommendations come out different from what you are
    using as a stop-gap?
        Mr. McIntosh. My understanding is, from the TRB
    recommendations, the FAA will take those recommendations and
    make that to be a new staffing model.
        Ms. Titus. Okay. Thank you. Well, I think that would be
    helpful if we are going to make all these improvements, invest
    all this money, let's do it the right way so down the road 10
    years from now, we won't be back in this same difficulty that
    we are in now, behind the eight ball.
        Ms. Baker, I would like to ask you about your faith in the
    National Transportation Safety Board. This was created in 1967
    as an independent body. It has investigated more than 153,000
    accidents, issued more than 15,500 safety recommendations. Now
    we have the news that Alvin Brown, the vice chair, has been
    dismissed. He was sworn in in April 2024. He is supposed to run
    his term through 2026.
        This isn't the first time a member has been removed. I am
    sorry, this is the first time a member has been removed. We see
    it happening at the FTC. We see it happening at the National
    Labor Relations Board. These independent agencies seem to no
    longer be independent.
        Do you have faith that they can investigate all these
    accidents that are occurring thoroughly and independently?
        Ms. Baker. The NTSB has many, many career investigators,
    just like the FAA has many, many career employees. I have no
    reason not to have faith in the NTSB.
        Ms. Titus. Well, could you just put on the record how
    important it is for this agency to remain independent and not
    to be politicized or weaponized by the current administration?
        Ms. Baker. I believe that the NTSB has its own legislation,
    and it should follow its own legislation, as well.
        Ms. Titus. Well, the legislation was that they weren't to
    be dismissed, and that's not happening, so I don't think you
    can count that as a guarantee.
        Ms. Baker. I understand your concern.
        Ms. Titus. Okay. Thank you, and I yield back.
        Dr. Van Drew. The gentlelady yields back. Are there any
    further questions from members of the committee who have not
    been recognized?
        Seeing none, that concludes our hearing for today. I would
    like to thank each of the witnesses for your testimony and for
    just holding out for a very, very long hearing. We appreciate
    you.
        And the committee stands adjourned.
        [Whereupon, at 2:03 p.m., the committee was adjourned.]

                           Submissions for the Record

                                  ----------

           Statement of the Association for Uncrewed Vehicle Systems
           International, Submitted for the Record by Hon. Sam Graves
        On behalf of the Association for Uncrewed Vehicle Systems
    International (AUVSI), thank you for the opportunity to submit this
    testimony as you evaluate the implementation of the Federal Aviation
    Administration (FAA) Reauthorization Act of 2024 (P.L. 118-63). 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.
        AUVSI is the world's largest non-profit organization dedicated to
    advancing uncrewed systems, autonomy, and robotics. AUVSI represents
    over four hundred corporations and eight thousand professionals across
    more than sixty countries in industry, government, and academia.
    AUVSI's members span the defense, civil, and commercial sectors and
    multiple transportation domains, inclusive of hardware and software
    companies. Our member companies design, build, and operate uncrewed
    aircraft systems (UAS, or drones) as well as counter-UAS systems for
    detecting and mitigating drones. We also represent leaders in advanced
    air mobility (AAM), including manufacturers, aircraft autonomy
    providers, component suppliers, and infrastructure developers.
        P.L. 116-83 was a landmark step forward for the entire aviation and
    aerospace industry. It contained critical provisions intended to
    accelerate the integration of drones and AAM technologies into the
    national airspace system (NAS). AUVSI commends Congress for its
    leadership in crafting a future-ready aviation framework. However,
    significant portions of P.L. 118-63 implementation remain off track,
    and delayed action by the FAA on several mandates risks undermining
    U.S. leadership in global aerospace innovation as our competitors, and
    adversaries, race ahead.
        We are at a pivotal moment in aviation history, with drones and AAM
    aircraft (which include both regional and urban passenger and cargo
    carrying applications) 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 cost-effective solution for critical
    operations including public safety, package delivery, precision
    agriculture, utilities maintenance, infrastructure inspections, and
    much more. AAM 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.
        The UAS and AAM industries require enabling rules and regulations
    given the new technologies entering service. Safety, not bureaucracy
    must drive this process--new regulations in this space will enable
    rather than restrict U.S. innovation and leadership. We encourage
    Congress and the FAA to streamline the rulemaking process generally,
    and specifically across UAS and AAM initiatives. The current regulatory
    structure for UAS and AAM is overly burdensome because it was created
    with traditional aircraft in mind. Updated enabling rules and
    regulations will act as a means of deregulation that enables these
    innovative technologies to flourish.
        A critical step toward streamlining the FAA's rulemaking process is
    the swift implementation of Section 202 of P.L. 118-63, which requires
    the FAA Administrator to create an Office of Rulemaking and Regulatory
    Improvement headed by an appointed Assistant Administrator. The
    creation of the office and the elevation of rulemaking within FAA will
    help to ensure accountability and responsibility for rulemaking
    timeliness, which are often presently lacking.
        Without timely regulatory clarity, the promise both UAS and AAM
    technologies will remain unrealized, and we will continue to see
    nations like China win the global aviation competitiveness race. The
    FAA must move swiftly to implement new rules for beyond visual line of
    sight (BVLOS) drone operations, aircraft certification, and airspace
    integration technologies such as UAS traffic management (UTM). It must
    also ensure that operational approvals for emerging AAM aircraft are
    efficient, transparent, and based on performance rather than legacy
    prescriptive frameworks.
        While AUVSI's diverse membership is deeply invested in the
    implementation of several P.L. 118-63 provisions, we want to take a
    moment to focus on the BVLOS draft safety rule/final rule and how the
    associated costly delays.

            The drone industry is standing on the precipice of a new era.
            With the right regulatory framework, the U.S. can lead the
            world in drone innovation and integration. The timely issuance
            of BVLOS safety rules will unlock the scalability of high-value
            operations. According to various studies, the drone industry is
            projected to contribute billions of dollars to the U.S. economy
            over the next decade. But, without the BVLOS rule in place,
            much of this potential will remain untapped.

            Unfortunately, the BVLOS draft safety rule, and therefore the
            BVLOS final rule, has languished, plagued by bureaucratic
            delays. The deadline for the FAA to release the BVLOS draft
            safety rule no later than four months after the enactment of
            P.L. 118-63 has come and gone, and the industry is feeling
            those impacts. Importantly, this means that unless the FAA
            issues the BVLOS draft safety rule in the very near term, the
            FAA's issuance of the final rule will undoubtedly slide to the
            right in the calendar, which will ensure the U.S. falls further
            behind other nations in the deployment of advanced aviation
            technologies.

            It is important to note that the notice of proposed rulemaking
            (NPRM) has already been written and began undergoing the White
            House Office of Information and Regulatory Affairs (OIRA)
            interagency review process last year, and AUVSI conducted
            multiple meetings with OIRA and various segments of the UAS
            industry to make the case for the issuance of the NPRM.
            Unfortunately, the draft safety rule was not issued for public
            comment before the January 20 change in administrations and the
            associated moratorium on rulemaking activities.

            Releasing the NPRM and final rule in a timely manner is a
            requirement of Section 930 of P.L. 118-63, which was enacted
            into law almost exactly one year ago. The expeditious release
            of the BVLOS NPRM and subsequent final rule, pursuant to
            Section 930 referenced above, would build on the drone policy
            agenda of the first Trump Administration, which was the last
            time that enabling drone regulations were promulgated. In the
            meantime, the FAA needs to maintain the current process for
            authorizing the limited drone operations that are in the
            pipeline before the BVLOS rule is final, so operators can
            continue to effectively plan and make informed business
            decisions.

            Today, drone operations BVLOS require costly, lengthy, case-by-
            case FAA approval processes which inhibit companies from
            scaling in the United States and can make beneficial operations
            cost-prohibitive. The rapid expansion of drone technology in
            sectors such as public safety, agriculture, infrastructure
            inspection, and delivery services have the potential to
            transform key areas of the economy and provide significant
            societal benefit, as we have witnessed most recently in the
            hurricane response efforts.

            This expansion is also necessary to buttress domestic
            manufacturing efforts while supporting our national security.
            Drones can be used for ongoing surveillance of large areas
            during events like natural disasters, potentially reducing the
            need for extensive ground patrols. They can enter buildings and
            disaster zones where it would be unsafe to send in a human.
            Drones can monitor fires and wildfires, enabling more effective
            decision-making and resource allocation. Drones are deployed to
            assess damage, monitor hazards, survey affected areas, and
            deliver aid following disasters such as tornadoes, hurricanes,
            earthquakes, wildfires, and infrastructure collapses. They
            provide valuable situational awareness to emergency responders
            and help them coordinate relief efforts.

            Further delays to the BVLOS rules will continue to hamper the
            drone industry from scaling to new heights. We encourage
            Congress to work hand-in-hand with the Trump Administration to
            issue the draft safety rule as soon as possible for public
            comment--the vitality of this industry depends on it.

        Moreover, we urge Congress to conduct robust oversight of FAA
    leadership to ensure they are fully activating the tools Congress
    provided in this legislation to expand real-world testing environments,
    strengthen industry-academic research partnerships, and fund state and
    local planning for UAS and AAM infrastructure. Equally vital is
    investment in workforce development. The FAA has been entrusted with
    meaningful resources to prepare our current and future workforce for
    careers in uncrewed systems. It is imperative these funds be deployed
    strategically and promptly, in collaboration with community colleges,
    universities, and training organizations.
        AUVSI supports the FAA's safety mission and recognizes the
    challenge of keeping pace with transformative technologies while
    maintaining rigorous standards. However, innovation cannot be deferred
    indefinitely in the name of caution. Industry is not seeking
    shortcuts--we are seeking certainty. The rules, processes, and systems
    that enable growth must be defined, tested, and deployed.
        As the Committee continues its oversight of P.L. 118-63
    implementation, we respectfully urge you to press for transparency,
    stakeholder engagement, and measurable progress. The next generation of
    aviation is not on the horizon--it is here. The decisions we make today
    will shape the United States' competitiveness, resilience, and global
    leadership for decades to come.
        In conclusion, AUVSI urges the Committee to prioritize oversight of
    Title IX, Subtitles A and B of P.L. 118-63, to ensure the FAA is
    keeping up with mandate timelines, with a keen focus on the following
    specific provisions throughout the legislation:
                                    General
          Establishing the Unmanned and Autonomous Flight Advisory
    Committee--Section 916
          Make maximum use of the recently announced Center for
    Advanced Aviation Technologies to support emerging aviation
    technologies--Section 961
          Center of Excellence for UAS--Section 1006
          FAA UAS and AAM research and development--Section 1044
                                      UAS
          Electronic conspicuity study--Section 906
          Remote identification alternative means of compliance--
    Section 907
          Improving the Part 107 waiver process--Section 908
          Pilot program for UAS inspections of FAA infrastructure--
    Section 911
          Drone Infrastructure Inspection Grant Program--Section
    912
          Drone Education and Workforce Training Grant Program--
    Section 913
          Extension of the Know Before You Fly initiative--Section
    922
          Extension and expansion of UAS test ranges--Section 925
          Extension of authorities under Section 44807 and
    transferring those authorities to FAA--Section 927
          Directing the FAA to issue a BVLOS NPRM and final rule
    expeditiously--Section 930
          Expeditious approvals of third-party service providers--
    Section 932
          Operations Over the High Seas--Section 934
          Prohibiting Department of Transportation (DOT) funds from
    being used on contracts/grants for covered UAS--Section 936
                                      AAM
          Establishing the Advanced Aviation Technology/Innovation
    Steering Committee--Section 229
          Shifting AAM regulatory functions from the FAA NextGen
    Office to the Office of Aviation Safety--Section 206
          Allowing airport energy assessments to include power
    demands for airside and landside operations, with funding support for
    related projects--Section 742
          Establishing program guidance for the AIP Pilot Program
    for AAM ground support equipment--Section 745
          Streamlining environmental approvals for vertiports by
    applying or establishing categorical exclusions under the National
    Environmental Policy Act--Section 953
          Expanding and extending the AAM Infrastructure Pilot
    Program through 2026--Section 960

        Thank you for your commitment to innovation, safety, and a strong
    U.S. aviation ecosystem. AUVSI and our members stand ready to work with
    Congress, the FAA, DOT, and all partners to realize this vision.

                                    Appendix

                                  ----------

      Question to Jodi Baker, Deputy Associate Administrator for Aviation
         Safety, Federal Aviation Administration, from Hon. Scott Perry

        Question 1. Can you please provide the committee with all the FAA's
    reports and responses to the February 27, 2025, Memorandum from OPM
    Acting Director Charles Ezell, Regarding ``Agency Reporting to OPM for
    Fiscal Year 2024 Taxpayer-Funded Union Time Use''?
        Answer. See attachments.

        [Editor's note: The attachment, consisting of tab A, tab B, and tab
    C, is retained in committee files and is available online at the House
    of Representatives document repository at https://docs.house.gov/
    meetings/PW/PW00/20250515/118270/HHRG-119-PW00-20250515-QFR001.pdf. Per
    the Federal Aviation Administration (FAA): ``The attached Excel
    spreadsheet is part of the response to Rep. Perry's question concerning
    FAA responses to OPM's official time report request. That report was
    published here (with aggregate data for DOT): https://www.opm.gov/
    about-us/
    reports-publications/agency-reports/fiscal-year-2024-taxpayer-funded-
    union-time-usage-in-the-federal-government/'']

     Questions to Jodi Baker, Deputy Associate Administrator for Aviation
         Safety, Federal Aviation Administration, from Hon. Vince Fong

        Question 1. There is a lot of money being spent on developing
    drones for use by the U.S. military. In some cases the drones are
    getting larger and going faster, the collaborative combat aircraft
    program is a great example of this trend.
        How will the FAA use its authorities, like section 927, to help
    speed up innovation and allow more execution in this area of drone
    testing?
        Answer. The FAA's authorities are primarily over civil aircraft,
    including the civil use of drones, however the development of new
    technologies and innovative uses in civil settings could provide
    valuable insights for the U.S. military. We are active and
    collaborative partners with the U.S. military and work regularly with
    the military on airspace, security concerns, and other issues. In
    addition, the FAA has used the authorities provided for in section 927
    of the 2024 FAA Reauthorization Act to authorize civil operations for
    the purposes of testing and development of UAS or UAS technology
    intended for military use. For example, working with the U.S. Air
    Force, the FAA recently issued its first waiver using the section 927
    authority to Hermeus Corporation on April 4, 2025. The waiver
    authorized civil flight testing of a 9500-pound hypersonic UAS, in
    coordination with the Air Force and their Special Use Airspace near
    Andrews Air Force Base. The FAA will continue to examine strategic use
    of this statutory authority to support.

        Question 2. The 2024 FAA Reauthorization Act strengthens the role
    of the FAA's UAS Test Sites to facilitate safe testing of new aviation
    technologies in the unmanned aircraft space.
        While the Act does not explicitly direct using overwater areas,
    don't you think it would make sense to utilize overwater areas as much
    as possible with innovative aviation solutions--especially larger,
    unmanned aircraft? If the aviation industry wishes to utilize overwater
    test ranges to enhance the safety of their operations, is anything
    preventing FAA from authorizing flights beyond 12 nautical miles?
        Answer. The FAA supports operational testing overwater and has
    already authorized many UAS operators to utilize the UAS Test Sites
    including airspace within the 12 nautical mile boundary of the
    territorial airspace of the United States for testing and ongoing
    operational purposes.
        When aircraft operations are conducted outside the territorial
    airspace of the United States (beyond 12 nautical miles from the
    baseline of the U.S. shore), those operations are conducted over the
    high seas. Airspace over the high seas is international airspace, and
    aircraft flying in international airspace are engaged in international
    navigation. The Convention on International Civil Aviation (the Chicago
    Convention), a treaty to which the United States is a party, applies to
    all civil aircraft operating in international airspace regardless of
    whether the aircraft takes off and lands in the United States with no
    intermediate stops.
        The Chicago Convention contains binding provisions that apply to
    any civil aircraft engaged in international navigation, including the
    requirement to possess a certificate of airworthiness issued by the
    State in which the aircraft is registered, that such a certificate of
    airworthiness be based on compliance with at least the minimum
    international airworthiness standards established by the International
    Civil Aviation Organization (ICAO), and the carriage of specified
    documentation. Furthermore, Article 12 of the Chicago Convention
    provides that over the high seas, the rules in force are those
    established under the Convention without exception.
        If a U.S. registered Unmanned Aircraft System (UAS) is not able to
    fully meet minimum international airworthiness standards or other
    applicable requirements for international navigation, the FAA is not
    able to authorize their operation over the high seas.
        President Trump has directed the FAA to immediately explore options
    to ensure that UAS flights beginning and ending in United States
    airspace, or United States-owned facilities in the high seas, can
    operate without being subject to the onerous requirements applicable to
    manned aircraft engaging in international navigation as referenced in
    the Chicago Convention. While the U.S. is working with ICAO to identify
    acceptable means of compliance with all applicable Chicago Convention
    requirements in order to enable various types of UAS operations over
    the high seas, those measures are still being identified and will need
    to be promulgated by ICAO, and the FAA would need to initiate
    rulemaking to issue regulations that conform to the new ICAO standards.

     Questions to Jodi Baker, Deputy Associate Administrator for Aviation
         Safety, Federal Aviation Administration, from Hon. Steve Cohen

    Flight Data Recovery from Overwater Operations
        Question 1. A key provision in the 2024 FAA Reauthorization Act is
    Section 352, ``Flight Data Recovery from Overwater Operations,''
    requires a long overdue National Transportation Safety Board (NTSB)
    recommendation to improve FDR and CVR standards. Specifically, Section
    352 directs the FAA to complete a rulemaking proceeding within 18
    months of the bill's enactment to require all newly manufactured
    commercial passenger aircraft that operate extended overwater routes to
    be equipped with an FDR/CVR system capable of providing all FDR/CVR
    data without an underwater search and recovery. It also requires a
    tamper-resistant method to establish the location of a downed aircraft
    and an underwater locating device capable of functioning for at least
    90 days.
        Please provide a status update regarding the FAA's ability to meet
    the stated timeframe for implementation of Section 352. If the FAA is
    concerned about the mandated timeframe, please describe what timeframe
    the FAA does believe would be achievable and what factors are
    contributing to this recommendation?
        Answer. The Investigative Technologies Aviation Rulemaking
    Committee (IT ARC) was established and began working in 2023. The
    committee was tasked with providing recommendations to address the NTSB
    safety recommendations discussed in section 352 of the Reauthorization.
    The ARC charter was amended in December 2024 to communicate to the
    committee impending rulemaking related to section 352. In amending the
    charter, we tasked the committee with providing the FAA with impact and
    cost-benefit analyses to ensure a complete and adequate economic
    analysis for the rulemaking effort. The IT ARC will provide those
    analyses to us in August 2025. Once the report is received and
    reviewed, the FAA will begin the rulemaking process, which will delay
    the implementation timeframe specified in the 2024 FAA Reauthorization
    Act.

        Question 2. The FAA's Investigative Technologies Aviation
    Rulemaking Committee (ARC) original task regarding automatic deployable
    flight recorder (ADFR) technology stated that the ARC will develop
    recommendations ``on whether to allow'' the use of ADFRs. However, the
    NTSB has already identified ADFRs as one possible technology that
    satisfies the safety recommendations forming the basis for Sec. 352 of
    the FAA reauthorization bill. The International Civil Aviation
    Organization's (ICAO) updated Annex 6, Part 1 addresses international
    flight recorder Standards and Recommended Practices (SARPS) that
    include definitions and guidelines for the allowed use of ADFRs on
    commercial air transport aircraft. The European Union Aviation Safety
    Agency (EASA) provides for the use of ADFR, Distress Tracking Emergency
    Locator Transmitters (ELTs), and high-rate tracking technologies to
    comply with new Location of an Aircraft in Distress requirements, along
    with certification specifications for installing ADFRs on large
    turbine-powered airplanes. A major global aircraft manufacturer is also
    already installing ADFRs on its long-range extended overwater
    commercial passenger aircraft.
        Given the extensive actions already established to address the safe
    operation of ADFR technology on commercial aircraft, has the FAA
    clarified that the Investigative Technologies ARC's task is to develop
    a recommendation to update FAA rules for ADFR and data link recording
    technology that align and harmonize with international rules?
        Answer. The NTSB recommendations and section 352 do not specify
    ADFR technologies. However, FAA tasked the IT ARC to discuss issues and
    develop a recommendation on whether to allow the use of ADFRs that may
    currently be contrary to FAA regulations. The FAA is awaiting
    recommendations from the IT ARC, which are expected to be submitted in
    August 2025.

        Question 3. The FAA's Investigative Technologies Aviation
    Rulemaking Committee (ARC) original taskings included references to
    ``whether to require'' aircraft used in extended overwater operations
    under Part 121 or Part 135, which are required to have a CVR and a FDR,
    be equipped with a tamper-resistant method to broadcast to a ground
    station sufficient information to establish the location of an aircraft
    after the flight has terminated due to a crash within six (6) Nautical
    Miles of the point of impact in consideration of the mandate in section
    352 of the Act (A-15-1), and ``whether to require'' newly manufactured
    aircraft used in extended overwater operations under part 121 and part
    135, which are required to have a CVR and FDR, to be equipped with a
    means to recover mandatory flight data parameters; the means of
    recovery should not require underwater retrieval (A-15-3)
        Please confirm that the FAA has updated the ARC's charter to ensure
    they will provide recommendations for Rulemaking for the full
    implementation of these new laws.
        Answer. The FAA updated the ARC charter on December 12, 2024, to
    address section 352. The IT ARC submitted an interim report in January
    2025.\1\ The ARC reported that the analysis and recommendations for
    this task were in process.
    ---------------------------------------------------------------------------
        \1\ https://www.faa.gov/sites/faa.gov/files/Investigative-
    Technologies-Interim-Report-January-2025.pdf

        Question 4. It is the Committee's understanding from public NTSB
    and FAA official correspondence that the FAA had a misunderstanding
    regarding Safety Recommendation A-15-3, requiring all applicable newly
    manufactured aircraft used in extended overwater operations to be
    equipped with a means to recover, at a minimum, mandatory flight data
    parameters in a timelier manner that does not involve underwater
    recovery of the recorder devices. The misunderstanding was the FAA's
    initial belief that Recommendation A-15-3 calls for three recorders to
    be installed. The NTSB has clarified multiple times in public record
    that the Recommendation A-15-3 does not require three recorders, and
    that there are several possible solutions that would satisfy the NTSB's
    recommended action that the FAA require mandatory flight data and
    cockpit voice parameters to be recoverable other than by underwater
    retrieval, to include for a single ``combination'' flight data and
    cockpit voice recorder and a single ``deployable'' recorder, or
    triggered flight data transmission combined with the existing
    requirements for recorders.
        Since dual combined FDR/CVR recorders have already been certified
    for use on U.S. commercial aircraft and are recognized within the
    International Civil Aviation Organization standards, can the FAA
    confirm that its new investigative technologies rulemaking will include
    formal updates to the Federal Aviation Regulations for the installation
    and certification of combination FDR/CVR recorder systems?
        Answer. In NTSB Safety Recommendation A-99-17, the NTSB recommends
    the FAA require the installation of dual flight data recorders/cockpit
    voice recorders (FDR/CVR) on newly manufactured aircraft to provide
    recorder data redundancy. However, a dual FDR/CVR would still require a
    traditional means of recovery after an incident or accident. The FAA
    recognizes there are alternate emerging technologies that could meet
    the intent of timely recovery of flight data without the need for
    underwater retrieval, per NTSB A-15-3, and has tasked the IT ARC to
    provide recommendations on this topic, We are waiting for the IT ARC's
    recommendations, which the FAA will consider as part of the rulemaking
    process. We expect the IT ARC to submit a recommendation report in
    August 2025.
    Piston Aviation Fuels Initiative (PAFI)
        Question 5. What specific steps has the FAA taken in the past 4
    months to ensure PAFI's implementation, particularly regarding fleet-
    wide AVGAS authorization? Additionally, please provide an updated
    timeline for when stakeholders (i.e. airport operators, FBOs, and
    general aviation pilots, etc.) can reasonably expect unleaded AVGAS to
    be widely available at scale across the national airport system, and
    what intermediate milestones will indicate progress toward this goal.
        Answer. In the past four-month period, testing has been completed
    on two of the six PAFI test engines: the Lycoming IO-540-K1A5 and the
    Continental TSIO-520-VB. This included performance and detonation
    testing, and sensitivity testing to examine the impacts of various
    engine and operating conditions, which provides critical data to
    support the fleet authorization for this fuel.
        In addition to the technical progress over the last four-months,
    there have been several notable programmatic achievements including the
    addition of seven new partners to the PAFI Technical Advisory
    Committee, the development and implementation of a master program
    schedule, and the initiation of contracting actions to support
    materials compatibility testing, radial engine testing, and flight
    testing, all of which support the issuing of the fleet authorization.
        The projected timeline for the issuance of fleet authorization is
    March 2027. This is dependent on key milestones in June 2026 for
    completion of PAFI aircraft flight testing, September 2026 for
    completion of PAFI engine testing and the materials compatibility
    assessment, and ASTM production specification approval in December
    2026.
        In addition to PAFI, the FAA has authorized the use of two other
    unleaded fuels through the supplemental type certificate process, and
    these fuels are available at several airports.

      Question to Jodi Baker, Deputy Associate Administrator for Aviation
       Safety, Federal Aviation Administration, from Hon. John Garamendi

        Question 1. Sec. 434 of the FAA Reauthorization Act of 2024
    modifies language from the FAA Reauthorization Act of 2018 which
    required the creation of Employee Assault Prevention and Response
    plans, which had not been previously implemented. These plans were
    designed to be a critical tool in combating assaults against passenger
    service agents, including individuals working at the gate and at check
    in. Given that these assaults continue, it is important that FAA
    finally implement this mandate. FAA was required to provide a briefing
    to Congress on air carrier Employee Assault Prevention and Response
    Plans 90 days following enactment of the FAA Reauthorization Act of
    2024. Has this briefing occurred, and if not, when does FAA plan to
    hold it? Does FAA believe that it is on track to fully comply with the
    provisions of Sec 434 of the FAA Reauthorization Act of 2024?
        Answer. FAA representatives briefed congressional staff on
    September 27, 2024, fulfilling the requirement to update Congress
    within 90 days of enactment. At this time, all operators required to
    submit Employee Assault Prevention and Response Plans under section 551
    of Pub. L. 115-254 have completed this requirement and the FAA has
    accepted the plans.

      Question to Jodi Baker, Deputy Associate Administrator for Aviation
     Safety, Federal Aviation Administration, from Hon. Henry C. ``Hank''
                                  Johnson, Jr.

        Question 1. The 2024 FAA Reauthorization directs the agency to use
    its direct hire authorities to bring on more individuals to fill
    aviation safety and aircraft certification roles. Yet the Trump
    Administration has fired several federal employees in these critical
    roles. How is the FAA accounting for the significant loss of
    institutional safety knowledge because of the Department-wide purge?
        Answer. President Trump has continuously indicated his support for
    aviation safety and, with Secretary Duffy, secured an unprecedented
    investment in the safety of America's aviation infrastructure.
    President Trump also issued an Executive order on January 20, 2025,
    directing an immediate assessment of aviation safety and, on January
    21, directed FAA to refocus from non-safety related DEI to safety and
    merit-based hiring. The FAA under President Trump is focused
    exclusively on safety.
        FAA staff in critical safety-related positions, including aviation
    safety inspectors and certification safety inspectors, were not
    eligible to participate in the DRP. Congressional direction for the FAA
    to use direct-hire authority (e.g., on-the-spot hiring authority) has
    enabled the FAA to continue targeted recruitment for these mission-
    critical positions, and it allows the FAA to accept resumes outside of
    the normal announcement process for all service locations. Use of on-
    the-spot hiring authority is an effective tool in hiring for these
    positions. On-the-spot hiring authority will continue to enable the FAA
    to accelerate the hiring process by extending offers of employment to
    fully mission-qualified candidates faster in a highly competitive labor
    market. And, as safety remains the FAA's top priority, we continue to
    closely monitor onboard staffing levels.

    Question to Frank McIntosh, Deputy Chief Operating Officer, Air Traffic
    Organization, Federal Aviation Administration, from Hon. Daniel Webster

        Question 1. Mr. McIntosh, what three things can the FAA do to speed
    up the process to construct a new FAA Airport Traffic Control Tower?
        Answer. The FAA is exploring a number of actions to speed up the
    process to construct a new FAA Airport Traffic Control Tower. We are
    working toward a standard facility design that can be adapted for each
    location; exploring alternate contracting approaches; and leveraging
    hiring flexibilities to ensure we have the right engineering expertise.

    Question to Frank McIntosh, Deputy Chief Operating Officer, Air Traffic
      Organization, Federal Aviation Administration, from Hon. Scott Perry

        Question 1. Can you please provide the committee with all the FAA's
    reports and responses to the February 27, 2025, Memorandum from OPM
    Acting Director Charles Ezell, Regarding ``Agency Reporting to OPM for
    Fiscal Year 2024 Taxpayer-Funded Union Time Use''?
        Answer. [Editor's note: See the response on page 99 from Jodi
    Baker, Deputy Associate Administrator for Aviation Safety, Federal
    Aviation Administration, to Mr. Perry.]

       Questions to Frank McIntosh, Deputy Chief Operating Officer, Air
    Traffic Organization, Federal Aviation Administration, from Hon. Vince
                                      Fong

        Question 1. There is a lot of money being spent on developing
    drones for use by the U.S. military. In some cases the drones are
    getting larger and going faster, the collaborative combat aircraft
    program is a great example of this trend.
        How will the FAA use its authorities, like section 927, to help
    speed up innovation and allow more execution in this area of drone
    testing?
        Answer. [Editor's note: See the response on page 99 from Jodi
    Baker, Deputy Associate Administrator for Aviation Safety, Federal
    Aviation Administration, to Mr. Fong.]

        Question 2. The 2024 FAA Reauthorization Act strengthens the role
    of the FAA's UAS Test Sites to facilitate safe testing of new aviation
    technologies in the unmanned aircraft space.
        While the Act does not explicitly direct using overwater areas,
    don't you think it would make sense to utilize overwater areas as much
    as possible with innovative aviation solutions--especially larger,
    unmanned aircraft? If the aviation industry wishes to utilize overwater
    test ranges to enhance the safety of their operations, is anything
    preventing FAA from authorizing flights beyond 12 nautical miles?
        Answer. [Editor's note: See the response on page 99 from Jodi
    Baker, Deputy Associate Administrator for Aviation Safety, Federal
    Aviation Administration, to Mr. Fong.]

       Questions to Frank McIntosh, Deputy Chief Operating Officer, Air
    Traffic Organization, Federal Aviation Administration, from Hon. Henry
                            C. ``Hank'' Johnson, Jr.

        Question 1. During my initial questioning, I asked about the
    Administration's deferred resignation buyout offered to FAA Air Traffic
    Organization (ATO) employees. Although you stated that you were ``not
    aware if they received any'', it's been widely reported that air
    traffic controllers did in fact receive the initial offer beginning on
    January 28, 2025.\1\ Can you clarify how many ATO employees, including
    air traffic controllers, received the initial deferred resignation
    buyout offer beginning on January 28, 2025?
    ---------------------------------------------------------------------------
        \1\ Thomas Beaumont, Adriana Gomez Licon, Nicholas Riccardi, Air
    traffic controllers were initially offered buyouts and told to consider
    leaving government, Associated Press, (Jan. 31, 2025), available at:
    https://apnews.com/article/jet-helicopter-crash-air-traffic-
    controllers-caee8a1e14eb5d156725581d41e6a809.
    ---------------------------------------------------------------------------
        Answer. The FAA does not have the ability to track whether
    employees in fact received these emails. However, air traffic
    controllers were not eligible for the deferred resignation program
    (DRP).

        Question 2. Amid significant backlash, the DOT later clarified that
    controllers, aviation safety inspectors, and airway transportation
    systems specialists would not be eligible for the buyout offer.\2\
    However, prior to this subsequent guidance, how many ATO employees,
    including air traffic controllers, initially accepted the offer?
    ---------------------------------------------------------------------------
        \2\ Oriana Pawlyk, Aviation, rail safety at DOT exempt from
    resignation offer, Politico Pro, (Feb. 13, 2025), available at: https:/
    /subscriber.politicopro.com/article/2025/02/aviation-rail-safety-at-
    dot-exempt-from-resignation-offer-00204061?source=email
    ---------------------------------------------------------------------------
        Answer. Air traffic controllers were not eligible for the DRP and
    no air traffic controllers were placed on deferred resignation. There
    were 326 ATO employees who took the DRP in the first round.

        Question 3. How many ATO employees have been terminated, placed on
    administrative leave or have otherwise left the agency since January
    20, 2025?
        Answer. 2,232 as of August 14, 2025. This number includes voluntary
    separations and retirements.

       Questions to Frank McIntosh, Deputy Chief Operating Officer, Air
       Traffic Organization, Federal Aviation Administration, from Hon.
                                  Patrick Ryan

        Question 1.a. What are the FAA's immediate plans and timeline to
    address the technology and data transmission issues for the Newark
    airspace?
        Question 1.b. How quickly will these plans be communicated to
    stakeholders and implemented?
        Answer to 1.a. & 1.b. The FAA is prioritizing infrastructure
    upgrades at critical facilities by addressing legacy systems, improving
    telecommunications reliability, and ensuring adequate staffing through
    targeted hiring and retention efforts. The new protected ethernet
    solution between the New York Terminal Radar Approach Control (TRACON)
    and Philadelphia (PHL) TRACON Area C will improve resiliency and enable
    continued services if a line fails. Concurrently, we are working to
    establish a Standard Terminal Automation Replacement System (STARS) hub
    at PHL TRACON Area C, which will allow it to operate independently of
    the New York STARS hub and reduce vulnerability to future
    telecommunications failures. We continue to provide updates on the FAA
    website: https://www.faa.gov/newsroom/faa-statements-newark-liberty-
    international-airport.

        Question 2. What are the FAA's plans to address ATC staffing
    challenges with specific targets, strategies, and timelines for filling
    vacancies?
        Answer. Under President Trump's leadership and with Secretary
    Duffy's support, the FAA is implementing a series of initiatives
    designed to strengthen our air traffic control workforce and enhance
    operational efficiency. These measures demonstrate our commitment to
    addressing staffing challenges while ensuring the continued safety and
    reliability of our aviation system.
        To encourage recruitment, we introduced a 30% salary increase,
    incentivizing candidates entering the Academy. In addition, we
    streamlined the hiring process, allowing applicants to progress through
    necessary steps individually, rather than waiting for larger cohorts.
    Recognizing the importance of a swift and efficient clearance process,
    we are dedicating additional resources to the medical and security
    phases, ensuring that new controllers can enter service without
    unnecessary delays. Moreover, we are providing targeted incentives for
    controllers willing to staff hard-to-fill facilities and retaining
    experienced professionals by offering competitive benefits to encourage
    them to remain in the workforce.
        We are also deploying technology like Tower Simulation Systems to
    improve training times once someone is in a facility. These systems
    have shown to reduce the certification time by 27%.
        The FAA expects to see positive changes within the next 18-24
    months.

        Question 3. When will the FAA devote additional staff and resources
    to implement modern technology at New York and New Jersey area
    airports?
        Answer. The FAA is committed to modernizing technology at New York
    and New Jersey-area airports and continuously evaluates resource
    allocation based on evolving priorities, safety considerations, and
    stakeholder input. We continue to make excellent progress toward
    upgrading the communications network to create more resilient and
    redundant communication links to the PHL TRACON, which directs aircraft
    into and out of Newark. Earlier this summer, we activated a temporary
    mobile satellite communications system at the PHL TRACON, providing
    communications redundancy for the TRACON. The new protected ethernet
    solution between N90 and PHL TRACON Area C will improve resiliency and
    enable continued services if a line fails.
        Concurrently, we are working to establish a Standard Terminal
    Automation Replacement System (STARS) hub at PHL TRACON Area C, which
    will allow it to operate independently of the New York STARS hub and
    reduce vulnerability to future telecommunications failures. This work
    will continue over the summer.

        Question 4. For years, the FAA's funding requests for its
    facilities and equipment have not kept pace with its air traffic
    control infrastructure needs. Given what we have seen in the news
    lately about ATC equipment outages, it is crucial for the FAA to invest
    in more than just the mere sustainment of its ATC legacy systems. Can
    the FAA commit to upgrading facilities and equipment to ensure safety
    in the skies?
        Answer. The FAA is committed to upgrading facilities and equipment
    to ensure aviation safety. Secretary Duffy acknowledged the current air
    traffic control system is outdated and requires significant investment
    to meet the demands of modern air travel. We recognize the critical
    need to modernize our air traffic control infrastructure to ensure the
    safety and efficiency of the National Airspace System. President
    Trump's and Secretary Duffy's proposed modernization plan is a
    strategic priority for the FAA, and the agency is committed to securing
    the necessary resources and support to implement these upgrades. While
    specific timelines are contingent upon congressional approval and
    funding, the FAA is dedicated to advancing these initiatives to enhance
    the safety and efficiency of our air traffic control system.

        Question 5. Many folks in my district are afraid to fly these days.
    The downstream impacts of that fear could have real effects on the
    tourism and transit industries. How can I assure my constituents that
    they are safe to travel through Newark and that they should continue to
    trust air travel in the United States?
        Answer. The Newark Liberty International Airport remains safe to
    travel to and from. The FAA has approached, and continues to approach,
    the Newark challenges with solutions from every angle. Since the Newark
    disruptions earlier this year, the Agency successfully transitioned to
    a brand-new fiber optic communications network between New York and the
    PHL TRACON--the facility which manages much of the airspace surrounding
    Newark. In the longer term, FAA plans to establish a STARS hub at the
    PHL TRACON to further strengthen operational capabilities.
        Maintaining a highly qualified workforce is also critical to FAA's
    safety mission, including at Newark. The area in the PHL TRACON that
    manages Newark traffic currently has 20 fully certified controllers, 5
    fully certified supervisors, and an additional 29 controllers and
    supervisors in training. And earlier this year, Transportation
    Secretary Sean Duffy announced a plan to accelerate the hiring of air
    traffic controllers through process improvements. Thanks to these
    efforts, the Agency is beginning to see a healthy pipeline of new
    controllers, with training classes already full well into next year.

    Question to Wayne Heibeck, Deputy Associate Administrator for Airports,
             Federal Aviation Administration, from Hon. Scott Perry

        Question 1. Can you please provide the committee with all the FAA's
    reports and responses to the February 27, 2025, Memorandum from OPM
    Acting Director Charles Ezell, Regarding ``Agency Reporting to OPM for
    Fiscal Year 2024 Taxpayer-Funded Union Time Use''?
        Answer. [Editor's note: See the response on page 99 from Jodi
    Baker, Deputy Associate Administrator for Aviation Safety, Federal
    Aviation Administration, to Mr. Perry.]

      Questions to either Jodi Baker, Deputy Associate Administrator for
       Aviation Safety, Federal Aviation Administration; Frank McIntosh,
       Deputy Chief Operating Officer, Air Traffic Organization, Federal
          Aviation Administration; or Wayne Heibeck, Deputy Associate
    Administrator for Airports, Federal Aviation Administration; from Hon.
                                 Robert Garcia

    CVR
        Question 1. Since 2018, the National Transportation Safety Board
    recommended cockpit voice recorders be required to record for 25 hours.
    Last year's reauthorization bill required a final rule by 2027, with
    newly manufactured aircraft to have 25-hour recording within one year
    of enfacement and retrofits for existing aircraft by 2030.
        Question 1.a. What is the status of the rulemaking for 25-hour
    cockpit voice recording?
        Answer. The FAA is drafting a final rule. The Act requires
    additional rulemaking to address existing aircraft (``retrofit''), and
    currently, we expect to meet the timeframe set forth in the Act for
    this rulemaking.

        Question 1.b. How concerned is the FAA with respect to deliberate
    erasure or tampering of cockpit voice recorders after a reportable
    event, and what measures will the FAA consider to protect against this
    occurring?
        Answer. The FAA takes the integrity and preservation of CVRs very
    seriously. While FAA regulations establish requirements for the
    handling and retention of CVR data, it is the responsibility of each
    operator to include specific guidance in their Flight Operations Manual
    to ensure flight crews understand that any tampering with CVRs is
    strictly prohibited. These manuals are subject to review and approval
    by the Certificate Management Office, which ensures that operator
    procedures align with regulatory standards and safety expectations.

        Question 1.c. In 2017, Air Canada Flight 759 lined up on the
    taxiway, and did not realize it had narrowly avoided a crash with other
    aircraft. It flew about 40 hours before Air Canada senior official
    became aware of the severity of the incident and realized that data
    from the airplane needed to be retrieved. Will the FAA limit
    preservation and retrieval to only reportable events under part 830 of
    title 49, or expand the universe of incidents which could reasonably
    need investigation due to narrowly avoided accidents?
        Answer. The `forward fit' NPRM proposing to increase the CVR
    recording duration to 25 hours will improve current investigative
    capabilities and expand the possible range of data available to
    investigators. However, the rulemaking does not propose to alter or
    modify existing requirements for preservation and retrieval of CVR
    data.
    Avgas
        Question 2. In September 2022, the FAA issued an expanded FAA
    approved model list STC to GAMI for a 100 octane unleaded fuel (G100UL)
    for every spark-ignition piston engine in general aviation aircraft. In
    September 2024, FAA issued Swift Fuels, an STC for Cessna 172R/S
    Skyhawks with Lycoming IO-360-L2A engines to operate on a high-octane
    unleaded fuel (100R).
        Is the FAA examining Swift Fuel's 100R for additional STCs for
    other spark-ignition piston general aviation aircraft and what is the
    status of those STC reviews?
        Answer. Yes, the FAA is currently examining Swift Fuel's proposals
    for 100R for additional spark-ignition engines. Swift Fuel is proposing
    a replacement of their UL94 fuel with 100R fuel for 94 grade octane
    certified engines. The FAA is considering this replacement based on a
    similar rationale from the applicant and other possible testing
    requirements.

        Question 3. Under the Piston Aviation Fuels Initiative (PAFI), the
    FAA is currently working with the LyondellBasell/VP Racing team to test
    and evaluate its high-octane unleaded candidate fuel solution (UL
    100E). We have heard that PAFI's normal operating procedure has been to
    utilize credit cards for testing as this process is very narrowly
    tailored to a specific fuel. When the current Administration froze all
    credit card expenditures, the only solution to procure necessary item
    is the standard procurement process, which is onerous.
        Question 3.a. Are credit card procedures delaying purchase of
    unleaded aviation gas fuels for testing in the PAFI process? If so, how
    is the FAA working to ensure timely testing of PAFI fuel candidates?
        Answer. No. The PAFI program is exempt from Executive Order (EO)
    14222, Implementing the President's ``Department of Government
    Efficiency'' Cost Efficiency Initiative, which froze all purchase card
    activity for 30 days effective February 26, 2025. The PAFI program,
    exempt from restricted purchases during this time, underwent a series
    of process adjustments to ensure compliance with the EO, including
    increasing cardholder spending limits to prevent delays.

        Question 3.b. What is the status of PAFI testing of LyondellBasell/
    VP Racing team (UL 100E), and what is the current timeline for FAA
    approval?
        Answer. PAFI testing is approximately 35% complete (up-to-date
    details are available at http://www.flyeagle.org). The current schedule
    for the program is targeting March 31, 2027, as the estimated
    completion date for fleet authorization.

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