[House Hearing, 119 Congress]
[From the U.S. Government Publishing Office]
AMERICA BUILDS: THE STATE OF THE ADVANCED
AIR MOBILITY (AAM) INDUSTRY
=======================================================================
(119-30)
HEARING
BEFORE THE
SUBCOMMITTEE ON
AVIATION
OF THE
COMMITTEE ON
TRANSPORTATION AND INFRASTRUCTURE
HOUSE OF REPRESENTATIVES
ONE HUNDRED NINETEENTH CONGRESS
FIRST SESSION
__________
DECEMBER 3, 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
62-629 PDF WASHINGTON : 2026
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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
John Garamendi, California Daniel Webster, Florida
Henry C. ``Hank'' Johnson, Jr., Georgiaomas Massie, Kentucky
Andre Carson, Indiana Scott Perry, Pennsylvania
Dina Titus, Nevada Brian Babin, Texas
Jared Huffman, California David Rouzer, North Carolina
Julia Brownley, California Mike Bost, Illinois
Frederica S. Wilson, Florida Doug LaMalfa, California
Mark DeSaulnier, California Bruce Westerman, Arkansas
Salud O. Carbajal, California Brian J. Mast, Florida
Greg Stanton, Arizona Pete Stauber, Minnesota
Sharice Davids, Kansas Tim Burchett, Tennessee
Jesus G. ``Chuy'' Garcia, Illinois Dusty Johnson, South Dakota
Chris Pappas, New Hampshire Jefferson Van Drew, New Jersey
Seth Moulton, Massachusetts Troy E. Nehls, Texas
Marilyn Strickland, Washington Tracey Mann, Kansas
Patrick Ryan, New York Burgess Owens, Utah
Val T. Hoyle, Oregon Eric Burlison, Missouri
Emilia Strong Sykes, Ohio, Mike Collins, Georgia
Vice Ranking Member Mike Ezell, Mississippi
Hillary J. Scholten, Michigan Kevin Kiley, California
Valerie P. Foushee, North Carolina Vince Fong, California
Christopher R. Deluzio, Pennsylvania Tony Wied, Wisconsin
Robert Garcia, California Tom Barrett, Michigan
Nellie Pou, New Jersey Nicholas J. Begich III, Alaska
Kristen McDonald Rivet, Michigan Robert P. Bresnahan, Jr.,
Laura Friedman, California Pennsylvania
Laura Gillen, New York Jeff Hurd, Colorado
Shomari Figures, Alabama Jefferson Shreve, Indiana
Maxwell Frost, Florida 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
Subcommittee on Aviation
Troy E. Nehls, Texas, Chairman
Andre Carson, Indiana, Ranking
Member
Sharice Davids, Kansas Thomas Massie, Kentucky
Hillary J. Scholten, Michigan Scott Perry, Pennsylvania
Robert Garcia, California Brian J. Mast, Florida
Henry C. ``Hank'' Johnson, Jr., Georgiate Stauber, Minnesota
Julia Brownley, California Tim Burchett, Tennessee
Frederica S. Wilson, Florida Dusty Johnson, South Dakota
Mark DeSaulnier, California Jefferson Van Drew, New Jersey
Valerie P. Foushee, North Carolina Tracey Mann, Kansas
Christopher R. Deluzio, Pennsylvania Burgess Owens, Utah
Nellie Pou, New Jersey, Tony Wied, Wisconsin, Vice
Vice Ranking Member Chairman
Laura Gillen, New York Tom Barrett, Michigan
Eleanor Holmes Norton, Nicholas J. Begich III, Alaska
District of Columbia Robert P. Bresnahan, Jr.,
Dina Titus, Nevada Pennsylvania
Salud O. Carbajal, California Jeff Hurd, Colorado
Greg Stanton, Arizona Jefferson Shreve, Indiana
Jesus G. ``Chuy'' Garcia, Illinois Addison P. McDowell, North
Val T. Hoyle, Oregon Carolina
Rick Larsen, Washington (Ex Officio) Brad Knott, North Carolina
Kimberlyn King-Hinds,
Northern Mariana Islands
Robert F. Onder, Jr., Missouri
Jimmy Patronis, Florida
Sam Graves, Missouri (Ex Officio)
CONTENTS
Page
Summary of Subject Matter........................................ vii
STATEMENTS OF MEMBERS OF THE COMMITTEE
Hon. Troy E. Nehls, a Representative in Congress from the State
of Texas, and Chairman, Subcommittee on Aviation, opening
statement...................................................... 1
Prepared statement........................................... 2
Hon. Andre Carson, a Representative in Congress from the State of
Indiana, and Ranking Member, Subcommittee on Aviation, opening
statement...................................................... 3
Prepared statement........................................... 4
Hon. Rick Larsen, a Representative in Congress from the State of
Washington, and Ranking Member, Committee on Transportation and
Infrastructure, opening statement.............................. 5
Prepared statement........................................... 7
WITNESSES
Kyle Clark, Founder and Chief Executive Officer, BETA
Technologies, oral statement................................... 8
Prepared statement........................................... 10
Tyler Painter, Chief Financial Officer, Wisk Aero, oral statement 14
Prepared statement........................................... 15
Robert W. Rose, Cofounder and Chief Executive Officer, Reliable
Robotics Corporation, oral statement........................... 16
Prepared statement........................................... 18
Gregory Pecoraro, President and Chief Executive Officer, National
Association of State Aviation Officials, oral statement........ 23
Prepared statement........................................... 24
SUBMISSIONS FOR THE RECORD
Statement of the Association for Uncrewed Vehicle Systems
International, Submitted for the Record by Hon. Troy E. Nehls.. 57
Letter of December 2, 2025, to Hon. Troy E. Nehls, Chairman, and
Hon. Andre Carson, Ranking Member, Subcommittee on Aviation,
from Andre Sutton, International Vice President, Air Division
Director, Transport Workers Union of America, Submitted for the
Record by Hon. Andre Carson.................................... 58
APPENDIX
Question to Kyle Clark, Founder and Chief Executive Officer, BETA
Technologies, from Hon. Valerie P. Foushee..................... 61
Questions to Robert W. Rose, Cofounder and Chief Executive
Officer, Reliable Robotics Corporation, from Hon. Jimmy
Patronis....................................................... 62
Questions to Gregory Pecoraro, President and Chief Executive
Officer, National Association of State Aviation Officials, from
Hon. Valerie P. Foushee........................................ 64
[GRAPHIC NOT AVAILABLE IN TIFF FORMAT]
November 26, 2025
SUMMARY OF SUBJECT MATTER
TO: LMembers, Subcommittee on Aviation
FROM: LStaff, Subcommittee on Aviation
RE: LSubcommittee Hearing on ``America Builds: The
State of the Advanced Air Mobility (AAM) Industry''
_______________________________________________________________________
I. PURPOSE
The Subcommittee on Aviation of the Committee on
Transportation and Infrastructure will meet on December 3,
2025, at 10:30 a.m. ET in 2167 Rayburn House Office Buildings
to receive testimony at a hearing entitled, ``America Builds:
The State of the Advanced Air Mobility (AAM) Industry.'' The
hearing will examine the general state of the AAM industry,
including implementation of relevant provisions from the
Federal Aviation Administration Reauthorization Act of 2024
(P.L. 118-63) and relevant regulatory actions. This hearing
will also explore the AAM industry's and state governments'
perspectives on air traffic control (ATC) modernization. At the
hearing, Members will receive testimony from BETA Technologies,
Wisk Aero, Reliable Robotics, and the National Association of
State Aviation Officials.
II. BACKGROUND
The primary mission of the FAA is to ensure civil aviation
safety.\1\ In carrying out that mission, the FAA has the
responsibility to certify, oversee, and regulate the safety and
operations of the civil aviation sector, including integrating
new entrants like AAM into the National Airspace System
(NAS).\2\ AAM is an emerging sector of the aviation industry
which aims to develop a new air transportation system that
moves people and cargo between local, regional, intraregional,
and urban locations not previously served or underserved by
traditional aviation utilizing innovative aircraft,
technologies, and operations.\3\ The term ``AAM vehicle'' is an
umbrella term which can include electric vertical takeoff and
landing (eVTOL) powered-lift aircraft, commonly referred to as
air taxis, and highly automated aircraft.\4\
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\1\ FAA, Mission, (Jan. 22, 2025), available at https://
www.faa.gov/about/mission.
\2\ 49 U.S.C. Sec. 106(g).
\3\ FAA, Next Gen, Concept of Operations, V2.0, UAM, (Apr. 26,
2023), available at https://www.faa.gov/sites/faa.gov/files/
Urban%20Air%20Mobility%20%28UAM%29%20Concept%20of
%20Operations%202.0_0.pdf.
\4\ FAA, Advanced Air Mobility Infrastructure, (June 23, 2025),
available at https://www.faa.gov/airports/new_entrants/
aam_infrastructure#: :text=Advanced%20Air%20Mobility
%20(AAM)%20aircraft,also%20accommodate%20these%20growing%20operations.&t
ext=
Vertiports%20are%20a%20type%20of%20heliport.
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Furthermore, advances in technology, such as increased
battery density and distributed electric propulsion, are
allowing for the development of novel aircraft that are
potentially quieter, safe, and sustainable.\5\ These
improvements also led to the emergence of advanced propulsion
systems which leverage all-electric, hybrid- electric,
hydrogen, and hydrogen-electric technologies. Designs for these
aircraft are diverse but can largely be classified as vertical
takeoff and landing (VTOL), short takeoff and landing (STOL),
or conventional takeoff and landing (CTOL) aircraft.
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\5\ Id.
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Industry reports project tremendous scalability, demand,
and economic growth once these aircraft enter into service.\6\
For example, an industry report estimates that the AAM market
will reach $115 billion annually by 2035, employing more than
280,000 high-paying jobs.\7\ Furthermore, the FAA forecasts
demand for AAM services to start at approximately 42,000 annual
trips in the first year of operations before growing to an
estimated 2.8 million annual trips in the sixth year following
entry into service.\8\
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\6\ Lindsey Berckman et al., Advanced air mobility: Achieving scale
for value realization, DELOITTE, (Dec. 11, 2023), available at https://
www.deloitte.com/us/en/insights/industry/aerospace-defense/advanced-
air-mobility-evtol-aircraft.html.
\7\ Aijaz Hussain, Advanced Air Mobility: Can the United States
afford to lose the race?, DELOITTE, (Jan. 26, 2021), available at
https://www.deloitte.com/us/en/insights/industry/aerospace-defense/
advanced-air-mobility.html.
\8\ FAA, FAA Aerospace Forecast Fiscal Years 2025-2045, (June 9,
2025), available at https://www.faa.gov/data_research/aviation/
aerospace_forecasts/FY-2025-2045-Full-Forecast-
Document-and-Tables.pdf.
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III. FAA REAUTHORIZATION ACT OF 2024
The FAA Reauthorization Act of 2024 (FAARA24) (P.L. 118-
63), which was signed into law on May 16, 2024, contained
numerous provisions, across multiple titles, geared towards
further enabling these technologies while ensuring the
necessary infrastructure is in place to support operations upon
entry into service. FAARA24 ensures that the FAA is properly
positioned to support their safe integration into the NAS while
fostering American innovation.\9\
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\9\ FAA Reauthorization Act of 2024, Pub. L. No. 118-63.
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POWERED-LIFT OPERATIONS FOR AAM AIRCRAFT
Currently, several AAM aircraft manufacturers are in the
process of certifying the design of their aircraft with FAA and
plan to enter service upon this certification. With AAM
aircraft operators expected to use existing operating
procedures, the FAA has still faced challenges in leveraging
certain existing aviation rules for the new class of aircraft.
To meet entry into service target dates for AAM manufacturers
and operators, and to establish a clear regulatory safety
framework for powered-lift aircraft, in 2023, the FAA declared
that it would publish a final Special Federal Aviation
Regulation (SFAR) for AAM aircraft by ``the fourth quarter of
2024.'' \10\ Section 955 of the FAARA24 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.\11\
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\10\ Revise Airplane Definition to Incorporate Powered-lift
Operations, RIN 2120-AL72, Unified Agenda, Off. of Info. and Reg.
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).
\11\ 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.
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The highly anticipated final rule, which is valid for 10
years, addresses operational and pilot certification
requirements for powered-lift aircraft.\12\ Under the final
rule, the FAA determined that existing aircraft certification
requirements were sufficient to issue traditional type
certificates (TC) for powered-lift aircraft under a special
class process.\13\ Issuing TCs for powered-lift aircraft
utilizing the special class process allows the FAA to address
the novel features of unique and untraditional aircraft without
the need for additional and onerous processes. Key elements of
the SFAR include:
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\12\ Final Rule for Powered-Lift Ops is Key for AAM, National
Business Aviation Association, (Nov. 2024), available at https://
nbaa.org/news/business-aviation-insider/
2024-11/final-rule-for-powered-lift-ops-is-key-for-aam/.
\13\ Integration of Powered-Lift: Pilot Certification and
Operations; Miscellaneous Amendments Related to Rotorcraft and
Airplanes, 89 Fed. Reg. 92296 (Nov. 21, 2024) (to be codified at 14
C.F.R. pt. 1, 11, 43, 60, 61, 91, 97, 111, 135, 136, 141, 142, and
194).
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LAircraft Maintenance & Safety: Existing aircraft
maintenance rules will apply to powered-lift aircraft. Cockpit
voice recorders are required for powered-lift aircraft with six
or more seats, including aircraft in which two pilots are
required.\14\ Flight data recorders will also be required for
powered-lift aircraft with 10 or more seats.\15\
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\14\ Id.
\15\ Id.
LAircraft Energy Reserves: Powered-lift aircraft
are required to have the same energy reserve requirements as
helicopters. However, if the manufacturer can provide pre-
determined aircraft routes, landing approaches and certain
other information, the FAA can allow for a modified energy
reserve requirement.\16\
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\16\ FAA, Powered Lift Part 194 SFAR Frequently Asked Questions
(FAQ), (Oct. 22, 2024), available at https://www.faa.gov/air-taxis/FAQ.
LOperating Rules: The SFAR incorporates a
performance-based approach that modifies current aircraft
operating rules based on a powered-lift aircraft's unique
capabilities. It also permits powered-lift operations under
private, fractional ownership, commuter/on-demand and air
tours.\17\ Furthermore, existing noise regulations will apply
to powered-lift aircraft.\18\
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\17\ Id.
\18\ Id.
LPilot Certification and Training: For a pilot to
legally fly an AAM aircraft, such pilot must (1) obtain an FAA
pilot certificate, (2) obtain a credential, or `type rating,'
that qualifies them to fly a category of aircraft (for AAM it
is referred to as `powered-lift'), and then (3) complete a
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training program for the specific model of aircraft.
The FAA has adopted an alternate framework for meeting
flight time requirements and has expanded the opportunity for
commercial pilots to obtain powered-lift ratings through pre-
existing training programs.\19\ Initially, pilots employed by
AAM manufacturers may obtain experience through test flights
and crew training activities necessary for aircraft
certification, since there is currently no certificated
powered-lift aircraft or related training program. These pilots
will form of an initial group of powered-lift instructors and
pilots.\20\ Once the initial training programs are established,
an eligible commercial pilot with an instrument rating for
another category of aircraft will be able to utilize one of the
following alternate pathways to gain flight experience for
pilot certification:
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\19\ Id.
\20\ Id.
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LFirst Option: Training in a powered-lift aircraft
with a single set of flight controls that are accessible by
both the student and flight instructor and allow for the
instructor to immediately intervene if necessary.\21\
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\21\ Id.
LSecond Option: A combination of solo flight
experience in an aircraft with expanded use of level C or
higher full flight simulator (FFS), which is a simulator with
six-degree motion systems, realistic cockpit replicas, and
advanced avionics.\22\ For pilots already holding a commercial
pilot certificate and seeking a powered-lift rating, the final
rule reduced the pilot in command (PIC) flight time
requirements from 50 hours to 35 hours, of which 15 may be
accrued in a Level C or higher full flight simulator (FFS).\23\
While no flight simulators for powered-lift aircraft are
currently qualified, the FAA anticipates movement in the short
term to provide for more flight training opportunities through
simulation.\24\
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\22\ Id.; Briefing from FAA to Subcomm. on Aviation Staff, Powered
Lift Briefing (Oct. 22, 2024, 1:00pm EST) (Slides on file with Comm.).
\23\ Id.
\24\ Id.
LThird Option: AAM companies can apply for an
alternative compliance, known as deviation authority, in which
the FAA would consider future technological advancements that
would guarantee a flight training instructor and the PIC could
still take immediate full control of the aircraft.\25\
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\25\ Id.
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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.\26\ Section 745 of FAARA24 establishes a
five-year pilot program allowing up to ten eligible airports to
acquire, install, and operate equipment to support the
operations of AAM vehicles and to construct or modify related
infrastructure.\27\ On May 12, 2025, the FAA issued a program
guidance letter (PGL) for this pilot program to provide
information on how airports may prepare for participation;
however, it does not include a timeline for applications.\28\
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\26\ FAA, Advanced Air Mobility Infrastructure, (Oct. 15, 2024),
available at https://www.faa.gov/airports/new_entrants/
aam_infrastructure.
\27\ FAA Reauthorization Act of 2024, Pub. L. No. 118-63, Sec.
745, 138 Stat. 1282.
\28\ FAA, Reauthorization Program Guidance Letter (R-PGL) 25-06:
Planning and Project Eligibility, (May 12, 2025), available at https://
www.faa.gov/airports/aip/guidance_letters/R-PGL-25-05-Funding-Formula-
Changes.
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CENTER FOR ADVANCED AVIATION TECHNOLOGIES
Section 961 of FAARA24 directed the Administrator to
develop a plan to establish a Center for Advanced Aviation
Technologies (CAAT) that would support the testing and
advancement of new and emerging aviation technologies, such as
AAM, no later than September 30, 2026.\29\ The CAAT would be
responsible for facilitating partnerships between industry,
academia, and other government agencies; identifying new and
emerging aviation trends and technologies; and developing
testing corridors or flight demonstration zones to facilitate
the safe integration of AAM into the NAS.\30\ After a public
solicitation process, on April 23, 2025, Secretary Duffy
announced that the Texas A&M University System (TAMUS) would be
the managing entity responsible for establishing and operating
the FAA's CAAT.\31\ TAMUS was selected because of its proximity
to major international airports and a FAA regional
headquarters, existing infrastructure supporting advanced
aviation technology testing, and strong academic programs and
industry partnerships.\32\ Currently, TAMUS is in the process
of standing up the CAAT. Under the One Big Beautiful Bill Act
(P.L. 119-21), Congress appropriated $50 million towards
carrying out the requirements of section 961 of FAARA24.\33\
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\29\ FAA Reauthorization Act of 2024, Pub. L. No. 118-63, Sec.
961, 138 Stat. 1384.
\30\ Id.
\31\ Press Release, FAA, U.S. Transportation Secretary Sean P.
Duffy and U.S. Sen. Ted Cruz Announces Texas A&M Will Lead the Center
for Advanced Aviation Technologies (Apr. 23, 2025), available at
https://www.faa.gov/newsroom/us-transportation-secretary-sean-p-duffy-
and-us-sen-ted-cruz-announce-texas-am-will-lead.
\32\ Id.
\33\ One Big Beautiful Bill Act, Pub. L. No. 119-21, Sec. 40003,
139 Stat. 131. [hereinafter OBBBA].
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EXTENSION OF THE AAM INFRASTRUCTURE PILOT PROGRAM
To keep pace with the growing demand for AAM, state
governments and municipalities are working to prepare for
anticipated AAM operations.\34\ The Consolidated Appropriations
Act of 2023 (P.L. 117-328) established a pilot program to
provide planning grants to state, local, territorial and tribal
governments, transit agencies, port authorities, and
metropolitan planning organizations.\35\ These plans can
include details on potential vertiport locations, other
physical and digital infrastructure requirements, connectivity
to existing transit systems, among other considerations.\36\
Section 960 of FAARA24 extends this pilot program through
fiscal year 2026 and makes various technical corrections.\37\
To date, this program has not yet been funded.\38\
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\34\ FAA, Advanced Air Mobility (AAM) Implementation Plan: Near-
term (Innovate28) Focus with an Eye on the Future of AAM, (July 2023),
available at: https://www.faa.gov/sites/faa.gov/files/AAM-I28-
Implementation-Plan.pdf.
\35\ Consolidated Appropriations Act 2023, Pub. L. No. 117-328,
Division Q Sec. 101, 136 Stat. 4459
\36\ Id.
\37\ FAA Reauthorization Act of 2024, Pub. L. No. 118-63, Sec.
960, 138 Stat. 1383.
\38\ Communication from FAA to Subcomm. on Aviation Staff,
[Hearing] FAA Reauthorization Implementation Oversight, (Dec. 5, 2024,
10:30am EST) (on file with Subcomm.).
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POWERED-LIFT AIRCRAFT ENTRY INTO SERVICE
Section 957 of FAARA24 required the Administrator to
provide short-term and long-term solutions for the safe
integration of AAM into the NAS, including for operations in
controlled airspace.\39\ Additionally, the Administrator is
required to work in consultation with the exclusive bargaining
representatives of air traffic controllers to evaluate the
impact of AAM operations on air traffic controllers and
identify and evaluate other tools to support controllers.\40\
The Administrator is also required to update air traffic orders
and policies to allow for the use of existing air traffic
procedures, where determined safe by the Administrator, by
powered-lift aircraft. Furthermore, the agency is required to
establish a process for the approval of letters of agreement
between ATC system facilities and powered-lift operators and
infrastructure providers to minimize the amount of active
coordination required for safe recurring powered-lift
operations.\41\
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\39\ FAA Reauthorization Act of 2024, Pub. L. No. 118-63, Sec.
957, 138 Stat. 1381 [hereinafter Entry into Service].
\40\ Id.
\41\ Id.
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APPLICATION OF NATIONAL ENVIRONMENTAL POLICY ACT (NEPA) CATEGORICAL
EXCLUSIONS FOR VERTIPORT PROJECTS
Section 953 of FAARA24 directed the Administrator to apply
applicable existing categorical exclusions, in accordance with
NEPA, when evaluating the environmental impact of a proposed
vertiport project on an airport.\42\ Additionally, the
Administrator is required to consult with the Council on
Environmental Quality (CEQ) and take steps to establish
additional categorical exclusions, as appropriate, for
vertiport projects on an airport.\43\ While there is no
timeline associated with this provision, the FAA is in the
process of updating FAA NEPA implementing procedures in
accordance with this section.\44\ Additionally, the FAA has
begun informal consultations with CEQ on the development of new
categorical exclusions for vertiport projects. Once those
consultations have concluded, the FAA will submit justification
for the proposed additional categorical exclusions to CEQ for
formal consideration.\45\
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\42\ FAA Reauthorization Act of 2024, Pub. L. No. 118-63, Sec.
953, 138 Stat. 1376.
\43\ Id.
\44\ Briefing from FAA to Subcomm. on Aviation Staff, 2024 FAA
Reauthorization Hill Update (Apr. 10, 2025, 12:00pm EST) (Slides on
file with Comm.).
\45\ Id.
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AVIATION WORKFORCE DEVELOPMENT GRANT PROGRAM
The emergence of AAM will help provide new job
opportunities in United States aviation, including in aerospace
engineering, aircraft manufacturing, and operations.\46\ To
ensure a robust and highly-skilled aviation workforce, section
440 of FAARA24 reauthorizes the FAA's Aviation Workforce
Development (AWD) Grant Program to fund efforts focused on
growing the United States aircraft pilot and aviation
maintenance workforce.\47\ FAARA24 also expands eligibility for
the AWD Grant Program to aviation manufacturing to ensure this
critical sector also has a robust talent pool to recruit from
in the coming decades.\48\
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\46\ DOT Volpe Center, Recap: The Advanced Air Mobility Workforce
of the Future, (Feb. 27, 2024), available at https://www.volpe.dot.gov/
about-us/contact-us/recap-advanced-air-mobility-workforce-future.
\47\ FAA Reauthorization Act of 2024, Pub. L. No. 118-63, Sec.
440, 138 Stat. 1179.
\48\ Id.
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STANDARDS DEVELOPMENT FOR VERTIPORT INFRASTRUCTURE
The FAA uses existing policy and regulations on aviation
infrastructure as a baseline for AAM vertiport guidance.\49\
Industry stakeholders also work closely with the FAA to develop
standards to ensure that AAM ground infrastructure is safe,
reliable, and interoperable.\50\ In 2022, the FAA published
Engineering Brief (EB) #105 which provides initial standards
and guidance for planning, designing, and constructing
vertiports.\51\ Among its requirements, section 958 of FAARA24
directs the agency to update EB015, and in December 2024, the
FAA issued EB#105A, updating guidance on vertiport
classification, landing area geometry and markings, aircraft
parking, and other key modifications.\52\ Section 958 also
directs FAA to publish a performance-based vertiport design
advisory circular.\53\ To comply with the law, the FAA plans to
publish a unified vertical flight infrastructure design
advisory circular that will cover both heliport and vertiport
design standards by mid-2027.\54\
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\49\ Entry into Service, supra note 39.
\50\ Id.
\51\ Notice of Availability, Notice of Industry Day Meeting, and
Request for Comment on the Draft Engineering Brief 105 for Vertiport
Design, 87 Fed. Reg. 11804 (Mar. 2, 2022).
\52\ FAA Reauthorization Act of 2024, Pub. L. No. 118-63, Sec.
958, 138 Stat. 1382; FAA, Engineering Brief No. 105A, Vertiport Design,
Supplemental Guidance to Advisory Circular 150/5390-2D, Heliport
Design, (Dec. 27, 2024), available at: https://www.faa.gov/airports/
engineering/engineering_briefs/eb_105a_vertiports.
\53\ FAA Reauthorization Act of 2024, Pub. L. No. 118-63, Sec.
958, 138 Stat. 1382.
\54\ Briefing from FAA to Subcomm. on Aviation Staff, Vertiport
Engineering Brief Update (Section 958), (Jan. 7, 2025, 2:00pm EST)
(Slides on file with Comm.).
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IV. REGULATORY ACTIONS
As nations around the world grapple with new and emerging
aviation technologies, it is imperative that the United States
lead in innovation and the adoption of AAM. As such, we have
seen several regulatory efforts, spanning multiple
administrations, aimed at placing the United States front and
center in certifying and operationalizing AAM.
ELECTRIC VERTICAL TAKEOFF AND LANDING (EVTOL) INTEGRATION PILOT PROGRAM
(EIPP)
In a June 6, 2025, Executive Order entitled, ``Unleashing
American Drone Dominance,'' President Trump called for the
establishment of an eIPP to serve as an extension of the BEYOND
program to accelerate the deployment of safe and lawful eVTOL
operations in the NAS.\55\ The BEYOND program, formerly known
as the IPP, was an initiative to accelerate the integration of
unmanned aircraft systems (UAS) into the NAS. The eIPP seeks to
build upon the success of the BEYOND program by facilitate
partnerships between state, local, tribal, and territorial
(SLTT) governments and private sector partners with
demonstrated experience in powered-lift or AAM development,
manufacturing, and operations.\56\ Once selected, participants
will test and validate operational concepts that, once
certified, can be scaled at the national level. Operational
concepts expected to be tested and validated include:
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\55\ Exec. Order No. 14307, (June 6, 2025), available at https://
www.whitehouse.gov/presidential-actions/2025/06/unleashing-american-
drone-dominance/.
\56\ Electric Vertical Takeoff and Landing and Advanced Air
Mobility Integration Pilot Program--Announcement of Establishment of
Program and Request for Proposals, 90 Fed. Reg. 44751 (Sept. 16, 2025)
[hereinafter eIPP].
---------------------------------------------------------------------------
LAir Taxis: Short range, on demand flying powered-
lift aircraft connecting to ground transport with demonstrated
reduced noise impacts;
LLonger-range Fixed Wing Flights: Capable of
moving people around regionally unlocking new economically
viable means of air travel;
LCargo: Powered-lift aircraft capable of providing
cargo services nationwide with easier access to underserved
communities;
LLogistics and Supply: Powered-lift aircraft
capable of performing emergency management services, such as
servicing offshore energy facilities and improving medical
transport capabilities with lower costs; and
LIncreasing Automation Safety: Testing powered-
lift aircraft with a range of automation technologies designed
to enhance safety and efficiency in AAM operations.\57\
---------------------------------------------------------------------------
\57\ Id.
On September 12, 2025, Secretary Duffy announced that the
FAA plans to establish the eIPP, while noting that these
aircraft have the potential to transform traditional aviation,
expand connectivity to rural American communities, and reduce
road congestion in urban environments.\58\ Following Secretary
Duffy's announcement, on September 16, 2025, the FAA
established the eIPP and posted a document in the Federal
Register seeking participants.\59\ Interested applicants have
until December 11, 2025, to submit proposals.\60\
---------------------------------------------------------------------------
\58\ Press Release, Dep't. of Transp., Trump's Transportation
Secretary Sean P. Duffy Unveils New Plan to Fast-Track Advanced Air
Mobility Vehicles (Sept. 12, 2025), available at https://
www.transportation.gov/briefing-room/trumps-transportation-secretary-
sean-p-duffy-unveils-new-plan-fast-track-advanced-air.
\59\ eIPP, supra note 56.
\60\ Id.
---------------------------------------------------------------------------
V. AIR TRAFFIC CONTROL MODERNIZATION
On May 8, 2025, Secretary Duffy unveiled a plan to build a
new state-of-the-art ATC system.\61\ The plan consists of
several areas of focus for upgrades, including:
telecommunications infrastructure, radio communications,
surveillance, automation programs, and facilities.\62\ By
replacing and upgrading the current system, the FAA will
enhance safety, reduce delays, and unlock the future of air
travel.\63\ To aid in this effort, the One Big Beautiful Bill
Act enacted historic investments totaling $12.5 billion for ATC
modernization.\64\ While the FAA anticipates initial AAM
operations to operate like traditional helicopter and general
aviation piloted aircraft, it is anticipated that these
operations will gradually rely on increasing degrees of
autonomy.\65\ Any discussion on the future of our ATC system
should consider all current and future users of the NAS.
---------------------------------------------------------------------------
\61\ Press Release, Dep't. of Transp., U.S. Transportation
Secretary Sean P. Duffy Unveils Plan to Build Brand New State-of-the-
Art Air Traffic Control System (May 8, 2025), available at https://
www.transportation.gov/briefing-room/us-transportation-secretary-sean-
p-duffy-unveils-plan-build-brand-new-state-art-air [hereinafter ATC
Plan].
\62\ Dep't of Transp., America Is Building Again: Brand New Air
Traffic Control System (2025), available at https://
www.transportation.gov/sites/dot.gov/files/2025-05/Brand%20New
%20Air%20Traffic%20Control%20System%20Summary.pdf.
\63\ Id.
\64\ OBBA, supra note 33.
\65\ FAA, Operationalizing an Advanced Air Mobility Ecosystem
(2024), available at https://www.faa.gov/about/office_org/
headquarters_offices/ang/redac/redac-nasops-202403-
OperationalizeAAMEcosystem.
---------------------------------------------------------------------------
DIGITAL FLIGHT RULES (DFR)
Digital flight, as opposed to visual or instrument flight,
refers to an operating mode in which flight operations are
conducted by reference to digital information, with flight-path
safety and self-separation standards enabled through connected
digital technologies and automated real-time information
exchange.\66\ Digital air traffic procedures will play a
critical role in AAM infrastructure, operations, and
integration into the NAS.\67\ According to the National
Aeronautics and Space Administration (NASA), digital flight is
predicated on the adoption of four key principles: digital
information connectivity and services, shared traffic
awareness, cooperative practices, and separation
automation.\68\ Looking forward, DFR are intended to complement
and add to existing operating modes utilized by traditional
aviation for navigation and separation standards, such as
visual flight rules (VFR) and instrument flight rules (IFR).
The success of more operations will hinge on the technological
advancements incorporated into an upgraded ATC system.
---------------------------------------------------------------------------
\66\ Nat'l Aeronautics and Space Admin., Digital Flight: A New
Cooperative Operating Mode To Complement VFR and IFR (2022), available
at https://ntrs.nasa.gov/api/citations/20220013225/downloads/NASA-TM-
20220013225.pdf.
\67\ NASAO AAM Multistate Collaborative, Key Considerations of
Physical and Digital Infrastructure and Exploring Minimum Service
Levels, (Aug. 25, 2025), available at: https://cdn.ymaws.com/nasao.org/
resource/collection/C99CE82E-E91C-4F7A-A1BB-A9BEA08115A0/
Key_Considerations_of_Physical_and_Digital.pdf
\68\ Id.
---------------------------------------------------------------------------
LOW ALTITUDE AIRSPACE MANAGEMENT
As new entrants continue to integrate into the NAS,
government and industry must work together to develop and
deploy technology that provides situational awareness to all
users operating at lower altitudes. The current ATC system
provides airspace awareness to traditional methods of aviation
at higher altitudes. Commercial aviation operations (with the
exception of takeoffs and landings) typically cruise between
30,000 feet to 42,000 feet above ground level (AGL).
Conversely, general aviation often operates up to 10,000 feet
AGL and can transit airspace going down to 500 feet AGL.\69\ At
these altitudes, controllers and pilots have a common operating
picture and appropriate airspace awareness. At altitudes below
400 feet AGL, that common operating picture and awareness is
not as available or accessible. Instead, new entrant operators
are expected to rely upon UAS traffic management (UTM) services
providing low altitude traffic management.\70\ As new entrants
continue to integrate into the airspace, the FAA must consider
the merits of a more robust low altitude airspace management
framework. Section 627 of FAARA24 directs the FAA to initiate a
rulemaking process to establish or update low altitude routes
and flight procedures to ensure safe powered-lift operations in
the NAS and consult with relevant stakeholders.\71\
---------------------------------------------------------------------------
\69\ 14 C.F.R. Sec. 91.115 (1991); 14 C.F.R. Sec. 91.119 (2010).
\70\ Nichakorn Pongsakornsathien, et al., Advances in Low-Altitude
Airspace Management for Uncrewed Aircraft and Advanced Air Mobility,
Science Direct, (Apr. 1, 2025), available at https://
www.sciencedirect.com/science/article/pii/S0376042125000119.
\71\ FAA Reauthorization Act of 2024, Pub. L. No. 118-63, Sec.
627, 138 Stat. 1243.
---------------------------------------------------------------------------
VI. WITNESSES
LKyle Clark, Founder & Chief Executive Officer,
BETA Technologies
LTyler Painter, Chief Financial Officer, Wisk Aero
LRobert Rose, Co-Founder & Chief Executive
Officer, Reliable Robotics
LGregory Pecoraro, President & Chief Executive
Officer, National Association of State Aviation Officials
AMERICA BUILDS: THE STATE OF THE ADVANCED AIR MOBILITY (AAM) INDUSTRY
----------
WEDNESDAY, DECEMBER 3, 2025
House of Representatives,
Subcommittee on Aviation,
Committee on Transportation and Infrastructure,
Washington, DC.
The subcommittee met, pursuant to call, at 10:32 a.m. in
Room 2167, Rayburn House Office Building, Hon. Troy E. Nehls
(Chairman of the subcommittee) presiding.
Mr. Nehls. The Subcommittee on Aviation will come to order.
I ask unanimous consent that the chairman be authorized to
declare a recess at any time during today's hearing.
Without objection, so ordered.
I also ask unanimous consent that the Members not on the
subcommittee be permitted to sit with the subcommittee at
today's hearing and ask questions.
Without objection, so ordered.
And as a reminder, if Members wish to insert a document
into the record, please also email it to
[email protected].
I now recognize myself for the purpose of an opening
statement.
OPENING STATEMENT OF HON. TROY E. NEHLS OF TEXAS, CHAIRMAN,
SUBCOMMITTEE ON AVIATION
Mr. Nehls. First, I would like to take a moment and
recognize my new partner here, Ranking Member Andre Carson--big
guy, big guy, old lawman, great guy--and congratulate him on
his new role on the subcommittee. Ranking Member Carson, I look
forward to working with you to tackle the challenges our
aviation ecosystem is facing. We have to do it, most notably
modernizing the national airspace, the NAS.
Secondly, I would like to thank each one of our witnesses.
Thank you all.
We gather today at a critical and defining moment, a moment
in which we are presented with two choices: either we choose to
embrace and unleash American innovation, or we carry on with
the status quo and watch as other nations surpass us in new and
emerging technology.
Electric vertical takeoff and landing--eVTOL--powered-lift
aircraft, commonly referred to as advanced air mobility, can
redefine how we transport people and goods between local,
regional, and urban locations not previously served by
traditional aviation. Don't just take my word for it. One
industry report from 2021 projects that the AAM market will
reach $115 billion annually by 2035 and bring about 280,000
high-paying jobs, 280,000.
Furthermore, advances in technology, such as increased
battery density, are allowing for the development of eVTOL
aircraft which have the potential to be quieter. They are going
to be quieter, more efficient. There is only one issue: no one
has a type certificated aircraft yet. We just don't have it
done.
The FAA Reauthorization Act of 2024 recognized the
importance of this emerging technology and included a subtitle
dedicated to its advancement. Specifically, section 955
requires the FAA to publish a Special Federal Aviation
Regulation, SFAR, regarding powered-lift aircraft by November
16 of 2024. Now it has been a year since the SFAR's
publication, and I look forward to hearing from our witnesses
today regarding the utility of that regulation, as well as any
challenges they may continue to face on the journey to
certification.
Additionally, recent regulatory actions such as the
establishment of the eVTOL Integration Pilot Program highlight
innovation in this space as a priority for the Trump
administration. I look forward to seeing this pilot program
build on the successes of the Unmanned Aircraft Systems
Integration Pilot Program established in President Trump's
first term.
Much of the conversation this Congress, deservedly so, has
revolved around air traffic modernization. While the FAA
expects initial powered-lift operations to be conducted in a
manner similar to traditional aviation, it's anticipated that
operations will ultimately begin to rely on increasing degrees
of autonomy. As such, any conversations on the future of our
ATC system should take into consideration all current and
future uses of the NAS.
Once again, I would like to thank our witnesses for being
here today. I look forward to hearing from you all on the state
of the AAM industry.
[Mr. Nehls' prepared statement follows:]
Prepared Statement of Hon. Troy E. Nehls of Texas, Chairman,
Subcommittee on Aviation
First, I'd like to take a moment to recognize my new partner,
Ranking Member Andre Carson, and congratulate him on his new role on
the Subcommittee. Ranking Member Carson, I look forward to working with
you to tackle the challenges that our aviation ecosystem is facing,
most notably modernizing our National Airspace System (NAS). Secondly,
I'd like to thank each of our witnesses for being here today.
We gather today at a critical and defining moment, a moment in
which we're presented with two choices: either we choose to embrace and
unleash American innovation, or we carry on with the status quo and
watch as other nations surpass us in new and emerging technology.
Electric vertical takeoff and landing (e-VTOL) powered-lift
aircraft, commonly referred to as Advanced Air Mobility, can redefine
how we transport people and goods between local, regional, and urban
locations not previously served by traditional aviation. Don't just
take my word for it though; one industry report from 2021 projects that
the AAM market will reach $115 billion annually by 2035 and bring about
more than 280,000 high-paying jobs.
Furthermore, advances in technology, such as increased battery
density, are allowing for the development of e-VTOL aircraft that have
the potential to be quieter and more efficient. There's only one issue:
no one has a type certificated (TC) aircraft yet.
The FAA Reauthorization Act of 2024 recognized the importance of
this emerging technology and included a subtitle dedicated to its
advancement. Specifically, section 955 required the FAA to publish a
Special Federal Aviation Regulation (SFAR) regarding powered-lift
aircraft by November 16, 2024. It has now been a year since the SFAR's
publication, and I look forward to hearing from our witnesses regarding
the utility of that regulation, as well as any challenges that they
continue to face on the journey to certification.
Additionally, recent regulatory actions such as the establishment
of the e-VTOL Integration Pilot Program (eIPP) highlight innovation in
this space as a priority for the Trump Administration. I look forward
to seeing this pilot program build on the successes of the Unmanned
Aircraft System (UAS) Integration Pilot Program (IPP) established in
President Trump's first term.
Much of the conversation this Congress, deservedly so, has revolved
around air traffic control modernization. While the FAA expects initial
powered-lift operations to be conducted in a manner similar to
traditional aviation, it's anticipated that operations will ultimately
begin to rely on increasing degrees of autonomy. As such, any
conversations on the future of our ATC system should take into
consideration all current and future users of the NAS. Once again, I'd
like to thank our witnesses for being here today and look forward to
hearing from them on the state of the AAM industry.
Mr. Nehls. I now recognize Ranking Member Carson for 5
minutes for an opening statement.
OPENING STATEMENT OF HON. ANDRE CARSON OF INDIANA, RANKING
MEMBER, SUBCOMMITTEE ON AVIATION
Mr. Carson. Thank you, Chairman. Thank you for your
leadership, fellow law enforcement officer.
Thank you, Ranking Member Larsen and the staff.
Good morning, and welcome to our witnesses for joining
today's hearing on the state of the advanced air mobility, AAM,
industry.
New airspace entrants like AAM promise to deliver new and
exciting societal and economic benefits to our constituents.
Whether it' electric vertical takeoff and landing, eVTOL,
vehicles or more conventional aircraft using alternative
propulsion, this advanced technology has the potential to
improve mobility options, particularly in dense urban
environments like Indianapolis; boost local businesses and job
opportunities; and reduce surface congestion.
But to make this vision a reality, we must ensure all
stakeholders, including labor, State governments, and impacted
local communities and legacy airspace users, remain at the
table. Using the framework created by the 2024 FAA
reauthorization, the administration and the AAM industry must
clearly demonstrate that these innovations can safely operate
in U.S. skies without placing additional strain on the system
and our entire aviation workforce.
Which is why having a robustly funded and staffed FAA is so
important.
The recent 43-day Government shutdown, the longest in our
Nation's history, had a very significant consequence for U.S.
aviation and is a very stark reminder of what is at stake if
the FAA is made into a political pawn. A Government shutdown
should never affect our air travel or force the FAA's very
talented workforce to go without pay the way it did earlier
last month.
That is why Chairman Graves, Ranking Member Larsen, Chair
Nehls, and I proposed the Aviation Funding Solvency Act, which
will ensure the FAA's aviation safety employees are paid, and
the agency can continue its very important work.
The safe deployment of AAM into U.S. airspace relies on a
very resilient and modernized infrastructure, whether that's
physical ground infrastructure like vertiports for eVTOLs or
the digital collision avoidance systems that air traffic
controllers need to efficiently manage these new airspace
users.
This year, Congress invested $12.5 billion into revamping
the Nation's air traffic control system. And as a part of those
efforts, this administration and industry must consider how new
entrants will be safely integrated into an already very busy
U.S. airspace.
Furthermore, the AAM industry and FAA should work with
State governments to ensure that impacted communities have the
resources and guidance they need to develop and deploy the
necessary infrastructure.
Thanks to the committee's leadership to pass the 2024
reauthorization, the FAA has created the framework that will
propel a new generation of innovative aircraft. But we must
make sure that AAM is integrated into the National Airspace
System safely and equitably.
Thank you again to today's witnesses. You all play a very
critical role in achieving this collective goal.
I look forward to our discussion. I yield back, Chairman.
[Mr. Carson's prepared statement follows:]
Prepared Statement of Hon. Andre Carson of Indiana, Ranking Member,
Subcommittee on Aviation
Good morning and welcome to our witnesses for joining today's
hearing on the state of the Advanced Air Mobility (AAM) industry.
New airspace entrants, like AAM, promise to deliver new and
exciting societal and economic benefits to our constituents.
Whether it's electric vertical takeoff and landing (eVTOL) vehicles
or more conventional aircraft using alternative propulsion, this
advanced technology has the potential to improve mobility options--
particularly in dense urban environments like Indianapolis--boost local
businesses and job opportunities and reduce surface congestion.
But to make this vision a reality, we must ensure all
stakeholders--including labor, state governments and impacted local
communities and legacy airspace users--remain at the table.
Using the framework created by the 2024 FAA reauthorization, the
administration and the AAM industry must clearly demonstrate that these
innovations can safely operate in U.S. skies without placing additional
strain on the system and aviation workforce.
Which is why having a robustly funded and staffed FAA is so
important.
The recent 43-day government shutdown--the longest in our nation's
history--had significant consequences for U.S. aviation and is a stark
reminder of what is at stake if the FAA is made into a political pawn.
A government shutdown should never affect our air travel or force
the FAA's talented workforce to go without pay the way it did earlier
last month.
That's why Chairman Graves, Ranking Member Larsen, Chairman Nehls,
and I proposed the Aviation Funding Solvency Act, which will ensure the
FAA's aviation safety employees are paid and the agency can continue
its important work.
The safe deployment of advanced air mobility (AAM) into U.S.
airspace relies on a resilient and modernized infrastructure.
Whether that's physical ground infrastructure, like vertiports for
eVTOLs, or the digital collision avoidance systems that air traffic
controllers need to efficiently manage these new airspace users.
This year, Congress invested $12.5 billion into revamping the
nation's air traffic control system, and as part of those efforts, this
administration and industry must consider how new entrants will be
safely integrated into an already busy U.S. airspace.
Furthermore, the AAM industry and FAA should work with state
governments to ensure that impacted communities have the resources and
guidance they need to develop and deploy the necessary infrastructure.
Some AAM stakeholders are pursuing more autonomous technology,
which we'll hear more about during today's discussion.
Although these innovations may help to reduce the burden on our
aviation workforce, there is no replacement for the human role in
ensuring safe and efficient airspace use.
The 2024 FAA reauthorization lays the foundation for Congress, the
FAA and industry to invest in the critical U.S. workforce that will
design, maintain and deploy this new form of flight that should help
supplement, not replace, the role of pilots in the cockpit.
Thanks to this Committee's leadership to pass the 2024
reauthorization, the FAA has created the framework that will propel a
new generation of innovative aircraft.
But we must make sure that AAM is integrated into the national
airspace system safely and equitably.
Thank you again to today's witnesses; you all play an important
role in achieving this goal.
I look forward to our discussion.
Mr. Nehls. Thank you, Mr. Carson. I now recognize the
ranking member of the full committee, Mr. Larsen, for 5
minutes.
OPENING STATEMENT OF HON. RICK LARSEN OF WASHINGTON, RANKING
MEMBER, COMMITTEE ON TRANSPORTATION AND INFRASTRUCTURE
Mr. Larsen of Washington. Thank you, Chair Nehls and
Ranking Member Carson, for holding today's hearing on AAM, a
very innovative and growing aviation sector--part of that
sector.
But before we discuss the promising future of aviation, we
have to acknowledge the current state of the broader system,
which looks much different than when this subcommittee last met
6 months ago.
Since then, U.S. aviation has been pushed to unprecedented
limits--from the tragic crash of a UPS flight near Louisville,
to mass flight delays and cancellations across the country, and
the longest Government shutdown in U.S. history. However,
thanks to the hard-working women and men of the entire aviation
workforce, the traveling public's safety remained a top
priority and does to this day. These dedicated individuals
worked longer hours under immense pressure and scrutiny--and
for many, worked without pay--yet they never wavered from their
service to this country and their duty to ensure aviation
safety.
We have to avoid history repeating itself. That is why I am
very pleased to join Chair Graves and Chair Nehls and Ranking
Member Carson to introduce the Aviation Funding Solvency Act.
This bipartisan bill guarantees the aviation safety workforce
will be paid and keeps the Federal Aviation Administration
operating during Government shutdowns. The future of U.S.
aviation and AAM depends on a fully staffed and resourced FAA.
Our legislation will prevent any lapses in the agency's ability
to focus on safety in the future.
This committee first explored the safe integration of new
entrants, including AAM aircraft, nearly a decade ago. What was
once considered an aviation technology of a distant future is
happening now. In fact, I didn't invent ``The Jetsons,'' but I
think I used ``The Jetsons'' as a metaphor about 9 years ago
when we first started talking about this. And we are not quite
there yet, but these innovations are, in fact, emerging in U.S.
skies.
While the potential applications of AAM--from cargo
transport, to passenger air taxi service--are promising, we
always have to prioritize safety. Which is why the 2024
reauthorization law directed the FAA to release a final Special
Federal Aviation Regulation, or SFAR, outlining powered-lift
aircraft certification, operating, and pilot qualification
requirements. The SFAR creates a regulatory framework necessary
to allow AAM operations to safely scale so the U.S. can remain
a leader in aerospace innovation.
So, Mr. Clark, I am glad to see BETA's recent flight test
of the ALIA CX300 in northwest Washington State, and I look
forward to hearing more about your experience navigating this
SFAR process.
Now, although certification is the main goal for many
stakeholders, it cannot be the only objective. The successful
adoption of these technologies depends on community acceptance
and States' ability to prepare for future operations.
Therefore, the AAM industry and FAA must have early,
transparent, and meaningful engagement with States and local
communities to ensure their priorities and concerns are
addressed.
In fact, the FAA reauthorization law in 2024 creates
opportunities for the voices of local communities to be heard,
including by extending an FAA pilot program that I championed
to help States plan for AAM infrastructure development.
So, Mr. Pecoraro, I am interested in hearing more about the
important role States are playing in infrastructure development
and NASAO's recommendations on improving that partnership with
the FAA and industry.
And the emergence of AAM also helps create jobs in the
U.S., with the latest projections estimated to be more than
280,000 high-paying AAM jobs by 2035. To help meet this demand,
the 2024 FAA reauthorization invests $60 million annually to
grow the pilot, aviation maintenance, and manufacturing
workforces.
However, the administration has indefinitely delayed these
very popular and very effective workforce grants. A highly
skilled aviation workforce is critical to allowing the U.S. to
leverage AAM technology and compete globally, and I urge the
administration to finally issue these grants.
And with each passing year, climate change continues to be
a growing threat to millions of Americans, and the electric
propulsion systems employed by many of these new aircraft rely
on low- and zero-emission technologies, which can significantly
reduce the harmful impacts of greenhouse gases. So, continued
Federal investment in cleaner aviation technologies is critical
to our leadership in AAM, and it's good for local communities.
So, Mr. Painter, I look forward to learning more about
Wisk's electric propulsion aircraft and necessary charging
infrastructure to support your operations.
With safety as a guiding principle, the FAA reauthorization
law established the necessary framework to safely scale AAM in
the United States, grow the aviation workforce, invest in
cleaner aviation technology, and partner with States and local
communities on future operations.
So, I do want to say it may sound like I am bragging about
the FAA authorization law that we passed in 2024, but you all
deserve great thanks on this committee for seeing the future
and taking care of these issues, showing this committee does do
its work. And frankly, I want to say I am glad we are back to
work in this committee as well.
So, I look forward to exploring how we can all support the
safe and efficient integration of these new entrants into the
airspace.
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, Chair Nehls and Ranking Member Carson, for holding
today's hearing on advanced air mobility (AAM)--an innovative and
growing aviation sector.
But before we discuss the promising future of U.S. aviation, we
must acknowledge the current state of the broader system--which looks
much different than when this Subcommittee last met six months ago.
Since then, U.S. aviation has been pushed to unprecedented limits--
from the tragic crash of UPS Flight 2976 near Louisville, to mass
flight delays and cancellations across the country and the longest
government shutdown in U.S. history.
However, thanks to the hard-working women and men of the entire
aviation workforce, the traveling public's safety remains the top
priority.
These dedicated individuals worked longer hours, under immense
pressure and scrutiny, and for many, without pay--yet they never
wavered from their service to this country and their duty to ensure
aviation safety.
We have to avoid history repeating itself.
That is why I am pleased to join Chairman Graves to introduce the
Aviation Funding Solvency Act.
This bipartisan bill guarantees the aviation safety workforce will
be paid and keeps the Federal Aviation Administration (FAA) operating
during government shutdowns.
The future of U.S. aviation and AAM depends on a fully staffed and
resourced FAA. Our legislation will prevent any lapses in the agency's
ability to focus on safety.
This committee first explored the safe integration of new entrants,
including AAM aircraft, nearly a decade ago.
What was once considered aviation technology of the distant future
is happening now, and these innovations are emerging in U.S. skies.
While the potential applications of AAM--from cargo transport to
passenger air taxi service--are promising, we must always prioritize
aviation safety.
Which is why the 2024 reauthorization directed the FAA to release a
final Special Federal Aviation Regulation (SFAR) outlining powered-lift
aircraft certification, operating and pilot qualification requirements.
The SFAR creates the regulatory framework necessary to allow AAM
operations to safely scale, so the U.S. can remain a leader in
aerospace innovation.
Mr. Clark, I was glad to see BETA's recent test flight of the ALIA
CX300 in Northwest Washington state. I look forward to hearing more
about your experience navigating the FAA's SFAR process.
Although certification is the main goal for many AAM stakeholders,
it cannot be the only objective.
The successful adoption of AAM technology depends on community
acceptance and states' ability to prepare for future operations.
Therefore, the AAM industry and FAA must have early, transparent
and meaningful engagement with states and local communities to ensure
their priorities and any concerns are addressed.
The 2024 FAA reauthorization creates opportunities for the voices
of local communities to be heard--including by extending an FAA pilot
program that I championed to help states plan for AAM infrastructure
development.
Mr. Pecoraro, I'm interested in hearing more about the important
role of states in AAM infrastructure development, and NASAO's
recommendations on improving the partnership with the FAA and industry.
The emergence of AAM also helps to create jobs in U.S. aviation,
with the latest projections estimating more than 280,000 high-paying
AAM jobs by 2035.
To help meet this demand, the 2024 FAA reauthorization invests $60
million annually to grow the pilot, aviation maintenance and
manufacturing workforces.
However, the Trump administration has indefinitely delayed these
popular and effective FAA workforce grants.
A highly skilled aviation workforce is critical to allowing the
U.S. to leverage AAM technology and compete globally, and I urge the
Administration to finally issue these grants.
With each passing year, climate change continues to be a growing
threat to millions of Americans.
The electric propulsion systems employed by many AAM aircraft rely
on low and zero-emission technologies, which can significantly reduce
the harmful impacts of greenhouse gases.
Continued federal investment in cleaner aviation technologies is
critical to our leadership in AAM, and good for local communities.
Mr. Painter, I look forward to learning more about Wisk's electric
propulsion aircraft and the necessary charging infrastructure to
support your operations.
With safety as the guiding principle, the 2024 FAA reauthorization
establishes the necessary framework to safely scale AAM in the United
States, grow the aviation workforce, invest in cleaner aviation
technology, and partner with states and local communities on future
operations.
Thank you again to today's witnesses.
I look forward to exploring how we all can support the safe and
efficient integration of these new airspace entrants.
Mr. Nehls. Thank you, Mr. Larsen. I would like to welcome
our witnesses. Thank you. Thank you all for being here. I will
briefly take a moment to explain our lighting system. There are
three lights in front of you: green, go; yellow, obviously,
start wrapping up; and red means conclude your remarks.
I ask unanimous consent that the witnesses' full statements
be included in the record.
Without objection, so ordered.
I also ask unanimous consent that the record of today's
hearing remain open until such time as our witnesses have
provided answers to any questions that may be submitted to them
in writing.
Without objection, so ordered.
I also ask unanimous consent that the record remain open
today for 15 days for any additional comments and information
submitted by Members or witnesses to be included in the record
of today's hearing.
Without objection, so ordered.
And as your written testimony has been made part of the
record, the subcommittee asks that you keep your remarks to 5
minutes.
With that, Mr. Clark, you are recognized.
TESTIMONY OF KYLE CLARK, FOUNDER AND CHIEF EXECUTIVE OFFICER,
BETA TECHNOLOGIES; TYLER PAINTER, CHIEF FINANCIAL OFFICER, WISK
AERO; ROBERT W. ROSE, COFOUNDER AND CHIEF EXECUTIVE OFFICER,
RELIABLE ROBOTICS CORPORATION; AND GREGORY PECORARO, PRESIDENT
AND CHIEF EXECUTIVE OFFICER, NATIONAL ASSOCIATION OF STATE
AVIATION OFFICIALS
TESTIMONY OF KYLE CLARK, FOUNDER AND CHIEF EXECUTIVE OFFICER,
BETA TECHNOLOGIES
Mr. Clark. Excellent, thank you. Thank you for having me
here, Chairman Nehls, Ranking Member Carson, and all the
members of the subcommittee. I want to say a special thank you
to Chairman Graves.
Chairman Graves is actually, I think, the only Member of
this T&I group that has flown our airplane. In fact, he flew it
over the beautiful Ozarks on about a 100-degree day last
summer. And one of two things is true: either he is a very good
pilot, or our plane is very easy to fly. But he did a
phenomenal job in the pilot seat, and my point of bringing that
up is that this is real. And of course, Mr. Larsen, we were out
flying in your region of the woods not too long ago doing
demonstration flights. So, aviation is moving to all-electric
advanced air mobility, and we at BETA are doing it in a
stepwise approach.
So, on behalf of our entire industry, and BETA Technologies
specifically, thanks for having me here. My name is Kyle Clark.
I am the founder and CEO of BETA Technologies. We are an
American aerospace company located up in Vermont. And we have
gone into this industry slightly different than the balance. We
are focused on moving cargo, medical, logistics things first,
and then moving into urban air mobility. We are doing this with
an American workforce, an American supply chain.
And I think that this next generation of innovations will
fortify America's industrial base and position the United
States as a country to build the future of aviation. We have
got all of the things in place to do this. We need to do a few
things that Mr. Carson said, which is unblock this industry
with clear and unmoving goalposts, and allow the FAA to use the
tools at its disposal to get through the type certification you
referenced.
When most people think about urban air mobility, they think
about jumping over traffic initially. This is not BETA's
initial mission. As I mentioned, cargo, medical logistics is a
great, low-risk, easy application to start with before going to
urban air mobility. The infrastructure exists today to do this.
And by increasing these transportation options, I think we can
ensure that every community can benefit from these
technologies.
We are a company of aviators. Everybody at BETA is either a
pilot or becoming a pilot. We have got nearly 1,000 people up
in Vermont, and that gives us an extreme focus on safety.
We have designed an extremely simple aircraft with a
pragmatic, stepwise approach into certification. Last summer we
became the first company to get one meaningful type
certification on a part of the airplane, the propeller, and we
are very close to doing it on the engine. Next is the airplane
that Chairman Graves flew, and next is the VTOL, all in a
stepwise, buildup approach.
This approach, in my belief, recognizes the readiness and
the regulatory framework today to incorporate this technology
in a thoughtful, safe, and methodical way. To demonstrate this,
as evidenced by a few of these examples, we have flown over
100,000 miles in this class of aircraft to more than 380
airports domestically. We have actually flown in 10 different
countries. We opened the Paris Air Show with American
technology this year. We flew into JFK, Atlanta, Boston, all
over New York City, and most importantly, to a bunch of
regional airports throughout the country that hold exceptional
promise.
We are heavily energized and invested in the eVTOL
Integration Pilot Program, thank you for referencing that. We
see that as the ability--that will be the unlock to get us in
front of China. It is the low-altitude economy that is the buzz
in China right now. It is facilitating the advancement of that
technology at an extreme rate.
The eIPP program allows us to launch domestic applications
and operations as early as next summer, next year. We need to
stay on track there to get this done.
What happened in the drone industry I don't think we can
let happen in the eVTOL industry. The technology is here. The
leading companies in the world are in the United States. We
need the FAA to show up with us to make sure that these things
get deployed.
The ask here of you in Congress, you guys may represent
constituents in communities that are facing real challenges.
Again, these technologies can better those communities today.
Technology does make aviation safer. It is a proven fact across
a long period of time. Electric aviation is fundamentally safer
than traditional legacy aviation. The electric aircraft that we
produce and others produce here have all of the things in it
for self-awareness and external situational awareness to keep
planes away from each other. That is inherent and for free in
modern aircraft.
We are going to certify in the United States first. That is
our strategy. We are working closely with the FAA, and we are
working with our domestic suppliers. We are not asking for this
process to be easy. We are just asking--as you mentioned
before, we are asking for the goalpost to stay steady, for
people to show up and be accountable, and for the FAA to meet
their compulsory timelines that we believe should be in place
for responses to things when we produce statistically relevant
data sets.
Mr. Nehls. Thank you.
Mr. Clark. I think I am over time. Thank you very much.
[Mr. Clark's prepared statement follows:]
Prepared Statement of Kyle Clark, Founder and Chief Executive Officer,
BETA Technologies
Thank you Chairman Nehls, Ranking Member Carson, and the members of
the Subcommittee on Aviation for the opportunity to testify on behalf
of BETA Technologies at today's hearing titled ``America Builds: The
State of the Advanced Air Mobility (AAM) Industry.''
The United States is at a pivotal moment in aviation history: new
and emerging technologies present an unprecedented opportunity to
cement American leadership in 21st-century aerospace innovation. AAM is
more than a single aircraft--it's an entire ecosystem, one that BETA is
actively shaping. We are building foundational components,
infrastructure, and aircraft that will make the movement of medical
supplies, cargo, and passengers safer, more affordable, and more
accessible to communities around the world.
Success for our industry will result in safe, innovative products
built right here in the U.S. and high-paying manufacturing jobs. At
BETA, we have grown from an R&D company into a manufacturer. This
progress is driven by American grit, a skilled workforce, and a largely
domestic supply chain. The race is on for the U.S. to maintain its
leadership in aerospace innovation, and meeting the challenge will
require continued support from the federal government.
Background on BETA Technologies
BETA Technologies is a U.S. Original Equipment Manufacturer (OEM)
based in Vermont with operations in New York, Washington, D.C. and
North Carolina, working to redefine the aerospace industry. BETA's
mission is to improve the lives of everyday Americans with practical,
high-impact operations, including medical transport, organ delivery,
emergency logistics, and regional passenger mobility. Our customers are
eager to incorporate our products into their fleets, including:
Bristow, a leader in vertical flight that provides
transport for commercial and government customers, expects to use
BETA's aircraft to safely and reliably move passengers and time-
sensitive cargo between regions in Louisiana, Texas, Florida and
beyond.
UPS plans to use our aircraft for point-to-point
logistics to drastically reduce complexity and cost for missions and
enable more Premium Direct service to rural areas.
Ryan Air expects to enhance its services in Alaska
including the delivery of food and medical supplies to communities not
served by roads.
United Therapeutics plans to deliver organs safely and
quickly, and Metro Aviation plans to provide various missions including
inter-hospital patient transport.
Republic Airways has partnered with BETA to integrate AAM
into regional passenger air travel as the airline expands service and
lowers the cost of air travel.
In addition to aircraft, BETA is designing and manufacturing the
core technologies that will service civil and defense markets, both in
the air and under the sea. We are taking a strategic, stepwise approach
to the certification of these products, starting with our electric
motors, then our fixed-wing airplane, and ultimately our vertical
takeoff and landing (VTOL) aircraft. This portability of technologies
unlocks flexibility to innovate future generations of aircraft, which
will bring important innovations to the U.S. aerospace industry.
Additionally, we are taking a stepwise approach to both certification
and market entry, recognizing where the regulatory readiness is today
and what efforts need to be further developed to enable the future of
AAM.
To this end, BETA has partnered with GE Aerospace to co-develop
hybrid electric turbogenerators that we believe will bring significant
enhancements to range, payload, speed, and lower cost of operations
compared to existing aircraft. This complements our existing contracts
with the U.S. Department of Defense to support operational needs
through longer ranges, lower logistics dependency, and higher
reliability.
U.S. Manufacturing & Supply Chain
Since our founding, BETA has grown to more than 900 employees
across North America. In 2023, we opened a 188,000 square foot
production facility, which is designed to support the production of
more than 300 aircraft annually at maturity. Our supply chain is
intentionally domestic: more than 85% of our sourcing is U.S.-based,
and our suppliers support roughly 40,000 American jobs. BETA's products
include:
Electric Motors (H500 series): A simple design featuring dual
redundancy and significantly fewer parts than a comparable
legacy aircraft engine. We sell our motors to established
aerospace and defense OEMs, as well as new market entrants
designing electric aircraft.
ALIA CTOL (CX300): Designed for all-weather operations, our
fixed-wing aircraft transports six people or 200 cubic feet of
cargo plus two crew members. It leverages existing airport
infrastructure and flies in accordance with existing airspace
procedures to enable rapid adoption. The CTOL is currently
being certified under FAA Part 23 certification. Our backlog
for this aircraft consists of 331 units, of which 131 units are
for firm orders and 200 units for options. This represents an
orderbook of over $1.3B in aircraft, all contingent upon FAA
certification. This backlog continues to grow.
ALIA VTOL (A250): Our VTOL enables operations from locations
with or without runway access with lower operating costs. We
believe our simple and efficient design enables a clear path to
certification. The VTOL is being certified under Part 21.17(b).
Our backlog for this aircraft consists of 560 units, of which
158 units are for firm orders and 402 units are for options.
This represents a domestic and export order book of $2.5B in
aircraft. This backlog continues to grow.
ALIA Defense VTOL (MV250): The military variant of our VTOL
enables long-range, low heat and noise signature, and the
potential to operate autonomously. It is expected to carry up
to one ton (approximately 2,000 pounds) with a range of over
250 nautical miles at a significantly lower operating cost than
existing helicopters. This will give the U.S. warfighter a
definitive tactical advantage over our adversaries.
Larger Aircraft--We are developing a larger aircraft initially
designed to carry up to 19 passengers. We believe this product
will create new opportunities for operators to realize the
economic and low noise benefits of electric aviation in large
aircraft and bring increased access to communities who rely on
Essential Air Service.
Charge Cube--This is the central component of BETA's charging
infrastructure. It utilizes the CCS-1 charging standard,
allowing for compatibility with a broad range of electric
aircraft. The Cube is certified by Underwriters Laboratories
(``UL'') and is Buy America, Build America compliant for FAA
Airport Improvement Program (AIP) funding.
Demonstrating Safe, Reliable Flight Operations for Modernization
Public acceptance is critical for AAM to meaningfully scale. To
demonstrate the safety and reliability of electric flight, BETA has
completed thousands of flights in 10 countries and on three continents,
logging more than 100,000 nautical miles and landing at over 380
airports, including in Class B and C airspace. This includes the
world's first all-electric passenger flight into John F. Kennedy
International Airport, as well as flights into Atlanta's Hartsfield-
Jackson International Airport and other major cities, showcasing
seamless integration into the National Airspace System (NAS). Our ALIA
CTOL opened the 2025 Paris Air Show in front of over 50,000 aerospace
professionals with a demonstration of its quiet operation, performance,
and agility.
The FAA's mission is to maintain the safest airspace in the world,
and as a company of aviators, we share that commitment. That's why BETA
is intensely focused on building the safest aircraft possible,
recognizing that advancing technology strengthens both safety and U.S.
leadership in a competitive global market. Advancements in energy
density, thermal management, and battery monitoring enable longer, more
reliable flights with lower risk of failure. By expanding the
boundaries of battery design and testing, we enhance aircraft
performance while adding redundancy and safeguards that make flight
inherently safer. This demonstrates how safety and innovation together
support America's competitive advantage.
As the FAA advances efforts to modernize the NAS and air traffic
control, BETA's stepwise approach to AAM--beginning with a piloted,
fixed-wing aircraft--provides real-world data and operational
experience that inform these efforts. These early operations are
helping the NAS evolve safely and efficiently to accommodate
increasingly advanced aircraft.
Cost Efficiencies for Commercial & Government Customers
BETA's aircraft represent significant cost advantages over new
conventional aircraft based on internal estimates. Our CTOL flight into
JFK used roughly $7 in energy costs, about a 95% savings compared to
fuel costs of a combustion aircraft. Additional efficiencies come from
substantially lower maintenance needs due to our simplified design.
In addition to our commercial customers, BETA has demonstrated the
cost efficiencies of AAM to the federal government. We partnered with
the Administration for Strategic Preparedness and Response (ASPR), an
agency within the U.S. Department of Health and Human Services (HHS),
to deploy enabling infrastructure that will support public health
preparedness along the gulf coast, including in Mississippi, Georgia,
Florida, Arkansas, and Alabama. This infrastructure will enable VTOLs
to transport medicine, patients, and equipment in a disaster-response
role in hurricane-prone areas and keep rural communities safe.
BETA is also partnering with U.S. Army Combat Capabilities
Development Command (DEVCOM) to advance our flight capabilities and
testing program, and further develop real-world, in-theater
applications for this technology. This work comes on the heels of
several aircraft deployments for DOD, in which BETA became the first
AAM company to carry out a simulated CASEVAC and the first manned AAM
aircraft to take part in a full-scale military exercise. Our flight
demonstrations for DOD have showcased the ability to deliver military
supplies while lowering the cost of transportation, all at a 100%
dispatch rate.
We also have a subcontract with General Dynamics Applied Physical
Sciences, manufacturing and delivering hardware and associated
engineering services, in support of a Defense Advanced Research
Projects Agency (``DARPA'') program for undersea vehicles.
Revitalizing General Aviation Infrastructure
To support AAM entry into service, BETA has developed and is
manufacturing infrastructure for our customers and other AAM OEMs,
including Archer Aviation. This infrastructure uses an existing
charging standard in use by other aircraft OEMs. Working with our
customers and government partners--including states like Utah,
Michigan, and Ohio--BETA is creating a network at airports across the
country, with over 55 sites so far.
State and local governments play a critical role in this build-out:
modest upgrades such as installing charging systems can prepare our
nation's existing public airports for AAM operations and accelerate
nationwide adoption, while also driving job growth, economic
development, and expanded transportation options in rural communities.
Congress Charting the Course for Aviation Innovation
BETA applauds Congress for passing the bipartisan FAA
Reauthorization Act of 2024 (P.L. 118-63) to bring safety improvements
to aviation, invest in airport infrastructure, and promote innovation.
For the first time ever, a FAA Reauthorization bill included a title
dedicated to AAM, recognizing the importance of new technologies for
enabling U.S. leadership in aviation.
The legislation contained notable provisions for our industry,
including: providing for first time ever the ability for airports to
utilize AIP funding for AAM infrastructure; expanding workforce
development funding to prepare future pilots and maintainers; affirming
the ability for VTOLs to utilize heliports; requiring the FAA to
promulgate the powered-lift Special Federal Aviation Regulation (SFAR)
in a timely manner; and, extending and expanding the BEYOND program.
Finally, the legislation ensured the FAA put rulemaking and
policies in place to bring this innovation to market. We welcome this
progress and remain committed to working with Congress and the FAA to
ensure timely implementation.
FAA & DOT Progress to Bring AAM to Market
The current Administration has demonstrated strong support to
enable the AAM industry, and a commitment to U.S. leadership in
aviation. The eVTOL Integration Pilot Program (eIPP), established by
U.S. Transportation Secretary Sean Duffy following the Executive Order
titled ``Unleashing American Drone Dominance,'' will accelerate real-
world operations for AAM. As a U.S. OEM partner, BETA is supporting
state, local, tribal and territorial governments in their applications,
alongside our customer-operators with proven safety records, to
meaningfully demonstrate the wide range of AAM benefits to communities
both urban and rural.
Additionally, the FAA has taken meaningful steps to improve the
certification process and ensure entry into service for AAM applicants.
This includes: timely promulgation of the SFAR and a straightforward
path to pilot training with dual controls; the issuance of AC 21-17-4,
Type Certification of Powered Lift, which removes the need to publish
airworthiness criteria for each AAM applicant and expedites the
certification basis for applicants; and, announcement of the National
Aviation Authorities' roadmap for AAM aircraft type certification,
which aims to make a safer, more efficient path for domestic
applicants.
Finally, we look forward to the release of the U.S. Department of
Transportation's (DOT) Interagency Working Group report. BETA has been
pleased to collaborate with the DOT throughout the stakeholder
engagement process, and we look forward to the recommendations in the
report to ensure the successful scaling of the AAM industry.
Maintaining Global Leadership in Aerospace
U.S. market leadership in AAM is vital for our economic, national
security, and global interests. At the same time, other countries,
particularly China, are positioned to advance more quickly. With clear
goalposts, stable policy, and adequate resourcing from the FAA, BETA's
propulsion systems and aircraft will be certified here in the U.S.
first, increasing the domestic supply chain and aerospace jobs. Without
that, other nations will move ahead, and foreign competitors will fill
the gap.
The greatest challenge for emerging technologies is the uncertainty
around when and how policy and guidance is developed. When regulatory
expectations shift without transparent rationale or a risk-
proportionate basis, entry into service timelines inevitably slip,
driving significant financial impacts across our businesses.
Likewise, certifying new technologies--including high energy-
density batteries, high torque-density electric motors, distributed
electric propulsion systems, and fly-by-wire flight controls--requires
specialized expertise that is not yet widespread within the FAA. Given
these workforce constraints, it is increasingly important for the FAA
to use its technical resources effectively. The FAA's existing
delegation system--intended to allow qualified, authorized industry
experts to make compliance determinations on routine and low-risk
activities--is not being fully applied to new technologies. New
applicants are often asked to ``build credibility'' before receiving
delegation, even when they employ experienced, FAA-authorized designees
who meet all established qualification and oversight requirements. This
lack of clarity creates delays for new OEMs without improving safety.
Conclusion
U.S. OEMs like BETA are leading this next generation of aviation
and have the technology to bring our aviation system into the 21st
century; now, we need the federal government's help to get it across
the finish line. As Congress considers policy to ensure that the U.S.
remains the safest airspace in the world while also maintaining its
leadership positioning, BETA recommends the following:
More dynamic efforts to recruit, retain, and train a
highly skilled technical workforce to ensure the FAA can effectively
evaluate and oversee innovative technologies;
Increased predictability and transparency so that OEMs
have clearer timelines for certification and entry into service; and,
More consistent use of delegation to allow FAA
specialists to focus their limited bandwidth on truly safety-critical
issues, maintain rigorous oversight, and support timely certification
of innovative U.S. products.
I appreciate the subcommittee's leadership and for the opportunity
to testify and look forward to working with you to ensure that the
promise of U.S. innovation in aviation becomes a reality.
Mr. Nehls. Yes, thank you.
Mr. Painter, you are recognized.
TESTIMONY OF TYLER PAINTER, CHIEF FINANCIAL OFFICER, WISK AERO
Mr. Painter. Good morning, Chairman Nehls, Ranking Member
Carson, and members of the committee. Thank you for this
opportunity to testify about the state of advanced air mobility
and the industry, and how the United States can continue to
lead this emerging global market.
My name is Tyler Painter, CFO of Wisk Aero, an American AAM
company committed to making safe, everyday flight available for
everybody. Just like the U.S.-led previous advancements in
aviation, I am confident that today's investments from industry
and the focus in AAM are laying the foundation for the U.S. to
lead this technology revolution in mobility.
Thanks to the recent efforts of this committee and the
regulatory efforts of the FAA and the DOT, the foundational
state of the U.S. AAM industry is strong. However, for the U.S.
to lead AAM and aviation globally, we must also prioritize the
development of a regulatory framework to enable autonomy. The
U.S. AAM national strategy, implemented through the new
Electric Vertical Takeoff and Landing and AAM Integration Pilot
Program, the eIPP, will be a key vehicle to inform that
framework.
Wisk, a Boeing subsidiary, aims to be the first to design
and manufacture an FAA-certified autonomous passenger-carrying
air taxi. Safety is at the core of everything that we do. Our
learnings over the last 15 years and six generations of
aircraft will culminate in the safe integration of our Gen 6
aircraft into the National Airspace System.
Autonomy is not a new or radical advancement in aviation,
but rather an evolution of what already exists today.
Increasing levels of autonomy have and will continue to improve
safety. Most functions on commercial aircraft involve
automation today. And while Wisk aircraft do not have a pilot
on board, human oversight remains critical. Remote crewmembers
will supervise and communicate with air traffic control. Our
aircraft will initially fly on predetermined routes and
predetermined destinations. This approach will ensure
predictability and safe integration of our aircraft into
today's airspace.
We are excited to launch our service in the U.S., bringing
time savings to commuters and new workforce opportunities to
local communities. Last year, we announced a partnership with
the city of Sugar Land, Texas, to identify and assess locations
for vertiports and potential training and maintenance
facilities at Sugar Land Regional Airport, which will serve as
a gateway for establishment of a larger Wisk network throughout
the Greater Houston area.
The AAM industry is fortunate to have a forward-leaning FAA
Administrator who prioritizes safety and innovation.
Administrator Bedford and DOT Secretary Duffy's willingness to
work with industry and chart regulatory pathways for new
technologies is crucial. Our partnerships with those like
Houston are strengthened by this administration's focus on AAM
and the creation of the eIPP. Wisk looks forward to
participating in this program.
Wisk also commends this committee and the administration's
focus on modernizing the National Airspace System by building
the brandnew air traffic control system. As Chairman Nehls has
stated, this effort is about more than modernizing ATC, but
about modernizing the entire NAS for the existing and future
operations. Fortunately, there is existing technology that can
both enhance the safety of today's airspace and future-proof it
for autonomous operations. Wisk and our affiliate, SkyGrid, are
architecting modern airspace management tools to reduce the
burden on air traffic control and safely integrate increasingly
autonomous aircraft into the NAS. This includes moving our
systems into the digital era, embracing open architectures and
digital communications, and implementing a new set of
innovative flight rules to take full advantage of today's
technology.
I would like to thank this committee for its bipartisan
work on the 2024 FAA Reauthorization Act. A key provision was
the creation of the Center for Advanced Aviation Technologies,
the CAAT, in Texas. Wisk looks forward to unlocking key
autonomy elements through our work with CAAT and with the eIPP.
In conclusion, I am confident the U.S. will remain the
global leader in aviation, just as we have over the first
century of aviation, and that we will define and lead the
global AAM industry. To achieve this, we must remain focused
and create and exercise a robust and practical regulatory
framework that also enables autonomy. Wisk looks forward to
continuing to work with you to make safe, everyday flight a
reality for everyone.
Thank you, and I look forward to your questions.
[Mr. Painter's prepared statement follows:]
Prepared Statement of Tyler Painter, Chief Financial Officer, Wisk Aero
Chairman Nehls, Ranking Member Carson, and Members of the
Committee, thank you for this opportunity to testify about the state of
the Advanced Air Mobility (AAM) industry and how the United States can
continue to lead this emerging global market.
My name is Tyler Painter, CFO of Wisk Aero, an American AAM company
committed to making safe, everyday flight a reality for everyone. Just
like the U.S. led previous advancements in aviation, I am confident
that today's investments and focus on AAM are laying the foundation for
the U.S. to lead this technological revolution in mobility.
Thanks to the recent work of this Committee and regulatory efforts
of the Federal Aviation Administration (FAA) and the Department of
Transportation (DOT), the foundational state of the U.S. AAM industry
is strong. However, for the U.S. to lead AAM and aviation globally, we
must also prioritize the development of a regulatory framework to
enable autonomy. The U.S. AAM National Strategy, implemented through
the new Electric Vertical Takeoff and Landing (eVTOL) and AAM
Integration Pilot Program (eIPP), will be a key vehicle to inform that
framework.
Wisk, a Boeing subsidiary, aims to be the first to design and
manufacture an FAA-certified, autonomous passenger-carrying air taxi.
Safety is at the core of everything we do. Our learnings over fifteen
years and six generations of aircraft will culminate in the safe
integration of our Gen 6 aircraft into the National Airspace System
(NAS).
Autonomy is not a new or radical advancement in aviation, but
rather an evolution of what exists today. Increasing levels of autonomy
have and will continue to improve safety. Most functions on commercial
aircraft involve automation today. While our Wisk aircraft do not have
a pilot onboard, human oversight remains critical. Remote crewmembers
will supervise and communicate with Air Traffic Control (ATC). Our
aircraft will initially fly along pre-determined routes to pre-
determined destinations. This approach will ensure predictability and
safe integration of our aircraft into today's airspace.
We are excited to launch our service in the U.S., bringing time
savings to commuters and new workforce opportunities to local
communities. Texas is one location where we plan to operate. Last year,
we announced a partnership with the City of Sugar Land, Texas to
identify and assess locations for vertiports and potential training and
maintenance facilities at Sugar Land Regional Airport, which will serve
as a gateway for the establishment of a larger Wisk network throughout
the Greater Houston region.
The AAM industry is fortunate to have a forward-leaning FAA
Administrator who prioritizes safety and innovation. Administrator
Bedford and DOT Secretary Duffy's willingness to work with industry to
chart regulatory pathways for new technologies is crucial. Our
partnerships, like those in Houston, are strengthened by this
Administration's focus on AAM and the creation of the eIPP. Wisk looks
forward to participating in this program alongside our partners.
Wisk also commends this Committee and the Administration's focus on
modernizing the NAS by building the Brand New Air Traffic Control
System. As Chairman Nehls has stated, this effort is about more than
modernizing ATC, but about modernizing the entire NAS for existing and
future operations. Fortunately, there is existing technology that can
both enhance the safety of today's airspace and future-proof it for
autonomous operations. Wisk, and our affiliate SkyGrid, are
architecting modern airspace management tools to reduce the burden on
ATC and safely integrate increasingly autonomous aircraft into the NAS.
This includes moving our system into the digital era, embracing open
architecture systems and digital communications and implementing a new
set of innovative flight rules to take full advantage of today's
technology.
I would also like to thank this Committee for its bipartisan work
on the 2024 FAA Reauthorization Act. A key provision was the creation
of the Center for Advanced Aviation Technologies (CAAT) in Texas. Wisk
looks forward to unlocking key autonomy elements through both the CAAT
and eIPP.
In conclusion, I am confident the U.S. will remain the global
leader in aviation, and that we will define and lead the global AAM
industry. To achieve this, we must create and exercise a robust and
practical regulatory framework to enable autonomy. Execution of the AAM
National Strategy, through the eIPP, will enable early operations here
in the U.S. and provide insights needed to inform new policies. Wisk
looks forward to continuing to work with you to make safe, everyday
flight a reality for everyone. Thank you, and I look forward to your
questions.
Mr. Nehls. Thank you, Mr. Painter.
Mr. Rose, you are recognized.
TESTIMONY OF ROBERT W. ROSE, COFOUNDER AND CHIEF EXECUTIVE
OFFICER, RELIABLE ROBOTICS CORPORATION
Mr. Rose. Thank you, good morning. My name is Robert Rose,
CEO and cofounder of Reliable Robotics. Thank you, Chairman
Nehls. Thank you, Ranking Member Carson--congratulations--for
the opportunity to speak. Also, thank you to Chairman Graves
and Ranking Member Larsen, as well, for your contributions to
the aviation industry. They are greatly appreciated.
It really is an honor to be here. I am very excited to
discuss aviation automation and autonomy, topics that are very
important to me and, I believe, very important to the Nation.
In fact, I believe that aviation autonomy is going to be one of
the most important technology advancements for the United
States this century. Let me explain why.
When I was a kid, I remember reading that aviation systems
and aviation technology were one of the top five exports of the
United States. And this is actually still true today. But for
it to remain this way, we must continue to drive forward new
safety-enhancing technology and enhancements for aircraft,
including autonomy, so that we can continue to drive forward to
be a prime exporter of aviation systems throughout the 21st
century.
We started Reliable Robotics because of the importance of
this technology to the future of the United States for both our
long-term economic security, but also our national security.
And we are committed to certifying autonomous systems and
safety-enhancing technologies in the United States with the
FAA. Founded in 2017, we now have over 150 employees in 23
States.
Reliable is developing technologies that will improve the
safety and utility of commercial as well as military aircraft.
These technologies include continuous autopilot engagement,
terrain-aware navigation and flight planning, as well as DAA,
or Detect and Avoid, and I will speak more on these in a
moment.
But I want to share too I am also, in addition to Reliable
Robotics, I am also the CEO of Reliable Airlines, a regional
air cargo carrier based in Albuquerque. And we serve
communities in New Mexico, Colorado, and the Four Corners
region with air cargo services. We have now flown over 5,000
flights and have transported millions of pounds of goods over
our 3 years of operation.
It is important to understand that regional air cargo is an
essential lifeline for small towns and rural communities in
this country. I am proud that our small airline has been able
to support people and small businesses, connecting them to the
world with next-day delivery services.
But regional air cargo carries greater risks than most
other forms of commercial aviation. These aircraft are operated
single pilot, at lower altitudes, closer to terrain, and in
substantially more adverse weather conditions than large jets,
and all with significantly less automation. Regional air cargo
pilots will tell you that what they do is real flying.
The technology that we are certifying with the FAA will
substantially enhance the safety of these operations, and our
airline in Albuquerque will be the first place we deploy it.
Continuous autopilot engagement and always-on autopilot that is
enabled for taxi, takeoff, and landing will substantially
reduce the risk of loss-of-control accidents, or LOC, which is
one of the most common causes of fatal accidents in aviation.
Number two, our terrain-aware navigation and flight
planning system--put simply, a flight management system that
knows where the ground is--will reduce the risk of Controlled
Flight Into Terrain, CFIT, which is another one of the most
common and highly preventable causes of accidents in aviation.
Finally, our DAA, or Detect and Avoid system, which uses
our in-house-developed radar as well as the FAA's Airborne
Collision Avoidance System, or ACAS X, algorithm will prevent
mid-air collisions and save lives.
Taken separately, these technologies will go a long way
toward enabling regional air cargo to reach levels of safety
that rival the 121 world. But taken together, you can operate
an aircraft autonomously, and that is where things get really
interesting.
Autonomy and regional air cargo will spark a revolution
that will enable us to connect even more communities and
provide levels of service that exceed what we have today. And
this same technology will also help logistics operations for
the military. To paraphrase Admiral Paparo, he said recently,
``We should never send a human being to do what a machine can
do.'' Uncrewed commercial airlift in a contested logistics
environment would enhance our ability to sustain, and I am
proud to report that we recently won a contract with the U.S.
Air Force to deploy our technology for INDOPACOM starting next
year.
I want to thank this committee for giving attention to this
important topic, but I also want to use this platform to give a
thanks to the FAA. Their support for our program is crucial to
our success, to our Nation's success. Safety is a team sport,
and it is because of this unique public-private partnership
that we have in aviation that we are able to move aviation
safety forward. With a continued focus on automation and
autonomy, I look forward to a future where the U.S. continues
to be a driving force in the aviation industry, well into the
21st century. Thank you.
[Mr. Rose's prepared statement follows:]
Prepared Statement of Robert W. Rose, Cofounder and Chief Executive
Officer, Reliable Robotics Corporation
Chairman Nehls, Ranking Member Carson, and members of the House
Transportation & Infrastructure Committee, Subcommittee on Aviation:
Thank you for holding today's hearing to review how Congress can
continue supporting innovation to enhance United States leadership in
aviation safety. Through passage of the FAA Reauthorization Act of
2024, and the historic investment in air traffic control (ATC)
modernization, this hearing offers a unique opportunity to discuss how
we maximize these developments to eliminate accidents and accelerate
innovation. My testimony will focus on the historic advancements in
aviation safety-enhancing technologies that are here today and ready to
be integrated into the National Airspace System (NAS). These
technologies will prevent aircraft accidents and create a safer NAS for
all users. Reliable Robotics is proud to be producing and certifying
safety-enhancing products in the United States, and we appreciate the
significant bipartisan efforts to complete FAA reauthorization. Our
nation's leadership role in aviation is not guaranteed, and the focus
throughout the FAA reauthorization bill on accelerating advanced air
mobility (AAM), including aircraft autonomy, provides a forward-looking
flight plan for the Federal Aviation Administration (FAA). Thank you
for your commitment to public service and for including Reliable
Robotics in this hearing.
Given the timing of today's hearing, I would like to recognize the
significant efforts and personal sacrifices of all government
employees, including air traffic controllers and those performing
safety-critical functions at the FAA during the recent government
shutdown. Reliable appreciates and supports the recent bipartisan
efforts to introduce the Aviation Funding Solvency Act, which would
ensure that during any future shutdowns, the NAS continues to operate
safely, and the dedicated professionals who manage our nation's
airspace continue to be paid. Certainty in the operations and funding
of government are crucial to companies such as Reliable, and have a
direct impact on United States leadership.
Reliable Robotics was founded in 2017 to develop and bring to
market aviation safety-enhancing technologies, including auto-land,
auto-taxi, auto-take off, automated collision avoidance, in the air and
on the ground, fully automated contingency management and full aircraft
autonomy. These technologies will prevent the most common causes of
fatal aviation accidents and save lives. For the commercial aviation
market the Reliable Autonomy System (RAS) will enable FAA-certified
remotely piloted air cargo operations which will expand service to
small towns and rural communities. The RAS also includes sophisticated
collision avoidance technology, made possible by our in-house developed
phased array radar that will provide significant safety benefits to all
NAS users.
Thanks to the FAA's dedication and the leadership of Administrator
Bedford and Deputy Administrator Rocheleau, we are making significant
progress on bringing certified autonomy to the Cessna 208 Caravan and
will deliver transformational safety benefits in the very near future.
The agency has agreed to the certification basis, detailed plans and
means of compliance for our project, and members of the FAA and
Reliable teams are working together on a near-daily basis. The Caravan
is an 8,000-pound turboprop that is manufactured by Textron Aviation in
Independence, Kansas. More than 3,000 Caravans have been delivered.
This aircraft is how small communities and businesses across America
receive next-day shipments, including critical medical supplies.
In addition to our work certifying the RAS and related
technologies, we operate Reliable Airlines, a FAA Part 135 commercial
air carrier based in Albuquerque, New Mexico that provides daily air
cargo service to small and rural communities. The airline flies six
Cessna Caravans, and over the next two years will become the first
commercial air carrier in the United States to operate remotely piloted
cargo flights that are fully integrated into controlled airspace.
Reliable is also incredibly proud to support the Department of War
in its efforts to leverage dual-use aircraft autonomy for contested
logistics. In his November 10 remarks announcing significant
acquisition reforms to accelerate innovation, Secretary of War Pete
Hegseth said:
``We must be able to fight in this contested environment and
these reforms will ensure that we can. We'll start by elevating
contested logistics as a key prioritized operational problem.
We're going to work side by side with our industry partners to
come up with innovative solutions through experimentation and
rapid prototyping and ensure that it's properly funded.''
This focus on contested logistics is also shared by our military
leaders in the Indo-Pacific. In testimony before the Senate Armed
Services Committee, Admiral Samuel Paparo, Commander, U.S. Indo-Pacific
Command said uncrewed logistics enables him to ``never send a human to
do something a machine can do.'' We are accelerating our efforts to
deliver this capability to warfighters, and given that the Caravan is
in-production today, Reliable is uniquely positioned to move quickly.
Recently Reliable signed a $17.4 million United States Air Force
contract to operate our autonomous Cessna Caravan with the Pacific Air
Forces starting next year, and we are honored to support our
warfighters with this transformative contested logistics capability.
The military is focused on Reliable's aircraft autonomy technology
because it has a clearly defined certification path with the FAA and
integrates seamlessly into all controlled airspace. Unlike costly and
exquisite military UAS, the dual-use autonomous Caravan is ready to go
right now and for a fraction of the cost. With a manufacturing and
supply chain that is Made in America, Reliable is ready to meet the
urgent need for contested logistics capabilities. The work of this
Subcommittee to use FAA reauthorization as an opportunity to bring all
agency lines of business together in certifying aircraft autonomy has a
direct connection to United States national security, both close to
home, and in the vast Indo-Pacific region.
Implementing FAA Reauthorization: Airspace Integration and
Collaboration
Since passage of the 2024 FAA reauthorization bill, Reliable has
seen significant progress in how the Air Traffic Organization (ATO) and
Flight Standards (FS) are collaborating on our certification project.
In addition to the FAA Aircraft Certification Service (AIR) certifying
equipment such as Reliable's flight computers and actuators, ATO and FS
must be engaged to enable remotely piloted aircraft operations in
controlled airspace. In the past, the lack of this collaboration was
often seen as an impediment to the FAA leaning into innovative safety
technologies. FAA reauthorization and the detailed focus on AAM and
aircraft autonomy are having an impact and allowing companies like
Reliable to move faster.
While there is more work to do on full implementation, sections 206
and 207 of the reauthorization bill provided the FAA with a detailed
framework to improve the integration of remotely piloted and other AAM
operations into the NAS. Standing up the Airspace Modernization Office
(AMO) and transferring AAM responsibilities to the FAA's aviation
safety organization are bringing leadership-level focus to innovation
that was previously lacking.
As these organizational changes occur at the FAA, newly created
integration functions must have leadership buy-in and the resources to
succeed. Previous experiences have shown that creating stand-alone FAA
integration functions for innovative technologies that are disconnected
from leadership and not fully resourced will not succeed, potentially
delaying certification activities. With the intense global competition
the United States is facing, we cannot afford to be second in the race
to high-reliability aircraft autonomy, and must remain focused on
continuing to build an organizational structure at the FAA that is
aligned with this goal.
This is why Reliable believes that standing up the AMO in the near-
term is crucial to meeting congressional intent for the office to lead
on all aspects of NAS modernization, especially those focused on the
integration of innovative aviation safety technologies. To achieve its
full potential, the organization must have the authority and budget to
acquire and develop new capabilities, beyond the existing ATO and
legacy NextGen portfolios.
In addition, under section 229, the reauthorization bill creates a
leadership-level steering committee that brings together the agency
lines of business responsible for integrating large uncrewed aircraft
systems (UAS), like the Cessna Caravan into the NAS. Part of the
group's mandate is creating or updating the FAA's strategy for
integrating advanced aviation technologies. To date, the FAA has
provided industry stakeholders with limited updates on this committee.
We respectfully request that the agency establish a more robust process
to communicate the status of this committee and identify opportunities
for inputs from industry.
Finally, we appreciate the FAA's recent call for nominations to
launch the ``Unmanned and Autonomous Flight Advisory Committee'' as
required by section 916 of the reauthorization bill. This committee
will provide a structured forum for industry experts to work
collaboratively with the FAA executives on policy and guidance that
supports safe autonomous aircraft operations. Reliable was honored to
volunteer our expertise for this Committee and we are hopeful that the
selection process can be completed in the very near future.
Taken together, all of these FAA reauthorization provisions clearly
demonstrate that Congress understands the importance of building a
culture at the FAA that fully supports innovative aviation safety
technologies. Reliable is fully committed to certifying our products in
the United States and we appreciate this Subcommittee's continued focus
on oversight and implementation that will enable our team to move
faster in reducing preventable accidents.
Implementing FAA Reauthorization: Aircraft Equipage
We applaud the significant focus and investments from Congress on
pressing ATC staffing needs and the technology and infrastructure that
supports controllers. The level of commitment from across government
and industry stakeholders to these efforts underscores how critical a
modern ATC system is to United States competitiveness and national
security. The technologies Reliable is certifying, especially in the
area of Detect and Avoid (DAA) will prevent mid-air collisions and have
safety-enhancing benefits for all airspace users. However to achieve
these benefits across the NAS, we must re-focus on the equipment (i.e.
equipage) of all airborne vehicles operating in the system.
Starting in 2020, all commercial aircraft and those general
aviation aircraft operating in Class A, B, and C airspace and certain
class E airspace are required to be equipped with Automatic Dependent
Surveillance Broadcast (ADS-B) technology. ADS-B Out is a system that
broadcasts an aircraft's precise location to ground stations and other
aircraft equipped with an ADS-B In capability, enabling precision
tracking by ATC and directly enhancing safety.
Aircraft equipped with optional ADS-B In technology also benefit
from the Traffic Information Service-Broadcast (TIS-B), which enhances
traffic awareness by displaying the location of nearby aircraft being
tracked by ATC radar but not equipped with ADS-B Out. In addition, the
Flight Information Service-Broadcast (FIS-B) provides important
aeronautical information to the cockpit, including graphical weather.
Despite these safety benefits, the Government Accountability Office
found that only 71% of aircraft currently registered in the U.S. were
equipped with properly functioning ADS-B Out technology. This means
that approximately 65,000 aircraft in the U.S. are presently
unequipped. While these aircraft cannot operate in airspace with ADS-B
mandates, or require specific exemptions, the lack of broader equipage
limits safety benefits, especially at thousands of non-towered airports
in the United States.
In addition to unequipped aircraft, other vehicles in the NAS,
including unmanned free balloons, ultralights, and gliders, are not
required to be ADS-B Out equipped, either because they were not
certified with an electrical system or because of the flight rules they
operate under. Providing low-cost opportunities to equip these vehicles
with ADS-B Out or electronic conspicuity technology will enhance safety
and improve airspace integration.
We thank members of this Subcommittee recognizing the importance of
ADS-B Out equipage in the FAA reauthorization bill. Section 808
requires the FAA to complete a detailed study on current equipage
levels and develop recommendations based on the data. In addition,
section 810 requires the agency to report on its progress in creating
an approval path for lower-cost and portable ADS-B Out technology.
Given the impact these provisions have on aviation safety, we
respectfully request that this Subcommittee engage the FAA to make
certain that all applicable deadlines are met.
Beyond these important provisions, there is more that Congress can
do to rapidly expand ADS-B Out equipage across the NAS. For example,
funds should be appropriated to reinstate the successful ADS-B Out
rebate program. Leading up to the 2020 ADS-B mandate, this program
delivered rebates to 20,000 aircraft owners. Reinstating the program to
equip 50,000 aircraft with ADS-B Out at an inflation-adjusted value
will incentivize operators to invest in safety-enhancing technology. In
addition, FAA accepted standards for low-cost and portable versions of
ADS-B Out and other electronic conspicuity technologies should be
prioritized to ensure that we break down barriers to the increased
adoption of this technology.
In addition, Reliable welcomes efforts such as H.R. 4146, the Pilot
and Aircraft Privacy Act of 2025 that provides robust privacy
protection to ensure ADS-B data is used only for air traffic and
aviation safety purposes. Advancing legislation or FAA policy that
offers these protections will remove a barrier to broader ADS-B
adoption.
Leveraging ATC Modernization to Enhance Safety
Reliable Robotics appreciates the historic $12.5 billion investment
in ATC modernization and the crucial oversight work this Subcommittee
is performing. The FAA operates the busiest and most complex airspace
in the world with more than 45,000 daily flights operating to over
5,000 public use airports. Highly trained and skilled controllers
manage 16 million flights each year and deserve the most current and
innovative safety-enhancing technologies to perform their jobs. To
maintain United States leadership in aviation, there must be a renewed
focus on leveraging the tremendous innovation from the AAM industry to
enhance safety for all airspace users. For example, Reliable is leading
efforts on industry consensus standards for DAA and helping to chart a
path forward for Digital Flight. Connecting these efforts to the
momentum behind ATC modernization is crucial, and something Reliable is
honored to be a part of.
The initial ATC modernization investment provided through budget
reconciliation is a unique opportunity to focus not only on safety-
enhancing technologies available today, but also future technologies
that will enable a safer ATC system which can accommodate new forms of
air transportation and connect more communities across our nation.
Reliable believes that bringing safety-enhancing technology and
autonomy to existing aircraft like the Cessna Caravan is the quickest
path to connecting more rural communities with air service, leveraging
our more than 5,000 existing public-use airports, and fully integrating
these capabilities into the NAS.
One of the most important things aviation stakeholders should focus
on to achieve these goals is completing the development of the FAA's
Airborne Collision Avoidance System X (ACAS X) technology, which is a
safety-enhancing replacement for the existing Traffic Alert and
Collision Avoidance System II (TCAS), and must be a top priority.
ACAS X leverages next generation collision avoidance logic and
algorithms to provide improved alerting to pilots while reducing
unnecessary alerts. (Nuisance alerts limit TCAS effectiveness,
especially on approach to a busy airport). The technology also features
variants that provide enhanced collision avoidance technology to
helicopters, electric vertical take off and landing aircraft, uncrewed
aircraft systems and smaller general aviation aircraft.
For aircraft operations today, and remotely piloted operations in
the near future, sophisticated DAA technology will enhance safety and
enable airspace integration. Making investments in the technical
standards and guidance materials needed to bring this technology to
market, and carefully reviewing existing equipage requirements for
future collision avoidance systems is crucial to enhancing safety.
While the FAA has been funding research and development work on
ACAS X since 2008, and significant progress has been made, delays
continue to occur due to shifting agency priorities. Leveraging the
historic focus on ATC modernization, Congress should prioritize and
adequately resource the FAA ACAS X program to complete the development,
standardization and implementation of this safety-enhancing technology.
Specifically, the development and standardization of ACAS Xr for
rotorcraft and the enhancement of ACAS Xu will enable new forms of air
mobility and provide improved collision avoidance capabilities closer
to airports.
Recently, the FAA published draft Technical Standard Orders (TSOs)
that will implement the latest industry consensus standards on ACAS X
and provide a direct certification path for DAA capabilities that
leverage air-to-air radar. The Reliable team includes recognized
industry leaders in radar design and development, and with these TSO
updates we can accelerate our work to certify the next generation of
collision avoidance technology. We thank the FAA for working across
lines of business to advance these crucial TSO updates.
We also respectfully request that this Subcommittee evaluate all
policy options to accelerate ACAS X adoption across aircraft already
equipped with TCAS II. The improved collision avoidance algorithms that
are the foundation of ACAS X can leverage existing TCAS antennas
installed on aircraft. This provides a direct upgrade path that will
enhance aviation safety and deliver improved collision avoidance
capabilities to all NAS users, especially closer to airports and in
terminal areas where TCAS performance is limited.
Upgrading NAS Communications Infrastructure
The ATC modernization investments contained in H.R. 1 also include
$4.75 billion for FAA telecommunications infrastructure and systems
replacement. Completion of the FAA's work to transition to a Voice over
IP Communications Enterprise (VoICE) for its ATC communications
infrastructure should be a top priority.
Including a requirement for a modern ground-to-ground voice
communications network that provides real-time, safety-critical, party-
line-enabled communication between users on the ground, such as remote
pilots and ATC should be included in the FAA's system requirements.
This capability will improve safety and reliability for all airspace
users by leveraging high-reliability telecommunications infrastructure
and reducing frequency congestion.
We respectfully request that this Subcommittee work with the FAA to
make certain that detailed requirements and schedules for replacing
legacy voice switches used in the enroute and terminal environments
include ground-to-ground capability. This type of focus will help
``future proof'' the FAA's investments, advance aviation safety, and
enable AAM operations to scale. The progress Reliable has made on
certifying aircraft autonomy allows us to have detailed conversations
with the FAA about how our technology will be operationalized,
including ATC considerations. We appreciate members of this
Subcommittee holding roundtables with stakeholders to identify ATC
modernization priorities and were honored to participate in recent
conversations with the AAM industry.
Enabling Early AAM Operations
Reliable applauds the U.S. Department of Transportation and the FAA
for recognizing the importance of aviation safety-enhancing technology
and aircraft autonomy in the Advanced Air Mobility Integration Pilot
Program (eIPP). The inclusion of ``automation technologies that are
designed to enhance safety and/or efficiency and integrate into the
NAS'' as a focus area of the eIPP demonstrates how these capabilities
will enable AAM.
If selected, the eIPP will enable Reliable to actively collaborate
with all levels of government, including state and local partners, to
conduct early operations that advance airspace integration, and
demonstrate a direct path to commercialization. Including leaders from
across the FAA and DOT in selected eIPP operations, and establishing
clear policy objectives to be achieved will be crucial to the program's
success.
* * *
Testifying before this Subcommittee is an honor and I am inspired
by the dedication that each of you and your staff members have to
aviation safety. The United States is closer than ever before to
safety-enhancing remotely piloted aircraft operations that will
transform mobility. However, this is a competitive landscape and other
nations are accelerating their efforts to develop aircraft autonomy for
commercial and military use cases. The FAA Reauthorization Act of 2024,
and recent ATC modernization investments provide us with the tools and
resources to expand United States leadership in aviation, enhance
national security and provide a safer aviation system for future
generations. Reliable Robotics is committed to helping secure this
future and looks forward to additional opportunities to work with the
Subcommittee on Aviation.
Mr. Nehls. Thank you, Mr. Rose.
Mr. Pecoraro, you are recognized.
TESTIMONY OF GREGORY PECORARO, PRESIDENT AND CHIEF EXECUTIVE
OFFICER, NATIONAL ASSOCIATION OF STATE AVIATION OFFICIALS
Mr. Pecoraro. Thank you, Chairman Nehls, Ranking Member
Carson, Ranking Member Larsen, and members of the subcommittee.
I appreciate you inviting me to join you today for this hearing
on advanced air mobility. My name is Greg Pecoraro, and I am
the president and CEO of the National Association of State
Aviation Officials representing State government agencies of
all 50 States, Guam, and Puerto Rico.
First, we thank you for the FAA Reauthorization Act of
2024, setting the stage for safe and beneficial AAM. We also
appreciate your support for modernization of the ATC system,
without which integration of AAM would be problematic.
States are preparing to enhance their role as the FAA's on-
the-ground partner for AAM integration. In developing the
NPIAS, thousands of airports in and around communities are well
positioned to benefit from AAM operations. States will be
essential for AAM operations through many functions that draw
on local and regional expertise that Federal authorities cannot
replicate.
AAM introduces an exciting new technology, and so several
States came together to form an AAM multistate collaborative
focused on what integration means in practice. The
collaborative is a forum for sharing insights on policy and
infrastructure to enable AAM operations, engaging with the
private sector, and developing common strategies for
integration. Aligning policy, planning, and infrastructure is
essential for operators to give clarity on how to operate and
what to expect across the different States.
The collaborative has published its first four topic
papers, and is looking forward to soliciting feedback from
industry stakeholders. Some key points are that policy
harmonization between States and relevant standards entities is
vital for cohesive governance and successful integration of
AAM. While the FAA continues its preemptive role in AAM
integration, Federal-State coordination is critical to
successful integration.
States play a crucial role in defining and implementing
minimum service levels for infrastructure, and general aviation
airports are well positioned to support near-term AAM
operations. But additional infrastructure investments are
needed at these airports.
Several States have begun preparing for AAM operations.
Some have created task forces or commissioned studies to
understand AAM's impacts, identify infrastructure needs, and
plan next steps. Others are preparing guidance or operating
test sites to test these technologies in real-world conditions.
AAM integration creates the opportunity to rethink
transportation. As aerial, point-to-point transportation
becomes a reality, we will need to think about daily
transportation in three dimensions. What will that mean for the
rest of the transportation network as well as the economy? And
what will it mean for how we finance the system?
There are several important steps that Congress and the FAA
or USDOT can and should take: establishment of a formal working
group consisting of senior FAA officials and the States to
collaboratively rethink how we modernize our aviation system to
accommodate these new operations; regular oversight of the FAA
as it develops and establishes standards for planning and
infrastructure requirements such as charging stations, as well
as sensor and communications requirements to ensure
interoperability across different aircraft types and airports;
Federal funding beyond current AIP levels is important to
sustain planning and infrastructure development, including
increasing the annual amounts airports receive from NPE.
States recognize that Congress cannot indefinitely
appropriate more funding beyond the resources of the trust
fund, and are ready to work with you to develop a long-term,
sustainable operational funding model that includes a
contribution from the AAM industry and distributes costs
equitably.
Please support U.S. DOT FAA initiatives for a broad public
awareness campaign on AAM, as well as encouraging them to
partner with State and local governments in this important
endeavor.
And finally, we encourage continued oversight of key FAA
Reauthorization Act of 2024 provisions that concern these
emerging technologies.
The States and NASAO pledge our best efforts to support a
successful and safe integration of AAM, working with our
Federal partners and industry stakeholders. We thank you for
your time today and the privilege of appearing before you.
NASAO was proud to be a trusted resource for this committee and
its staff.
[Mr. Pecoraro's prepared statement follows:]
Prepared Statement of Gregory Pecoraro, President and Chief Executive
Officer, National Association of State Aviation Officials
Chairman Nehls, Ranking Member Carson, and Members of the
Subcommittee on Aviation, thank you for inviting me to join you today
for this hearing on advanced air mobility (AAM).
My name is Greg Pecoraro, and I am the President and CEO of the
National Association of State Aviation Officials (NASAO). Founded in
1931 in the early days of aviation, NASAO represents the state
government aviation agencies of all 50 states, Guam, and Puerto Rico.
Our mission is to encourage and foster cooperation among the states and
territories with the federal government in the development and
promotion of our national aviation system in doing so we engage with
our federal partners on national aviation policies on behalf of the
states and in the public interest.
First, on behalf of the states, we thank you for your work to draft
and pass the FAA Reauthorization Act of 2024. As you know, that
legislation, which was important to the aviation industry in many ways,
also began setting the stage for a safe and beneficial AAM sector. We
also appreciate your good work to support the modernization of the air
traffic control system, without which integration of AAM into the
system would be much more problematic. NASAO is pleased to participate
in the Modern Skies Coalition, which is dedicated to supporting air
traffic control (ATC) modernization.
Role of State Aviation Agencies in the National Aviation System
State aviation agencies have always played an important role in
managing the national aviation system. Within that network, the role of
states in managing and promoting aviation as a vital access point to
the entire transportation network is not as widely known as that of the
Federal Aviation Administration (FAA). State aviation agencies, through
NASAO, participate in several memorandums of understanding with the FAA
to create cooperative efforts to manage the national aviation system.
Ten states administer block grants for FAA Airport Improvement Program
(AIP) grants to general aviation airports, many others act as
channeling states \1\ for the FAA, and most states provide funds to
help meet the matching requirements for FAA AIP grants.
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\1\ State channeling of federal airport grants occurs in various
forms within numerous states. Normally, when an airport is in a
channeling act state, the sponsor submits payment request information
to the state, who then submits the request to the FAA. In this case,
the FAA makes payments to the state, and the state then distributes the
payment to the sponsor. In some cases, the state may also provide
technical oversight and review, which may include state submittal of
grant applications and/or closeout requests. This is based on state
enabling legislation, rather than federal law. In many cases, the state
also signs the grant agreements. Channeling agreements based on state
enabling legislation do not need approval from the FAA Airport District
Office (ADO). AIP Handbook, Chapter 2, https://www.faa.gov/airports/
aip/aip_handbook/?Chapter=2
---------------------------------------------------------------------------
As states anticipate the launch of AAM, state aviation agencies are
prepared to build on and evolve their traditional role as the FAA's on-
the-ground partner in the national aviation system. State aviation
agencies will be essential in enabling AAM operations through planning,
zoning, site approval, licensing, airspace protection and funding, just
as they have historically played for other aviation facilities. These
responsibilities draw on local and regional expertise that federal
authorities cannot replicate, underscoring why the states' role must
adapt as AAM becomes a reality. The following section outlines these
existing functions in more detail and how they may evolve to support
the safe and seamless integration of AAM.
Planning, Zoning, Site Approval
As aviation is organized in the United States, states and local
governments are responsible for aviation system planning and so will
have the responsibility for planning where AAM facilities can be cited.
This includes supporting local zoning decisions and land use planning
to ensure that facilities are located in areas that are compatible with
surrounding land uses.
There are some state aviation agencies that have exclusive
authority to approve or deny all aviation facilities, including the
site approval process (which encompasses both the licensing standards
and zoning standards). The concept of exclusive authority for approvals
by state aviation agencies assures enforceable and reasonable state-
wide standards in lieu of multiple regulations that vary from community
to community, and protection of airport operations to their full
potential. This site approval process can vary from state to state but
includes, for example, statewide airport zoning, statewide airport land
use regulations, requirements for licensing and compatibility review
with the ultimate goal of an aviation system coexisting with and
supporting local communities.
I note that, in developing the National Plan of Integrated Airport
Systems, the FAA and states together have already sited thousands of
airports in and around communities that will be best able to benefit
from the advent of AAM operations.
Registering and Licensing
In addition to their planning role, some states also register and
license aircraft and operators. States may establish specific licensing
requirements for aviation facilities, including vertiport and drone
port operators, thus ensuring that they comply with both state and
federal regulations to maintain consistency across the national
airspace system (NAS).
Airspace Protections
The states' role in airspace protection is a similarly important,
yet often misunderstood responsibility. Many states currently
supplement FAA's airspace evaluation process with enforceable
regulations on tall structures proposed near aviation facilities. These
regulations may take the form of stringent height standards, zoning
regulations, or requirements of local entities to ensure proper zoning
near aviation facilities. Continued dialogue with state aviation
agencies can help ensure the safe ingress and egress from facilities
intended to serve the AAM community.
Funding
Many states have their own grant programs to provide financial
support to airports for infrastructure development. States also fund
other critical infrastructures that will be vital to AAM operations
including weather data systems like the automated weather observing
system (AWOS), which will provide critical real time information for
AAM operations.
While the specific roles and funding mechanisms employed by states
may vary depending on their governance structures and available
resources, state aviation agencies will play a critical role in
managing the ground infrastructure for AAM. As AAM emerges, their role
will only grow more consequential. Recognizing this, state aviation
agencies are taking steps now to ensure they are ready to support the
industry once operations begin, including exploring ways to harmonize
and develop policy, planning, and infrastructure that supports
integration of AAM into the NAS.
NASAO AAM Multistate Collaborative
Much like the early days of aviation, today we are faced with the
challenge of introducing an exciting new technology into our
transportation system. Advanced Air Mobility has enormous potential to
improve access to the aviation system for Americans in every part of
the country, creating new opportunities to move people, goods, and
services in and around urban centers, as well as to more remote parts
of the nation. To do so, AAM needs to be safely and efficiently
integrated into the existing aviation system.
A few years ago, several states in our organization came together
to form an AAM Multistate Collaborative (the Collaborative), working
together to think through what that integration means in practice. Now,
with nearly 40 states participating, the Collaborative serves as a
forum for states to share insights on state level policies and
infrastructure needs that will enable AAM operations, to engage with
private sector experts to learn more about their operations and develop
common strategies for accommodating AAM operations at the local level.
The Collaborative recognizes that aligning policy, planning, and
infrastructure is essential to providing industry clarity on how to
operate and what to expect across the different states. Accordingly,
the Collaborative's focus is on creating interoperability of policy and
infrastructure across states so that industry can expect continuity of
infrastructure and operations across the country; providing a roadmap
to harmonize AAM policy across participating states; providing a
strategy to develop minimum infrastructure and necessary service levels
across the participating states; and providing feedback to federal
partners to inform developing rules, policies, and standards to ensure
they can be practically implemented on the ground.
Areas of Consensus
The first fruits of their work have been recently published as four
topic papers addressing the role of the states in AAM, policy
harmonization across the states, approaches to infrastructure
development, and leveraging existing aviation infrastructure for use by
AAM operators. These papers document a consensus on these topics formed
amongst the states, incorporate industry input, and identify priority
areas for continued work. More papers will be forthcoming in the next
year. They have been published to solicit feedback from federal
partners as well as other industry stakeholders. The following
represent some key areas of general agreement among the states so far:
Policy harmonization between states and relevant
standards entities is vital for cohesive governance and successful
integration of AAM. States should work alongside federal, local,
tribal, territorial, and industry partners to coordinate policy
frameworks, close regulatory gaps, and build infrastructure-ready
environments. This could include aligning planning efforts and
infrastructure priorities; creating consistent licensing, registration,
and planning protocols; promoting equity, safety, and intermodal
integration; and engaging communities and industry early and often.
States recognize the FAA's preemptive role in leading the
way for AAM integration through governing the use of airspace,
providing airspace configuration, and providing air traffic control and
separation services. State coordination with the FAA is critical to
integrating vertiports into existing airports, especially when aligning
with federal infrastructure requirements, leveraging funding
opportunities, and supporting seamless operational transitions for AAM.
At the same time, a lack of coordination risks duplicative efforts,
public confusion, and regulatory conflict.
States have a crucial role to play in defining and
implementing minimum service levels for infrastructure, the threshold
at which physical and digital infrastructure can effectively support
safe, reliable, and scalable operations.
General aviation airports are well positioned to support
near term AAM operations. Many have the physical capacity to
accommodate additional traffic, serve entire regions with significant
population and needs, and are located near larger metropolitan areas,
making them ideal hubs for multimodal connections and public safety or
emergency operations. Others are located in rural areas, making them
great locations for staging regional air mobility. They offer critical
opportunities to connect rural communities by enabling AAM aircraft to
transport both cargo and passengers. However, general aviation airports
typically have light staffing. To safely integrate AAM, additional
infrastructure investments are needed at these airports, including
enhanced navigation, communications, and safety systems.
State Efforts to Prepare for AAM
Several states have already begun preparing for AAM operations.
While states vary on the level of their activity based on staff
capacity, funding, and leadership priorities, those actively preparing
are sharing their common strategies that will help others build towards
operational readiness.
States are uniquely positioned to serve as a facilitator to balance
federal, state, local, industry, and public interests, while advancing
policies that support all stakeholders and enable industry growth.
Recognizing the need for responsible investment and coordinated
implementation, many states have begun their work by commissioning
studies and standing up task forces to understand AAM's potential
impacts and opportunities. Texas, Washington, Florida, Georgia,
Virginia, Ohio, Utah, Massachusetts, North Carolina, Alaska, Colorado,
Michigan, Kansas, Minnesota, Oklahoma, Pennsylvania, Arkansas, and
Maryland are among the states that have undertaken this work to
identify infrastructure needs, outline the necessary next steps for
preparation, and make recommendations to elected policymakers. These
efforts include comprehensive assessments of their existing aviation
assets be they state or local facilities, to determine where AAM
activities can be supported.
Some states are publishing more comprehensive guidance documents
such as compatibility considerations to advance understanding and
prepare for future operations. As an example, Florida has completed
numerous work products to build a foundation of knowledge within the
state, such as a land use compatibility and site approval guide for
local governments that provides long-range and proactive planning for
AAM and vertiport site approval process for on and off airport. As
another example, California has a long-standing focus on airport land-
use planning driven by statutory requirements. Each airport has a Local
Land Use Commission that follows state guidance. Building on this
framework, California is focused now on updating its guidance to
incorporate vertiports and other vertical aviation infrastructure.
Georgia created a community guidebook and toolkit to help local
governments, urban and rural alike, start planning for AAM as part of
their broader mobility plans. Last year, North Carolina launched the
first five-year Advanced Transportation Mobility Strategic Plan drawing
on the work of its aviation, integrated mobility, and rail divisions to
build a multimodal transportation system that incorporates advanced air
and ground mobility technologies and positions the state for an
advanced mobility future.
Some states are working as closely as possible with relevant
federal partners such as the National Aeronautics and Space
Administration (NASA), to develop resources like the AAM Community
Integration Considerations Playbook. Some states are using or even
launching test sites to evaluate AAM technologies in real world
conditions which will be enormously helpful in developing operational
concepts. For example, in 2019, North Dakota invested in the creation
of the nation's first statewide UAS beyond-visual-line-of-sight
network, VANTIS. VANTIS allows drones to fly beyond visual-line-of-
sight and provides the infrastructure and support to test large-scale
UAS operations, opening the door to innovative applications across
industries. Virginia recently launched an AAM test site program to
evaluate and integrate emerging aviation technologies across Virginia's
transportation system. The data collected from the test site will
inform future safety frameworks, business models, and sustainment
strategies for its AAM ecosystem.
A few states are even investing in charging infrastructure at
airports. Massachusetts is leveraging its existing airport
infrastructure as the foundation for developing airports as energy
hubs. One ongoing project aims to plan, permit, and complete
preliminary design of smart microgrid project at the Cape Cod Gateway
Airport. This microgrid will provide the airport with resilient power
for critical operations, support electric bus charging, and offer the
local community more reliable and cost-effective transportation
options. Michigan is funding the installation of multimodal charges at
four of its airports to create a foundational intrastate charging
network to support eVTOL aircraft. Many other states have created AAM
advisory bodies or assigned staff to focus on AAM activities. For
example, Texas has an AAM Advisory Committee which allows members of
the industry to share their expertise with policymakers and state
leaders, and continued collaboration will ensure state and industry
work together on critical issues.
Priority Issues for State Aviation Agencies
Looking forward, the prospect of widespread AAM integration into
aviation creates the opportunity to rethink transportation. As aerial
point to point transportation for people, goods and services becomes a
reality we will need to think about daily transportation in three
dimensions. What will that mean for the rest of the transportation
network as well as the economy? And what will it mean for how we
finance the system?
Strengthen Federal-State Collaboration
While the states recognize that the FAA must and will take the
primary role in managing the aviation system, AAM promises an extensive
expansion of aviation activity across the country and will require even
more support from state and local governments. To ensure the safest and
most effective integration, it is critical that state aviation agencies
be full partners in the planning and policy development process. States
seek, in partnership with the FAA, to extend current collaborative
processes to AAM, clarifying grey areas and providing the ability to
manage local equities. Therefore, NASAO urges the FAA to establish a
formal working group consisting of senior FAA officials and the states
to collaboratively rethink how we modernize our aviation system to
accommodate these new operations. States are on the ground, they
understand their communities, infrastructure constraints, and what is
operationally feasible. A collaborative federal-state approach will
ensure that national policies align with local realities. We also urge
Congress to encourage and support the FAA in deepening this partnership
with states, as doing so will be essential to successful integration.
Provide Clear Planning and Infrastructure Guidance and Standards
To that end, we urge the FAA to work closely with the states in
this endeavor, which would include establishing standards for planning
and infrastructure requirements, such as charging station standards,
which will ensure interoperability in charging across multiple aircraft
types, as well as sensor and communication requirements. States must be
able to rely on national standards for infrastructure before investing
in facilities or equipment that may face long-term interoperability
challenges. We ask Congress to maintain regular oversight of the FAA to
develop clear standards.
It is important to also note that recent original equipment
manufacturer (OEM) insolvencies and the absence of an FAA-certified
aircraft are causing state aviation agencies to take a measured
approach until the first aircraft is certified. Without a certified
aircraft in the market, it remains challenging for states to engage
local stakeholders in meaningful planning discussions. State aviation
agencies are focusing on what they can in the near term while
manufacturers work through the certification process.
Further Invest in General Aviation Airport Infrastructure
Congress, along with state and local governments, has invested
billions of dollars in our nation's airport infrastructure. NASAO is
grateful for the recent increase in overall AIP funding levels,
including increasing the apportionment for general aviation airports to
20 percent, in the FAA Reauthorization Act of 2024. As we look toward
the initial phases of AAM deployment, we should leverage those existing
aviation assets. General aviation airports remain some of the most
underutilized components of our system and have the capacity, unlike
the large commercial service airports, to support early AAM operations.
But realizing this potential will require additional investment. As
with the rest of the nation's aviation infrastructure program,
additional funding at the federal level beyond current AIP funding will
be needed to support planning and infrastructure development required
for AAM. Providing electricity to general aviation airports to support
electric and hybrid electric aircraft will be costly, involving not
only transmission and distribution upgrades but also new equipment. In
addition, the deployment of new communication systems and navigational
aids may be required to safely operate these aircraft.
Currently, general aviation, reliever, and nonprimary commercial
service airports receive up to $150,000 annually through the Nonprimary
Entitlement Program (NPE), far below what is needed for critical safety
projects, such as pavement work, which often begins at $1 million.
Airports routinely must carry over several years of NPE funds just to
accumulate enough for projects. NASAO recommends increasing the maximum
annual amount these airports receive from the NPE program. Additional
funding would not only help maintain safety but also allow airports to
begin planning now for AAM. In the long term, we will need to assess
the infrastructure requirements and investments to accommodate AAM,
grant assurance implications, appropriate aeronautical uses, and
equitable and market-based fees for new types of participants.
At the same time, states recognize that Congress cannot just keep
appropriating more funding far beyond the resources of the Airport and
Airway Trust Fund. To ensure sustainable funding for services and
infrastructure, states are ready to work collectively with Congress,
the FAA, local, tribal, and territorial governments, and industry to
develop a long-term sustainable operational funding model that
distributes costs equitably. The Collaborative has already begun
considering this issue, and the states will be integral to this
conversation.
A Coordinated Approach to Public Awareness is Needed
Public awareness and acceptance of AAM activities will be critical
to the success of this new mode of aerial transportation if it is to
fulfill its potential. The drone sightings last year in the skies over
New Jersey illustrate how a low information environment about emerging
technologies can lead to misunderstandings and public anxiety. While
industry and state and local governments have a role to play in this
educational process, the federal government must lead in sharing
information and building public trust in this new technology. We
encourage Congress to support the U.S. Department of Transportation
(USDOT) and FAA activities in launching a broad and aggressive public
awareness campaign on the value and opportunities created by AAM, as
well as encourage USDOT and the FAA to partner with state and local
governments in this endeavor.
FAA Reauthorization Act of 2024 Implementation
Finally, we note that this Committee has already done considerable
work in this area as part of the FAA Reauthorization Act of 2024. As
part of your regular oversight activities, we encourage you in
particular to monitor a few key provisions such as:
Section 745, Electric Aircraft Infrastructure Pilot
Program: This section establishes a five-year pilot program, which
would allow up to 10 airports to invest and install electric charging
equipment. This program is an important first step to implementing the
necessary electrical charging infrastructure for AAM. NASAO urges
Congress to ensure FAA fully implements this program in a timely
manner, providing clear guidance to airports.
Section 912, Drone Infrastructure Inspection Grant (DIIG)
Program: This section establishes a grant for state, tribal, and local
governments to purchase and use drones for critical infrastructure
projects. NASAO urges Congress to appropriate full funding of $12
million annually for the grant program and ensure its timely launch.
This program will support state, local, and tribal governments' efforts
to capitalize on the benefits of leveraging drone technology.
Section 913, Drone Education and Workforce Training Grant
Program: This section establishes a grant program for educational
institutions for small drone workforce training. NASAO urges Congress
to appropriate full funding of $5 million annually for the grant
program and ensure its timely launch. This workforce development
initiative is critical to delivering the training necessary and
building the skilled workforce needed for this emerging technology.
Section 316, Weather Reporting Systems Study: This
section directs GAO to study ways to improve procurement,
functionality, and sustainability of weather reporting systems,
including automated surface observation system (ASOS), automated
weather observing systems (AWOS), visual weather observing, and non-
federal weather reporting systems. The ASOS \2\ (jointly managed
program by the National Weather Service (NWS), FAA, and U.S. Department
of Defense) and AWOS (airport-owned and managed system that compliments
ASOS) are the country's primary surface weather observing network
supporting weather forecast activities and aviation operations (e.g.,
regional air carriers and cargo operators). Both systems are aging and
in need of updated infrastructure. While the FAA/NWS are in the process
of updating ASOS, States and airports are facing challenges in updating
its AWOS infrastructure as the lack of suppliers and cost of installing
and maintaining the systems is becoming unmanageable. This study is
important to understand the full complexity of the challenges of this
critical weather reporting system as it is an integral part of ensuring
safety in our aviation system. The need for and importance of
affordable weather reporting will only grow as vertiports are
integrated into the National Airspace System. NASAO urges Congress to
prioritize this study.
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\2\ ASOS reports basic weather elements such as sky conditions,
visibility, present weather conditions, visual obstructions, barometric
pressure, ambient temperature, wind speed and direction, and
precipitation. With more than 900 ASOS sites in the United States,
these automated systems are critical to providing weather information
at airports.
In all this, the state aviation agencies and NASAO pledge their
best and most cooperative efforts to support a successful, efficient,
and safe integration of AAM into our nation's air transportation system
while working with our federal partners and industry stakeholders. We
are enormously excited about the potential for increased access to
aviation and look forward to participating in maintaining the nation's
global preeminence in aviation.
Thank you for your time today, and the privilege of appearing
before you. NASAO values its partnership with the House Committee on
Transportation and Infrastructure and is proud to be a trusted resource
for this Committee and its staff.
Mr. Nehls. Thank you, Mr. Pecoraro. Thank you all for your
testimony. We will turn to the panel for questions. I recognize
myself.
Mr. Clark, in April, DOT announced that the Center for
Advanced Aviation Technologies, CAAT, would be established in
the great State of Texas. I love that. Can you talk about the
role that CAAT will play in facilitating the safe integration
of AAM into the NAS?
Mr. Clark. Yes. Yes, we are thrilled about that, by the
way. We have got chargers down in Texas. We have been operating
down in Texas in demonstration flights with cargo carriers.
The awareness, but--look, when we get out in the field and
we start doing these type of early engagements, we generate
critical data. That critical data is used by our engineers, by
our service team members, by our pilots, by our maintainers in
training our models to make sure that we can take the benefits
of advanced air mobility, which is a self-aware aircraft that
is lush with data, and apply it to make a safer aviation
future.
So these types of programs like in Texas are giving us that
ability at a point in time when it is most valuable, when it is
a nascent industry. Once things mature, it is harder to move.
And by having the insight to do that early gives us that data,
gives us the ability to make a better and better product, we
are at the very beginning of this, right? There is so much
goodness. The range, the payload, the speed of these aircraft
are increasing every year.
BETA holds the four most important world records in
electric aviation for range and payload, and this summer, we
set both speed records in electric aviation. We need to
continue that innovation and keep moving the bar forward with
things like what is happening in Texas. So, thank you.
Mr. Nehls. It is great to see the greatest State in the
Union lead the charge.
[An aside off the record.]
[Laughter.]
Mr. Nehls. No, I got it.
Mr. Rose, the powered-lift Special Federal Aviation
Regulation, SFAR, published last October addressed operational
and pilot certification requirements. Your company is unique in
that it is--you are ultimately looking to certify a pilotless
system. Given that, do you fit within the regulatory framework
laid out in the SFAR? And if not, can you talk about the path
that you will need to pursue to receive certification?
Mr. Rose. Actually, I would refer this to Mr. Painter to
answer this about the SFAR.
Mr. Nehls. Fair enough.
Mr. Painter. Great. Thank you for that.
For the SFAR, it provided very good and strong initial
foundational guidelines for the industry as it relates to
vertical lift and how you can implement in terms of training
standards and those types of things. For what Wisk is doing, we
need to continue through the eIPP program to expand that to
include the certification requirements and the training
requirements for operations like our multivehicle supervisor.
So, the SFAR is a great foundational element, and then for
us, as we look at autonomy, we expect to be able to expand
policy and regulatory requirements as it relates to the eIPP
program.
Mr. Nehls. You mentioned in your statement you have a
partnership with the city of Sugar Land. It is in the district.
It is a great, great, great city, great little municipal
airport, wonderful place. And you establish a deal there,
identify and assess locations for vertiports, and potential
training, maintenance facilities. Ultimately, successful
integration of AAM aircraft will hinge on these partnerships
between private industry and State and local government. How
does this partnership set the local government up to be an
early adapter to these technologies?
Mr. Painter. Yes, thank you for that. When we look at the
city of Sugar Land and we look at the Greater Houston area, we
think it is a phenomenal market and opportunity for our
technology to really make a difference in the communities'
lives in terms of connecting people or things in terms of
moving around the Greater Houston area.
Working with the local communities in every place we look
to launch our product and our service is absolutely critical,
so understanding some of the constraints of the community,
understanding how we will actually--any infrastructure that
needs to be added. We are trying, for instance, on our charging
infrastructure to use standards that the industry will use. I
think BETA has taken a very similar approach in terms of the
type of requirements of what the local airport will need to
install.
Our expectation is that initially vertiports will be
located and leverage general aviation airports in the region.
So we are working with the local community to understand and
assess where those airports are going to be the right place for
our vertiports initially. And then over time we do expect there
will be bespoke vertiports that match traffic patterns and
mobility patterns that we can service.
Mr. Nehls. Yes, wishing you the most success, and I look
forward to hearing more. Everything is sweeter in Sugar Land.
Everything is sweeter in Sugar Land. So, I thank you.
I yield back the balance of my time. I now recognize
Ranking Member Carson for 5 minutes.
Mr. Carson. Thank you, Chairman.
I am curious, Mr. Rose. How are companies collaborating
with labor to ensure that autonomous technology reduces the
stressors associated with the workload on the workforce within
the industry and improve safety as a result?
Mr. Rose. Yes. As I mentioned in my opening statements, I
think it really is important to stress how advanced automation
and autonomy can improve safety and reduce risk of existing
operations. I talked about a few of these; I can provide a
little bit more specifics now.
Our system, because it is in always-on autopilot, enables a
complete autopilot engagement from taxi, takeoff, as well as
landing, and enables a fully automated landing in weather
conditions that are below what is popular or most commonly
operated today.
The agreement that we have with the FAA and the good work
that we have been doing over the last 4-plus years--really 5 or
6 years with the FAA--has been getting approval for an advanced
navigation technology that enables an aircraft to localize
itself relative to a runway in zero visibility, white-out
conditions.
So, typically today, if you want to fully automatically
land an aircraft, there is only a handful of airports in the
United States, as this committee is aware, that enable fully
coupled autopilot to the surface. These cost taxpayers tens of
millions of dollars to install the instrument landing system
infrastructure. The technology that we are working on
certifying right now with the FAA will enable any aircraft to
do this without that critical infrastructure.
And as I mentioned earlier, Controlled Flight Into Terrain
and loss of control at low altitudes are common causes of fatal
accidents, and so this technology installed for regional air
cargo and other small commercial operations we expect to
dramatically improve the safety.
Mr. Carson. Mr. Pecoraro, how has inconsistent Federal
funding like the recent Government shutdown impacted State
governments' ability to prepare for potential AAM deployments
in local communities?
Mr. Pecoraro. Well, thank you, Mr. Carson.
The shutdown certainly was challenging for State aviation
agencies as they tried to ensure funding for airports. And to
the extent that funding for these airports includes planning
funding, or if there may have been any infrastructure plans at
that airport that had to do with AAM, it certainly would have
been problematic.
But we are pretty--we are really in the infancy of States
planning for AAM right now. So I don't know that that would
have been a big impact this year. But more broadly and to the
point that you and all the senior leaders of the committee made
earlier, consistency in aviation funding is always critical in
this industry, because we need to make sure that the aviation
industry at every level continues to be funded fully and people
can depend on the resources coming in to fulfill contracts.
Mr. Carson. I yield back, Chairman.
Mr. Nehls. The gentleman yields. I now recognize Mr. Perry
for 5 minutes.
You want to go ahead?
Mr. Perry. I thought you were going to Thomas first.
Thanks, Mr. Chairman.
Gentlemen, great to see you. And I certainly understand you
advocating for your industries, so I don't want to sound like a
wet blanket here. You have got to put your best foot forward,
and this is the place to do it. But I have got to live in the
world of ``realville,'' and I represent all the taxpayers that
are involved in this.
So I don't think these are science fiction projects at all,
but currently, as we sit here, we are dealing with crumbling
runways; an ATC system, as you already know, that deals with
floppy disks and prayers a lot of times; and strips being run
across approach control by some man or woman, right? So that is
the reality today.
As I understand it--and you can correct me if I am wrong--
the aircraft that you are talking about are still hauling a
battery pack that weighs as much as a Ford F-150, right? As I
understand it, the BETA ALIA, at max payload, is hauling around
3,500 pounds of lithium. That is more than the Cessna 172 that
I took some training lessons in.
So energy density hasn't magically tripled since last year.
And I get that we have got to figure this out, and we are
working towards it, and our adversaries--I am good with all
that. I am good with all that. But when that aircraft is fully
loaded with passengers, I am not sure what the useful range is
on a 95-degree day and a density altitude airport like Phoenix
or Atlanta. As I understand it, the brochure assumes sea level
at 59 degrees. Well, that is awesome when you are at sea level
and 59 degrees. But that ain't the case a lot of times, as you
know.
Mr. Pecoraro, I appreciate what you are trying to do and
what your group is trying to do, and I think we should be
prepared and we should be futuristically forward-looking in
preparation of that. But every dollar we spend--dollar--putting
panels together and work groups and all that, that is fine. But
we are talking about spending taxpayer dollars on something
that is not here yet while we have problems right now, whether
it is the Highway Trust Fund, whether it is aviation taxiways
and facilities. Our taxpayers, I don't think, want to pay for
electric charging stations for these vehicles until they are
operational.
We can find investors. If this is really great--and I am
not saying it's not, but if it is really great, investors who
can make money will pay into this. We have real problems today,
mid-air collisions, near-misses, fatigue-related errors. We
have fatal needs right now, and we don't want to prioritize--
don't be offended--concepts over concrete. The former
administration shoveled hundreds of millions and billions of
tax dollars into AAM through the CHIPS Act, the Inflation
Reduction Act, NASA AAM grants, FAA IPP programs. But I think
your industry has raised, like, $6 billion. That is a lot of
money towards this effort, and God bless you. That is great if
investors want to do that. But we have got to be the stewards
of the taxpayer money in a world where we are at $38 trillion
in debt and headed right toward $39 trillion, and it is not
going to stop after that.
So, my concern is, why does the American truck driver in
Harrisburg or the single mom in Carlisle have to foot the bill
for your industry's R&D, for your industry's R&D? I am going to
point to SpaceX. As far as I know, they didn't get a $1 billion
bailout every time a rocket failed and hit the launch pad and
blew up. We don't want to be socializing losses and privatizing
profits. That is not what the Federal Government is all about.
That is not what we should be all about. And quite honestly,
over time, that is what the American people are, quite
honestly, sick of.
Another point is the fragile battery mineral supply, Congo
cobalt, Chinese refining, single point failures. This
technology right now is nearly 100 percent dependent on
minerals controlled by Beijing, and that is a problem and I
think we need to talk about it and address it. I am not saying
that we can't fix it, but relying on child labor in Africa is
not--I don't think it's a good plan.
The private sector is free to chase this enterprise. We
need to build something that can fly from Pittsburgh to
Cleveland in January with four adults, their luggage, and a 30-
minute reserve on one charge. On one charge. We just can't beat
right now, as I understand it--as you know my background--but
as I see it, we can't beat the physics of a 1960s helicopter.
And I am not saying we are not going to get there and that you
are not going to get there. And I will tell you, when it comes
to the FAA and supporting the atmosphere, the system that
allows all this, we all ought to be on board, and I am on board
with that. But when it comes to taxpayer money investing in
this program, that is where you are going to get a struggle
from me. Go ahead and do this. We should incentivize you doing
this. But you have got to do this. We can't afford to.
With that, Mr. Chairman, I yield back.
Mr. Nehls. Thank you, Mr. Perry.
Ms. Davids, you are recognized for 5 minutes.
Ms. Davids of Kansas. Thank you, Chairman Nehls and to our
new ranking member, Mr. Carson, for holding this hearing today.
And thank you to our witnesses for taking the time to be here
today.
For folks who might not know this, I am very excited about
the future of AAM in this country. While in Congress, I have
worked to help promote innovative new technologies like eVTOLs
and the American businesses that construct them.
And this has already been said, but we know these air
transportation systems hold tremendous potential when
integrated into the existing airspace operations, both local
and regionally, and particularly when we are talking about
rural applications, but for sure, urban, passenger, cargo. You
guys have been speaking to this, and of course, I imagine a
future where I might be able to hop on a small electric eVTOL
and go from my suburban house in the Kansas City metro area, to
the closest airport, cutting it down from 45 minutes to 10 or
15 minutes. And no one knows this stuff better than you guys,
that that future is certainly within sight.
I have had the opportunity to visit with some of the
companies that are working on these exciting technologies,
including some of the folks here today, and I want to make sure
that we continue to move that conversation forward and figure
out how the Government can work with this industry to ensure
not just the success, but, as has been stated, safety is a team
effort.
And I was proud in the last Congress to cosponsor and work
with then-Aviation Subcommittee Chairman Garret Graves on the
Advanced Air Mobility Coordination and Leadership Act, which
became law, which established an interagency working group to
plan and coordinate efforts related to some of the most
pertinent issues that can bolster AAM and that ecosystem here.
And again, the trillions of dollars that are estimated for
this kind of market are certainly exciting. And Wichita,
Kansas, which I don't represent but am very proud of as the
aviation capital of the world, is rich in workforce and
generations of institutional knowledge in aerospace. And I know
this sector is going to represent some good-paying American
jobs, and I am certainly looking forward to figuring out how we
can just capitalize on all this potential and lead, and not
just follow, what is going on in the rest of the world.
And so, Mr. Clark and Mr. Painter, I was hoping to come to
you guys first. As we look at that business horizon in this
emerging sector, when we think about other countries, whether
it is China or countries that we work more closely with in
Europe, and we see the aggressiveness of AAM in those other
places, I am curious. How do you see us--and this builds on--
Chairman Nehls had asked about SFAR. And how do we make sure
that we strike that balance so that we are not preventing
innovation, we are keeping people safe, and we can continue to
work on being world leaders in this space?
Mr. Clark. I will start there, if you don't mind, and I
think it threads directly into what Mr. Perry said: operating
in a cognitive dissonance from reality.
The idea that our materials come from China is just wrong.
That is not true. Batteries don't. Our magnets actually come
from Germany, and they come through the Carolinas. We have a
series of technologies that prevent mid-air collisions. And the
adoption of technologies would have prevented the terrible
tragedy that happened over the Potomac. All it needed was an L-
band ADS-B transponder to identify that aircraft. Our aircraft
come with that for free. So to think that innovation is somehow
going to make things less safe is just simply not accurate.
The R&D that we are investing in here--so China is
investing in this with their low-altitude economy. And they are
not a bunch of idiots over there. They are hard-working people
that know that this technology--Mother Nature is voting on
this, and showing that we are flying meaningful distances. You
know that world record I mentioned: 336 nautical miles. That
covers the mission that we were just challenged with. We are
already doing it.
So, we have this, like, this idea that somehow--and one
more thing: batteries. Batteries, when they store energy, there
is very little to no loss of conversion of that energy into
propulsion. So to simply cite the battery energy density and
not the net performance of the aircraft shows a lack of systems
thinking. As an engineer, we take a lot of pride in
understanding the complete system so we can optimize things on
a global basis.
So, back to, like, what we need to do here. Yes, we need to
invest in this R&D. And no, we are not asking the FAA to invest
in this R&D. We are asking the FAA to keep consistent goalposts
so that when we get something working and we prove it, and we
produce the objective evidence for certification, that they
certify it. And we are asking that they use the right amount of
delegation.
And I don't think it is helpful to gaslight or
technologically gaslight science. Science is science. And when
we prove that this stuff works and it costs less for people, to
(inaudible) the American public of the safety and the economic
benefits of this technology is a bad move.
And I do think that we need to do this on a global scale
and compete with China.
Ms. Davids of Kansas. Thank you.
And Mr. Painter, we will get to visit another time.
And I will yield back, Chairman.
Mr. Nehls. Thank you, Ms. Davids.
Mr. Stauber, you are recognized.
Mr. Stauber. Thank you very much, Mr. Chair.
My district in northern Minnesota is rural. And for some
people, the closest place to receive healthcare is over 100,
150 miles away. And this makes air medical transport a truly
lifesaving resource.
To any of our witnesses today, how can AAM be leveraged to
reduce lifesaving transport times for rural patients?
And what is stopping us from deploying those capabilities
today? Anyone.
Mr. Clark. I will just say--I know I have talked a lot, but
just one quick thing.
Getting into near-zero visibility with critical, lifesaving
blood products, stroke medications, antivenoms, or organs is
enabled by the technologies that allow us to fly in those
conditions.
And another one is icing. You are up in Minnesota. These
type of aircraft that we are developing can be de-iced
practically, which helicopters simply can't. And that increases
the reliability of the deliveries.
Mr. Rose. Can I add as well? This is near and dear to my
heart. I grew up in a small town in Oregon, and the only way
that we were able to receive next-day services and same-day
medical delivery was through regional air cargo services. The
small town really had--it was the medical epicenter of this
part of the Willamette Valley.
Technologies like normal use autoland that enable zero
visibility automated landing, increase the frequency at which
we will be able to perform these operations. Detect and Avoid
will also make it safer and allow us to operate at higher
frequencies into and out of the more congested airports that
are usually the origin sources of these types of medical goods.
But thank you for the question.
Mr. Pecoraro. I would like to add that States are very
interested in the use of AAM for aeromedical activities. In
addition to the benefits of the technology, the costs are
lower, the operational opportunities are greater.
And I know that in Maryland, where they have a state-of-
the-art aeromedical operation where the State has purchased and
owns a number of helicopters to provide this kind of transport,
they are actively engaged in following this process because
they are looking forward to being able to switch to an eVTOL
fleet.
Mr. Stauber. Thank you.
Mr. Rose, you mentioned the tremendous airport
infrastructure that we are privileged to have in the United
States and its role in connecting small and rural communities.
Unfortunately, many small airports are facing reduced
commercial air service or seeing routes entirely eliminated.
How do you see the technologies discussed at today's hearing,
including aircraft autonomy, helping to address this challenge?
Mr. Rose. Yes, it is a great question, and I think this is
a real tragedy. The United States has made tremendous
investments, more than any other nation in the country [sic],
building out our airport infrastructure. We have nearly 10,000
airports. I believe it is 5,000 airports are available for
public use today. This is just--this is an incredible national
asset that we have.
Mr. Stauber. Right.
Mr. Rose. And yet we have seen over the last several
decades reductions in service. COVID has really accelerated a
trend that had begun several decades previously. There are now
many airports in the United States that have lost service, some
element of service, or lost service completely, post-pandemic.
And it is probably not going to come back.
Technology, more advanced automation, and autonomy is going
to allow us to return services back, revitalize these regional
airports. I think this is crucially important for connecting
people across this country. Higher levels of automation and
autonomy not only make it more safe, but also more cost
effective and efficient to perform these operations. And I
think we are setting the stage here in the 21st century to have
a golden era, a renaissance of aviation, a new age where we
will be able to fly to more places at much, much higher
frequencies.
Mr. Stauber. I think you are right. I mean, with rural
America, they shouldn't take a back seat to anybody. And those
of us who live in rural areas, those rural, small regional
airports connect us to the world. And I think it is important.
I really appreciate your support for that.
Mr. Clark, I do want to challenge you. Mr. Perry talked
about the critical minerals part of it, and you talk about the
batteries and cobalt and what have you. Do your batteries use
cobalt?
Mr. Clark. Yes.
Mr. Stauber. Thirty-three percent of cobalt in this country
is mined by child slave labor. That is fact. So your comment
about critical minerals are--come from good sources? Mr. Perry
is correct. So--and I----
Mr. Clark [interrupting]. No, that is not what I said. What
I said was that our--those things that were cited as coming
from China, in our case, do not come from China. I didn't say
anything about child labor and mining of cobalt.
Mr. Stauber. I am here to tell you that 33 percent of the
batteries, the cobalt in your batteries, come from China's
child slave labor. Fifteen of the nineteen industrial mines in
the Congo are owned by China, and they use child slave labor.
I don't want to debate this point. What I am trying to say
is, we can do it in America better. We can mine these critical
minerals in America if we are allowed to do it. And I think it
is really important that we don't export our environmental
guilt to get to your batteries and your new technology that we
all want to use, by the way. And I just want to be--I just want
to make sure----
Mr. Clark [interrupting]. No, no, we are exactly on the
same page. The assumption that we need to do this more
domestically, I am 100 percent on board. Our entire industry is
on board with that. And we should be mining, and we should be
refining, and we should be building these things here.
Mr. Stauber. Yes.
Mr. Clark. They don't exist right now. We should invest in
that capacity----
Mr. Stauber [interrupting]. That is not true, they don't
exist. No, no, they do exist.
Mr. Clark. Show me where to get----
Mr. Stauber [interrupting]. I have the biggest----
Mr. Clark [continuing]. [Inaudible] here.
Mr. Stauber [continuing]. Untapped copper-nickel find in
the world in my district. So I want to--what we want to do is
mine it. So I am just trying to correct you so----
Mr. Clark [interrupting]. You changed----
Mr. Stauber [continuing]. The next time----
Mr. Clark [continuing]. You changed the element.
Mr. Stauber. No----
Mr. Clark [interrupting]. Let's go back to the element that
we----
Mr. Stauber [continuing]. The next time----
Mr. Nehls. Gentlemen, we have got to wrap this up.
Mr. Stauber [continuing]. You're asked about mining,
you're--the next time you're asked about mining, say yes, we
can do it domestically. I am here to tell you that 33 percent
of the cobalt in your batteries is mined by child slave labor.
The Biden administration said it and so did the Trump
administration.
Mr. Nehls. The gentleman's time has expired. Thank you.
Mr. Stauber. I yield.
Mr. Nehls. Thank you so much. I now recognize Ms. Scholten
for 5 minutes.
Ms. Scholten. Thank you, Mr. Chairman. Thank you to our
wonderful new ranking member here, and thank you to our great
panel of witnesses for coming to have this critical hearing
today.
I proudly represent Michigan's Third Congressional
District. Our State, and west Michigan, in particular, has a
strong aerospace footprint: $30 billion in economic activity
generated in the State, 166,000 jobs, 4,000 businesses
generating economic activity in defense, aerospace, and
homeland security, as well as Michigan being home to the
largest Air National Guard base at Selfridge. We pride
ourselves on being leaders in this space. We continue to
innovate in the advanced air mobility space.
The region's leadership is critical to actualizing the DOT
and FAA's efforts to accelerate the development and integration
of cutting-edge aircraft. The DOT is looking to support five
pilot programs to demonstrate electric vertical takeoff and
landing. Despite our usual rivalry, the States of Michigan and
Ohio are coming together to work with BETA in hopes of standing
up one of these pilot programs.
Mr. Clark, can you speak to how critical this pilot program
could be in a State like Michigan to ensure prosperity
throughout rural America?
Mr. Clark. Absolutely, and thanks for your support. We are
excited about that application as well, the DOT.
Like all the applications, but specifically in Michigan,
where the State has gotten well ahead of the balance of the
country by installing chargers, by engaging their universities,
by investing in aerospace and defense research--we were a part
of the Northern Strike exercise up there with your National
Guard, so, thank you for that.
But the eIPP program, specifically in Michigan and other
States, it will advance our industry by a year. When I am
talking about our industry, I am talking about all of these
technologies that allow us to have safer and more reliable
aerospace. So by advancing this by a year, it gives us a better
competitive edge globally.
So in Michigan and Ohio--I am glad you called that out; I
didn't want to have to cross that bridge--in Michigan and Ohio,
working together on this eIPP program is a great launching
point because, in our case, we are delivering cargo, medical,
and logistics to rural communities. And so you have a
meaningful impact, you expose the technology to generate the
data, and we get ahead of the rest of the world. So, thank you.
Ms. Scholten. Thank you. Given our State's robust
manufacturing presence, it is no surprise that the State of
Michigan launched the Michigan Advanced Air Mobility
Initiative, as well as AAM Activation Fund to catalyze research
and development. The whole-of-Government approach should
absolutely be replicated on a Federal level to ensure
technological advancements and our Nation's competitiveness on
the national stage.
Mr. Pecoraro, can you touch on how Congress can work with
States to encourage collaboration, as well as develop a smart,
clear AAM planning and infrastructure framework to safely boost
progress in the aviation sector?
Mr. Pecoraro. Absolutely, and thank you for that question.
First of all, let me just say that I think that an
important step would be for the committee to follow up on the
already considerable work that you did as part of the
Reauthorization Act of 2024: Section 745, Electric Aircraft
Infrastructure Pilot Program; Section 912, Drone Infrastructure
Inspection Grant Program; Section 913, Drone Education and
Workforce Training Grant Program; and finally, Section 316,
Weather Reporting Systems Study. All are critical to the
development of this industry, and we would like to see, as the
committee continues to monitor the FAA's activities in these
areas.
Also, we would like to see funding put forward in some of
these areas as well. Unfortunately, we haven't been able to see
the funding follow the authorization yet. But I think those
steps are critical to being able to help the States, local
governments, Tribal governments being able to advance in these
areas.
Ms. Scholten. Thank you. In our ever-changing economy, it
is incumbent on our committee to think through how
technological innovations, including those in the AAM sector,
can also create good-paying jobs throughout the Nation. That is
why the bipartisan infrastructure Reauthorization Act of 2024
expanded the Aviation Workforce Development Grant program to
support efforts to expand domestic aviation manufacturing, the
talent pool.
To that end, it is disappointing that the current
administration has delayed the distribution of recent grant
cycle awards, and we must work together to get these
congressionally appropriated dollars out the door, doing the
good work that we set out to have them do. Mr. Clark, how else
can Congress support the aviation industry to ensure that
continued innovation is paired with job growth?
Mr. Clark. I mean, so we have directly 1,000 people. We
affect 15,000 jobs in this country. We are growing rapidly. We
just went public, or funded to do so. And so, in order to make
these jobs permanent, high paying forever, we need to get
through certification. Yes, we need to support these nascent
industries in the ways that you described, but getting through
certification will memorialize these jobs and keep them in
place.
Ms. Scholten. Thank you. I am going to get to my last
question very quickly, but my district is home to Anzen
Unmanned, a small business that assists AAM manufacturers in
navigating FAA regulations, and I am fortunate to have seen
their work firsthand. It is very impressive.
It is my understanding that as American manufacturers
pursue new technologies, they are often met with opaque
decisions, delayed timelines from the FAA. To ensure our
economic prosperity, national security, and global dominance,
we have to work with industry to develop safe, clear, and
timely regulations to authorize AAM certification and service.
Opening it up to the panel--and I know I am slightly over
here, but can----
Mr. Nehls [interposing]. Yes.
Ms. Scholten [continuing]. In a word, how can Congress and
the FAA work with OEMs to ensure transparency and predictable
AAM regulations?
Mr. Clark. Consistency.
Mr. Painter. That is a great one. Consistency and very
clear guidelines in terms of the things for means and methods
of compliance.
Mr. Rose. I actually think things are trending quite
positively in the last year, especially under the new
leadership. I would give credit to Deputy Administrator
Rocheleau and Administrator Bedford. I think it comes down to
leadership and empowerment issue more than anything else in the
FAA, and I think things are moving in the right direction.
Ms. Scholten. Thank you.
Mr. Nehls. Okay, I appreciate that. I ask Members to keep
it to 5 minutes, please. I am giving too much grace here, I
think. I am getting taken advantage of here. Keep it to 5
minutes.
I now recognize Mr. Burchett for 5----
Mr. Burchett [interrupting]. Or Burchett, whichever the
case may be.
Mr. Nehls. Burchett.
Mr. Burchett. Tony Dorsett was Tony Dorsett until he won
the Heisman. Then he became Tony Dorsett. I have not achieved
the Heisman just yet, but I am in the running. So, thank you,
Mr. Chairman.
And I want to thank you all for being here. Honestly, I am
a little--I hate it that we are getting away from pilotless
flight. My mama flew an airplane during the Second World War,
and I am kind of partial to pilots, especially the female ones.
Every time I get on an airplane and they see my congressional
pin and they say, oh, and I always show them a picture of my
mama during the war in her airplane. So, I am coming at you
from that angle, if that is all right.
But how many of you all are publicly traded? I know, Mr.
Clark, you just said your company just went public. How many of
you all are publicly traded, your companies?
Mr. Painter. Wisk is a subsidiary of the Boeing Company.
Mr. Burchett. Okay. Mr. Rose?
Mr. Rose. We are private.
Mr. Pecoraro. We are an association of State agencies.
Mr. Burchett. Okay, cool. I was just curious. Mr. Clark, I
was--I think Pete Stauber, my dear friend, is very passionate
about his issue, and he brings up a really good point, that
the--and I understand the chemical makeup is different,
possibly, from maybe what you were discussing. But China is a
problem. He has had these mines in his district that have
literally been trying to get permitted for 30 freaking years,
and that is a big problem. And I appreciate your passion in
addressing that.
But I want to give you a little further opportunity to
discuss the ability that you all have to get these minerals
that are allegedly rare earth, but as we are finding out, a lot
of them may be sort of like the diamond market. It is just sort
of a created market because they limit the supply coming and
going, and the Chinese are very good at that, and Washington is
very greedy to do whatever the lobbyists tell us. So maybe you
could address that.
Mr. Clark. Yes, thank you for that opportunity.
First, I think my passion is only in technical correctness
because I am a scientist. I was a science teacher for a period
of time. I just want to make sure that when we are saying
something about data or whatever, we are accurate in our words
and accurate in our data.
I 100 percent agree with you. First of all, by the way, my
daughter is a pilot, as well. I have a whole family of pilots.
I am a pilot, a flight instructor. I love to fly. Our aircraft
initially is piloted, but I do see the benefit in certain
applications of unmanned applications, specifically on the
minerals.
There is no lack of these minerals. That is well, well
known. It is the technologies to efficiently and cleanly refine
them. The extraction of these minerals and then the refinement
to a concentrate and then down to the point that we can use
them in magnets, that we can use them in batteries, that is the
missing link. And it is a technology that we let evaporate
because China had a 50-year plan, they economically crushed the
market, all the American companies went out of business, and we
lost the technology. That is the key thing.
We used to make--in my former business, we made
electrochemical mining power supplies for exactly doing this.
So unfortunately, I have a deep understanding of how this
process works and how that was decimated. We need to invest in
the technology to be able to do this.
The permitting is a whole other issue that absolutely we
need to agree on, but the permitting is held up because we
haven't advanced the technologies to cleanly extract this from
typically a radioactive base, by the way. That is the problem
in extraction of these minerals. We need to invest in it as a
country. And I know that is not what this hearing is about, but
it is existential to missile systems that I used to develop--I
developed the electrification of the Patriot missile system--to
our types of airplanes, to electric vehicles, to hybrid
vehicles, and, ironically, even to ICE engines. These things
are dependent on rare earth minerals for things like sensors
and generators and alternators, all of these things.
So, I 100 percent agree with you. It needs to happen and we
need to invest in it now. And we need to get in partnerships
with other countries that have the specific rare earths
necessary for the advancement of these industries.
Mr. Burchett. You mentioned something that reminded me,
during the Reagan administration--I am a motorcycle guy. I own
several----
Mr. Clark [interposing]. Same.
Mr. Burchett [continuing]. Several old bikes, all
kickstart, no fuel injection in the Burchett stable. But I
remembered when the Japanese flooded the market on 1,000cc
motorcycles. I guess in the early 1980s, I was probably just
out of high school, but I remember watching that. And they
flooded the market with 1,000cc and above bikes. And of course,
that is all that Harley made, and it literally--they were
making a terrible motorcycle at the time, obviously. Then the
families and the groups, about seven, eight of them, got
together, pooled all their resources, mortgaged their homes,
their retirements and everything, and Reagan put tariffs on the
big bikes coming from overseas, and it stopped them and allowed
Harley time to get back into it.
And the Chinese are doing exactly that. It is the Walmart
model on gas stations. They flood the market with cheap
products, put everybody out of dadgum business, and then they
come in and they own the market. And I hope you continue in
this----
Mr. Clark [interrupting]. You know----
Mr. Burchett [continuing]. In your quest and we tell those
Chinese they can eat their dadgum rare earth minerals, and we
will get them right here.
Mr. Clark [continuing]. I was shown a satellite picture and
a couple of closeups of a direct copy of our airplane in China.
I shared this with the Secretary of the Air Force. The
Secretary of the Air Force then got catalyzed to lean into
these programs. They are copying what we are doing. We have the
edge right now is the point.
Mr. Burchett. Right.
Mr. Clark. We have the edge right now. We need to unblock
our certification path and be consistent----
Mr. Burchett [interrupting]. If you have an idea for
legislation like I have gone over, you call me. I want to get
involved, because I don't trust the Chinese as far as I can
throw the dadgum dome off the Capitol, and I would like to get
involved with that. Thank you, brother.
Mr. Nehls. Thank you, sir.
Mr. Johnson.
Mr. Johnson of Georgia. Thank you, Mr. Chairman, and also
to the ranking member, for convening this hearing. And thank
you for the witnesses for your testimony today.
The aviation industry has been hit hard this year.
Shutdowns, budget cuts, and poor treatment of aviation workers
have left our skies and our workforce struggling. And this is
happening as advanced air mobility offers our Nation the
opportunity to modernize and rebuild our aviation sector, which
will provide opportunities for innovation and job growth.
Advanced air mobility will create good jobs in
manufacturing, engineering, and in operations. It will foster
greater connectivity with rural areas, ease traffic congestion
in crowded cities, and provide people with more choices for
travel and transport. It is about building a safe, efficient,
and sustainable aviation system over the next generation, and I
am proud to say that it was the Congress that set this
foundation in place with the FAA Reauthorization Act of 2024
with the rules, funding, and vision needed to safely bring this
technology into our skies.
But a vision is only as good as the action behind it. Mr.
Pecoraro, general aviation airports will play a critical role
in integrating advanced air mobility into our national
airspace. These airports are often closer to communities and
can serve as hubs for air taxis and cargo. However, many of
these airports remain underfunded and face challenges in
upgrading infrastructure, hiring staff, and meeting safety
requirements. What specific funding mechanisms or potential
adjustments to the Non-Primary Entitlement program would
provide the most immediate and practical support for States and
local communities to prepare their airports for AAM
integration?
Mr. Pecoraro. Thank you for that question, Mr. Johnson. I
think you have hit on a critical point, and that is, while we
have a large network of federally funded airports across the
country, the smaller GA airports don't often receive some of
the funds that they need to keep their infrastructure as well
maintained as they would like, and also to take advantage of
these new opportunities.
One of the things that we proposed during the
reauthorization discussion, along with ACI-North America, was
that we revised the Non-Primary Entitlement grant program. As
you know, those numbers, $150,000 a year, have been in place
for many, many years, for decades. And you really can't buy
much for $150,000 anymore. And if you bank the funds over 4
years as you are allowed, $600,000 still doesn't buy you very
much. It doesn't even buy you a planning study to try and do
the work that you need to do to get ready for advanced air
mobility.
So, what we proposed was reform of the NPE program on a
graded scale, so that we take a look at using the asset study
classifications that the FAA is now applying to funding to
allocate different levels of funding to some of these airports
so that they would have a little bit more money and more
resources.
We also suggested that States have the ability to act as
transfer points for these funds so that States could help
airports in their States be able to move these funds back and
forth between each other so that when an airport is ready to
use it, the funds will be available to it and other airports
that aren't ready can set those funds aside.
So reforming the NPE will be a tremendous help in fixing
this.
Mr. Johnson of Georgia. All right, thank you.
Mr. Clark, in your testimony, you mentioned that over 85
percent of BETA's supply chain is U.S.-based, supporting
roughly 40,000 American jobs. As AAM continues to grow, the
ability to source components domestically will be critical not
only for economic development, but also for national security,
resilience, and supply chain stability. What steps can be taken
at the Federal, State, and industry levels to further
strengthen domestic sourcing, incentivize American
manufacturing, and ensure that AAM remains a long-term driver
of high-skill jobs and innovation in the United States?
Mr. Clark. Yes, thank you for the question. I went to a
tech school, and I was on the board of the local tech school
for a long time, really focused on bringing high school
students into the trades and into technology. That is the
foundation, making sure that we have an education system that
gives people the tools they need to produce the goods, the
technological goods, the factories, and the technology that we
consume.
But I am going to state the obvious. The supply chain is
moot if we don't get these airplanes in the air and flying. You
guys in Georgia have done a phenomenal job. There are five
regional airports in Georgia where our chargers are already in
place and operating. We have been flying down there, as you
know. So getting these things in place, getting through
certification, making sure that we have clear and consistent
rules from the FAA will create the opportunity to leverage our
domestic supply chain, and that is what we have done at BETA.
We have said we are going to focus on a domestic supply chain.
It's a realization that in a nascent industry with a high
degree of innovation, you want that stuff very close so that
your suppliers can innovate with you. And this is happening in
semiconductors, it is happening in magnets, it is happening in
compute. And that is what we are focused on. So continued
investment in the tools to keep the technology here through
education and awareness, investing in our trade schools is very
important to me to make sure that we keep that supply chain
domestic, because it all starts with the people that are
producing these critical, critical technologies for our
industry.
Mr. Johnson of Georgia. Thank you, and I yield back.
Mr. Nehls. The gentleman yields. I now recognize Mr. Mann.
Mr. Mann. Thank you, Mr. Chairman, I want to thank you for
hosting this hearing. And thank you all for being here today.
Fascinating conversation. It is incredible, the things that you
all are doing.
I represent the Big First district of Kansas. Aviation is a
critical industry in my State, with roughly 100 general
aviation airports, several commercial regional airports, and a
huge footprint in aviation aerospace manufacturing.
Kansas is also home to several industry-aligned education
and research institutions that are leading the way in the most
critical areas of aviation and aerospace technology and
manufacturing. Their focus on advanced air mobility, autonomous
systems maintenance, and in manufacturing are crucial in
developing a talented pipeline for the workforce and in keeping
the United States at the forefront of adopting this technology.
Continuing on the theme of workforce that I appreciate the
gentleman from Georgia kind of opened, for you, Mr. Clark, the
FAA Reauthorization Act we passed last year extended the
Aviation Workforce Development Grant program to advanced air
mobility. Kansas State University Salina College of Technology
and Aviation, located in my district, produces professional
pilots, maintainers, and UAS operators. How can partnerships
with programs like K-State Salina help the AAM ecosystem to
flourish?
Mr. Clark. Yes, I am glad you brought it up. So the
pilots--actually, these AAM aircraft are very easy to fly. In
some cases, you don't even need a pilot. But the maintainers
are actually really important as well. I am glad you brought
that up.
So how do we do that? We make sure--and we work closely
with NIAR, we work closely with the surrounding universities
that work closely with NIAR to make sure that a part of their
curriculum includes the things that are necessary to keep these
airplanes flying safely and to develop the engineers that
continue to work on it. We have programs within our company,
for example, where people go through--they get their pilot's
license, everybody gets their pilot's license for free in our
company. They also have the option to get their A&P mechanics
license. And those make the best engineers to bring safe and
reliable products forward. We want to see that mirrored in the
education system.
And I will tell you that, like, you guys are doing it
right, and we are trying to mimic what you have done around
Wichita and in Kansas. And I think there needs to be more of
that focus on the job-specific training, whether it be the
softwares, the technologies, the modeling techniques that are
used to make safe and reliable aircraft.
And I will use this just to say one thing. We went down to
Kansas, and we did all the modeling on some of those--advanced
modeling in the world--with NIAR. We dropped lithium-ion
batteries, 600 pounds of them at a time from 50 feet in the
air, hit the ground. No fire, no outgassing, no challenges
whatsoever because of the science behind it. That doesn't
happen when you drop a bag of gasoline. And this happened down
at NIAR because of the advanced research.
Mr. Mann. Because they are able to do it. No, that is
right.
The next question again for you, Mr. Clark. The thing about
rural--you know NIAR, but then we also have a lot of rural
airports in Kansas. Some rural general aviation airports
already have the infrastructure. We have the airspace and the
community relationships needed for early advanced air mobility
operations. Your company has emphasized the value of using
existing airport infrastructure to support AAM operations. What
do AAM companies need from these rural airports and their
university partners to support R&D, flight testing, and the
early operational trials?
Mr. Clark. Yes, absolutely, and it is the early operational
trials. We are through R&D flight testing, right?
Mr. Mann. Yes.
Mr. Clark. We know the systems work. We are building
conforming articles and putting them out in the world. In my
account, there are 4,300 applicable airports in the United
States to bring these types of goods and services, medical
products, and move people. They need a very small investment in
infrastructure in some cases. There are degrading runways or
degrading tarmacs. We need to invest in that infrastructure. We
need to maintain the instrument approaches there. And in our
case, we need to invest in a small amount of charging. And in
no cases are we asking for the Federal Government to pay for
that charging. What we are asking for consistently is the
Office of Airports to allow for that permitting to go smoothly
and cleanly and allow us to operate efficiently to get this
stuff installed. It is a tiny bit of infrastructure.
And I want to give you three facts. It is over $23,000 a
foot to put in rail. It is about $2,000 a foot to put in a
highway. And it is about 20 cents a foot to connect two rural
airports with a little bit of infrastructure on each end.
Orders of magnitude difference and we get the same benefit. We
efficiently move goods and people.
Mr. Mann. Yes. No, that is great. Well, I just ask everyone
to keep the rural aspect of this in mind. Huge opportunity,
huge need, huge opportunity as well. I know many of you are
already focused on that.
So, thank you, Chairman. With that, I will yield back the
balance of my time.
Mr. Nehls. Thank you.
The gentleman yields. Ms. Gillen, you are recognized.
Ms. Gillen. Thank you, Mr. Chairman, and thank you, Ranking
Member, for holding this hearing. Thank you to our witnesses
for appearing before us today.
So, I represent New York's Fourth Congressional District on
Long Island. And the communities that I represent are in close
proximity to two of the busiest airports in the world: JFK and
LaGuardia. And as a result of that, unfortunately, that means a
lot of the people that I represent and people in my neighboring
congressional districts are subject to an unbelievable
excessive amount of noise from being so close to the airports.
And it seems that in these communities, flights take off as
frequently as every 90 seconds. I, in fact, opened a campaign
office at the edge of the Queens border, and I was outside
talking to somebody, and I could not believe the volume of the
noise coming from the airspace above. So, this has a
significant impact on my constituents' health and mental well-
being.
So, Mr. Clark, your company, BETA Technologies, is
developing a new generation of aircraft that can help reduce
aviation noise by as much, you say, as 90 percent, which is
something that is welcome to my ears. So, in June, I know your
company partnered with the port authority and you completed
your first passenger-carrying flight with a fully electric
aircraft to the East End of Long Island and landing at JFK. So,
do you believe that this technology can be deployed widely
across the aviation industry, and especially in such a
congested airspace?
Mr. Clark. Yes. Great question, yes. I got to personally
fly that with the first passengers into JFK. It was awesome.
Ms. Gillen. Yes.
Mr. Clark. And we did this for about $7 on electricity. And
the reason I bring that up in the context of noise is this:
when you use less energy, you can waste less energy. A more
efficient aircraft is inherently quieter. Noise is wasted
energy. That is all it is, right? It doesn't do anything
productive except annoy people. And that is not what we are
trying to accomplish in aviation.
And I will tell you a quick little story. I was flying in
an air show down in Arkansas in our electric airplane, and in
come the World War II fighters. They do their air show portion.
I come in on the electric airplane, and the air boss gets on
the radio and goes, ``You are going to need to do that again.
Nobody was looking.''
And I was like, ``Oh,'' and I come back around, and they
make an announcement.
And he goes, ``A third time. I will get everybody looking
to the left.'' They didn't know where I was coming from because
it was so quiet. Electric aviation is inherently quieter
because of the efficiency, but we purposefully design our
aircraft to do that.
And I think there is another thing that is not talked
about. A helicopter is always hanging on its rotor. It is
taking off on its rotor, it is hanging on its rotor, it is
landing on its rotor. These advanced air mobility aircraft,
they take off and for, like, 30 seconds they are pushing the
air down to make the airplane go up. And then they are flying
very cleanly on a highly efficient wing with an electric motor
almost silently through the sky. You wouldn't even look up if
it went over the top of Long Island. And I have flown a bunch
around Long Island, both in helicopters, airplanes, and in our
electric aircraft.
Ms. Gillen. And what about deploying it through such
congested airspace?
Mr. Clark. Yes, it is a great question. So, a self-aware
aircraft is also situationally aware. Situational awareness
allows us to have safe flight in congested places. And I think
this is a really important concept, that we can do all the ATC
modernization that we need to do, but it is like the groom
showed up to the wedding, where is the bride? Well, the bride
has to be us bringing airplanes that bi-directionally
communicate over data links to ensure that we have good, safe
separation and situational awareness, both for the controllers
and for the pilots in the airplane.
So, our technologies coming into the airspace, especially
in the low-altitude regime, need to be bi-directionally
cooperative within ATC modernization. And undermining the path
to certification through a moving goalpost and changing rules
is the way that we keep that ATC modernization from really
capturing what it can be, which is a complete holistic system
for safe and reliable air travel.
Ms. Gillen. Thank you. I look forward to hearing more, but
I quickly wanted to get to--we heard testimony about how this
technology can import medical transport delivery. I believe Mr.
Clark or Mr. Painter, you talked about increasing the speed and
reliability of organ delivery. That is very important to me. My
sister was 6 years old, she needed a liver transplant. She got
a call, and there was no flight, even in New York, available.
And my parents had to drive her to Pittsburgh to get her
transplant. So, I would love to hear more about how this
technology can improve situations like that for people in
that----
Mr. Clark [interrupting]. Yes, absolutely. Helicopters are
grounded because of weather too often. These aircraft are all-
weather aircraft that allow us to increase the reliability. It
lowers the cost and the dispatch rate because simpler aircraft
is higher. So now we have lowered the cost so more people get
access to it, we have a higher dispatch rate, and we can fly in
all weather. That is goodness for medical transport.
Ms. Gillen. Great, thank you. My time is up. I also would
have liked to have heard from you, Mr. Painter.
Mr. Nehls. I now recognize Mr. McDowell for 5 minutes.
Mr. McDowell. Thank you, Mr. Chairman, and thank you to the
witnesses for joining us today.
Mr. Clark, following the President's Executive order in
June of this year, the FAA solicited applications for the pilot
program for eVTOL aircraft deployment. And I understand that
BETA is partnering with the NCDOT on an application. What would
that mean for my constituents in central North Carolina if that
project were selected?
And how could that contribute to rural prosperity in my
district?
Mr. Clark. Yes. It is--so I was down at our Raleigh office
on Monday. We have a large number of employees down there. We
are in a bunch of your airports right now, including TTA, and
we do have a, I think, a very, very strong proposal to increase
rural access to medical cargo and logistics in North Carolina.
And as you know, it is partnering with a couple other States,
because aviation should not be constrained to a single State.
So, how does it exactly do that? It lowers the cost of
access. And the case that I find fascinating is actually moving
telemedicine equipment to increase the level of technology that
is applied to the noncentralized hospitals. And what that does
is fascinating to me, as well, is that when your grandmother or
grandfather gets sick, the unfortunate reality is if you live
in a rural place--I am up in Vermont, we live in a rural
place--you have to transport that person to a centralized
hospital, and that takes the balance of the family out of work.
It takes them out of school. It may make them lose their job,
taking care of their father or their mother.
By bringing the products, the blood products and the people
in some cases, and the telemedicine equipment to the satellite
hospitals, which is one of the many missions that we are
pursuing, allows those families to keep their jobs, stay close
to their loved ones. And I find that a very compelling mission,
not to mention what we just talked about, which is the
reliability of the transport of organs and other critical,
very, very time-sensitive, low-shelf-life medicines.
Mr. McDowell. Sure. So you said in your testimony that the
electric aircraft are safer than traditional aircraft. How?
Mr. Clark. So batteries are an engineered product. And I
know that we take a lot of spears. That is kind of how you can
identify a pioneering industry, you get a lot of spears in the
back. Batteries are an engineered product. They carry a lot
less energy, and it is a controlled amount of energy. It is
safer because we get to design that product to handle all of
the potential crashes, non-normal conditions in any such way.
The aircraft is also self-aware, so it tells you well in
advance of any type of potential failure that something is
going to go wrong, because--we have 13,000 cells in our
airplane. Every single one of them is monitored. And batteries
don't just up and poof; they tell you a long time in advance.
Now, if you are a small, Chinese electric scooter with no
self-awareness, it gives batteries a bad rap. But safe and
reliable batteries are what we are putting into these
airplanes. And then it goes on.
And I will ask, if you don't mind, Robert to discuss some
of the autonomy stuff. But a self-aware aircraft is the first
kernel of an autonomous aircraft, which increases the safety.
Mr. McDowell. Let me switch gears here a little bit. Mr.
Painter, what is the single biggest issue that we should
consider as Congress when we are crafting regulation, any
additional regulation for these new technologies?
Mr. Painter. Yes, thanks for the question. When we think
about the comments that have been made throughout the day, this
industry is an entirely new growth vehicle for aviation. And
industry, both from entrepreneurial all the way to the biggest
aerospace company in the world, are investing significantly in
this marketplace. So, looking for a partnership with policy in
terms of what needs to change to enable AAM to actually become
a reality and moving through the certification process, clear
guidelines with the FAA. Allowing the FAA to focus also on
safety, but also how innovation makes the airways safer.
So, one of the things I applaud, the downpayment of the
brandnew air traffic control system for $12.5 billion. As it
relates to autonomy, we think it is really exciting when you
look at the first products coming to market. As Mr. Clark has
talked about, BETA is going to be out there with a piloted
version. And then in certain applications, we see the real way
to scale this industry into congested airspace, into rural
areas is actually with an autonomous solution. And the reason
for that is integration into the national airspace.
How do you actually have predictable flight? How do you
actually reduce air traffic control burden? And a lot of that
is moving away from voice command, moving toward digital
communications. So, the investment that the U.S. Government, we
suggest, would continue to make is in modernizing the national
airspace. And industry will bring the right technologies to
bear of how do we actually integrate our aircraft into that
airspace.
Mr. McDowell. Well, thank you, and thank you all for being
here.
Mr. Chairman, I yield back.
Mr. Nehls. The gentleman yields. I now recognize Ms.
Norton.
Ms. Norton. Thank you. This is a question for Mr. Clark.
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 support advanced air mobility
technology that can reduce aviation noise. I am pleased we were
able to get advanced aviation mobility provisions included in
the FAA Reauthorization Act of 2024.
Advanced aviation mobility that allows the electric
vertical takeoff and landing would be especially beneficial to
airport-adjacent communities like DC, since takeoffs and
landings are a source of aviation noise.
Mr. Clark, in your testimony, you mentioned the noise
benefits of electric airplanes and helicopters. Could this
technology be incorporated into the Federal Government
helicopters that frequently fly over the District of Columbia?
Mr. Clark. Yes, thank you for your question. So, I am
pleased, as well, that it was put into the Reauthorization Act.
It is a really important recognition that our business and our
industry is growing.
Not only can the technologies be incorporated into the
helicopters that we consistently see up and down the Potomac,
but it should replace those. A lot of those executive transport
helicopters, the safety can be increased by these types of
aircraft. And ultimately, I do think that our generals and our
dignitaries here should be carried around in aircraft that are
not polluting the noise up and down the Potomac, costs less,
and are safer. There is no question that it can do that.
One of the things about the commercial traffic in and out
of DC--and elsewhere, but specifically into Reagan--20 percent
of all flights are under 200 miles right now. That is within
striking distance of our aircraft and other people's in this
industry today. That is a huge reduction, and battery energy
density and other technologies are increasing the performance
of this aircraft on a regular basis. This was my senior thesis
in college, by the way, more than 20 years ago. That is when I
started this whole adventure in BETA. Battery energy density
has tripled since the first time that I put all of this
together. That means that the range more than triples.
So, we can not only do it with all the helicopters you
referenced going up and down the Potomac, but we can do it for
transient airplanes that are coming in from the regions around
Washington, DC.
Ms. Norton. Mr. Clark, what else can Congress do to
facilitate the development of low-noise, advanced aviation
mobility?
Mr. Clark. Yes, I think your continued support and
alignment with the FAA is most important.
Our industry, as pointed out previously, is well funded,
the technology works, we are flying all over the world. We are
flying in Norway, we are flying down in New Zealand. We are
flying all over the country. What we need is the unlock of type
certification.
And so when the FAA and us agree to a particular set of
rules, those rules have to be consistent, and they have to be
held accountable, the FAA does, for timely responses to our
entire industry. Once we spend the millions and millions of
dollars we do to prove something is safe, we need the FAA to
adjudicate on that efficiently, and we will realize the dream
and the world that we just kind of described out over here in
the Potomac.
Ms. Norton. I yield back.
Mr. Nehls. The gentlelady yields. I now recognize Mr. Onder
for 5 minutes.
Dr. Onder. Thank you, Mr. Chairman, and thank you for all
our witnesses being here today.
Advanced air mobility, AAM, is transitioning rapidly from
conception to reality. These aircraft and technologies can
improve safety, increase access to rural communities, support
emergency responses, and boost American manufacturing. However,
that future relies on the FAA properly enforcing the laws
Congress passes and doing so in a way that encourages
innovation rather than hinders it.
Mr. Rose, I was reading your testimony. I was very pleased
to see on page 5 you shouting out H.R. 4146, the Pilot and
Aircraft Privacy Act of 2025, or PAPA. That is my bill, which
you said ``provides robust privacy protection to ensure ADS-B
data is used only for air traffic and aviation safety
purposes,'' exactly the point of the bill. If ADS-B is being
used by, I will say, bad actors to monetize airport landing
fees, that is going to discourage folks from employing ADS-B or
adopting ADS-B in the first place, or turning it off if they
are not.
You mentioned in your testimony 65,000--I assume mostly
general aviation aircraft--currently lack ADS-B Out. And I
think the FAA on purpose required--I am a pilot myself, and I
adopted ADS-B Out right away because I am an instrument-rated
pilot, so I fly in Class Bravo and Charlie airspace all the
time. So, those 65,000 aircraft, they are mostly, I would
imagine, in rural, nontowered airports. What can we do to
encourage adoption?
Because I don't think I am quite ready to mandate ADS-B Out
on a crop duster or someone's Piper Cub that they fly on the
weekends, not venturing far out of the flight pattern.
Mr. Rose. I think this is a great topic. Thanks for
bringing attention to this.
Dr. Onder. Thank you.
Mr. Rose. I think it is very unfortunate that ADS-B in 2025
is not more broadly adopted across the United States.
Dr. Onder. Yes.
Mr. Rose. It is really about safety.
Dr. Onder. And I remember when I first heard about the
mandate. I was a relatively new private pilot at the time. And
I called my local aviation shops at Spirit of St. Louis
Airport, where my plane was, and I started talking to them, and
everyone wanted to sell me a new navigator, or a new glass
panel or something, and then I ran into an article in one of
AOPA's publications: You can do ADS-B Out for $3,500. And I
think now there are even portable options that are less
expensive than that.
Mr. Rose. I mean, that's it. It's about privacy and it's
about cost, and also what ADS-B could potentially be used for.
And I don't think it should be used for fee collections. It
should be used primarily for safety and collision avoidance and
situational awareness in the cockpit. I think it is very
unfortunate the conversation has shifted more towards fee
collections.
Dr. Onder. Okay, yes.
Mr. Rose. I am very----
Dr. Onder [interrupting]. Yes. It reminds me of red light
cameras, which was an issue in Missouri for a while.
You also mentioned, Mr. Rose, that the FAA has been
developing ACAS X since 2008, but progress remains delayed.
What is the main bottleneck there at the FAA?
And how might we accelerate the deployment?
Mr. Rose. Well, it's two things. It's industry and the FAA.
So the industry, I think, with the exception of Reliable
Robotics, I think, has failed to bring this technology to
market quickly.
Dr. Onder. Okay.
Mr. Rose. That is our radar that we are developing in-
house, which will be the first commercially developed
electronic scanned array antenna radar. We will utilize the
FAA's ACAS X algorithm for collision avoidance purposes, and
this will then give the FAA something to regulate.
I also just very recently in--actually, during the
Government shutdown, the FAA continued to work on safety-
enhancing technology certification, and they just recently
published two TSOs for comment--I think we have until the end
of the month now--that would put out new standards that would
utilize ACAS X. So I really think the FAA should be commended
for that work.
Dr. Onder. Terrific, thank you.
I yield back, Mr. Chairman.
Mr. Nehls. The gentleman yields. I now recognize Mr.
Stanton for 5 minutes.
Mr. Stanton. Thank you very much, Mr. Chairman.
Advanced air mobility is moving into an exciting area and
holds a lot of promise, especially for aviation-dependent
States like my home State of Arizona. I am excited to have
leaders like Governor Hobbs and Mayor Gallego, and great
companies like Honeywell, who have helped position Arizona as a
national leader in aviation innovation.
But AAM is entering a period of real-world pressure, where
the technology is racing ahead but the systems on the ground
are struggling to keep up. Around the world, other countries
are already adapting: China has certified eVTOL aircraft for
commercial use; Europe is steadily moving forward toward
routine demonstrations. These other countries are gaining the
operational experience that positions them as leaders and
ultimately determines how these systems function, both
commercially and militarily.
Here at home, momentum is slowing because we are falling
behind on the ground. Although this technology is advancing
quickly, the FAA has not yet certified an AAM aircraft. And
airports, utilities, and local governments are still trying to
understand how this new category of aviation fits into systems
never designed for it.
As the committee continues its important work, we need more
than enthusiasm. We need clarity. How will the FAA and industry
demonstrate AAM under real-world conditions with real
operational evidence? How do these aircraft operate in mixed
airspace? How much workload do they add for controllers and
legacy operators? How does charging affect the grid? How do we
preserve emergency and public safety priorities under this
stress? These are important questions, and the answers should
come from environments capable of generating decision-quality
data.
In Arizona, we have had to solve these challenges out of
necessity, forcing coordination across systems long before AAM
entered the picture. When I served as mayor of Phoenix, our
aviation system faced demands few regions encountered, all at
once: rapid growth, heavy commercial activity, constant
training flights, long distances between communities and Tribal
nations, and year-round emergency operations in extreme heat.
If AAM can operate predictably in Arizona, it is a strong
indication that it could work in many other parts of the
country. And that is the kind of evidence I hope that this
committee hears more about. With that, my first question is for
Mr. Pecoraro.
Based on what you are hearing from State aviation officials
and airport directors, where are the biggest gaps between
operational planning AAM requires and what the FAA is preparing
for now?
Mr. Pecoraro. Thank you, Mr. Stanton, for that question.
I think what the States are most looking forward to seeing
from the FAA is a lot more clarity on some of the issues that
you were talking about. We need clearer ideas and final plans
for what vertiports need to look like. We also are very
interested in seeing national standards on charging equipment.
We don't want to see airports having to equip with different
ways to support different aircraft. That is very expensive and
counterproductive. So, those are some of the types of things
that we really need to see more quickly.
What the States need to have is the opportunity, in a
formal way, to be consulted by the FAA in discussing these
issues. Standards don't make sense if you can't meet them, and
so we need to be able to work together to try and set standards
that work across the industry.
Mr. Stanton. That's great. And the next question is for
Reliable Robotics.
Mr. Rose, your testimony mentioned that increased
collaboration between the FAA's Air Traffic Organization and
Flight Standards division has allowed the agency to make needed
progress on certification projects. Can you expand on that a
little bit, on how this partnership has facilitated this work,
and what further changes are needed to support AAM?
Mr. Rose. As I mentioned earlier, I think this does
ultimately come down to leadership. And so things are trending
in the right direction under the current administration.
To give you some details on the challenge, when you are
talking about bringing a new technology to the airspace system
like what we are developing at Reliable, this requires very
close coordination not only between the Aircraft Certification
Office, but also the Air Traffic Organization, Flight
Standards, and the safety organizations within the FAA. And
historically, the FAA has not had mechanisms to allow alignment
between these stovepipes of excellence, if you will.
Mr. Stanton. All right.
Mr. Rose. So there is some new language in the FAA
Reauthorization Act that just passed last year--thank you--that
encourages better collaboration through this new safety
coordination program. And so I think that has helped unstick
this.
But also, the current leadership has done a lot to pull
things together within the agency, and we are trending in the
right direction.
Mr. Stanton. Thank you so much. I am out of time, so I will
submit my final question in writing for later answering, and I
will yield back.
Mr. Nehls. The gentleman yields. Thank you, Mr. Stanton.
Ms. Pou, you are recognized.
Ms. Pou. Thank you so very much, Mr. Chairman.
Our region is uniquely positioned to benefit from advanced
air mobility through quicker commute times, reduced ground
congestions, and new avenues for economic growth. But it also
is uniquely vulnerable if strong safeguards are not present.
Advanced air mobility may well be the next frontier in
transportation, but if AAM is going to lift off, we must
confront several challenges head on.
First and foremost is the air traffic controllers crisis.
The tristate space is already among the busiest and most
complex in the world. Even before the shutdown, Philadelphia
TRACON faced repeated equipment failures. Meanwhile, New York
TRACON remains chronically understaffed. Controllers are
working exhausting schedules simply to maintain safe airspace.
Introducing AAM aircraft into this space cannot place even more
strain on our overtaxed air traffic controllers.
So, FAA must have a clear, viable plan for, one,
integrating AAM aircraft into our airspace; two, ensuring
adequate oversight over increasingly automated flight systems;
and three, establishing necessary controller staffing level and
training to ensure safety.
Second, residents like mine in Clifton and other
communities are already living with nonstop helicopter
activity, including tourism and commuter shuttles that pass all
day long. As AAM testing begins around Newark, Teterboro, and
along Hudson corridor, innovation cannot come at the expense of
quality of life. This means ensuring clear Federal noise
standards for new aircraft classes, proactive engagement with
local and State governments, and fully funding the fiscal year
2023 AAM Infrastructure Grant pilot program so States and
municipalities can prepare responsibly.
New Jersey and New York are doing their part. The port
authority, the NJDOT, and the regional planners are studying
potential routes and environmental impact, but State efforts
alone aren't enough. We need strong Federal leadership and FAA
coordination before these aircraft enter routine use.
Let me just ask this one question to Mr. Pecoraro. Sorry I
killed your name there, pardon me. New Jersey is home to a
major commercial airport like Newark Liberty and highly active
airports like Teterboro in my district. What resources do
States need most from the FAA to help airports prepare for AAM,
especially as it relates to funding, planning, infrastructure
standards?
And how would we ensure that communities' needs are
respected by Federal authorities?
Mr. Pecoraro. I think you already have a strong
infrastructure in the area around those airports for public
input is my understanding, and hopefully that is able to be
maintained going forward as we discuss advanced air mobility
operations.
I think that one thing, as we have talked about here today,
is that those operations will be cleaner and quieter, and I
think that is going to be a big contribution towards public
comfort with advanced air mobility operations.
Beyond that, to the initial part of your question, funding
for planning is key. It is important that we be prepared for
the integration of this activity. We all know it is not going
to happen next month, but it is coming soon, and airports need
to be prepared, and we need to be discussing these issues and
creating more public awareness, and particularly what I like to
call public engagement with local elected officials. Too few
local elected officials, State legislators who are going to
have to make critical funding and planning and zoning decisions
around these types of operations, are even aware that this is
imminent. And I think that there is a big job to be done very
soon in trying to make people more aware of that.
Ms. Pou. Thank you so very much. I have 2 seconds. Let me
just say I thank you for that. Local and State officials are
absolutely critical in making this work. There are many, many
questions on multiple other areas, especially on labor and
other types of needs, as well as training and staffing. But
thank you so very much.
Thank you, Mr. Chairman, I yield back.
Mr. Nehls. Thank you.
Ms. Hoyle, you are recognized for 5 minutes.
Voice. [Inaudible.]
Mr. Nehls. Oh, you don't?
Ms. Hoyle of Oregon. No, sir.
Mr. Nehls. No? Very well. Thank you.
I don't believe we have any further questions from members
of the subcommittee, so, I conclude this hearing.
I think this is a step in the right direction. We had these
roundtables, and it's bipartisan, and I think these
roundtables--yesterday we had one--I see some of the folks
sitting behind you were at the roundtable. I think that's a
step in the right direction. But yes, it's including everybody.
It's AAM, it's all of it. And you have my commitment that your
voices will be heard. Your concerns will be heard as we
continue to modernize the NAS, or ATC, whatever you want to
call it. But I believe this is a step in the right direction.
It's good to be working with my new minority member here.
It's going to be fantastic. And God bless you all.
This subcommittee stands adjourned.
[Whereupon, at 12:29 p.m., the subcommittee was adjourned.]
Submissions for the Record
----------
Statement of the Association for Uncrewed Vehicle Systems
International, Submitted for the Record by Hon. Troy E. Nehls
Chairman Nehls, Ranking Member Carson, and Members of the
Subcommittee:
Thank you for the opportunity to submit this statement for the
record and for hosting three AUVSI member companies--Wisk Aero,
Reliable Robotics, and BETA Technologies--at this hearing. AUVSI
represents the full advanced air mobility (AAM) ecosystem, including
manufacturers, operators, autonomy developers, technology suppliers,
and service and infrastructure providers developing the next generation
of aviation. Our members are investing in American manufacturing, high-
tech jobs, and new aircraft and infrastructure that can strengthen
mobility, safety, and national security.
The United States is at an inflection point. The decisions made now
by the United States Congress and the Department of Transportation
(DOT) and Federal Aviation Administration (FAA) will determine whether
the nation leads the global AAM landscape or risk falling behind.
Companies advancing electric aircraft, remotely piloted systems,
advanced automation, and autonomous passenger services are
demonstrating why domestic leadership matters. These technologies carry
dual-use value across civilian mobility, logistics, emergency response,
and defense.
AUVSI encourages Congress to advance progress in five priority
areas:
1. Accelerating Certification and Integration of Automated and
Autonomous Aircraft
Autonomy and advanced automation already underpin core commercial
aviation functions. Applying these technologies to new aircraft designs
can reduce human-factor risks, improve situational awareness, avoid
mid-air collisions, and create more consistent performance. Continued
research, validated performance data, and iterative standards
engagement with the FAA, NASA, and standards bodies are essential.
AUVSI supports a risk-based certification approach grounded in
measurable safety outcomes. The FAA Reauthorization Act of 2024 created
new authorities and structures for reviewing these technologies, and
sustained congressional oversight will ensure the agency has the
clarity and resources needed to implement this mandate.
The Special Federal Aviation Regulation released by the FAA in
October 2024 was a critical step towards enabling the electric vertical
take-off and landing (eVTOL)-segment of the AAM industry to launch and
scale. Looking forward, it is imperative that the FAA and the AAM
industry work in lockstep to apply lessons learned from operations
authorized under the SFAR and the AAM eIPP to long-term, performance-
based rulemakings that establish a clear, phased path from today's
piloted and remotely piloted operations to increasingly automated and,
ultimately, autonomous AAM services. This includes timely policy and
guidance on certification of automated and autonomous functions,
operational approvals, and integration into the NAS at scale.
Significant work remains to define and implement the autonomy roadmap
to enhanced safety and operational efficiency. AUVSI urges the FAA to
prioritize this effort and stands ready to work closely with the agency
and Congress so that the full benefits AAM aircraft can be realized.
2. Modernizing the National Airspace System (NAS)
Congress's investment of $12.5 billion dollars in air traffic
control (ATC) modernization is a vital downpayment. Many core NAS
systems remain decades old and will require predictable, sustained
funding to modernize and enhance resiliency. While the current ATC can
handle initial AAM operations into service, scaled AAM operations, like
the broader aviation network, will depend on upgrades to communications
infrastructure, surveillance systems, automation services, and ground-
to-ground communications that support remote piloting. Expanding
electronic conspicuity, completing next-generation collision avoidance
capabilities, and increasing equipage across the NAS will enhance
safety and reduce controller workload. These improvements will serve
both existing air carriers and emerging AAM operators.
3. Advancing the AAM National Strategy and eIPP
The AAM National Strategy and the Advanced Air Mobility Integration
Pilot Program offer an unprecedented opportunity to create an
integrated, whole-of-government approach. Unlike prior pilot programs,
the eIPP is statutorily directed to inform rulemaking, not isolated
demonstrations. It should support missions with direct public benefit
such as medical delivery, cargo distribution, and rural mobility. Early
operations must involve all relevant FAA lines of business and provide
actionable data for frameworks that scale safely into routine service
on an accelerated timeline to ensure global competitiveness.
4. Strengthening the Industrial Base and National Security Leadership
AAM technologies align directly with Department of War priorities
such as contested logistics, distributed sustainment, and tactical
resupply. Recent prototype operations supported by the United States
Pacific Air Force (PACAF) illustrate how dual-use systems can provide
value in austere and demanding environments. Domestic manufacturing of
aircraft, avionics, and propulsion systems strengthens supply chain
security and ensures that national security benefits flow through
American workers and communities. Congress should continue supporting
policies that reinforce U.S. leadership in certification, automation,
and advanced manufacturing.
5. Delivering Community and Economic Value
AAM can complement existing rural aviation services, support
medical distribution networks, and reduce surface congestion. Electric
aircraft may provide cost-effective service for airports that have lost
or never had commercial connectivity. Public acceptance will depend on
visible benefits and early engagement with local governments, first
responders, and community stakeholders. Noise management, vertiport
siting, emergency coordination, and infrastructure planning must be
transparent and community-driven.
Conclusion
Advanced air mobility presents an opportunity for the United States
to lead the next era of aviation with safer, cleaner, and more scalable
systems. The bipartisan work reflected in the 2024 FAA Reauthorization
Act and Congress's commitment to NAS modernization have established the
foundation. Continued oversight, sustained investment, and cross-agency
alignment will enable emerging technologies to transition from
demonstration to daily service, strengthening mobility, national
security, and American competitiveness.
AUVSI appreciates the Subcommittee's leadership and looks forward
to continued collaboration with Congress, the FAA, and state and
industry partners.
Letter of December 2, 2025, to Hon. Troy E. Nehls, Chairman, and Hon.
Andre Carson, Ranking Member, Subcommittee on Aviation, from Andre
Sutton, International Vice President, Air Division Director, Transport
Workers Union of America, Submitted for the Record by Hon. Andre Carson
December 2, 2025.
The Honorable Troy Nehls, Chair,
The Honorable Andre Carson, Ranking Member,
Subcommittee on Aviation,
Committee on Transportation and Infrastructure, U.S. House of
Representatives.
Dear Chair Nehls and Ranking Member Carson,
On behalf of the more than 160,000 members of the Transport Workers
Union of America (TWU), I offer the following statement for the record
as part of the Subcommittee on Aviation's hearing entitled America
Builds: The State of the Advanced Air Mobility (AAM) Industry. The TWU
is the largest airline union in the U.S., representing mechanics and
dispatchers, as well as flight attendants, ramp workers, and other
essential airline workers. Our members operate and maintain nearly 50%
of all public transit rides; and we are the largest union on Amtrak's
Northeast Corridor. All of these workers and many others will be
directly affected by the introduction and normalization of AAM.
To maintain safety standards in our airspace, AAM should be
required to import standards for maintenance and dispatching from the
larger air system, which continues to be the safest mode of
transportation ever. Additionally, AAM must be addressed in the context
of the other existing modes already operating in the environments AAM
seeks to serve, specifically those already served by public
transportation and commuter rail lines. The TWU strongly believes that
existing labor standards in these modes should never be weakened as new
entrants integrate into the existing market--in many cases competing
with federally funded infrastructure with well over a century's worth
of public investment.
AAM aircraft must meet existing maintenance standards in our airspace
(Part 43 standards)
DOT and FAA explicitly extended the applicability of 14 CFR Part 43
to powered-lift aircraft in Special Federal Aviation Regulation (SFAR)
120 finalized in 2024. FAA should ensure this requirement is
universally enforced and reject all waiver/exemption requests that
would allow operators to undermine this essential requirement.
AAM aircraft present an increased risk to our transportation system
due to maintenance issues. Lower-flying aircraft operating closer to
buildings and the ground have a reduced response time for pilots to
overcome mechanical issues during flight. Additionally, it is likely
that these aircraft will engage in significantly more takeoffs/landings
than traditional aircraft; these critical phases of flight pose the
highest risk of each flight, so increasing their relative number will
also increase the overall risk of the operation compared to today's air
system. These concerns make the role of well-trained, certified
maintenance technicians even more important to AAM than legacy
operations.
There is no question, given this increased risk, that the workers
maintaining and overhauling AAM aircraft must be required to possess
traditional Airframe and Powerplant certifications from the Federal
Aviation Administration (FAA)--potentially with additional
certifications depending on how the technology develops. These
certifications have proven to generate well-trained, safety-minded
maintenance technicians. The certifications test the basic physics of
flight--which will remain identical for AAM as for other aircraft--as
well as troubleshooting and component repair, skills which will be
essential to building a competent technician workforce for the
industry.
Furthermore, utilizing the same set of certifications will maintain
existing labor standards in the industry. Qualified, certified
mechanics would not need to work at low-wage firms seeking to undercut
labor standards as long as their training qualifies them for better
jobs at airlines or elsewhere. This approach would also help ensure
that the existing work being done by the FAA and others to expand and
diversify the maintenance technician pipeline also benefits this new
industry instead of potentially requiring duplicative efforts.
Certified dispatchers must be considered a critical part of AAM
operations
As noted above, the increased risk associated with AAM necessitates
more qualified personnel throughout AAM operations. Dispatching
functions are one area where this is particularly true. Dispatchers
maintain operational control of aircraft on the ground, handle flight
planning, run weight and balance calculations, identify emergency
landing sites, and otherwise ensure the safety of the aircraft from the
ground in the same way pilots do in the air. For large-scale commercial
operations, they are essential to the safety of our airspace.
While smaller commercial aircraft operations governed under FAR
Part 135 allow pilots to perform the responsibilities of a
dispatcher,\1\ many proposed AAM operations make that approach
unreasonable or impossible. AAM developers are already marketing
remotely piloted or autonomous aircraft for these operations. While the
TWU believes it is unlikely that uncrewed aircraft will ever
demonstrate a sufficient level of safety to carry passengers low to the
ground in urban areas, such a possibility makes the role of dispatchers
critical to overseeing safe operations. Certified dispatchers are
required to keep aircraft grounded in unsafe weather conditions, a
function that will become sacrosanct for AAM as these aircraft will
have less ability to fly around adverse conditions; they redirect
aircraft as needed to avoid potential hazards in-flight (an occurrence
which could increase for AAM as they navigate through urban
environments lower to the ground where smoke from fires, law
enforcement cordons, and other traffic restrictions become more
applicable to air users); these duties and others must continue to be
vested in a licensed professional trained in and responsible for the
safety of our airspace.
---------------------------------------------------------------------------
\1\ We note that while part 135 operators are allowed to fly
without a dispatcher, the largest part 135 operators all employ
licensed dispatchers as part of their operations for both safety and
efficiency.
---------------------------------------------------------------------------
There is no question that complicated AAM operations must be
required to utilize certified aircraft dispatchers in order for this
technology to be safe at any commercially viable scale.
AAM must not be incentivized to compete against existing modes of
transportation
The federal government has invested trillions of dollars over more
than 200 years into our nation's commuter railroads and public
transportation systems. The TWU believes that our government must
remain technology-neutral in its work and ensure that AAM is not being
preferenced over other existing modes of transportation in and around
our cities.
Preferences can come in many forms including direct subsidies, more
lenient safety exceptions or certification requirements, and
misapplication of existing federal standards. The TWU is particularly
concerned that AAM effectively operating as public transit or as a
commuter railroad without the labor, environmental, and community
standards common in those industries. Public transit workers, for
instance, are protected by employee protective arrangements (49 USC
5333(b)) which prevent federal funding from undermining existing labor
standards. Commuter rail workers are entitled to participate in
railroad retirement benefits (which include sick leave and
unemployment, as well as retirement benefits). These industries have
developed around these standards which have helped ensure that the jobs
in them are high-quality jobs. Allowing AAM operators to siphon
passengers out of these modes without applying similar requirements
will create perverse incentives to evade important obligations to
workers and undermine labor standards across the entire transportation
sector.
To the extent that localities and operators treat AAM as equivalent
to public transportation or commuter rail service (i.e., if a public
transportation authority oversees AAM service), the appropriate modal
rules must be in place to maintain labor and other standards even if
such a standard is not part of the FAA's regulations. While the TWU
believes that AAM's safety overseer should be the FAA, the reality of
the operating environment these aircraft will be within requires the
full participation of the Federal Railroad Administration (FRA) and the
Federal Transit Administration (FTA) to adequately regulate this new
technology.
The TWU appreciates this Subcommittee's focus on AAM. We look
forward to working closely with you to ensure that AAM is developed
safely, prioritizes workers, expands access to transportation across
the country, and retains and creates high-quality jobs.
Andre Sutton,
International Vice President, Air Division Director,
Transport Workers Union of America.
Appendix
----------
Question to Kyle Clark, Founder and Chief Executive Officer, BETA
Technologies, from Hon. Valerie P. Foushee
Question 1. Mr. Clark, in your testimony, I was interested to read
about the work BETA Technologies is doing throughout my home state of
North Carolina. With advancements in electric vertical takeoff and
landing aircraft, how could this technology be used during natural
disasters to provide urgent medical supplies and other resources to
hard-to-reach areas, like we saw in western North Carolina during
Hurricane Helene?
Answer. Advanced Air Mobility (AAM) aircraft like those BETA
Technologies is developing can play a meaningful role in disaster
response by reaching communities that are cut off when roads, bridges,
or traditional infrastructure are compromised--conditions that were
experienced across North Carolina during Hurricane Helene--at a lower
operating cost.
Specifically, BETA's electric vertical takeoff and landing (VTOL)
aircraft are designed to operate from hard-to-reach locations without
runway access and can transport critical medical supplies, equipment,
and personnel directly to hospitals, clinics, or emergency staging
areas without relying on intact road networks. For example, a VTOL
could move blood products, medications, generators, or communications
equipment from a regional airport to a rural hospital when ground
access is limited or unsafe.
Similarly, BETA's electric conventional takeoff and landing (CTOL)
airplane can support disaster response by rapidly moving equipment and
personnel between regional airports when ground transportation is
disrupted. Because CTOL airplanes can operate from existing runways
with lower operating costs and zero emissions, they are well suited for
sustained relief missions--such as shuttling supplies from logistics
hubs to affected regions. In a disaster scenario, CTOL airplanes can
complement VTOL operations by serving as the backbone of an airlift
network, enabling faster, cleaner, and more resilient response efforts.
North Carolina is already taking important steps to bring these
capabilities to the state, and BETA is actively supporting those
efforts. We are partnering with the North Carolina Department of
Transportation (NCDOT) on its proposal for the eVTOL and AAM Aircraft
Integration Pilot Program (eIPP), issued by the Department of
Transportation (DOT) through the Federal Aviation Administration (FAA).
NCDOT's proposal is focused on building resiliency by connecting
healthcare facilities, airports, and logistics hubs--particularly in
rural and disaster-prone areas. This initiative is intended to show how
next-generation aircraft can strengthen healthcare systems, as well as
emergency preparedness and response across the state.
BETA also has a strong and growing presence in the Research
Triangle region of North Carolina. Since 2023, we have maintained an
engineering and software development team in Raleigh, now employing
more than 35 people, with plans to continue expanding. We are also
deploying the enabling infrastructure needed to make these AAM missions
possible throughout the state. BETA installed North Carolina's first
aviation-specific electric aircraft charger at Raleigh Executive
Jetport, located near communities in your district. This charger is
already operational and represents a critical building block for future
emergency, medical, and public-service operations using electric
aircraft. In addition, BETA responded to NCDOT's request for
information to explore the acquisition of a zero-emission aircraft for
state use--the first such effort by any state.
We look forward to continuing our partnership with stakeholders
across North Carolina to bring AAM operations to the state--providing
real, practical support to North Carolina communities before, during,
and after natural disasters, while creating high-quality jobs and
enabling infrastructure at the same time.
Questions to Robert W. Rose, Cofounder and Chief Executive Officer,
Reliable Robotics Corporation, from Hon. Jimmy Patronis
Question 1. Thank you for your testimony today. I understand that
Reliable is working with the FAA on improved detect and avoid
technology that could prevent tragic mid-air collisions. Do you feel
the FAA is moving fast enough to adopt these technologies, and can you
describe how these efforts will enhance aviation safety for all
airspace users.
Answer. Completing development of the FAA's Airborne Collision
Avoidance System X (ACAS X), which is a safety-enhancing replacement
for the existing Traffic Alert and Collision Avoidance System II
(TCAS), should be a top priority for the agency. Recently, the FAA
published draft Technical Standard Orders (TSOs) that will implement
the latest industry consensus standards on ACAS X and provide the
certainty that industry needs to continue investing in this technology.
The public comment period for these TSO updates recently closed, and
making certain that the FAA quickly reviews the comments and formally
publishes the updates is crucial.
Providing adequate resources to the FAA program office tasked with
ACAS X implementation is also important. In the United States Senate
report for the Transportation, Housing and Urban Development and
Related Agencies (THUD) bill for FY 2026, $16 million is provided for
the FAA to ``to complete the development and standardization of the
airborne collision avoidance system [ACAS] program, to support UAS,
small UAS, and rotorcraft operations.'' Similar funding is not provided
in the House THUD bill report for FY 2026, and any efforts that this
Subcommittee can make to advocate for this funding during final
appropriations negotiations would be helpful.
Finally, Reliable was pleased to see that the Rotorcraft Operations
Transparency and Oversight Reform (ROTOR) Act (S. 2503) requires the
FAA to develop a comprehensive ACAS X Action Plan. This will bring
stakeholders from the FAA and industry together to accelerate work on
ACAS X and how the technology can be deployed as a safety-enhancing
upgrade to TCAS II. Either through the ROTOR Act, or another
legislative vehicle, Reliable believes that rapidly advancing this
Action Plan will enhance aviation safety.
Question 2. Mr. Rose, thank you for participating in today's
hearing. Recently, the Department of War identified contested logistics
as a critical technology area. My understanding is that AAM could play
a role in providing dual-use contested logistics capabilities. Do you
think the United States is positioned to lead in this area, and are
these technologies being adequately prioritized across government,
including by the FAA?
Answer. Many of the AAM technologies discussed at the Dec. 3
hearing could play a significant role in providing contested logistics
capabilities to our warfighters. The military is focused on Reliable's
aircraft autonomy technology because it has a clearly defined
certification path with the FAA and integrates seamlessly into all
controlled airspace. Unlike costly and exquisite military UAS, the
dual-use autonomous Cessna 208 Caravan (C208) is ready to go right now
and for a fraction of the cost.
From an FAA perspective, Reliable has seen an increased emphasis on
dedicating agency resources to certifying autonomy for existing
aircraft such as the C208. This has included the agency committing
resources from the Air Traffic Organization (ATO) and Flight Standards
(FS) to engage in detailed planning for initial operations. Continuing
these efforts, with a focus on including leaders from ATO and FS with
the necessary decision-making authority to review planned operations is
crucial. While the military does not require FAA certification for
contested logistics capabilities, providing a dual-use capability will
reduce acquisition costs and more rapidly deliver the technology.
China is already operating large uncrewed cargo aircraft, and
United States leadership is not guaranteed. In addition to increased
emphasis on improved coordination across FAA lines of business, the
United States must remain engaged at the International Civil Aviation
Organization (ICAO). Currently, ICAO is working on the global standards
for large UAS operations, and committing technical experts from the FAA
and DOT to this work is important. If the United States is not engaged,
we risk being left behind as other nations adopt these ICAO standards.
Question 3. Mr. Rose, we appreciate your testimony today. You
mentioned the significant investments that Congress is making in ATC
modernization which are crucial to United States competitiveness and
national security. In your opinion, is the initial $12.5 billion
investment enough to enable the innovations we are hearing about today,
or will additional investments and capabilities be required for the
United States to lead?
Answer. Reliable Robotics appreciates the historic $12.5 billion
investment in ATC modernization and the crucial oversight work this
Subcommittee is performing. We defer to the FAA and Congress on the
need for additional investments beyond $12.5 billion, but believe that
adequate and consistent funding for ATC modernization is crucial.
While much of the initial funding is focused on upgrading existing
FAA facilities and infrastructure, which is important, there are
specific focus areas important to AAM implementation. For example,
completion of the FAA's work to transition to a Voice over IP
Communications Enterprise (VoICE) for its ATC communications
infrastructure should be a top priority. Our understanding is that H.R.
1 included $4.75 billion for this effort.
As these investments begin, including a requirement for a modern
ground-to-ground voice communications network that provides real-time,
safety-critical, party-line-enabled communication between users on the
ground, such as remote pilots and ATC should be included in the FAA's
system requirements. This capability will improve safety and
reliability for all airspace users by leveraging high-reliability
telecommunications infrastructure and reducing frequency congestion. As
this Subcommittee performs oversight activities related to ATC
modernization, making certain that detailed requirements and schedules
for replacing legacy voice switches used in the enroute and terminal
environments include ground-to-ground capability will help ``future
proof'' these investments.
Beyond the initial ATC modernization investments, we must re-focus
on the equipment (i.e. equipage) of all airborne vehicles operating in
the system. For technologies including ADS-B and ACAS-X, identifying
common sense policies that expand equipage across all forms of aviation
will enhance safety. This could include rebate programs for certain
operators and opportunities to carefully review existing equipage
mandates, such as TCAS and identify opportunities to phase-in improved
technology including ACAS X.
Question 4. Mr. Rose, thank you for testifying today. The FAA
reauthorization bill made significant structural changes to the agency,
including standing down the NextGen organization and creating new
functions to coordinate AAM policy issues across agency lines of
business. Do you believe that these reforms are helping the FAA move
faster, or is the United States still at risk of falling behind other
nations in terms of aviation safety innovations?
Answer. Reliable Robotics appreciates the significant efforts in
the bipartisan FAA reauthorization bill to focus all agency lines of
business on the certification of safety-enhancing aircraft autonomy. To
date, transitioning AAM work at the agency to the Aviation Safety
organization has been helpful in involving FAA leaders with decision
making authority more directly in certification projects. In addition
to this change, the reauthorization bill also requires creation of the
Airspace Modernization Office (AMO).
To set the AMO up for success, it must have the authority and
resources to work across the entire Air Traffic Organization (ATO) and
other FAA lines of business. In the past, similar efforts to establish
integration or modernization functions at the FAA have failed, because
resources weren't properly allocated and there was inadequate buy-in
from agency leadership. To avoid these failures, the AMO should be
established as a separate office, outside of the ATO, with a direct
reporting line to the FAA Administrator. In addition, components of the
Program Management Organization (PMO) that focus on acquiring and
operationalizing new or modernized ATC capabilities should be located
within the AMO.
Since Congress intended the AMO to focus on the highest priority
modernization efforts, it must be separate from maintenance and support
functions, which are important, but not aligned with objectives for the
new office. Establishing the AMO as a distinct organization, with
necessary components from the PMO and prior NextGen organizations will
enable it to coordinate with all lines of business involved in the
integration of new airspace users and technologies. While many of the
prior NextGen functions can serve as a starting point for the AMO, to
achieve its full potential, the organization should have the authority
and budget to acquire and develop new capabilities, beyond the existing
ATO and NextGen portfolios.
Question 5. Mr. Rose, thank you for the testimony today. You
mentioned the tremendous airport infrastructure that we are privileged
to have in the United States, and its role in connecting small and
rural communities. Unfortunately, many small airports are facing
reduced commercial air service, or seeing routes entirely eliminated.
How do you see the technologies discussed at today's hearing, including
aircraft autonomy helping to address this challenge?
Answer. Bringing safety-enhancing technology and autonomy to
existing aircraft like the C208 is the quickest path to connecting more
rural communities with air service, leveraging our more than 5,000
existing public-use airports, and fully integrating these capabilities
into the National Airspace System (NAS). The C208 is an 8,000-pound
aircraft that uses conventional jet fuel, can transport 3,000 pounds of
cargo, can operate from short runways, and more than 3,000 have been
delivered.
In the near-term, there is an existing business case to leverage
aircraft like the autonomous C208 for regional air cargo operations.
While air carriers transported less than 1% of total cargo tonnage in
the U.S., the value of this cargo is nearly 80 times greater than cargo
transported by truck. The high value of these shipments means that
connecting more small communities with safe, efficient, and frequent
air cargo service will drive economic growth now and into the future.
This demand for high-priority air cargo service, coupled with our
existing public-use airports in the United States creates a powerful
use case for regional air cargo service.
Unlike other forms of AAM requiring costly electric charging
infrastructure or new landing facilities, the Reliable Autonomy System
(RAS) brings additional capabilities to existing aircraft like the
C208. This means that today, we can utilize existing regional air cargo
aircraft such as the C208 modified with FAA-certifiable autonomy to
enhance safety and connect more communities. Focusing on these near-
term operations will also help establish repeatable procedures to fully
integrate aircraft autonomy and remotely piloted operations into the
NAS.
In addition, the level of aviation safety-enhancing technology and
innovation seen in large commercial aircraft is not available in
regional cargo aircraft such as the C208. Studies have found that
equipping aircraft like the C208 with advanced safety technologies
would eliminate nearly 70% of fatal accidents. Most aviation accidents
are caused by ``inadvertent errors made by flight crewmembers'' and
could be prevented by FAA-certified aircraft automation and remote
piloting technologies. Taxi, takeoff and landing are the most accident-
prone phases of flight, and safety technologies like those being
developed by Reliable will save lives.
Questions to Gregory Pecoraro, President and Chief Executive Officer,
National Association of State Aviation Officials, from Hon. Valerie P.
Foushee
Question 1. My home state of North Carolina is the birthplace of
aviation and the state continues to make tremendous strides in
advancing this technology. Mr. Pecoraro, in your testimony, you discuss
North Carolina's five-year Advanced Transportation Mobility Strategic
plan that draws on not only aviation, but also integrated mobility and
rail divisions.
In this multimodal approach, where do you see Artificial
Intelligence contributing to an advanced air mobility future?
Answer. Congestion and increased mobility are at the heart of
managing any transportation system. Artificial intelligence (AI) has
the potential to make a significant impact on a multi-modal
transportation system's efficiency, safety, and sustainability. AI can
help transportation systems improve such areas as traffic management,
autonomous vehicles, smart parking systems, public transit
optimization, freight and logistics, sustainability initiatives, safety
enhancements, and infrastructure monitoring. The key will be the
ability of a transportation system to provide constant reliable data to
allow an AI assist to meet its potential.
Data and communication are especially critical for advanced air
mobility (AAM) activities. AI has the potential to play a crucial role
in the development of AAM by enhancing automation functions which
should improve safety as well as operational efficiency. AI
technologies, especially machine learning and reinforcement learning
can be integrated into different aspects of AAM, allowing aircraft that
are autonomous to make better decisions more quickly than a human
operator. AI systems can monitor aircraft systems and performance to
increase safety and indicate preventative maintenance. As AAM is
integrated into multi-modal travel, AI can increase efficiency of
connections and transfers to ensure a more seamless transportation
experience for people and goods.
Question 2. Mr. Pecoraro, building on the topic of AI, how is the
industry integrating AI into ground control and air traffic control
operations to maximize safety in advanced air mobility?
Answer. In the near term, AI will help reduce workload for pilots
on board AAM helping them concentrate on flying or monitoring the
aircraft. Advances in AI will help AAM aircraft to function without a
pilot while maintaining a high degree of safety. For example, AI will
help guide aircraft to navigate through the airspace by ensuring that
other aircraft are detected and avoided, the aircraft can adapt to
changing weather conditions, and routing through less congested
airspace. Further, AI will be a force multiplier for operators allowing
one person to supervise multiple aircraft leading to more efficient
operations. AI also can analyze flight corridors to reduce costs,
risks, and community impacts to ensure impacts are not concentrated in
certain communities. Additionally, AI will help create optimal routing
to best manage schedules and siting of vertiports and AAM
infrastructure to best route people and cargo through multiple modes of
transportation.
The industry is looking to AI to complement current ground and air
traffic control operations. Automation has been utilized extensively in
air traffic control but advances in AI look to increase efficiency even
more. With less traffic controllers because of retirements, burnout,
and the lack of a pipeline of qualified workers, AI can be used to
strategically deconflict aircraft. In other words, AI can automatically
pre-plan flights and route aircraft to deconflict aircraft from each
other. AI can further help relieve workload from controllers so they
can actively manage AAM if it becomes necessary to do so.
Question 3. Mr. Pecoraro, in what ways can states invest in
burgeoning advanced air mobility programs, like we've seen in North
Carolina?
Answer. States can play a pivotal role in accelerating AAM by
taking a strategic approach similar to what we've seen in North
Carolina. The North Carolina Department of Transportation's Advanced
Transportation Mobility Strategic Plan [https://www.ncdot.gov/
divisions/aviation/advance-mobility/Documents/advanced-mobility-
executive-summary.pdf] outlines a number of ``action items'' that can
offer as a useful blueprint. These include:
Building a broad public understanding through an
aggressive public education and engagement strategy for AAM;
Identifying policies that support integration of AAM
technology at airports;
Identifying key physical and digital infrastructure
needed in the state to support AAM technology integration, and a plan
to invest in and/or upgrade those infrastructures;
Developing policies that emphasize the environmental
benefits of AAM technology;
Developing a workforce and economic development strategy
that attracts industry investment, creates well-paying jobs, and
develops, attracts, and retains talent to fill those jobs; and
Collaborating with stakeholders, including federal
agencies, to help advance the state of the industry.
Many states are already working individually or together along
these lines. Within our organization, nearly 40 states are working
together in our AAM Multistate Collaborative to think through these
issues and develop consensus papers to assist each other and inform the
FAA and other industry stakeholders. These efforts demonstrate that
states have a critical role in shaping the future of AAM, and many are
already laying the groundwork to ensure this new technology is
integrated safely.
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