Business meeting to consider the nomination of Paul Dabbar, of New York, to be Deputy Secretary of Commerce.
Meeting•Senate Commerce, Science, and Transportation•May 14, 2025 · 9:45 AM
Summary
Senate Commerce, Science, and Transportation held a meeting on May 14, 2025 at 9:45 AM in Russell Senate Office Building, Room 253.
Record
The meeting has its transcript on the record.
Transcript
The transcript runs to 4,900 lines and 274,920 characters, as the Government Publishing Office printed it.
1[Senate Hearing 119-144]2[From the U.S. Government Publishing Office]34 S. Hrg. 119-14456 FAA REAUTHORIZATION ONE YEAR LATER:7 AVIATION SAFETY, AIR TRAFFIC AND NEXT GENERATION TECHNOLOGY89=======================================================================1011 HEARING1213 before the1415 COMMITTEE ON COMMERCE,16 SCIENCE, AND TRANSPORTATION17 UNITED STATES SENATE1819 ONE HUNDRED NINETEENTH CONGRESS2021 FIRST SESSION2223 __________2425 MAY 14, 20252627 __________2829 Printed for the use of the Committee on Commerce, Science, and30 Transportation3132[GRAPHIC NOT AVAILABLE IN TIFF FORMAT]3334 Available online: http://www.govinfo.gov3536 __________3738 U.S. GOVERNMENT PUBLISHING OFFICE3961-427 PDF WASHINGTON : 20254041-----------------------------------------------------------------------------------4243 SENATE COMMITTEE ON COMMERCE, SCIENCE, AND TRANSPORTATION4445 ONE HUNDRED NINETEENTH CONGRESS4647 FIRST SESSION4849 TED CRUZ, Texas, Chairman50JOHN THUNE, South Dakota MARIA CANTWELL, Washington,51ROGER WICKER, Mississippi Ranking52DEB FISCHER, Nebraska AMY KLOBUCHAR, Minnesota53JERRY MORAN, Kansas BRIAN SCHATZ, Hawaii54DAN SULLIVAN, Alaska EDWARD MARKEY, Massachusetts55MARSHA BLACKBURN, Tennessee GARY PETERS, Michigan56TODD YOUNG, Indiana TAMMY BALDWIN, Wisconsin57TED BUDD, North Carolina TAMMY DUCKWORTH, Illinois58ERIC SCHMITT, Missouri JACKY ROSEN, Nevada59JOHN CURTIS, Utah BEN RAY LUJAN, New Mexico60BERNIE MORENO, Ohio JOHN HICKENLOOPER, Colorado61TIM SHEEHY, Montana JOHN FETTERMAN, Pennsylvania62SHELLEY MOORE CAPITO, West Virginia ANDY KIM, New Jersey63CYNTHIA LUMMIS, Wyoming LISA BLUNT ROCHESTER, Delaware64 Brad Grantz, Republican Staff Director65 Nicole Christus, Republican Deputy Staff Director66 Liam McKenna, General Counsel67 Lila Harper Helms, Staff Director68 Melissa Porter, Deputy Staff Director69 Jonathan Hale, General Counsel7071 C O N T E N T S7273 ----------74 Page75Hearing held on May 14, 2025..................................... 176Statement of Senator Cruz........................................ 177Statement of Senator Duckworth................................... 278Statement of Senator Moran....................................... 1479Statement of Senator Klobuchar................................... 1680Statement of Senator Sullivan.................................... 1881Statement of Senator Kim......................................... 2082Statement of Senator Budd........................................ 2283Statement of Senator Markey...................................... 2484Statement of Senator Schmitt..................................... 2685Statement of Senator Rosen....................................... 2886Statement of Senator Peters...................................... 3087Statement of Senator Hickenlooper................................ 3188Statement of Senator Cantwell.................................... 3389Statement of Senator Lujan....................................... 3690Statement of Senator Fetterman................................... 3991Statement of Senator Blunt Rochester............................. 4192Statement of Senator Sheehy...................................... 439394 Witnesses9596Jodi Baker, Deputy Associate Administrator for Aviation Safety;97 Franklin McIntosh, Deputy Chief Operating Officer, Air Traffic98 Organization; and Wayne Heibeck, Deputy Associate Administrator99 for Airports, Federal Aviation Administration.................. 4100 Joint prepared statement..................................... 6101102 Appendix103104Association for Uncrewed Vehicle Systems International (AUVSI),105 prepared statement............................................. 49106Response to written questions submitted to Jodi Baker, Wayne107 Heibeck, and Franklin McIntosh by:108 Hon. Ted Cruz................................................ 52109 Hon. John Thune.............................................. 52110 Hon. Jerry Moran............................................. 53111 Hon. Dan Sullivan............................................ 55112 Hon. Marsha Blackburn........................................ 56113 Hon. Eric Schmitt............................................ 58114 Hon. Maria Cantwell.......................................... 58115 Hon. Gary Peters............................................. 64116 Hon. Tammy Duckworth......................................... 65117 Hon. Jacky Rosen............................................. 69118 Hon. Ben Ray Lujan........................................... 70119 Hon. John Hickenlooper....................................... 71120 Hon. Andy Kim................................................ 73121122 FAA REAUTHORIZATION ONE YEAR LATER: AVIATION SAFETY, AIR TRAFFIC AND123 NEXT GENERATION TECHNOLOGY124125 ----------126127 WEDNESDAY, MAY 14, 2025128129 U.S. Senate,130 Committee on Commerce, Science, and Transportation,131 Washington, DC.132 The Committee met, pursuant to notice, at 12 p.m., in room133SR-253, Russell Senate Office Building, Hon. Ted Cruz, Chairman134of the Committee, presiding.135 Present: Senators Cruz [presiding], Wicker, Fischer, Moran,136Sullivan, Blackburn, Young, Budd, Schmitt, Moreno, Sheehy,137Lummis, Cantwell, Klobuchar, Markey, Peters, Duckworth, Rosen,138Lujan, Hickenlooper, Fetterman, Kim, and Blunt Rochester.139140 OPENING STATEMENT OF HON. TED CRUZ,141 U.S. SENATOR FROM TEXAS142143 Chairman Cruz. Good morning. The Senate Committee on144Commerce, Science, and Transportation will come to order. The145clerk is directed in the previous vote to show Senator146Hickenlooper as voting in person rather than by proxy.147 Good morning to each of our witnesses.148 It has been nearly one year since the FAA Reauthorization149Act of 2024 was signed into law. I was proud to co-lead that150effort in the Senate along with Ranking Member Cantwell.151 As we are seeing today in the wake of a major aviation152tragedy, repeated staffing challenges, and technological153failures, the 2024 Act was unfortunately quite prescient. It154mandated an audit of all legacy pre-2000 air traffic control155systems to assess operational risk, functionality, security,156and compatibility with current and future technologies.157 An additional requirement ensures the FAA notifies Congress158of unfunded priorities not in the budget request that are159integral to the operation of the national airspace. It also160directed the FAA and airports to adopt new runway technology to161cut down on the high number of near misses on airport runways.162 It is clear that there is a dire need to fix our troubled163airspace. Last week, President Trump and Secretary Duffy164proposed a major plan to replace vast segments of the national165airspace system--radars, towers, telecommunications, and more.166 Secretary Duffy previously announced new policies to167attract more air traffic controllers, improve their training,168and incentivize good controllers to stay in the workforce169longer. These upgrades are overdue, and I hope there will be170bipartisan support for them.171 I am committed to helping Secretary Duffy get the resources172he needs to address acute problems like replacing existing,173unreliable copper lines with faster fiber at facilities174managing the Newark airspace and other areas, as well.175 But the FAA's multi-year failure to keep pace with176technology and staffing needs underscores a larger problem when177a bureaucracy has to fund and manage multi-year projects on178behalf of private sector stakeholders like airlines and general179aviation, all while acting simultaneously as a safety180regulator. The challenge of quickly and properly implementing181new multibillion-dollar, mission-critical tech systems is about182to become even more daunting with the arrival of air taxis and183commercial drones.184 If you think the FAA as currently constructed is ready for185this challenge, then you have not been paying attention over186the last two decades. Congress and the Administration must187think boldly about how we can set the FAA up for long-term188success. Both our economy's productive capacity and the safety189of the Nation's airspace depend on it.190 Regarding the arrival of air taxis and commercial drones,191the 2024 law took meaningful steps to accelerate the safe192integration of these new entrants into the Nation's skies. Most193notably, the FAA bill required a rulemaking to enable drones to194operate beyond visual line of sight, a huge priority for the195growth of the drone industry. The Biden administration,196unfortunately, missed the bill's deadline of September.197 The bill also directed the establishment of a new Center198for Advanced Aviation Technologies, a provision that I199authored, which was recently announced to be in the Dallas-Fort200Worth metroplex and will be headed up by the Texas A&M System.201The Center will play an extremely important role for the202advancement of new technologies, and I am thankful for the work203Secretary Duffy and the FAA has played in moving it forward.204 Ensuring that the 2024 law is implemented in line with the205statutory timelines and consistent with congressional intent is206of paramount importance to this Committee, and I appreciate my207colleagues' commitment to maintaining robust oversight of the208process.209 Finally, I want to express my continued condolences to the210families of American Airlines Flight 5342. Thank you for211turning your tragedy into tireless advocacy. I remain dedicated212to ensuring and doing everything possible, to make sure that213something like this never happens again, and it is precisely214why members of this Committee hear directly from the FAA about215the steps it is taking to create a safer and more efficient216airspace.217 I look forward to hearing about the progress the218Administration is making on these critical issues.219 I now turn to Ranking Member Duckworth.220221 STATEMENT OF HON. TAMMY DUCKWORTH,222 U.S. SENATOR FROM ILLINOIS223224 Senator Duckworth. Thank you, Chairman Cruz, and thank you225to Ranking Member Cantwell, who we will be hearing from later.226 Welcome to our witnesses. I am disappointed that the Acting227Administrator was unavailable, but I thank you each for being228here.229 I look forward to hearing about FAA's efforts to implement230the FAA Reauthorization Law, but I must first address the231recent critical safety lapses that we have seen. Close calls, a232deadly crash, equipment outages, these are all terrible, but233unfortunately they are not a surprise. Alarm bells have been234ringing about near misses and aging equipment for years. We235have held hearings. We passed the FAA bipartisan236Reauthorization Bill, but there is still so much more work to237do. We need both a long- and a short-term plan, and that is238what I hope we will hear from the FAA today.239 A large-scale overhaul of our air traffic controller system240will take years. In the meantime, we need to know what FAA is241doing now to prevent another tragedy. How is FAA ensuring that242other airports do not experience the type of radar and243communications failures impacting Newark? What is FAA's plan244for inspection, maintenance, and testing to ensure redundancy245and resiliency systemwide? FAA needs to be proactively looking246for risk and mitigating it.247 Yet, FAA failed to spot a clear trend of helicopter-related248near misses near DCA. After 67 people died, FAA permanently249closed the risky helicopter route, but even that long-overdue250action failed to fully solve the problem. Coordination failures251between the FAA and the military has continued to put the252flying public at risk.253 In March, after the deadly January 29th crash, a departing254flight came within 200 vertical feet of an Air Force jet255conducting a flyover of Arlington Cemetery. More recently,256another Army helicopter, from the same brigade involved in257January's deadly crash, came within 200 feet of a commercial258flight near the Pentagon. These are foreseeable risks.259 And in the aftermath of the worst deadly aviation incident260on U.S. soil since the horrific Colgan air crash, the261Administration's lack of a more aggressive, proactive262mitigation approach is simply inexcusable. FAA and DoD must263coordinate better. We do not need to wait for the completion of264a lengthy investigation to know that.265 Look, I know this is complicated. I have flown Black Hawk266helicopters in Chicago's Class B airspace. It is always among267the top three busiest airspaces in the nation, and it is not268easy in the best of circumstances.269 But there are things that can be done to mitigate these270risks. Following the DCA crash, my colleagues and I asked FAA271to proactive review helicopter operations in other busy272commercial airspaces, and I appreciate FAA taking this urgently273needed action.274 But let's be honest. That required a request from me, the275Ranking Member, and the Chairman of this Committee to spur this276kind of proactive risk analysis. The fact that it took those277requests to have that analysis done is hardly inspiring.278 So I hope we will hear from FAA today about what it is279doing proactively in the near term to prevent more Newark-type280failures while Congress considers longer-term reforms. I also281hope to get an explanation from FAA about its staff cuts. How282do they think these are going to help FAA meet this safety-283critical moment? How do they think these cuts are going to help284them implement FAA Reauthorization Law on time?285 Earlier this year, FAA fired hundreds of probationary286workers. In addition, 700 FAA employees reportedly accepted287FAA's first deferred resignation offer, and more than 2,000 are288now projected to accept it in a second round. Acting289Administrator Rocheleau has said FAA expects further reductions290in force. We have been told the Administration is not291terminating air traffic controllers or others who are critical292for safety. But FAA's entire mission is literally safety, and293everybody who works there is there to support that mission.294 Implementation of the FAA Reauthorization Law is also295critical for safety. For example, the law requires FAA to296establish realistic airplane evacuation standards that take297into account the presence of carry-on bags, seniors, children,298and people with disabilities, none of which were included in299recent FAA in-person simulations. The law also sets hiring300targets for air traffic controllers, advances airport surface301surveillance, and expands the Aviation Workforce Development302Grant Program to help recruit and train future pilots,303mechanics, and aviation manufacturing technical workers. All of304these were supported in a bipartisan way out of this Committee.305 Importantly, the law also makes long-overdue reforms to306improve accessibility and safety for passengers with307disabilities so they can travel with the dignity that all308Americans deserve. For example, it requires FAA to establish309minimum training standards for airline staff to assist310passengers using wheelchairs with boarding and deplaning and311training for how to handle wheelchairs and scooters so they312will be damaged less frequently.313 I look forward to our discussion today, and I yield back.314Thank you, Mr. Chairman.315 Chairman Cruz. Thank you. I will now introduce each of the316witnesses. We have Mr. Franklin McIntosh, who is the Deputy317Chief Operating Officer for the Air Traffic Organization. We318have Ms. Jodi Baker, the Deputy Associate Administrator for319Aviation Safety. And we have Mr. Wayne Heiback, who is the320Deputy Associate Administrator for Airports.321 Mr. McIntosh, you are recognized for five minutes.322 Ms. Baker. I believe I am actually going to do our opening323five minutes, if that is OK.324 Chairman Cruz. OK.325326 JOINT STATEMENT OF JODI BAKER,327328 DEPUTY ASSOCIATE ADMINISTRATOR FOR AVIATION SAFETY;329330 FRANKLIN McINTOSH, DEPUTY CHIEF OPERATING OFFICER,331332 AIR TRAFFIC ORGANIZATION; AND WAYNE HEIBECK,333334 DEPUTY ASSOCIATE ADMINISTRATOR FOR AIRPORTS,335336 FEDERAL AVIATION ADMINISTRATION337338 Ms. Baker. Chairman Cruz, Ranking Member Cantwell, members339of the Committee, thank you for the opportunity to share some340updates regarding the FAA's efforts to implement the FAA341Reauthorization Act of 2024.342 The FAA has made significant progress implementing the343Act's several hundred requirements over the past year, and344together with my colleagues from the Air Traffic Organization345and the Office of Airports I would like to highlight several of346these accomplishments.347 Regarding direction to improve the FAA's communication and348timely decisionmaking on matters before the Agency, so far we349have reduced the aircraft registration backlog, and350applications are now processed within an average of 10 business351days or less. We have also shortened the time-frame for352determining acceptance or rejection of air carrier, air353operator, and air agency certificate applications.354 We have improved guidance our aviation safety inspector355workforce uses when planning for production approval-holder356inspections. We are also enhancing and processing the analysis357of aviation safety data. Specifically, ASIAS, or the Aviation358Safety Information and Analysis System, has incorporated an359advanced tool to process safety data more rapidly and produce360actionable safety intelligence to identify trends and mitigate361risks.362 As we enhance the safety of the national airspace system363for current users, we are also focused on integrating new and364emerging aviation technologies, including advanced air365mobility. Last month, Secretary Duffy announced the Center for366Advanced Aviation Technologies, to be operated by the Texas A&M367University System. The center will play a pivotal role368advancing aviation technologies, ensuring safe integration into369the NAS and drive innovation in aviation.370 The FAA is ready for powered lift, the first brand-new371category of civil aircraft in almost a century. Last year, the372FAA issued the Special Federal Aviation Regulation on powered-373lift instructor and pilot certification, pilot training, and374operating rules.375 President Trump and Secretary Duffy made clear their376priority to deliver an all-new, state-of-the-art air traffic377control system that makes air traffic safer and more efficient378for the American people. Last week, Secretary Duffy announced a379plan to replace core infrastructure, including radar, software,380hardware, telecommunication networks, and facilities. The FAA381has already accelerated the modernization of the Notice to382Airmen system. We expect delivery by July 2025, and are383targeting deployment by September 2025.384 The FAA must recruit, train, and retain the best and385brightest. Consistent with congressional direction in the Act,386the FAA is laser-focused on air traffic controllers and387aviation safety inspectors. We are updating controller staffing388targets across facilities to reflect FAA-NATCA workgroup389negotiated levels. Under Secretary Duffy's leadership, we390accelerated the time to hire and streamlined the controller391hiring process through targeted automation and process392improvements. We are offering financial incentives to grow the393new controller pipeline and retain our most experienced394controllers, and we are using on-the-spot hiring authority for395experienced military controllers to join the workforce.396 The FAA is leveraging partnerships with colleges and397universities to create another pipeline for controllers through398the Enhance Air Traffic Collegiate Training Initiative. We399expect these investments to assist staffing at critical Federal400contract towers as we grow the controller workforce.401 Aviation safety inspectors are the front line in safety402oversight and are essential to execute our safety mission. The403use of direct hire authority, for example, on-the-spot hiring404authority, has enabled the FAA to continue targeted recruitment405for these mission-critical positions and accelerate the hiring406process.407 For our Nation's airports we have updated airport408improvement plan guidance that will benefit airport operators,409and we are continuing to support the transition to fluorine-410free firefighting foam and updating guidance for vertiports,411which will support integration of AAM.412 We have made substantial progress implementing the413requirements aimed at eliminating dangerous runway incidents.414Since November 2024, the FAA has added Surface Awareness415Initiative at 18 sites. We have more than 30 additional sites416planned to go operational by the end of calendar year 2025. And417we are rolling out new, enhanced safety technology at more than41870 airports.419 The FAA is committed to implementing the FAA420Reauthorization Act. We are confident we are making substantial421and meaningful progress, and we intend to keep Congress422apprised of our progress. And we now look forward to answering423your questions.424 [The joint prepared statement of Ms. Baker, Mr. McIntosh,425and Mr. Heibeck follow:]426427Joint Prepared Statement of Jodi Baker, Deputy Associate Administrator428for Aviation Safety; Franklin McIntosh, Deputy Chief Operating Officer,429 Air Traffic Organization; and Wayne Heibeck, Deputy Associate430 Administrator for Airports, Federal Aviation Administration431 Chairman Cruz, Ranking Member Cantwell, and Members of the432Committee, thank you for the opportunity to share some updates on433behalf of the Federal Aviation Administration (FAA) regarding the434agency's efforts to implement the FAA Reauthorization Act of 2024 (the435Act) as we approach the first anniversary of its enactment.436 The Act, which runs through Fiscal Year 2028, communicates437congressional priorities for the agency's mission to provide the438world's safest, most efficient aerospace system. It is broad in scope439and speaks to everything from FAA's staffing, ways to bolster many of440the agency's oversight processes, and where to invest resources to441support safety and efficiency for both conventional users and new442entrants. The Act has several hundred requirements, the bulk of which443fall primarily under the purview of the Aviation Safety Organization,444the Air Traffic Organization, and the Office of Airports.445 The FAA made significant progress in implementing the Act's446requirements during the past year. We want to highlight some of those447accomplishments for you today.448Aviation Safety449 Building on our commitment to continuous improvement of our450certification process and safety oversight, we updated guidance451applicable to our risk model for production approval holder inspections452and implemented enhancements to the processing and analysis of safety453data.454 The Act requires the FAA to review and update its Production455Approval Holder (PAH) risk model to ensure it adequately accounts for456risk at facilities ``during periods of increased production.'' \1\ The457FAA policy applicable to Aviation Safety Inspectors (ASI) overseeing458PAH recognizes that changes in production rates--both increases and459decreases--can increase risk. An FAA team reviewed the policy and460determined that it would benefit from improved guidance on how to461respond when a PAH experiences a change in production rate. As a462result, in April, the FAA issued additional guidance to ASIs on463performing a risk assessment when a PAH's production rate changes; how464to use the risk assessment results; when to add audits; how to465customize an audit plan to focus on the areas of highest risk; and466which facilities and suppliers to audit.467---------------------------------------------------------------------------468 \1\ Pub. L. No. 118-63, Sec. 314 (2024).469---------------------------------------------------------------------------470 Regarding the Act's direction to improve the Aviation Safety471Information Analysis and Sharing program (ASIAS) concerning safety data472sharing and risk mitigation, the FAA accelerated the procurement of a473commercially available solution to modernize ASIAS. This includes using474commercial cloud-based solutions to store and process ASIAS data. More475than 30 million digital flight records voluntarily submitted by airline476stakeholders have moved to a cloud-based platform. ASIAS has also477initiated the implementation of a new advanced technology tool to478process safety data more rapidly and produce safety intelligence that479we can use to identify trends and mitigate risks.\2\480---------------------------------------------------------------------------481 \2\ Id., Sec. 348.482---------------------------------------------------------------------------483 As we implement the Act's requirements, we continually examine the484effectiveness of our oversight processes and make necessary485improvements to ensure accountability. We continue to maintain rigorous486oversight of Boeing's manufacturing, including implementation of its487safety management system. And we appreciate Congress's additional488support in extending several provisions of the Aircraft Certification,489Safety, and Accountability Act and adding annual training requirements490for Organization Designation Authorization unit members to include491ethics, professionalism, and safety concern reporting processes.\3\492---------------------------------------------------------------------------493 \3\ See Pub. L. No. 116-260, Div. V, Title I, Sec. Sec. 303-304,494306 (2020).495---------------------------------------------------------------------------496Advanced Aviation Operations and Technologies497 As we enhance the safety of the national airspace system (NAS) for498current users, we are also focused on integrating new and emerging499aviation technologies, including Advanced Air Mobility (AAM). AAM is an500umbrella term for aircraft that are typically highly automated,501electrically powered, and have vertical take-off and landing502capability. Last month, Secretary Duffy announced the establishment of503the Center for Advanced Aviation Technologies (CAAT), to be operated by504the Texas A&M University System.\4\ The CAAT will play a pivotal role505in advancing aviation technologies and ensuring their safe integration506into the NAS. The center will also represent a collaboration between507government, academia, and industry to drive innovation in aviation.508---------------------------------------------------------------------------509 \4\ Pub. L. No. 118-63, Sec. 961 (2024).510---------------------------------------------------------------------------511 The Act contains several sections focused on supporting U.S.512leadership in AAM.\5\ Many AAM aircraft fall into the powered-lift513category. We are pleased to report that the FAA is ready for powered-514lift, which will be the first brand-new category of civil aircraft in515almost a century. Late last year, the FAA met the Act's requirement for516publishing a Special Federal Aviation Regulation on powered-lift517instructor and pilot certification, pilot training, and operating518rules.\6\ The FAA will gather data and information through regulatory519requirements and the Aviation Rulemaking Committee required by the Act520to develop a permanent regulatory framework for powered-lift.521---------------------------------------------------------------------------522 \5\ See, e.g., id., Sec. 951, et seq.523 \6\ Id., Sec. 955.524---------------------------------------------------------------------------525 The Act also expresses congressional priorities for continuing to526integrate unmanned aircraft systems (UAS), or drones, into the NAS.527While the FAA provides regulatory relief to enable certain more complex528UAS operations, such as operations beyond the operator's visual line of529sight (BVLOS), normalizing BVLOS operations through rulemaking remains530a top priority for the FAA.\7\531---------------------------------------------------------------------------532 \7\ Id., Sec. 930.533---------------------------------------------------------------------------534Modernization535 As we work to integrate advanced aviation technologies and aircraft536into the NAS, we must prioritize NAS modernization for increased537capacity and efficiency. President Trump and Secretary Duffy made clear538their priority to deliver an all-new, state-of-the-art air traffic539control system that makes air travel safer and more efficient for the540American people. In line with the Administration's priorities and541congressional direction, the FAA's first step is accelerating the542modernization of the Notice to Airmen (NOTAM) system this year, much543earlier than originally planned. The system will be securely hosted in544the cloud and have a scalable and resilient architecture. We expect545delivery by July 2025 and are targeting operational deployment of the546modernized service by September 2025.547FAA Process Improvements548 The Act directs the FAA to improve communication and timely549decision-making on matters before the agency, including applications550for aircraft registration and air carrier certification. We agree that551there is room for process improvements and increased accountability to552our stakeholders. Thus far, we have reduced the aircraft registration553backlog, and applications are now processed within an average of 10554business days or less.\8\555---------------------------------------------------------------------------556 \8\ Id., Sec. 817.557---------------------------------------------------------------------------558 We also shortened the time frame for determining acceptance or559rejection of air carrier, air operator, and air agency certificate560applications. Notably, while the target set by Congress is for the FAA561to maintain an average application or rejection time-frame of less than56260 days for part 135 air carrier certificates within one year of563enactment, the average acceptance or rejection time-frame for these564applications is now just 31 business days.\9\ We attribute the565resulting timeliness and backlog improvements to adjustments to566documentation requirements during the design assessment phase to567streamline single pilot air carrier certifications under 14 CFR part568135, the establishment of a Flight Standards certification team that569exclusively focuses on certification projects to assist with additional570certification capacity, and policy enhancements to foster applicant571accountability and readiness.572---------------------------------------------------------------------------573 \9\ Id., Sec. 818.574---------------------------------------------------------------------------575FAA Staffing576 As Congress recognized in the Act, the FAA must recruit, train, and577retain the best and brightest for our FAA team. The Act specifically578considers both Air Traffic Controller staffing\10\ and Aviation Safety579Inspector (ASI) staffing.\11\580---------------------------------------------------------------------------581 \10\ Id., Sec. 437.582 \11\ See id., Sec. Sec. 428, 430.583---------------------------------------------------------------------------584 Controller staffing is a top priority as air traffic controllers585play an essential role in keeping the American people safe. As required586by the Act, we are updating controller staffing targets across587facilities to reflect FAA-NATCA workgroup negotiated levels until we588make adjustments to our controller staffing model.589 We currently have over 10,750 air traffic controllers on the job,590with more than 3,000 in training. We are on track to hire another 2,000591controller trainees this year. We are reviewing our hiring, training,592and placement processes, as well as FAA Academy withdrawals and593failures, to ensure our selection methods effectively identify594candidates best suited for the controller profession.595 Consistent with Secretary Duffy's announcement on supercharged air596traffic controller hiring and our commitment to enhancing efficiency,597we streamlined the hiring process through targeted automation and598process improvements, which will accelerate the time-to-hire for these599critical positions by five months or more, bringing new air traffic600controllers on the job much faster. We also incentivized hiring with a60130 percent increase in the salary of those who qualify to attend the602FAA's Academy. And we are already seeing positive results from these603improvements.604 Under Secretary Duffy's leadership, we are also offering financial605incentives to new FAA controllers who complete initial qualification606training. Additional financial incentives are also available to retain607our most experienced controllers, and we are expanding opportunities608for experienced military controllers to join the workforce using on-609the-spot hiring authority to allow these veterans to bypass the normal610announcement process. Air Traffic managers will be able to directly611accept resumes from interested military controllers and help place them612at their preferred location.613 In addition to financial incentives, we are also leveraging614partnerships with approved colleges and universities to create an615additional pipeline for controllers through the Enhanced Air Traffic616Collegiate Training Initiative (AT-CTI). The Enhanced AT-CTI authorizes617institutions to provide the same training provided by the FAA. After618passing the Air Traffic Skills Assessment, meeting the FAA's medical619and security requirements, passing performance evaluations, and620receiving an endorsement certificate, Enhanced AT-CTI graduates can621report directly to an FAA facility to begin their on-the-job training.622 The benefits of the many investments in controller training and623hiring will not be limited to just FAA facilities. We also expect these624investments to assist staffing at critical Federal Contract Towers as625we grow the controller workforce.626 ASI hiring is also essential to our ability to execute our safety627mission. ASIs are the frontline in safety oversight. Congressional628direction for the FAA to use direct-hire authority (e.g., on-the-spot629hiring authority) has enabled the FAA to continue targeted recruitment630for these mission-critical positions, and it allows the FAA to accept631resumes outside of the normal announcement process for all service632locations. Use of on-the-spot hiring authority is an effective tool in633hiring ASI positions. On-the-spot hiring authority will continue to634enable the FAA to accelerate the hiring process by extending offers of635employment to fully mission-qualified candidates faster in a highly636competitive labor market.637Airports638 Our nation's airports are vital to connecting communities,639sustaining jobs, and moving people and goods where they need to go. The640FAA appreciates the increase in the Airport Improvement Program (AIP)641authorization to $4 billion for Fiscal Years 2025 through 2028 to642invest in airports across the country so that communities, large and643small, can continue to safely and efficiently connect with the rest of644the world.\12\ AIP grants support projects that improve safety and645efficiency and keep the pavement of our Nation's airports in good, safe646condition for pilots and the flying public; preserve and improve647critical airfield infrastructure at more than 3,200 public-use airports648nationwide to support a continued focus on safety-related development649projects; and facilitate the safe and efficient integration of new and650innovative technologies into airport operations.651---------------------------------------------------------------------------652 \12\ Id., Sec. 101.653---------------------------------------------------------------------------654 We're also working hard to implement other requirements, such as655updating AIP guidance that will benefit airport operators,\13\656continuing to support the transition to fluorine-free firefighting657foam,\14\ and updating guidance for vertiports,\15\ which will support658future integration of AAM.659---------------------------------------------------------------------------660 \13\ See id., Sec. Sec. 733 and 737.661 \14\ See id., Sec. 767.662 \15\ Id., Sec. 958.663---------------------------------------------------------------------------664Runway Safety665 Runway safety remains one of our highest priorities. We made666substantial progress in implementing section 347 of the Act, which667expresses our shared intent with Congress to eliminate all dangerous668runway incidents. In November 2024, the Air Traffic Organization669briefed the Runway Safety Council on airport surface safety670technologies. The council identified the Surface Awareness Initiative671as an additional tool that expands surface situational awareness for672controllers at 18 airports without existing surface surveillance673capabilities. Since the briefing in November 2024, all 18 sites are674operational, with more than 30 additional sites planned to go675operational by the end of calendar year 2025. In addition, we announced676that we are rolling out new enhanced safety technology at more than 70677airports. Runway Incursion Devices are memory aids for air traffic678controllers that indicate when a runway is occupied or closed. Runway679Incursion Devices are one of three situational-awareness solutions in680the FAA's fast-tracked surface safety portfolio.681Conclusion682 The FAA is committed to implementing the provisions of the FAA683Reauthorization Act of 2024. Our employees work hard to achieve the684goals and directives mandated by Congress in the Act. We are confident685that we are making substantial and meaningful progress, and we intend686to keep Congress apprised of that progress regularly. Thank you again687for the opportunity to address the Committee. We look forward to688answering your questions.689690 Chairman Cruz. Thank you, Ms. Baker. I appreciate that. All691right. I am going to start with questions for Mr. McIntosh.692 On April 25, for the first time since the January 28 midair693collision, the Army resumed flying in the National Capital694region. Less than a week later, air traffic control had to695command two commercial aircraft on final approach to abort696their landing at DCA due to an Army Black Hawk on an apparent697training mission at the Pentagon, having wandered far too close698to the commercial aircraft flight path. Shortly thereafter, and699just 10 days after having resumed limited flight in the700National Capital region, the Army Aviation Brigade suspended701operations in the D.C. area.702 Mr. McIntosh, I have been told that prior to the Army703Aviation Brigade's decision to suspend operations on May 5, the704FAA was preparing to suspend the Letter of Agreement between705the Army and the FAA that gives the Army the ability to operate706in the D.C. airspace without having to first ask for FAA707clearance for each flight.708 Was the FAA prepared to suspend the Letter of Agreement and709if so, what was concerning enough to justify such a decision?710 Mr. McIntosh. Thank you for the question, Senator Cruz.711Like yourself, we were extremely troubled by the incident that712occurred, especially in light of DCA and the events that led up713to the accident. To be quite honest with you, we were ready to714deploy any option available that we could use or that we felt715was necessary to bring safety measures and better behaviors716from the DoD in this instance.717 To answer your question, we were ready to do any option718available, to include what you just spoke to, which was719removing the ability to fly.720 Chairman Cruz. So just to be clear, does that mean the FAA721did actually draft an order suspending the Army's ability to722fly in the D.C. area?723 Mr. McIntosh. I am not 100 percent aware if we drafted an724order, sir, but we did have discussions if that was an option725that we wanted to pursue. I do know that the DoD came back and726suspended operations on their own, based on that event, so we727are still working with DoD to improve that process.728 Chairman Cruz. Well, I commend your vigilance in protecting729the flying public, particularly in and around DCA, given the730horrific accident that occurred earlier this year.731 Is it true that the hotline, the direct line between the732Pentagon air traffic control and the DCA tower, has been733inoperable since March 2022?734 Mr. McIntosh. Yes, sir, that is correct.735 Chairman Cruz. Who maintains that hotline?736 Mr. McIntosh. I believe the DoD maintains that hotline, but737I think the next question would be why were we not aware of it738and insist upon it being fixed.739 Chairman Cruz. I did not have that written down but it is a740good one.741 [Laughter.]742 Mr. McIntosh. So we take safety responsibilities extremely743seriously in the FAA, and those were the questions we were744asking. And we were not aware, but we became aware after that745event. And now that we became aware after that event, we are746insisting upon that line to be fixed before we resume any747operations out of the Pentagon.748 Chairman Cruz. Do you have a timeline for when that line749will be operational?750 Mr. McIntosh. To be honest with you, Senator, I would751expect the DoD to expedite that timeline so they can begin our752operations.753 Chairman Cruz. And while Army flights were ongoing, if the754hotline was not operational, how did controllers communicate?755 Mr. McIntosh. That is a great question, Senator. We still756have landline abilities. We can make phone calls from the757helipad to the operation, where the supervisor or even the758controller in charge can answer. So we are aware of the759activity. And if there was a departure clearance needed we760would be able to relay it via that mechanism.761 Chairman Cruz. Is it also true that the air traffic control762positions for local traffic and helicopters were combined763early, just as they were on the day of the midair collision?764 Mr. McIntosh. Yes, sir, it was.765 Chairman Cruz. Let me say, the developments at DCA and its766airspace are extremely concerning, and together with Senators767Cantwell, Duckworth, and Moran, this Committee remains laser-768focused on monitoring a safe return to operations at DCA and769making sure all users in the airspace are operating770responsibly.771 Let's turn to Newark. Newark International Airport has been772beset by delays after the radar system malfunctioned, leaving773controllers unable to see or communicate with aircraft in their774sector for approximately 90 seconds. What broke down, and how775did the system become this deteriorated in the first place?776 Mr. McIntosh. Thank you, Senator. To answer your question,777we were obviously very concerned about the disruptions that778occurred in Newark airspace, as well, for the 90 seconds that779it occurred. When we did our investigation, what we found out780was our telecommunications provider that provides network lines781into that area, there are two lines, Senator, that provide data782and transmission feeds. The primary line that came in failed.783We have a secondary, redundant line that provides the radar784transmissions and our voice capabilities, that redundant line785is supposed to assume that load, and it is supposed to be786instantaneous, where if we were to have a fiber cut of a line787or a copper cut of a line, something along those regards, then788that redundant line is supposed to kick in.789 When we lost that first line, the second line did not kick790in like it was designed to do. That is what caused the791disruption. The disruption was for 90 seconds. I am an air792traffic controller by trade, so I am just going to talk like an793air traffic controller, if that is OK.794 Chairman Cruz. Yes.795 Mr. McIntosh. Air traffic controllers provide positive796separation between aircraft. That is what we do. And what I797mean by that is we never point aircraft head-on at the same798altitude. We ensure we have appropriate levels of separation.799In the event that we have something like a NORDO aircraft that800has a stuck mic, that could jam up the frequencies, or if we801have something like that.802 So we did not have a loss of separation based on some of803our procedures that we have installed and the techniques that804we use as controllers. I do want to highlight that.805 But 90 seconds is a long time for an air traffic806controller. So although we have contingencies in place that we807use to make sure that we keep aircraft safe, it is a long808disruption for a radar screen to go blank or not to be able to809talk to aircraft. That was something that we wanted to take a810look at, and we have put in corrective measures since that811happened, to ensure that those redundancies are better for that812airspace.813 We have the system across the United States, feeding radar814data like this, where we have a line and a redundant line, and815we have not had a failure like this, to this degree, in my816memory. So we had to put together, along with the local vendor817that was responsible for the telecommunications, to provide a818more resistant or better contingency to ensure that if it ever819happened again that we feel good about those processes. We were820able to implement a new contingency, and we are working with821the telco provider, along with Secretary Duffy's leadership, to822actually bring in a third line of redundancy into that area, to823prevent this from happening again.824 Chairman Cruz. So when the system was down, what was the825degree of danger the flying public faced?826 Mr. McIntosh. The real danger to the flying public would be827if our techniques were not good, if our controllers did not put828aircraft on positive vectors, if we could not quick look or829talk to an aircraft via another way--because we have the830ability to go, via emergency frequencies. We can use PET-2000s831that are at our disposal at some of our remote towers. If all832those fail at the same time, then we would have to assure that833the aircraft follow what they are supposed to do, which is lost834com procedures, where they could go in a holding, or they could835go back to their return frequencies. But if all those start836failing all at one time, then all of a sudden the danger to the837flying public is, and all of a sudden you are going to have to838rely on the pilots to do what they do, which is rely on their839TCAS systems onboard, which is their traffic collision systems.840 Chairman Cruz. So I guess what I am trying to get at is841during those 90 seconds was there a significantly heightened842danger to the flying public?843 Mr. McIntosh. I do not believe there was a heightened844significant danger to the flying public. But with that being845said, from where I sit, we want to remove all risks to the846flying public, and that is what is concerning to me is how do847we remove any bit of that risk. And we need to make sure our848contingencies are better placed.849 Chairman Cruz. Thank you. Senator Duckworth.850 Senator Duckworth. Thank you, Mr. Chairman. I am going to851follow up on your line of questioning. Basically, unreliable852backup means there is no backup as far as I am concerned. In853aviation safety, critical systems need to be redundant and854resilient. I know FAA has since implemented a software update855to fix the works backup, but it never should have had a chance856to fail in the first place.857 And there is absolutely no question that we need to fix our858antiquated air traffic control facilities and equipment. Each859one of you have been vocal voices for fixing the system across860multiple administrations.861 We held a hearing examining that very issue last year, but862a technological overhaul would take years, and we need to know863what FAA is doing now to fix this.864 Mr. McIntosh, how often does FAA inspect air traffic865control infrastructure at airports across the country to ensure866that the backup systems will immediately kick in, in the event867of a radar and/or communications failure? Basically, how often868do you simulate the main system going down and to make sure and869test the redundant system to make sure that it actually does870kick in?871 Mr. McIntosh. There are required maintenance checks that872our technicians do, and they are very vigilant in doing that.873To answer your question, Senator Duckworth, I am not aware if874we have checks to make sure if we have two lines that go down875at the same time. I will have to do an IOU and follow up on876that to make sure I answer your question appropriately.877 Senator Duckworth. If you could that would be helpful.878 Mr. McIntosh. Yes, ma'am.879 Senator Duckworth. And if not, I would highly encourage880that those checks happen. We all know that now.881 Prior to the April radar and communications outages882affecting Newark, when was the last time FAA inspected the air883traffic control infrastructure in Philadelphia and Newark to884ensure that the backup system would kick in, in the event of885radar and/or communications failure? And you can add that too.886 Mr. McIntosh. Yes, ma'am.887 Senator Duckworth. Thank you. After the deadly crash near888Reagan National Airport, FAA closed the helicopter route889involved, but a lack of coordination between FAA and the890Department of Defense has continued to put the flying public at891risk, and we had this conversation already.892 If, for some reason, a military aircraft could not land at893the Pentagon, I do not understand why it would circle around894the building, putting itself into the flight path of DCA895without being directed to do so by ATC. There are many896procedures that are not published procedures but are accepted897at an airport. I mean, I used to land to Midway Airport where898the procedure was circle around the tower, land to taxiway899alpha, blow over all of the small aircraft parked there. But900even though that was established and was something we did901routinely, I would never, ever have executed that procedure902without ATC directing me to do so. I could offer it to ATC,903like, ``Hey, how about, to avoid aircraft, can I just circle904around the tower, land to taxiway alpha?'' But then I would905never do it unless I was given permission to do so.906 Mr. McIntosh, FAA is responsible for establishing those907routes. Has FAA established a helicopter route that circles the908Pentagon? Is that an established landing procedure? Circle to909land, is that a procedure around the Pentagon?910 Mr. McIntosh. Yes, ma'am. To answer your question--and you911are a pilot and I am a controller so I will be very frank with912you--we have asked that question via our Letter of Agreement.913And I think the larger question here, to be honest with you and914to your point, what we need to make sure that we assure is that915everybody knows their responsibilities, which is as a pilot, or916even a heliport tower, you had an aircraft that you did not917give a landing clearance to or that aircraft aborted the918landing, whatever occurred. That aircraft went back and entered919Class Bravo airspace. That aircraft is not supposed to enter920Class Bravo airspace without permission of air traffic control.921That did not occur.922 My question, and I think the larger question is, is why did923that not occur? Without compliance to our procedures and our924policies, this is where safety drift starts to happen, and that925is where my line of questioning is starting, is even if absent926a published go-around procedure, if we want to call it that,927pilots and controllers have shared responsibilities. You do not928enter Class Bravo airspace without authorization from air929traffic control, and that is the question that we are asking.930 Senator Duckworth. Thank you. So as we have established931today, there clearly continues to be a serious lack of932coordination between FAA and DoD on airspace near DCA. Will FAA933produce a copy of the Memorandum of Understanding to this934Committee. If portions of this Memorandum need to remain non-935public the Committee can make arrangements for that. Can FAA do936that?937 Mr. McIntosh. Senator Duckworth, I will make sure that we938get the information that you are requesting.939 Senator Duckworth. Thank you. And how often are FAA air940traffic controllers trained on the policies and procedures941established in this MOU that governs the military's flight942operations near DCA?943 Mr. McIntosh. I am sorry, ma'am. How often----944 Senator Duckworth. Are they trained up on this particular945Memorandum? Are they aware of it? Is it something that gets946reviewed?947 Mr. McIntosh. We train on our Letters of Agreement and948SOPs, our Standard Operating Procedures, through our training949process, and then it is the application of Letter of Agreement950that we do every day. So I would not say that this is something951new, but absent an aircraft entering Class Bravo airspace and a952pilot deviation, what the controllers would do is exactly what953you saw them do that night, which is shared situational954awareness of what is going. We have an aircraft or a pilot that955is doing something that they are not supposed to be doing, and956those controllers did exactly what they should have, which was957give two aircraft a go-around to ensure that we kept958separation, or safe separation, between those two aircraft,959versus letting that continue.960 So while we had, in what is my opinion, as a pilot961deviation, I do want to comment the controller at the time for962their actions for ensuring they gave a timely go-around to963those two aircraft.964 Senator Duckworth. I want to join you in commending those965air traffic controllers for their vigilance in that, and it was966timely and appropriate. Thank you.967 Thank you, Mr. Chairman.968 Chairman Cruz. Thank you. Senator Moran.969970 STATEMENT OF HON. JERRY MORAN,971 U.S. SENATOR FROM KANSAS972973 Senator Moran. Mr. Chairman, thank you. Thank you and974Senator Cantwell for having this hearing what is clearly975occurring at a critical time. I want to first indicate that976your Subcommittee on Aviation and Space intends to have a DoD,977FAA, and NTSB discussion, roundtable, once again. The date we978have zeroed in on June 11, in which we have another979understanding from the investigator and the FAA and the980Department of Defense what is transpiring since the incident981and tragedy of January 29.982 I also want to indicate that I have introduced legislation983that may be of interest to others on the Committee to join, and984that would require all aircraft in Class B, high-volume985airspace to utilize ADS-B In and Out, something that was a986significant item of discussion and concern on the night of987January 29, in regard to the Black Hawk.988 Let me ask a question, an issue that bothered me in the989past, and I highlighted this in our last hearing. NTSB's--and I990suppose this is for you. Well, let me leave it open to whoever991wants to answer it. NTSB's preliminary investigation992highlighted 15,214 events, October of 2021 to December of 2024,993of commercial planes and helicopters that were separated by994less than 1 nautical mile. That information that NTSB provided995came from the computer records of the FAA, and those numbers,996as well as other statistical facts that were told to us997demonstrated to me a continuing problem, a continuing998circumstance in which there is close proximity between aircraft999at DCA. That is troubling, in and of itself, but troubling to1000me is if it is in the FAA's computer records, is that something1001that the FAA monitors to know the trends so that actions can be1002taken to reduce the risks?1003 I do not know whether that is--Mr. McIntosh, you seem to be1004on the seat today.1005 Mr. McIntosh. Senator Moran, if it is OK, both myself and1006myself, Ms. Baker, will tag-team this question to make sure we1007give you an appropriate answer.1008 Reference FAA databases, we are required, any loss of1009separation we are required to enter what is called a Mandatory1010Occurrence Report for further review. Anything that is1011considered to be a near mid-air collision must be investigated.1012Any pilot reports of close proximity we investigate. And we do1013keep records of that. We also keep records of our Voluntary1014Safety Reporting Program, or our ATSAPs, that come from our1015controllers, and analyze that.1016 I will say that I am concerned, and I acknowledge that we1017missed something at DCA. Our mitigations failed because we do1018have quality assurance and quality control processes, where1019through the data analysis we are supposed to develop corrective1020action plans.1021 I know that Acting Administrator Rocheleau talked about1022what we would like to do to ensure that we have better analysis1023of our data trends, and I am going to follow up with exactly1024what he said, which is updating the Aviation Safety Information1025Analysis and Sharing tool with artificial intelligence and1026machine learning to do a better analysis of the trends1027involving mixed aircraft types--helicopters and fixed wing.1028 When we look over 10 years of data, I think if you get a1029report once per month or something like twice per month over1030the year, of 10 years, I think some trends may escape someone,1031and I think some of these tools that we have available to us1032will help us spot these trends better, so we can be more1033proactive in our mitigations versus reacting to an event,1034because that is really what a safety organization is supposed1035to do.1036 So I really want to make sure that we continue to quantify1037the data and make surgical improvements to our safety processes1038and those surgical having the biggest benefits on making sure1039that we have better processes and better procedures in place to1040ensure safety to the flying public.1041 Senator Moran. Are you saying--I want to make sure I1042understand what you are saying--that that data is sufficiently1043alarming that it should have raised more awareness and action1044than it did?1045 Mr. McIntosh. Yes, sir.1046 Senator Moran. Thank you. Anything else, Ms. Baker?1047 Ms. Baker. I just wanted to add that holistically we are1048looking at data across the FAA. Mr. McIntosh describes specific1049datasets within the air traffic organizations. But what we want1050to do is bring together datasets across the FAA. That requires1051more computing power, because more datasets just require more1052computing power to bring them all together. But we also need to1053apply artificial intelligence-type tools and large language1054models to help us spot emerging trends that may not be visible1055to individuals on a one- or two-incident basis over a multitude1056of years. As well as we have a lot of reports that are text-1057based, and right now those have to be reviewed by analysis. So1058the application of large language models helps us sort through1059those things and bring together related information faster.1060 Senator Moran. Does the Secretary's announcement, is there1061any consequence to the ability to do what you just described,1062with the resources that are being talked about, or is that1063going someplace else, to the absence of this need?1064 Ms. Baker. We are already committed to that, and this1065announcement does not impact the resources there.1066 Senator Moran. Let me just finally say that if it is a1067problem at DCA, and there are helicopters and fixed-wing1068aircraft at many airports across the country, I assume that the1069FAA is also doing the same kind of examination and soul1070searching across the country, not just focused on DCA. Is that1071true?1072 Mr. McIntosh. That is 100 percent accurate, Senator. We are1073looking at right now 10 airports or 10 cities with airports1074that have charted airport routes, and we have done, I feel, is1075a very important body of work, to your point. And what we are1076doing is we are assessing that data, and we are already having1077actual items, case in point, Las Vegas. Las Vegas has got some1078charted helicopter routes that are close to the International1079Airport. Based on our analysis and what we saw we have already1080established lateral and vertical boundaries for those1081helicopter routes to keep them separated from aircraft landing1082and departing the airport, as well as working with our labor1083partners to work on making sure that traffic advisories are1084well timed and well placed, so that the helicopter pilots and1085that the commercial pilots know exactly where the helicopter1086routes are and have situational awareness.1087 But the biggest thing is the lateral confines of those1088helicopter routes, to make sure that they are separated from1089our arriving and departing aircraft. That is big for us. And1090that is an example of what I expect from our datasets, to lead1091to the appropriate corrective action plans that we want to see1092put in place, to actually mitigate any potential issues on the1093front side. And that is where we need to be.1094 Senator Moran. Thank you.1095 Chairman Cruz. Thank you. Senator Klobuchar.10961097 STATEMENT OF HON. AMY KLOBUCHAR,1098 U.S. SENATOR FROM MINNESOTA10991100 Senator Klobuchar. Thank you very much, Mr. Chairman. Thank1101you, Ms. Duckworth, Senator Duckworth, for your leadership, as1102well.1103 So we have been rightfully focused on the tragedy, the loss1104of life with the American Airlines flight. But as has been1105pointed out by my colleagues, so many problems at Newark, and1106as we go into the summer season it is hard to believe that they1107will not get worse. And then just across the country.1108 There was one incident, a near miss, recently. It was on1109March 28, between a Delta flight and a military aircraft,1110shortly after the tragedy, actually, where the military flight1111was just 500 feet below the Delta flight, and the Delta pilot1112said, ``Is this--,'' and I am paraphrasing, but it was picked1113up from air traffic control, ``Is there actually a flight 5001114feet below us?'' That flight was headed to Minneapolis and1115contained a bunch of Minnesotans, families. One of my staff1116members was on that flight. And I had asked, and I appreciated1117that the DOT got back to me close after it, but I am still1118waiting for a final answer about what happened.1119 Do you know? Could any of you give me a timeline on that?1120 Mr. McIntosh. Yes, ma'am, I believe I can. What occurred1121was the military flight was doing a national flyover over1122Arlington, and it was the opposite direction to departure1123traffic at DCA. Potomac TRACON, which is the radar approach1124control that feeds all the aircraft into DCA, was working the1125military flight, and there was a communication exchange between1126the supervisor at Potomac and the supervisor at DCA. And what I1127mean is, the Potomac supervisor coordinated with DCA to stop1128departures at a certain time. And that stop time, you stop1129departures and let the flyover proceed. You sterilize the1130airspace, essentially, to keep traffic safe.1131 The controller or the CIC that was at DCA misunderstood the1132time or misunderstood the verbiage on what that stop time was,1133so they let one more aircraft go, versus holding that aircraft1134on the ground. In reviewing that we said we have to clean up1135the phraseology in how we give times to ensure that we know1136exactly which aircraft we are going to stop and keep that kind1137of incident from occurring.1138 So what we did was we put both of those facilities1139together, along with the management team, to ensure that we had1140a better process in place to keep that from happening again.1141That was, unfortunately, an event that happened, but we1142improved the procedures to keep something like that from1143happening again, ma'am.1144 Senator Klobuchar. OK. And then what about, as you look at1145changing the processes and protocols, how about the number of1146people that are working there? Just in general, what are the1147FAA's hiring targets for the next 3 years when it comes to air1148traffic control, for 2026, 2027, 2028?1149 Mr. McIntosh. Thank you for the question, ma'am. So this1150year it is 2,000, next year it is 2,200, the following year it1151is 2,300, and the following year after that it is 2,400. Those1152are the FAA hiring goals. And it is quite robust, but with1153Secretary Duffy's supercharged hiring I believe that is a1154target that, quite honestly, we will achieve.1155 Senator Klobuchar. And so how many down will we be, even1156with those targets?1157 Mr. McIntosh. So for the first time--are you asking me1158about 100 percent staffing----1159 Senator Klobuchar. Mm-hmm.1160 Mr. McIntosh. --or do you think we are going to have1161further attrition?1162 Senator Klobuchar. Yes, 100 percent staffing.1163 Mr. McIntosh. Right now I believe the number is that we are11643,000 short controllers, I believe is what the number was. And1165right now we have 3,100 trainees that are in the pipeline. We1166have to account for attrition, meaning we are going to see1167controllers retire, controllers separate. With the numbers that1168I am speaking to I think we will finally start gaining1169tracking. This year we outpaced attribution, and we will start1170seeing, over the next 18 to 24 months where we actually see a1171positive gain in the controllers, and we start feeling better1172about where our staffing targets are and how we are staffing1173the facility.1174 Senator Klobuchar, I am sure you can appreciate that it1175takes time to make a quality air traffic controller. It is a1176high-skilled position. The average time to certify across the1177country is approximately 2 years from when they graduate. So it1178is going to take some time to get this process done----1179 Senator Klobuchar. I understand.1180 Mr. McIntosh.--and make sure we have----1181 Senator Klobuchar. It is one of the reasons, as we look at1182the FAA reauthorization from a year ago, that we decided, on a1183bipartisan basis, to add funding. And it is just one of the1184things that bothers me, outside of the air traffic control1185world, is just when the Administration engages in a tax on1186government employees, just wholesale, or says, ``Hey, we want1187everyone to be fired that has only been there 2 years,'' or1188whatever it is, it does not exactly make it an enticing place1189to work. So I hope you bring that back to the Administration,1190in general, because it just keeps happening, and then people do1191not want to work there. They do not think they have job1192security. It does not seem like a great place to go. And then1193we do not get people to work there, and then you do not get1194medical devices approved, or you do not get planes to leave on1195time, or worse. So that is just one of the things I want to1196pass on.1197 I have one last question, Mr. Chair. It is very short. Mr.1198Heibeck, I have been working to get Federal funding for the1199third-oldest air traffic control tower in the country, that is1200in Duluth, Minnesota. Representative Stauber, Republican from1201the House, and I and Senator Smith have joined forces on this.1202We have seen flooding, and there is an airbase up there. There1203is a National Guard airbase. Cirrus is up there, that makes1204jets. And then we, of course, have an airport. So just anything1205you can do. We just got a grant, which was helpful, and got one1206last year, as well. But we have only about 20 percent in and we1207need more funding for that, because it really is the third-1208oldest tower in the Nation.1209 Mr. Heibeck. I am glad that we could provide grant funding1210to start that project, and we will see if we can continue to1211support it.1212 Senator Klobuchar. OK. Thank you.1213 Chairman Cruz. Thank you. Senator Sullivan.12141215 STATEMENT OF HON. DAN SULLIVAN,1216 U.S. SENATOR FROM ALASKA12171218 Senator Sullivan. Thank you, Mr. Chairman, and I appreciate1219the witnesses today.1220 By the way, I am a big fan of our military. I am on the1221Armed Services Committee. But I will say, the Army needs to1222really up its game on being more forthcoming on this latest1223incident. I have actually requested, from my position on the1224Armed Services Committee, a briefing. I certainly hope it is1225not some big-shot general who thinks he needs a quick trip over1226the Pentagon and will blow off the FAA safety requirements.1227That better not be what happened. But they need to start giving1228answers to this Committee and other committees, because what1229happened was just unacceptable. So we will continue to press1230them on that, but they really have not been that forthcoming.1231 I want to focus on the Alaska Safety Initiative that the1232FAA has worked with me and this Committee on. This was the1233outgrowth of a 10-year study by the NTSB. It showed we had1234crash rates that were almost 2.5 times the rate of the rest of1235the country. Fatality rates were much higher than the rest of1236the country, as well.1237 So working with the FAA we instituted the Alaska Aviation1238Safety Initiative, FAASI, and in last year's FAA1239reauthorization we were able to get a whole bunch of things in1240that bill that related to Alaska aviation safety. A goal of1241reducing the rate of fatal aircraft accidents by 90 percent1242through 2033, requires the FAA to improve maintenance of1243weather equipment. And growing those weather equipment issues,1244as you know, many of our rural airports do not have any weather1245reporting, which in the Lower 48 nobody would accept that.1246Dozens and dozens.1247 And I will say I want to compliment Secretary Duffy. He is1248delivering on these promises. So is the President. The FAA1249announced a $25 million investment in the FAASI initiative at1250the beginning of April, and a significant expansion of the1251FAA's use of satellites in Alaska to help support connectivity1252and weather monitoring.1253 The President actually announced, with Secretary Duffy,1254just on May 8 in their press conference, a dramatic increase in1255the number of new weather observation stations in Alaska, so we1256really, really appreciated that. Of course, Senator Cruz1257mentioned all the other upgrades that they both announced at1258this very important press conference last week that I am fully1259supportive of. So I want to thank Secretary Duffy, the FAA, the1260President, on really focusing on delivering on a number of1261these issues.1262 Can I ask you, on the weather observation systems, in the1263maintenance, you know, we do not have enough. The President and1264Secretary Duffy acknowledge that with this dramatic1265announcement. But where are we on the maintenance issues for1266maintaining our weather systems? As you know, we will have a1267weather reporting AWOS system that goes down in a small rural1268community that has an airport, and it will take a long time to1269get an FAA official out there to fix it.1270 So do we have an update on that? I think that was required1271in the FAA bill for 60 days after an enactment.1272 Mr. McIntosh. Senator Sullivan, I am going to have to take1273an IOU on that one. I am sorry, I do not have an answer. I do1274know that we talk about this all the time. When we do have an1275outage I often speak with my team, and usually the hardest1276thing is the accessibility to get there, not via any of our1277transportation mechanisms but sometimes it is the weather or1278some of the terrain.1279 Senator Sullivan. A lot of these communities, we have over1280230 communities in Alaska that are not connected by roads.1281 Mr. McIntosh. Yes, sir.1282 Senator Sullivan. A lot of people do not know that. So the1283only way to get in is through an airplane, or a boat if the1284community is on a river. So that is why this is so important.1285And if you do not have weather reporting, then you have no idea1286what it is like to fly in there, and you know we have some1287pretty nasty weather in my state.1288 Mr. McIntosh. We do recognize aviation is the primary form1289of transportation for Alaska and that the need to provide1290support for resources, food, and medical supplies is paramount.1291We recognize that, and we definitely want to make sure that we1292are doing everything we can so the people that are relying on1293us have the faith that we are doing what we need to do.1294 We are pursuing the large body of work that you are1295speaking to, and at the Secretary's request we are doing1296critical investments in the things that you are speaking to,1297with deploying dozens of AWOSs, Automated Weather Observing1298Systems, and also the VWOSs, the Visual Weather Observation1299Systems, and numerous weather cameras to make sure that there1300is better accessibility to the items that you are talking1301about.1302 But I will take an IOU, if that is OK, sir, as far as what1303the repair times look like.1304 Mr. Heibeck. Senator Sullivan, if I could add, I am happy1305to report that we are in consultation for finalizing guidance1306to our Alaska office regarding the expansion of airport1307improvement program funding for the funding of AWOS for1308airports across Alaska, as well as another provision, I believe1309you championed, special justifications for runway projects in1310Alaska----1311 Senator Sullivan. Great.1312 Mr. Heibeck.--to support community needs.1313 Senator Sullivan. Thank you, and I appreciate that. And1314again, I want to thank Secretary Duffy and the President. You1315know, he is the one who made the announcement on the weather1316observation systems in Alaska and the dramatic upgrade.1317 Very quick, Mr. Chairman, one final question. I have been1318working with some of the controllers on legislation to create a1319shot clock for updating the ATC system from copper wiring to1320fiber optic technology. Would that kind of push from us help1321you guys? I know you need the funding. But this issue of copper1322wires, the Chairman just mentioned it, the Secretary has been1323mentioning it. It is something about speed for data that we1324need, and unfortunately our systems are really slow. What do1325you think about something like that?1326 Mr. McIntosh. Senator Sullivan, I will say that we would1327appreciate bipartisan support for our infrastructure. It is1328sorely needed. And fiber is a large piece of the infrastructure1329improvements that we are asking for to replace copper that is1330currently there.1331 Senator Sullivan. Great. Thank you. Thank you, Mr.1332Chairman.1333 Chairman Cruz. Thank you. Senator Kim.13341335 STATEMENT OF HON. ANDY KIM,1336 U.S. SENATOR FROM NEW JERSEY13371338 Senator Kim. Thank you, Chair. I will just pick up where my1339colleague left off. I mean, obviously, in my home state of New1340Jersey a lot on the minds about safety, about infrastructure. I1341was at the Philly TRACON and Newark Airport this past weekend,1342and what I hear from the tech folks on the ground there is they1343still have not heard a real diagnosis of specifics of what the1344telcom problems are. They have not heard from FTI in terms of1345that.1346 So Mr. McIntosh, it sounded like you are saying that there1347has been an investigation, so do you feel like there is, on the1348FAA side, a clear understanding of what the problem is?1349 Mr. McIntosh. From this outage, Senator Kim, yes, sir, I1350do. And if that was relayed to you then that is something that1351I need to address. And the reason why I am saying that is I1352actually--we, the FAA--has sent senior leadership from1353Technical Operations who help liaison between our vendor who1354provides telecommunication----1355 Senator Kim. And who is that vendor again?1356 Mr. McIntosh. We have two vendors that provide1357telecommunication efforts for Philadelphia Area C. That would1358be Verizon and Crown Castle.1359 Senator Kim. OK. So yes, if you can close that loop with1360those that are there on the ground. And what is the timeline of1361the fixes that you were mentioning in terms of both the primary1362and the secondary and then adding a potential tertiary?1363 Mr. McIntosh. Right now, in our conversations, the1364Administrator and the Secretary have asked us to assemble a1365task force to work with those vendors to improve those1366redundancies. And that task force started meeting yesterday,1367and we are expecting those redundancies to be put in place this1368summer.1369 Senator Kim. This summer.1370 Mr. McIntosh. Yes, sir.1371 Senator Kim. What I was told when I was there at the TRACON1372was that the main fix to be able to prevent blackouts--I mean,1373if our goal is to prevent blackouts from happening--it is going1374to require a switch and a realignment of the STAR system,1375direct from Newark to Philly TRACON rather than routed through1376N90. Is that correct?1377 Mr. McIntosh. There are going to be different levels that1378are going to help increase our infrastructure there, and STARS1379is one of the items that we plan on putting to harden that1380area. And I know that Secretary Duffy actually announced that1381in his press conference, as well. And we are, right now, having1382discussions on putting that in place.1383 Senator Kim. Is there a timeline for that switch to STARS?1384 Mr. McIntosh. I was asked to do it as soon as possible, and1385we are having that conversation now on how quickly we can get1386it done. It is, right now, a piece of adaptation. What I mean1387by adaptation is we have got to build the software to make sure1388that Newark, the Philadelphia Area C TRACON can talk to the N901389TRACON. So that adaptation piece and software changes is really1390what we need to get done.1391 Senator Kim. I wanted to make sure you were tracking it,1392because I was told that theoretically you could do this in 6 to13938 weeks. But without the software enhancements, which is so1394much needed, that could potentially be a 6-month to 12-month1395timeline in terms of the testing as well as the development of1396the software. Does that sound roughly right?1397 Mr. McIntosh. I think the 12-month timeline is very, very1398conservative. When we take a look at adaptations we already1399have a team that is going down to the Tech Center to work on1400the adaptations next week.1401 Senator Kim. So I would like to stay in touch with you1402about this, because we need to be able to tell the people in1403New Jersey, and frankly around the country, just what we can1404expect when it comes to the goal of zero blackouts, in terms of1405being able to make sure that they could have assurances there.1406Because I really do feel like this has become an issue that is1407undermining confidence, not just in the Newark Airport but just1408in our system writ large.1409 One other issue that is continuing to come up is about1410staffing. I know we were talking about it nationally. But at1411least at Philly TRACON what I was told is when it was at N90,1412roughly 32 CPCs, down to about 22 now. But that the TDY, the1413temporary duty that they are going to have ends July 28, 2026,1414about 15, 16 of them could very well move out at that point.1415 The pipeline does not sound like it is keeping up. I was1416told at least it is kind of in the single digits right now.1417Does that track with your understanding? Do you have greater1418confidence that this isn't going to be some cliff come July 28,14192026, when it comes to Area C of the Philly TRACON?1420 Mr. McIntosh. No, Senator, that does not track with my1421information, actually. We moved the airspace to improve the1422pipeline. I currently have 10 individuals that are in the1423TRACON that are actively training. I have got another 6 that1424are in the simulation lab, that are going to go to the floor in1425June of this year. And every training class that I have signed1426up through the middle of 2026 is filled with CPC ITs. So my1427pipeline is actually robust, which is the whole reason why we1428moved the airspace.1429 Senator Kim. Yes, look, that is what we want to make sure1430we are hearing. So if you don't mind, if I can follow up with1431you, just kind of deconflict our numbers. Because again, I just1432think that is the kind of information that can hopefully put us1433at greater ease that we are trying to deal with a short-term1434problem right now, ensure there are zero blackouts, but also1435make sure we are not falling over a cliff. So is that something1436you can work with me on?1437 Mr. McIntosh. Absolutely, sir.1438 Senator Kim. OK, great. Thank you. And with that I yield1439back, Mr. Chair.1440 Chairman Cruz. Thank you. Senator Budd.14411442 STATEMENT OF HON. TED BUDD,1443 U.S. SENATOR FROM NORTH CAROLINA14441445 Senator Budd. Thank you, Chairman. First, I want to thank1446President Trump, Secretary Duffy, and you, Chairman Cruz, for1447your leadership on much-needed ATC modernization. It comes at a1448particularly important time in the history of American1449aviation, with so many new technologies coming to our airspace.1450 For example, today Wing Aviation and DoorDash are launching1451a joint operation in Charlotte. This marks the first new market1452for Wing after a successful year in Dallas-Ft. Worth.1453 Sadly, the drone industry continues to be stifled by1454regulatory uncertainty from the FAA, which has failed to1455publish a proposed rule on BVLOS, or beyond visual line-of-1456sight operations.1457 Ms. Baker, why has it taken so long for the Agency to act,1458given clear deadlines, and can you commit that the FAA will1459advance a proposed rule by this summer?1460 Ms. Baker. We are very excited to get the BVLOS rule out,1461as well. We are excited about this new industry segment and1462what it can do. We are working very hard to get that rule out.1463It is in review.1464 Senator Budd. Thank you. While the Chinese Communist Party1465has been extremely forward looking, unfortunately I am1466concerned that, as we are discussing today, the somewhat1467outdated ATC system might be yet another challenge to the full1468integration of these new technologies.1469 Mr. McIntosh, I have appreciated the clarity that you have1470brought this morning to many areas. As we work to modernize1471ATC, is the FAA thinking about how to future-proof the system1472so that new technologies can be more smoothly integrated into1473the national airspace?1474 Mr. McIntosh. Thank you for the question. Absolutely,1475Senator. The ATO policy is get to yes but get to yes safely,1476and when it comes to integration of these kinds of things that1477you are speaking to, we will work tirelessly to make that1478happen.1479 Senator Budd. Thank you. Companies like Boom Supersonic are1480on the leading edge of civil supersonic revival. In January,1481Boom's XB-1 aircraft demonstrated that it can fly faster than1482the speed of sound, but without any audible sonic boom reaching1483the ground.1484 Despite this innovation, current FAA regulations sets an1485arbitrary speed limit in the skies. Companies trying to bring1486back supersonic flight for the first time since the Concorde1487have to ask for special permission from the FAA to operate1488their aircraft above Mach 1, and they can only fly them in1489specific flight testing areas, even if they do so quietly like1490Boom.1491 Today, the U.S. has the only flying civil supersonic1492aircraft, but China is already making clones of Western1493airliners, and they recently announced its own supersonic1494passenger plane. So unless we invent and build the next1495generation of aircraft here in the U.S., our leadership will1496pass from America to Asia.1497 Today, together with my colleagues, Senator Sheehy, Senator1498Tillis, and Senator Lee, I am introducing the Supersonic1499Aviation Modernization Act. This bill directs the Administrator1500to issue or revise regulations to allow companies like Boom to1501operate their aircraft above Mach 1 within the United States,1502as long as no sonic boom reaches the ground.1503 The supersonic race has begun, and it is critical that1504America wins. My bill will ensure that innovative companies1505like Boom have the regulatory certainty that they need to1506continue innovating, and I look forward to working with my1507colleagues on this Committee to make sure the U.S. maintains1508its leadership in civil supersonic flight.1509 Thank you, Chairman.1510 Chairman Cruz. Thank you. Senator Markey.15111512 STATEMENT OF HON. EDWARD MARKEY,1513 U.S. SENATOR FROM MASSACHUSETTS15141515 Senator Markey. Thank you, Mr. Chairman. I would like to1516talk about the Trump administration's cuts to the Federal1517Aviation Administration's workforce. Over the last few months,1518the Department of Transportation has twice sent early1519retirement offers to its employees and then attempted to fire1520its probationary workers. In total, more than 1,000 FAA1521employees either accepted the buyout or were probationary1522employees that the Administration tried to fire. I understand1523that the Department of Transportation exempted safety-related1524positions from these personnel moves, but these reductions can1525still severely impact FAA operations.1526 For each of the witnesses, how many employees in your1527respective offices either accepted a buyout offer or were fired1528probationary employees?1529 Ms. Baker. Right now the process of accepting the deferred1530resignation program is still in process. We do not have our1531final numbers at this point. As you mentioned correctly, our1532safety-critical employees were excepted, so within aviation1533safety that meant our inspectors, our engineers, doctors----1534 Senator Markey. So how many have accepted so far?1535 Ms. Baker. I do not have those numbers at this time.1536 Senator Markey. OK. Could you get me the numbers, please?1537 Ms. Baker. We will find out what we can get.1538 Senator Markey. OK. That is fine. Yes, Mr. McIntosh?1539 Mr. McIntosh. I was going to echo Ms. Baker's same1540comments. We are still waiting for the DRPs to be exercised.1541But again, our safety-critical positions----1542 Senator Markey. No, I appreciate that. What are the numbers1543for the employees? Do you have that?1544 Mr. McIntosh. We will not have that number until after1545everyone has time to either accept or decline the DRP process.1546We have not yet hit that deadline yet, sir.1547 Senator Markey. OK. What is the deadline?1548 Mr. Heibeck. The deadline would depend on when each1549individual received their agreement to sign. Most employees1550have a 45-day period.1551 Senator Markey. So we are coming up pretty close to the end1552of the deadline, huh?1553 Mr. Heibeck. Yes. As with any personnel----1554 Senator Markey. Excuse me?1555 Mr. Heibeck. As with any personnel matter, we will need to1556take that back and see what data we can--to make a1557determination of what data we can provide.1558 Senator Markey. Yes. Did your offices each conduct an1559internal analysis or risk assessments of how these workforce1560cuts will impact aviation safety or oversight? Did you do an1561internal analysis?1562 Mr. Heibeck. I would say for the Office of Airports we are1563watching that very closely.1564 Senator Markey. Did you do an internal analysis?1565 Mr. Heibeck. Yes. We have done an internal analysis, and we1566are working across geographic boundaries, when we see a need,1567to make sure that we are providing the same level of service to1568our airport sponsors and to all of our----1569 Senator Markey. OK. Will you provide that analysis to the1570Committee, please, the analysis that you have done in terms1571of----1572 Mr. Heibeck. Again----1573 Senator Markey. Have you done that analysis? Do you have1574it?1575 Mr. Heibeck. Yes, we have done that analysis. Again, with1576any personnel matter I would----1577 Senator Markey. OK. Please provide that analysis in terms1578of what the impact is, of any of those cuts on aviation safety,1579just so we will have that. The same for you, Ms. Baker. Can you1580do that for us, too?1581 Ms. Baker. We have had conversations around how we will1582fill critical vacancies----1583 Senator Markey. Do have data, though. Do you have data that1584you have developed----1585 Ms. Baker. At this point we do not have final data.1586 Senator Markey. OK. Please send that to the Committee. Mr.1587McIntosh?1588 Mr. McIntosh. No, sir. We have not done an internal1589analysis. The Air Traffic Organization has been fortunate, as1590the largest number of our individuals are safety-exempt1591employees, and the one that are not, the majority will be1592needed for continuity of operations.1593 Senator Markey. Great. Well, again, send us the analysis in1594terms of the support people, in terms of what your conclusion1595is in terms of their role in safety. And I do support cutting1596fraud and waste and ensuring that the Department is operating1597efficiently. But the Trump administration is forcing agencies1598to blindly cut their workforces without regard to merit or1599experience. They are not targeting probationary employees1600because they are the least efficient or effective. They are1601targeting them because they are the easiest to fire. They1602actually might have had a good role, important role, to play.1603And given the tragic crash in Washington, D.C., in January, and1604the recent air traffic control outages in Newark, now is not1605the time to be taking chances with personnel levels. We can see1606the chaos, confusion growing, and growing month by month, since1607Trump has taken over.1608 And finally, earlier this year I asked Secretary Duffy a1609written question about whether he would convene stakeholders to1610discuss raising the wages and benefits of airport service1611workers. These workers are the unsung heroes of our aviation1612system, and I was pleased that the Secretary agreed to bring1613together a group for such a discussion.1614 Mr. Heibeck, are you able to provide any update on the1615Secretary's commitment to convene stakeholders on this issue?1616 Mr. Heibeck. No, I am not very familiar with that issue,1617and I will need to circle back with you, if that is OK.1618 Senator Markey. OK. I need you to do that, if you could, as1619promptly as you could. I appreciate that.1620 And in terms of my law last year, that included my1621legislation with Senator Vance to ban family seating fees,1622under our bill the Department of Transportation is required to1623issue a rule prohibiting airlines from charging parents a fee1624to sit with their children. Can any of the witnesses provide an1625update on that rulemaking?1626 Ms. Baker. I am a mother. I have two kids. This one means a1627lot to me. This is something that is being managed by the1628Aviation Consumer Protection Division at the Department of1629Transportation, and we are happy to facilitate any kind of1630communication on that.1631 Senator Markey. Yes, I think it is very important for the1632Agency to update the Committee. That is a very important issue.1633And again, I did that issue with Vice President Vance, and so1634would love to see those protections go into effect, and1635hopefully hear from the Department of Commerce.1636 Thank you, Mr. Chairman.1637 Chairman Cruz. Thank you. Senator Schmitt.16381639 STATEMENT OF HON. ERIC SCHMITT,1640 U.S. SENATOR FROM MISSOURI16411642 Senator Schmitt. Thank you, Mr. Chairman. Mr. McIntosh, I1643will start with you, and maybe you have answered this question1644for numerous Senators before. But I did want to get, given the1645recent news and some of the concerns that are out there, about1646how outdated some of our systems are, can you give an update on1647where we are at with modernization and safety?1648 Mr. McIntosh. In regard to modernization, we continue to1649have several surface safety portfolios that are going to help1650us maintain some safety standards. I am going to speak strictly1651for what we are doing for runway safety. Some of the things1652that we are deploying now is a Surface Awareness Initiative1653that has ADS-B technology, to give controllers situational1654awareness of what is going on on the surface.1655 Runway Incursion Devices are now being deployed at several1656of our facilities that alert controllers when a runway has been1657closed or we have an aircraft on a runway for a prescribed1658amount of time that could be concerning, and we want to make1659sure we clear that aircraft.1660 And a third thing that we have actually deployed recently1661is something called an Approach Runway Verification that alerts1662controllers when we may have a misalignment to a closed taxiway1663or an active taxiway or lining up for the wrong runway.1664 All three of these tools, if you were to stack them on top1665of one another, actually gives us better awareness of what is1666going on.1667 I think the larger question, though, is how are we going to1668fix the current infrastructure and some of the older things1669that we have in place. We have facilities that are more than 601670years old, and a lot of technologies in those facilities are1671extremely antiquated. Our goal, or our hope, is that we get1672bipartisan support to move Secretary Duffy's request forward so1673we can start bringing controllers and managers the newest1674equipment that we can bring in, from automation, from radar,1675and from voice switching, where we are better at our jobs and1676providing safety services.1677 Senator Schmitt. How long will that take to implement?1678Let's say we did that in the next 2 months. How long would that1679take to implement?1680 Mr. McIntosh. The Agency would have a goal of deploying1681that within 4 years, sir. And what I mean by 4 years is putting1682those items in place and----1683 Senator Schmitt. Does that mean it takes 4 years1684everywhere, or it is staged so LaGuardia is updated before LAX,1685or something like that? How does that work?1686 Mr. McIntosh. We would prioritize the facilities based on1687needs. I do know one of the facilities that Secretary Duffy has1688prioritized already is Philadelphia Area C and the Newark1689airspace, based on some of the outages that we have seen.1690 Senator Schmitt. OK. Ms. Baker, I want to turn to you with1691the time I have, and I do want to ask Mr. Heibeck a question1692too, as it relates to the DCA tragedy. And we had a hearing.1693The Chairman thankfully convened a hearing on that, and some of1694the revelations were shocking about the number of near misses1695that happen at DCA--I mean, across the country but specifically1696at DCA.1697 Where do we stand with the grounding of helicopter traffic?1698And I know this is an Army conversation too, but what is your1699understanding of where we are at with that right now?1700 Ms. Baker. I think I am going to actually defer that to Mr.1701McIntosh.1702 Senator Schmitt. OK. Sure.1703 Mr. McIntosh. In regard to just with the Army helicopters1704in the Pentagon?1705 Senator Schmitt. At DCA.1706 Mr. McIntosh. Yes, sir. We are having communications with1707DoD right now to ensure compliance. Right now they are not1708flying out of the Pentagon until we have further conversations1709and some of the equipment issues that we experienced the other1710day are fixed.1711 As far as total grounding, that may be part of the1712conversation, but right now we have not had to go and pursue1713that, as right now the DoD is working with the FAA to make sure1714that we have safety thresholds in place after the latest1715outage, sir.1716 Senator Schmitt. OK. I know that is something, that a lot1717of Committee members are very focused on, and I wanted to come1718and get a lay of the land.1719 Mr. Heibeck, I wanted to ask you specifically about, you1720know, Kansas City just had a new airport completed. I think it1721has been very well received. I fly in and out of there1722occasionally, but I live in the St. Louis area so Lambert is1723top of mind always. This is a little bit more closer to home, a1724little bit more parochial.1725 The FAA approved a master plan in 2023. Could you just give1726me an update on the FAA's engagement in St. Louis? It is a1727pretty unique opportunity. St. Louis has a rich history. I grew1728up in the shadow of that airport. There are a lot of great1729opportunities for modernization and for the consolidation1730there. But can you just give me an idea of your engagement,1731where things stand?1732 Mr. Heibeck. Yes, absolutely. A lot of exciting things1733happening in St. Louis, including the construction of the new1734fighter jet there by Boeing.1735 Senator Schmitt. Yes.1736 Mr. Heibeck. Our Central Regional Office has a great1737working relationship with the city. We are currently working1738with them closely to finalize their application under the1739Airport Terminal Program for the $7 million that they have1740applied for. We are working with them to get bids, and I know1741that will facilitate the consolidation of their two terminals,1742as is called for in the master plan. Lots of other programs1743that we are participating in, as well, including the deicing1744pad there, some taxiway reconstruction, and I also believe we1745are also participating in a snow removal equipment building.1746And on the horizon they have an airfield maintenance facility.1747I know that is in their capital airport plan.1748 So we are tracking very closely the many needs at St. Louis1749Lambert International Airport and have a great working1750relationship with them.1751 Senator Schmitt. It is pretty unique. I mean, it is a1752pretty unique asset, and it is right in the middle of the1753metro. They have got a billion-dollar runway that let's just1754say is underutilized. It was built right before TWA left the1755building. So there are a lot of opportunities for growth there.1756I know my office will be working with you and working with the1757airport on that to make sure that that is a world-class1758facility. So thanks for the update.1759 Mr. Heibeck. We look forward to working with your office1760and the airport.1761 Senator Schmitt. Thank you, Mr. Chairman.1762 Chairman Cruz. Thank you. Senator Rosen.17631764 STATEMENT OF HON. JACKY ROSEN,1765 U.S. SENATOR FROM NEVADA17661767 Senator Rosen. Thank you, Chair Cruz, for holding this1768hearing today. I want to thank the witnesses for testifying.1769 I am going to talk a little bit about airspace obstruction.1770In response to the unique airspace challenges over Harry Reid1771International Airport in Las Vegas, I authored a section,1772Section 744, of last year's FAA's Reauthorization, to improve1773the Agency's airspace obstruction analysis. The law now1774requires the FAA to undertake a robust analysis of potential1775airspace hazards near certain airports due to factors like1776building and hotel construction near the runways. However,1777nearly a year after the reauthorization bill was signed into1778law, there seems to be little progress in implementing this1779statutory requirement.1780 So Mr. Heibeck, can you please provide the Committee with1781an update about where the FAA is on enforcement of Section 44,1782and will you commit to ensuring that the FAA follows the law1783and implements this critical aspect of FAA reauthorization and1784continue to keep us informed?1785 Mr. Heibeck. Yes, Senator. The Office of Airports is1786responsible for on-airport evaluations, and I am going to defer1787to my colleague, Frank McIntosh----1788 Senator Rosen. Thank you.1789 Mr. Heibeck.--on this particular provision.1790 Mr. McIntosh. Thank you, Wayne. I do know that it has been1791slow, ma'am, but I have checked in with the team. I have looked1792at the obstruction clearances and making sure this is done. And1793I will say that while it is slow going, they are incorporating1794the two statutes that were in the authorization bill, and in1795regard to Las Vegas, that is moving forward.1796 Senator Rosen. And so, can we reach out to your office for1797a status update on that, please?1798 Mr. McIntosh. We would love to.1799 Senator Rosen. Thank you. I am also going to talk a little1800bit about capacity at Harry Reid Airport, because Las Vegas has1801long been the world's leading entertainment destination. We are1802quickly becoming a global destination for sports as well, and1803the city is hosting nearly 40 significant sporting events. We1804hosted them just last year. These major events bring tourists1805and participants from all over the world who travel on the1806larger jet planes, as well as private jets, to our airports.1807Harry Reid International, we were proud to welcome over 581808million visitors in 2024, the most in our history.1809 While we still want more visitors to the Silver State, at1810this rate experts expect Las Vegas airport to reach capacity1811within 5 years, at which point the airport will not be able to1812handle any additional flights.1813 So Mr. Heibeck, I assume you are aware that officials from1814Clark County, Nevada, where Harry Reid International Airport is1815located, have been working with the FAA for years to build a1816new supplemental airport in Southern Nevada, which the local1817economy greatly needs. I know FAA has made great progress on1818the issue. I would really like your commitment to keeping1819officials at Harry Reid International Airport, my team,1820directly informed. Do I have your commitment to do this?1821 Mr. Heibeck. Yes. We will continue to work with the airport1822sponsor. I have been engaging directly with this with our1823regional director, and we are preparing to issue a Notice of1824Intent to conduct the Environmental Impact Statement on the1825Southern Nevada supplemental airport, and I will keep your1826office informed.1827 Senator Rosen. That is fantastic. We need it sooner rather1828than later. And in my minute left, I am going to talk about1829what is a lot of topic today, aging infrastructure, at all of1830our airports. So the average FAA air traffic control facility1831we all know is about 60 years old, more than half of terminal1832facilities over 40 years old. These facilities regularly1833operate with degraded technology systems. It results in lack of1834accurate wind speed, direction calculations, the failure of1835radio frequencies. We have seen this within congested airspace,1836the malfunctioning of runway lights; terrible at night. And1837many airports, they lack functioning radar systems to track1838airborne and taxiing planes, meaning that some controllers have1839no visual awareness of the aircraft they are directing,1840especially in poor weather conditions.1841 Last year's FAA reauthorization requires the FAA to deploy1842the latest airport surface situational awareness technologies1843that track runway and aircraft vehicle movements in order to1844prevent collisions. We have been seeing them in the news. We1845want increased deployment of surface surveillance technology at1846all large and medium hub airports.1847 So again, Mr. Heibeck or whoever else think they can answer1848this in a proper way, can you provide us with an update about1849how the deployment and implementation of this is going?1850 Mr. McIntosh. I believe you are referring to the Service1851Awareness Initiative, ma'am?1852 Senator Rosen. Yes.1853 Mr. McIntosh. Yes, it is going very well. I know that we1854have already deployed it at over 30 sites so far, and we are on1855target to, I believe it is another 70. Is that right, Jody?1856 Ms. Baker. [Inaudible.]1857 Mr. McIntosh. I will get you the numbers.1858 Senator Rosen. Thank you.1859 Mr. McIntosh. But I will tell you this. We are very excited1860about this new technology. It uses the newest technology1861available to us, which is ADS-B, so it allows us to deploy this1862new capability much more economically, but also much more1863efficiently, and it gets it in the hands of the controllers1864that really, really need it. So we are excited about this1865technology and we want to get it deployed as quickly as you do.1866But we are on target, yes, ma'am.1867 Senator Rosen. Thank you. I appreciate it. I yield back.1868 Chairman Cruz. Thank you. Senator Peters.18691870 STATEMENT OF HON. GARY PETERS,1871 U.S. SENATOR FROM MICHIGAN18721873 Senator Peters. Thank you, Mr. Chairman, and I will thank1874our witnesses for being here today.1875 Before I get into my questions, there are two issues that1876are critical to Michigan I just want to highlight, despite the1877fact we do not have DOT leadership responsible for them present1878at today's hearing. The first is the implementation of key1879workforce provisions that I championed in the FAA1880reauthorization, like the Promoting Women in Aviation Act and1881the expansion of the FAA Workforce Development Grant program,1882both of which I believe must be implemented to address the1883aviation workforce shortages that we have.1884 The second is the Essential Air Service program, or EAS.1885Michigan has nine rural airports served by EAS. It is the most1886in the lower 48 states. Last year's FAA bill included strong1887bipartisan reauthorization of this program, which guarantees1888air service to rural communities. Despite this, President1889Trump's budget calls for a $308 million cut to EAS. This could1890rob hundreds of rural communities from access to air service. I1891do not think you should have to live in a big city in order to1892get on an airplane, and so I am going to continue to fight for1893rural air service and against these harmful cuts to the1894program.1895 Mr. McIntosh, Gerald Ford International Airport in Grand1896Rapids, in Michigan, is the second-largest airport in my state.1897It sees well over 200 aircraft operations per day, and it1898serves as a growing part of our state, rapidly growing western1899area. However, even as Grand Rapids serves a record number of1900passengers, it has been stymied in its efforts to expand and1901modernize its 62-year-old FAA air traffic control tower that1902the Agency has not acted to replace.1903 As you well know, Grand Rapids is not alone. Towers across1904the country are awaiting replacement. FAA's efforts to address1905this backlog have only been further restricted by budgetary1906constraints.1907 So my question for you, sir, Secretary Duffy put out a plan1908to address a facilities backlog at FAA, but he failed to1909include how much that will cost. So my question is, do you have1910an estimate of what level of funding it would take to address1911the air traffic control tower modernization backlog1912specifically? And additionally, can you discuss how aging1913facilities are complicating the job of air traffic control?1914 Mr. McIntosh. I apologize, Senator Peters, but I do not1915have that information for you. If it is OK, can I circle back1916with your staff and get you the information exactly what you1917are looking for?1918 Senator Peters. Yes, happy to have that. Thank you.1919 Mr. McIntosh. Thank you, sir.1920 Senator Peters. Good, thank you.1921 Mr. Heibeck, I have long advocated for the FAA to1922transition away from the use of toxic PFAS-containing1923firefighting foams. The FAA Reauthorization Act includes a1924provision that I championed to ensure a quick transition to new1925non-PFAS firefighting foam, alongside financial resources for1926the airports necessary to make that transition.1927 Michigan airports continue to lead the way on this issue,1928but they need a strong partner at the FAA to support the1929transition away from the use of PFAS and protect our1930communities from further contamination. In order for the FAA to1931be that partner, it must have the appropriate funding,1932obviously, to implement that transition.1933 So my question to you is, could you speak to the importance1934of providing the necessary resources for airports to make this1935transition? And additionally, what is the timeline for1936implementation of the PFAS replacement program for airports1937currently?1938 Mr. Heibeck. Yes, Senator, and I appreciate your support on1939this important reauthorization provision. We have made great1940progress in implementing the requirements of reauthorization.1941We have met the requirement in the bill to develop and publish1942a transition plan to fluorine-free foams. That is up on our1943website, along with a lot of guidance to airport sponsors and1944forums and YouTubes and other pieces of guidance that could1945help them transition.1946 We have established the framework for the transition grant1947program, the non-PFAS foam transition grant program, including1948consultation with the EPA. The only thing that we would need1949there to start awarding grants in that area would be the1950appropriation. Those are more operational costs, not capital1951costs, eligible under the Airport Improvement Program, so we1952need a special appropriation to do things like clean equipment1953to dispose of PFAS foams and to acquire non-PFAS foams.1954 Senator Peters. Great, thank you. Thank you, Mr. Chairman.1955 Chairman Cruz. Thank you. Senator Hickenlooper.19561957 STATEMENT OF HON. JOHN HICKENLOOPER,1958 U.S. SENATOR FROM COLORADO19591960 Senator Hickenlooper. Thank you, Mr. Chair. Thank you for1961calling this. I thank each of you for all your hard work.1962 Let me start with Mr. McIntosh, and I know we have talked1963already. You have been asked questions about the two copper1964wires and the issues around Newark. I want to just take a1965moment and just lay out what I recognize. It seems to me, I fly1966a lot, too much, back and forth every week. It is not uncommon1967that we would get diverted and circle a couple of times. The1968last time I checked, we are still using TCAS, the Traffic1969Collision Avoidance Systems, that some of my constituents have1970been calling and saying, ``Are we less safe?'' And to me, in a1971funny way, what we are dealing with when we have what happened1972in Newark, is people, they circle. It is not like they almost1973landed on somebody. They lost connection, and their TCAS is1974still working, so as they circle in space, they know exactly1975where everyone else is and the Collision Avoidance System is1976still working.1977 Am I correct in communicating that confidence that everyone1978should continue flying, feel that they are absolutely safe when1979they are flying?1980 Mr. McIntosh. Senator Hickenlooper, absolutely, people are1981safe when they fly. I fly like you do every single--I fly every1982week. I go back and forth, and I have utmost confidence in our1983air traffic controllers and our managers and how the system1984works with the redundancies put in place.1985 Senator Hickenlooper. I agree. I think it seems there are1986redundancies everywhere. Obviously, the point of this hearing1987is we have got a lot of infrastructure that needs to be1988upgraded and we have got a lot of work to do. You guys should1989maybe see psychoanalysts about whether you really want these1990jobs or not, given the restrictions on funding these days.1991There is a lot to be done. But I want to emphasize that the1992system is safe, that people should get on planes. It is such a1993crucial part of our economy. When people suddenly decide they1994are not going to fly, they feel uncertain about flying, the1995entire economy slows down.1996 Mr. McIntosh. Yes, sir, it does. And from an air traffic1997controller perspective, we love the job. What we really want is1998better equipment to go along with it, and that is really what1999it comes down to. A lot of our equipment, it is antiquated, and2000the FAA has been known as having the safest and most efficient2001airspace in the world, but we need to advance our systems to2002ensure we keep that standard.2003 Senator Hickenlooper. I agree. Perfect. Now, I want to get2004specific with you. We have got some rural communities, like2005Northern Colorado Regional Airport in Fort Collins, are working2006to be able to do their traffic control without a controller.2007The State of Colorado, the Northern Colorado Regional Airport,2008have made investments in remote tower technology, and these2009investments are waiting to be realized because of ongoing2010testing at the FAA's Technology Center in New Jersey. So can we2011get an update on that and where are we and how quickly can we2012get that stuff approved?2013 Mr. McIntosh. Yes, sir. I am very excited about the remote2014towers. I think the technology is incredible. We do have a2015vendor at Atlantic City at the Tech Venter. They are doing the2016safety case and the business case now, and the FAA is ready to2017validate that safety case, credential that system, and as soon2018as that occurs, then the airports will be able to go and2019purchase that system.2020 I got an update just yesterday and I believe they plan on2021doing an Industry Day sometime this summer for people to come2022and take a look at the new technology that is out there with2023how this works, and it really is incredible.2024 Senator Hickenlooper. Well, that is great, and that is2025promotional. I am just trying to urge a sense of urgency.2026 Mr. McIntosh. Yes, sir.2027 Senator Hickenlooper. I find a lot of my time is spent2028urging a sense of urgency around here.2029 Mr. Heibeck, as you know, many regional airports are the2030single most important connectivity hub to the rest of their2031state or the rest of the country, and we worked closely with2032Senator Fischer to enact the Sustainable Regional Air Travel2033Act as part of FAA reauthorization in 2024. That was an2034obviously bipartisan bill that commissioned a Federal study2035that will be published next month to examine those factors that2036impact air service to regional airports, including pilot2037availability, air traffic control systems, as we have talked2038about, and other issues.2039 Can you describe what you think are the most pressing2040issues that regional airports are facing today? Because they2041are such a huge part, of not just Colorado, but pretty much2042every western state and really almost every state.2043 Mr. Heibeck. Yes, Senator. I think the Reauthorization Act2044seeks to provide or expand the types of funding under the2045Airport Improvement Program, to fund critical safety2046infrastructure development projects at the small rural2047airports, and I think the funding challenges continue to2048persist there. But the Reauthorization Act does a really good2049job making some changes to the Small Airport Fund and in other2050areas to focus on non-hub airports and non-primary airports.2051One particular example is the state apportionment is expanded2052there, and I think that will help meet some of the funding2053challenges at the smaller airports in the system.2054 Senator Hickenlooper. Great. Well, thank you again. Ms.2055Baker, I am out of time, but I will submit--I have got a couple2056of questions for you too. I will submit them in written form.2057Thank you. I yield back to the Chair.2058 Chairman Cruz. Thank you. Ranking Member Cantwell.20592060 STATEMENT OF HON. MARIA CANTWELL,2061 U.S. SENATOR FROM WASHINGTON20622063 Senator Cantwell. Thank you, Mr. Chairman. I want to2064mention I heard that you said that there is great bipartisan2065support on working on DCA and the problems around DCA, and that2066is very true, and we remain committed to understanding what has2067transpired and continuing to get answers. I think Senator Moran2068might have mentioned that he thinks we are going to do a2069roundtable to get further information.2070 But Mr. McIntosh, on this point--well, first of all, I wish2071Acting Administrator Rocheleau was here. I am not sure why he2072is not here. I think having somebody who is in charge of the2073operations and answering to that is very important.2074 The NTSB report obviously was quite damning, with a lot of2075information about close calls beyond the accident that2076happened. And so it begs the question about the ATO process2077that is in place, the safety risk management system that is2078supposed to be there. And now, post the accident, we have had2079this other incident.2080 So why is your system not working? Why is the FAA's2081oversight of this not working?2082 Mr. McIntosh. Thank you for the question, Senator Cantwell.2083The SMS process the ATO utilizes is quite robust. We have2084independent reviews from different levels of the organization2085to ensure that we do not have any human biases. And what I mean2086by that is, we are required to review all events, at all of our2087FAA facilities, so any significant event is required to be2088entered into a mandatory occurrence report and then a2089subsequent investigation.2090 Senator Cantwell. OK, so are you saying nobody is2091investigating this? Because we, I have to get through about2092five issues here. So, all I am saying is, if you had all those2093alarms going off, if you had all of that oversight, and you had2094a safety risk management system, but nobody read the data and2095nobody said anything. We have already asked this of the FAA, so2096now I want an answer from the Acting Administrator--I am pretty2097sure he already promised me an answer which I still do not2098have, which is, what is your process for then saying this is a2099problem and we are going to put a stop to it? I think the2100answer right now is, ``Oh no, no, no, I'm going to call air2101traffic controllers.''2102 That is not the answer. The answer is, this is too big of a2103risk, and we are not going to continue to do this, and we are2104going to set up better separations and more standards. And you2105have not done that. And so that is question number one.2106 OK, Newark. There have been reports in the press that maybe2107there were only three people in the tower. Isn't there a2108requirement that there should be seven people in the tower?2109Isn't DCA here similarly--isn't it about seven air traffic2110controllers to staff a tower like either of these towers? Is2111that right?2112 Mr. McIntosh. Are you speaking to Newark tower or to2113Philadelphia Area C TRACON?2114 Senator Cantwell. Either.2115 Mr. McIntosh. We have basic watch schedule guidelines. This2116is a number that we try to get to.2117 Senator Cantwell. Which is what?2118 Mr. McIntosh. Depends on by facility and how many positions2119we open. Now, I believe you are well aware that we do have some2120critical staffing shortfalls.2121 Senator Cantwell. I cannot tell you how hard I worked to2122get the 3,000 increase, and I would have gotten more. But back2123to this question.2124 Mr. McIntosh. Yes, ma'am. Well, we----2125 Senator Cantwell. What I am pinpointing is, if the New York2126Post is wrong, I do not know whether they are. Maybe there were2127three people there. But if your number is seven and you do not2128have seven, what is the FAA doing every day to monitor that2129situation and say, ``This is a problem''? This is not, ``I'm2130going to call the head of the air traffic controllers union.''2131This is, what is the FAA going to do to fix the system?2132 You are going to hear a rejoining theme through all of my2133questions. This is about this agency playing the aggressive2134role that we need you to play.2135 Mr. McIntosh. Yes, ma'am, and thank you for that question.2136I wish to address it.2137 Senator Cantwell. OK.2138 Mr. McIntosh. When we have a staffing shortage and we2139cannot open enough positions, we put in traffic management2140initiatives to slow the aircraft down. That is exactly what we2141did that night at Philadelphia Area C. We put in a ground delay2142program to keep traffic manageable. We do the same thing at2143DCA. When we have too much volume, we put in a ground delay2144program. We do this on a daily basis.2145 Senator Cantwell. Did you think you only had three people2146in that tower, controlling that airspace?2147 Mr. McIntosh. In that TRACON, for one hour, we did go down2148to that number, and we put in the appropriate traffic2149management initiative to keep things safe.2150 Senator Cantwell. OK. Why did we go from seven, which is a2151requirement, down to three? I am for safety first, for sure,2152but then at the same time, I am trying to understand why is it2153that we are now down from seven, which is basically what you2154think you need, down to three?2155 Mr. McIntosh. It comes down to a staffing shortage, ma'am.2156We did lose some controllers in that area due to either some2157sick leave that was unscheduled or some other leave that was2158not scheduled. When those things happen, ma'am, we have to2159essentially keep things safe, and we will put in the2160appropriate traffic management initiatives to keep the flying2161public safe and make sure that we put controllers in the2162position to be successful.2163 Senator Cantwell. Well, I definitely would not have been2164firing the safety oversight team that we had as part of our FAA2165safety bill that we implemented. These are people who help us2166at a very big-picture level. And I certainly would not have cut2167back on staffing, in general, at the FAA. I think it is a time2168when we need people to be doing their job.2169 I need to turn to the ODA. So I sent you a letter. I2170finally got a response last night. I do not really think it is2171satisfactory, but what is it that--this process of the FAA and2172the manufacturer working together, what is the criteria that2173you are going to look for in an ODA Agreement related to2174aviation manufacturing?2175 Ms. Baker. Thank you for the question and thank you for2176your patience in the response. We are looking for criteria that2177the ODA is performing its functions. So, how is it performing?2178Is it meeting the requirements that we would hold--ODA unit2179members are performing work that the FAA would perform, so we2180want to make sure that they are performing to that same high2181standard. And we want to ensure that incidents of undue2182influence or undue pressure are minimized, and when they do2183occur, that they are properly researched and corrective actions2184are put in place.2185 We are also looking for Boeing to continue their2186implementation of the safety management system.2187 Senator Cantwell. A mandatory.2188 Ms. Baker. Excuse me?2189 Senator Cantwell. A mandatory.2190 Ms. Baker. It is mandatory for them, but----2191 Senator Cantwell. No, no. A mandatory safety management2192system, not, it is mandatory, you get one, and then you decide2193to make it voluntary. There is a difference.2194 Ms. Baker. Correct. They will meet the standards.2195 Senator Cantwell. I am a little concerned your General2196Counsel is confused by this, because he was confused before and2197let them off the hook. And now, I want to make sure we are not2198confused. It is a mandatory----2199 Ms. Baker. A Part 5 SMS.2200 Senator Cantwell. OK. So what is it on the employee input?2201What are you looking for? Because part of the issue here was2202intimidation of employees speaking up and the FAA not backing2203them up. And so what are you recommending? What is it you want2204to see in the ODA that would say, ``Yes, I understand now that2205the company is listening to the input from the employees.''2206When we asked former Administrator Whitaker if, in fact, the2207FAA should have some foresight into that, he said yes. So we2208want to see an employee feedback system that the FAA has some2209access to.2210 Ms. Baker. Administrator Whitaker did invite the Boeing2211employees to leverage the FAA hotline, and so we did see an2212uptick in that. We did have employees directly communicating2213with the FAA. In addition, we have inspectors on the floor2214every day in the factories, having direct interaction with the2215workforce and inviting the workforce to interact with them, as2216well as what I mentioned, with the undue pressure and the ODAs,2217we have assigned direct advisors, so the ODA members have2218someone within FAA that they can reach out to directly. And2219again, we monitor any reports of undue pressure in the2220associated investigations.2221 Senator Cantwell. I would like it if you could address this2222in a written response: What is it that you think the FAA2223believes makes for the right ODA Agreement related to the2224employee feedback? This Committee receives lots of2225whistleblower testimony. This Committee receives lots of input2226about how the employees were bringing up issues and the FAA was2227not supporting them. So we want a clear process with the FAA2228that the FAA is knowledgeable, not after the fact, or not2229hoodwinked. Basically when it comes to, like the MCAS system we2230want, there were people raising the questions about MCAS all2231the way along. I mean, very senior people. And I think it would2232have been an interesting point if somehow that had surfaced to2233the FAA at that point in time. At least an alarm bell would2234have gone on at the FAA, ``Oh. MCAS, better pay attention to2235this. This is a bigger sea change than we think.'' Correct?2236 Ms. Baker. Part of the bill itself talked about how we are2237going to improve communication during the certification2238process, not just during the production process. And some of2239those provisions that we are putting in place are going to2240facilitate that, as well.2241 Senator Cantwell. Please provide to me what is it you are2242going to expect in a process for certifying a new ODA? What is2243it you are looking for to make sure that there is employee2244input when, you know, they are identifying problems that they2245are concerned about? How the FAA knows about that and basically2246gets it on your radar screen that this is something the2247engineering staff believes you should pay attention to.2248 Thank you, Mr. Chairman. Sorry for going over.2249 Chairman Cruz. Thank you. Senator Lujan.22502251 STATEMENT OF HON. BEN RAY LUJAN,2252 U.S. SENATOR FROM NEW MEXICO22532254 Senator Lujan. Thank you, Mr. Chairman. Recently, we are2255seeing almost daily reports about issues at Newark Liberty2256International Airport, whether it is radar, air traffic control2257issues due to outages or short staffing, or the most recent2258ground delay due to construction. These reports are deeply2259troubling and require immediate attention.2260 As you know right now, there are shortages in staffing, not2261just at Newark, but across the country, forcing air traffic2262controllers to work intense schedules, longer and longer hours.2263That should raise a concern to everyone for what is happening2264in our skies.2265 When we do not take care of our air traffic controllers, it2266puts the efficiency and safety of aviation at risk.2267Fortunately, the most recent FAA reauthorization included2268important provisions to improve the health of our air traffic2269control systems. I was proud to be a part of such pieces, two2270specifically, in the final reauthorization package. The Air2271Traffic Controllers Hiring Act and Air Traffic Control2272Workforce Transparency Act now both seek to improve the safety2273and staffing standards to ensure adequate numbers of fully2274qualified controllers.2275 While Secretary Duffy has said he is committed to fixing2276these issues, I would like to hear from you all as well. Mr.2277McIntosh, do you support efforts to ensure the FAA is hiring2278and training as many controllers as are needed each year to2279address existing shortages?2280 Mr. McIntosh. Senator Lujan, I appreciate that question. As2281a former controller that was in the military and in the FAA,2282and a manager who had to oversee having enough staffing to2283ensure that we are able to do our job, I 100 percent support2284Secretary Duffy's supercharged hiring to maximize not just our2285hiring of FAA controllers over the next 4 or 5 years, but also2286ensuring that they come through the academy at a quick pace,2287that they are incentivized to recruit, meaning there is a 302288percent pay bump for our academy graduates, as well as some of2289the retention efforts that he has put forward there, as well. I2290think he has put the plan forward. It is now the FAA and the2291air traffic organization's job to move that forward. But to2292answer your question, yes, I whole-heartedly support this2293initiative.2294 Senator Lujan. Resounding yes. I appreciate that, sir. What2295is the status of the collaborative resources work group that2296seeks to determine the number of air traffic controllers needed2297at each tower and center?2298 Mr. McIntosh. It has been implemented according to the2299reauthorization bill.2300 Senator Lujan. What else can the FAA do to improve the2301recruitment hiring retention of air traffic controllers?2302 Mr. McIntosh. I think Secretary Duffy has already laid2303forth that plan in his efforts of what he has done. Now it is2304up for the FAA to execute that plan.2305 Senator Lujan. So with your expertise, I hope you would be2306advising the Secretary. You are the one that has done this. I2307served with the Secretary. I know him. But is there anything2308lacking or is that plan a hundred percent complete and that is2309all that is needed?2310 Mr. McIntosh. What we are committed to do or what I need2311from my vantage point, as long as we hire to those numbers,2312which he is committed to, and we continue to put through that2313throughput--he has already invested in our tower simulator2314systems. We have already ensured that that is going to be in2315place according to the reauthorization bill as well. We just2316need to ensure that we execute at the facility level to make2317sure that we have certifications so we have enough people to2318work. That is going to be the number one cure to what is our2319fatigue issues that we see, and also ensuring that we have2320enough people to work the sectors.2321 Senator Lujan. I appreciate that, sir.2322 Ms. Baker, another provision I championed in the FAA2323reauthorization required the FAA to initiate a call to action2324to address ramp worker safety and publish training educational2325materials. Can you tell me what progress the FAA has made to2326initiate this call to action?2327 Ms. Baker. Yes, absolutely. Aviation Safety is working in2328partnership actually with the Office of Airports. We are having2329a ramp safety call to action safety summit tomorrow as a matter2330of fact, where we are going to bring together air carriers,2331employees of ramp workers, along with FAA employees to identify2332best practices, areas of improvement and what we can make2333suggestions about what we can do to improve ramp worker safety.2334 Senator Lujan. And when do you expect to complete your2335review and submit your findings and safety recommendations for2336ramp workers to Congress?2337 Ms. Baker. Shortly thereafter.2338 Senator Lujan. A week, two weeks, a month, a year?2339 Ms. Baker. It will probably take more than a couple of2340weeks. We want to make sure we give a due diligence, but we2341will circle back with you when we get our plan.2342 Senator Lujan. Before August?2343 Ms. Baker. We will work on it over the summer.2344 Senator Lujan. Before December?2345 Ms. Baker. We will work on it over the summer.2346 Senator Lujan. Is it going to be a year then? Because you2347said shortly thereafter. So I am just trying to understand what2348shortly thereafter means.2349 Ms. Baker. How big shortly is?2350 Senator Lujan. Is that a year? Is that by the end of2351Trump's term? What are we talking about?2352 Ms. Baker. Without knowing what is going to be discussed2353tomorrow, it is hard to estimate how long it will take to make2354a complete report. But we are happy to get back with you about2355the findings of tomorrow's ramp?2356 Senator Lujan. I am sorry to push you, Ms. Baker, but dates2357matter. Is it fair to say no more than two years?2358 Ms. Baker. Yes, absolutely.2359 Senator Lujan. I appreciate that. That is a timeline that2360we could work with.2361 Under the FAA reauthorization, the FAA was directed to2362collaborate with the National Academies of Science, Engineering2363and Medicine on a 12-month-long study focused on unsafe cabin2364temperatures and conditions. On January 7th of this year, the2365FAA gave an update saying that they have met the NASEM and,2366quote, ``will finalize an agreement and funding for the project2367after defining the scope.'' Ms. Baker, what is the status of2368this research effort?2369 Ms. Baker. We are working with NASEM right now.2370 Senator Lujan. Do you believe that more should be done to2371prevent unsafe temperatures in cabins?2372 Ms. Baker. I believe that unsafe temperatures in cabins are2373definitely unpleasant. I think it is very challenging on the2374ground because aircraft are made basically to heat and cool in2375the air. I am looking forward to the recommendations we get2376from NASEM so we can identify what the next steps are.2377 Senator Lujan. Is it fair to say that they can be more than2378unpleasant and can actually cause someone a health problem or a2379health condition?2380 Ms. Baker. I think what we get from NASEM will identify2381what those potential health challenges could be.2382 Senator Lujan. I do not know if you have ever been on a2383flight when it gets uncomfortable like that, but I have seen2384people that react uncomfortably and sometimes they have to call2385physicians or ask for volunteers that may be on the fight that2386have medical expertise. I would say it is more than2387uncomfortable, would be my response.2388 Ms. Baker. I was a crew member for four years, so I2389understand.2390 Senator Lujan. Would you agree with me then?2391 Ms. Baker. It can be very uncomfortable.2392 Senator Lujan. OK, then we do not agree. I think it can be2393deadly, not more just that it is uncomfortable, I can put a2394jacket on. I can fan myself with one of the pamphlets. It can2395be outright dangerous and cost someone their life.2396 Ms. Baker. We are looking forward to the report from the2397National Academies.2398 Senator Lujan. Do we agree then Ms. Baker, that it could be2399more than just uncomfortable?2400 Ms. Baker. I am looking forward to the report from the2401National Academies.2402 Senator Lujan. Thank you, Mr. Chairman. I appreciate the2403time today.2404 Chairman Cruz. Thank you. Senator Fetterman.24052406 STATEMENT OF HON. JOHN FETTERMAN,2407 U.S. SENATOR FROM PENNSYLVANIA24082409 Senator Fetterman. Thank you, Mr. Chairman. Hi. So hi.2410Hello everybody. And now I think it really needs to be said2411more, flying in America is incredibly safe. It is incredibly2412safe. I mean, I, and I think most of my colleagues, many of2413them, I spend maybe 46, 47 weeks out of 52 flying in that. My2414plane was in that airspace about half an hour or so earlier2415before that tragedy in DCA. And that was really the first2416accident in, I guess, quite a while. So I really want to remind2417people that it is still incredibly safe and I refuse to play in2418the blame, it is his guy, that is his problem. It is this, that2419other thing. So I just really want to make sure we can agree2420that it is very bipartisan, we want to have make flying safer,2421but not turning it into a finger pointing thing.2422 So for me now, we have constantly heard there is a lot of2423shortage of air traffic controllers, and we know sometimes it2424might be difficult for the FAA to meet their staffing goals.2425Now we have what I would describe the Harvard of air traffic2426control schools in Beaver County in my state, which plays a2427huge role in training the next generation of the air traffic2428controllers.2429 So Mr. McIntosh, can you speak to the importance of2430training schools like the ones that I addressed in the air2431traffic controller shortage?2432 Mr. McIntosh. I believe to your question, Senator--and2433thank you for the affirmation that it is still safe to fly. It2434is extremely safe to fly. Thank you for that.2435 In regard to schools that offer programs to be an air2436traffic controller, I 100 percent agree that these schools are2437essential for our continued pipeline. So whether it is a2438collegiate training initiative that you are speaking to or the2439enhanced collegiate training initiative, if this offers2440additional people into our training pipeline, that is pivotal2441for us to increase our candidate pool as well as ensuring that2442we have enough controllers.2443 Senator Fetterman. So are you able to commit to--again, you2444are going to support these kinds of programs. It makes a lot of2445sense, right? Obviously.2446 Mr. McIntosh. We support the collegiate training initiative2447and the enhanced one as well. Yes, Senator.2448 Senator Fetterman. OK. So essential air service is a2449lifeline in Pennsylvania, and it brings smaller communities2450that otherwise would not have those kinds of things. Now, in my2451state we have places like Altoona, Johnstown, or Lancaster, and2452I am not sure why we would have any kind of budget cuts that2453might impact these kinds of program or maybe up to 50 percent.2454 Mr. Heibeck, are we able to just make that point to the2455Administration just how important that is to make these very2456smart investments, in my opinion, into these small airports?2457Because again, ironically, it is not about politics, but all of2458those three communities that I referenced, they are all in red2459counties. So that to me, flying should be safer and it is2460bipartisan. So it is honestly, I think these kinds of2461investments are just smart and that is economic development and2462that. So if you can address, but that might be possible for2463those cuts.2464 Mr. Heibeck. Yes, Senator Fetterman, as a fellow in2465Pennsylvania, I share your interest in the small rural airports2466in Pennsylvania. We in Airports do invest or make significant2467investments in small airports through our Small Airport Fund2468and other grant programs. The Essential Air Service Program is2469administered by the Department of Transportation, and I am2470happy to take your message back to our colleagues.2471 Senator Fetterman. Oh, yes, yes, no, I mean, I had the2472pleasure of meeting with the head of the Lancaster Airport and2473now it is like they really want to make these kinds of2474upgrades, and I fully support that. I grew up in York, so I2475know how close that area. That is an incredible amenity. So for2476me, again, it is really just about serving all the2477Pennsylvanians and have access to air travel.2478 But otherwise, no, thank you. And I cede that back to the2479Chair. Thank you all, both of you.2480 Chairman Cruz. Thank you. Senator Blunt Rochester.24812482 STATEMENT OF HON. LISA BLUNT ROCHESTER,2483 U.S. SENATOR FROM DELAWARE24842485 Senator Blunt Rochester. Thank you, Mr. Chairman, and thank2486you so much to the witnesses. I have to say most of my2487colleagues have noted that we are at a critical juncture for2488aviation safety, for the sake of our families, our2489constituents, the flying public, and we must ensure that the2490FAA is equipped with every tool necessary to meet the mission,2491to provide the safest, most efficient aerospace system in the2492world. We know that we have seen some recent catastrophic2493incidents and near misses, and they have only underscored the2494urgency of strengthening oversight, improving coordination, and2495updating equipment including the FAA's IT systems.2496 But we cannot lose sight of the fact that there are other2497significant variables that drive this crisis, like the lack of2498a robust and well-supported aviation workforce. I just left2499another hearing where one of the nominees said that their son2500is now an air traffic controller, and that was some good news2501to hear. And as the former Secretary of Labor in the state of2502Delaware, I also was head of state personnel and I know that a2503well-prepared workforce is really the lifeblood of any2504organization. So I was pleased to see the inclusion of the2505aviation workforce development provisions in the2506reauthorization.2507 And I wanted to just ask some questions about workforce2508planning. We know that we have an issue beyond air traffic2509controllers and aviation safety inspectors, and I was curious2510if you could talk a little bit about your workforce planning. I2511know in your testimony it says, ``We are reviewing our hiring,2512training, and placement processes as well as the FAA Academy2513withdrawals and failures to ensure our selection methods2514effectively identified candidates best suited for the2515controller profession.''2516 So could you talk to me about what you're seeing in terms2517of people who are retiring, resigning? Where are your2518shortfalls? Where are those areas where you really need the2519help?2520 Mr. McIntosh. Thank you for the question. If you are all2521right, can I take this one? OK. So as far as recruitment for2522our best and our brightest, right now, our academy success rate2523is not where we would like it to be. We would like it to be2524much, much higher because quite honestly, if we are washing out252535 percent or 30 percent, we need to do better because we need2526more of those people in the field facilities to do that.2527 So I believe what you are referring to is what we call an2528air traffic skills assessment, and that basically judges2529somebody's cognitive skills and ability to multitask being an2530air traffic controller. And we want to review that asset test2531to make sure that it is identifying the right candidates that2532would have a high probability of success to be an air traffic2533controller. It does take some time to hire, select, and go2534through the medical process and the security process. Even2535though Secretary Duffy has done some things to speed that2536along, we still want to make sure that those selections have a2537higher rate of success.2538 If we were able to gain another 200 or 300 of those2539candidates and put them in the air traffic system, that would2540help with some of our staffing shortfalls.2541 And speaking with a lot of my friends who are my age, we2542actually went through training together at field facilities and2543they still love the job. They love being an air traffic2544controller. Their big thing right now is we need more staffing2545because they are getting tired, and I think we owe them a2546better quality of life.2547 I do feel that the new CRWG numbers that, with the help or2548our partnership with NACA, that we have implemented is2549definitely going to help that. And we are also waiting for the2550Transportation Research Board to provide their recommendations2551for our staffing model. And when that is implemented, we will2552be in a better place.2553 But the good news is with the new CRWG numbers, that is2554going to bridge that shortfall and we are putting enough people2555in the pipeline to actually give those controllers and those2556managers that better quality of life than I am speaking to.2557 Senator Blunt Rochester. Thank you. Also, in your2558testimony, you talked about leveraging partnerships with2559approved colleges and universities. Delaware State University2560has an incredible aviation program. Can you talk to us a little2561bit about who you are leveraging these partnerships with?2562 Mr. McIntosh. Right now, we are willing to leverage and2563partner with any university that has interest in the Collegiate2564Training Initiative. And if they want to take it one step2565further and do what we call the Enhanced Collegiate Training2566Initiative, that is where they have simulation training and2567enough of the training that would essentially equal to what2568they would get at our FAA Academy.2569 If colleges are wishing to do that, we will go assess, and2570if they do pass those standards, we will actually accredit2571them. And students who go through this program will no longer2572have to go through the academy. If they go through the program2573and successfully complete it and pass an ATSA test and, of2574course, receive the necessary medical clearance and the2575necessary security clearance, then they bypass the academy and2576they are placed at an FAA facility.2577 Senator Blunt Rochester. So for the record, questions for2578the record will be, number one, would love to understand what2579are the partnerships, would love to see the list of the2580partnerships. Second, would love to follow up with the program2581that we have at Delaware State University. Again, it is an2582aviation program, which I think is really, really important.2583And last, understand a little bit more how are you getting them2584in the door? What are the things that are getting them? I know2585you have mentioned financial incentives, but also mentioned2586that there are more creative things that you are doing here. So2587would love to follow up with you on the workforce aspect of it2588as well.2589 Thank you, Mr. Chairman, for your patience, and I yield2590back.2591 Chairman Cruz. Thank you. One final question and we are2592going to wrap up. Airspace around Austin-Bergstrom2593International Airport has been impacted by a shortage of air2594traffic controllers assigned to that facility. The FAA bill2595included several provisions intended to improve air traffic2596controller staffing, and yet my staff recently received a2597report that Austin-Bergstrom Airport has only 33 air traffic2598controllers while the FAA recommends that it have a total of 602599controllers. I am concerned about the impact that this will2600have on Texas airspace.2601 Mr. McIntosh, how is the FAA Air Traffic Organization2602working to fix air traffic control staffing issues across the2603country, including specifically at Austin-Bergstrom Airport?2604 Mr. McIntosh. Thank you for the question, Senator Cruz. And2605as you can probably tell, Austin is near and dear to my heart.2606I know that I spoke a lot about how we are fixing the broader2607issue of fixing the controller staffing that we have through2608supercharged hiring that Mr. Duffy has started.2609 To answer your question, the FAA along with our NACA2610partners, were proactive in increasing the numbers at Austin.2611The CPC numbers at Austin was 42, and to your point, we2612realized that the traffic was growing. So we proactively raised2613their numbers to 60, which is their new CRWG numbers, well2614ahead the implementation. So when you say 33 out of 42, that2615does not sound so bad. Thirty-three out of 60 sounds terrible.2616And that is something where I want to gauge our growth in CPCs2617versus percentages, because I think that is where we have to2618bridge that gap.2619 But by proactively increasing that number, Senator, what2620that allowed us to do was drive more trainees into that2621facility, and that was the goal.2622 Chairman Cruz. We have actually got a vote closing on the2623floor. So sir, I thank you for that answer, sir, but I want to2624ask you to make it a priority to make sure that the air traffic2625controllers are there in Austin.2626 Mr. McIntosh. It is a priority, sir.2627 Chairman Cruz. I want to thank each of the witnesses for2628your testimony. Senators will have until the close of business2629on Wednesday, May 21, to submit questions for the record.2630 And actually, I am not going to close it out. I am going to2631hand it over to Senator Sheehy to ask as many questions as he2632likes and then to close it out. But I am going to run and go2633vote. So congratulations, Mr. Chairman.26342635 STATEMENT OF HON. TIM SHEEHY,2636 U.S. SENATOR FROM MONTANA26372638 Senator Sheehy [presiding]. Thank you, Mr. Chairman. We are2639both junior Senators from our state, so when we are Chairman,2640it is a special event.2641 Thanks, witnesses, for being here today. Thank you for the2642work you are doing at the FAA. I am a lifelong pilot, aviation2643business owner, commercial pilot instructor, and I have long2644told folks that the FAA is one of the beacons of light in the2645Federal Government. Sometimes dealing with the Federal2646Government can be highly frustrating, but I have always felt2647the FAA was a very competent organization and also very2648customer-friendly for the most part.2649 But we all know that, frankly, largely through no fault of2650your own, largely through the fault of this great legislative2651body for decades on end, we have not really addressed these2652sclerotic issues that we have been talking about for decades,2653as many of you alluded to in your statements. So unfortunately,2654events like the Colgan crash in 2009, and our D.C. disaster2655just a couple of months ago, that is what the public sees and2656that is what the public feels.2657 But most of us knows those events, although the final2658seconds are caused by something, a mechanical failure or human2659error, normally it is organizational failures that have built2660up over years and years that start that accident chain in the2661beginning. And no one knows that better than career FAA folks2662like yourself and of course our friends at the NTSB.2663 But many of these stressors that we are all feeling every2664day, whether it is outdated air traffic control systems,2665whether it is not enough controllers, not enough pilots, not2666enough maintainers, not enough FAA designated pile examiners or2667air worthiness representatives, I mean you name it. There is2668basically a shortage in every key manpower category that we2669need to stay innovative in aviation. And one of my biggest2670concerns as the mother and father for aviation, as America's2671the birthplace for aviation aerospace, these challenges that we2672are facing across the board are driving aviation innovation to2673other parts of the world.2674 Part 23, for example, which I understand does not fall2675necessarily under your purview directly, but Part 23 has been a2676challenge to certify a new clean-sheet aircraft for so long2677that we are seeing places like Brazil and Asia and Europe2678actually become now the hotbeds for next-generation aviation2679development. And that should concern us all, because if we are2680not the leaders of aviation anymore, that means somebody else2681is, and that is bad for all of us.2682 But specifically here, I do not have a whole lot of local2683questions, although I do have a couple of Montana-specific2684questions. But every time there has been the attempt to do the2685vast reorientation of the FAA, which of course does involve2686some private sector partnership, the term privatization is2687plastered over every billboard and in every hearing, and the2688effort is very quickly mobbed and killed by various different2689constituencies who do not want privatization to ever happen.2690 And of course there is a role for the government to always2691play in this, but how can we leverage private industry to2692hasten our ATC upgrades, which we have known have been coming2693for decades, that should have happened years ago? How do we use2694private industry to make sure our local airports, be they2695regional or large commercial facilities, are being upgraded and2696managed properly? And how do we leverage private partners to2697fix our dire staffing shortages, like taking the controller2698population we have in the military and helping them more2699quickly transition to civilian controllers? So no particular2700individual, but I would like to hear your ideas specifically on2701how we can leverage private industry to help us hasten the2702solutions to those problems.2703 Mr. McIntosh. I will speak to partnering with our military2704partners and having air traffic controllers. It is something2705that we a hundred percent agree with and it is something we2706have already signed up to do. Senator, I was a former military2707controller and I was actually a benefactor of being hired2708directly by the FAA. I did not have to go to the FAA Academy2709based on my credentials and I was able to go straight to an FAA2710facility. We are partnering with the military as well as2711looking at possibly using some of their simulations over at2712Keesler Air Force Base to kind of improve some of our2713throughput at the academy. That is one of the things that we2714are looking at to help increase some of those staffing2715shortages and get people through. I definitely feel partnering2716with some of our DoD partners is something that we can2717leverage.2718 Ms. Baker. And likewise in aviation safety, we definitely2719have relationships with military and try to facilitate paths to2720bring folks who have learned their skills in the military over2721to commercial aviation, whether it is through a restricted ATP2722with the military credit, whether it is through programs we are2723exploring right now about how do we transition military2724mechanics to get into the civilian system more easily. So there2725is definitely a role there.2726 I think around private partnerships, the fact that there is2727so much innovation happening in aviation, the opportunity for2728us to partner with the aviation innovators on training, we do2729what we call aviation skills enhancement with our engineering,2730where our engineers can go and go to these new manufacturers2731and new aircraft designers so that we can see and learn from2732them what they are doing and how they are doing it. I think2733that is a great opportunity for us.2734 And also as we are developing the new regulatory structure,2735new standards, new guidance, working with the industry via2736either formalized structure like aviation rulemaking committees2737or informal structure like Industry Days helps us learn more2738rapidly and helps us understand both where the system is going2739and how to manage the risks that are presenting themselves in2740the system. So I think there is a great role for partnership2741with the industry.2742 Senator Sheehy. Well, and safety always has to be2743paramount, but safety has to work hand in hand with the ability2744to operate effectively. You can safety anything to death. You2745can find a reason not to fly. If you want to be safe you just2746don't fly.2747 Ms. Baker. Don't fly.2748 Senator Sheehy. Exactly. So ultimately, we are always told2749safety will always rule the day, but ultimately we have to get2750to where we are going. We have to move the cargo, have to2751complete the mission. So if we want to be ultimately safe, then2752we do not fly and we have to fly. That is the point of our2753National Airspace System, which I will add is the most2754advanced, safest in the history of the world. We should be2755very, very proud of what we have. I do not want to pile on and2756speak ill of what we have built because it is an incredible2757system, but it is straining under itself. We have to make sure2758we are evolving it.2759 And to that end, after the Colgan crash in 2009, this body,2760I was not a part of it then, of course, but passed a law for2761the 1,500-hour pilot rule. And if you know what the pilot hours2762were for both the pilots in the cockpit that day of that2763terrible event, it was about 3,000 and 2,500.2764 Ms. Baker. I do not remember. I knew it was not 1,500.2765 Senator Sheehy. Yes. So 1,500 had nothing to do with that2766accident and nothing to do with those pilots and their2767experience. The fact that they had, it was one case over double2768the amount of hours that the new law instituted really had2769nothing to do with that accident. So I think it is very2770important for you all to make very clear, candid responses to2771us so we do not make new laws that actually do not help the2772problem; it makes it worse. And I think within the agency, for2773example, recently the ability to do experimental aircraft2774operations used to be delegated to DARs. And recently that was2775changed to where now a FSDO has to directly sign off on an2776experimental certificate being hung on an aircraft. On the2777surface that seems logical, we are adding another safety2778barrier. But the truth is that is just adding more bureaucracy2779to a process.2780 That is a perfect example of why folks want to innovate2781elsewhere now is because we are making that application process2782to experiment with new aviation technologies harder to do here.2783And that is a small example, but I think it is an indicator of,2784at times, the bureaucracy getting in the way of some common2785sense, specifically for ATC systems.2786 We hear a lot about radars and copper wire. How do we2787quickly evaluate and implement the more advanced and modern, in2788many cases, more accurate satellite-based, ADS-B capability,2789automated flight following, where we can open our ForeFlight2790apps and see aircraft moving in real time with pretty great2791precision and start injecting that technology in addition to2792real-time data sharing with the aircraft?2793 So we see that a lot in Europe now where instead of voice2794communications, which as we saw with DCA can be stepped on,2795they can be garbled, they can be misheard, they can be misread2796back. When the data is actually sent to the aircraft with their2797flight path instructions, it is much harder to have an error2798based on that. How do we start adopting those things quickly in2799American airspace, and is more private sector involvement the2800answer for that?2801 Mr. McIntosh. In regard to issuing a command to an aircraft2802versus a pilot and accepting that, we call that datacom part of2803the next-gen technology. And that has been implemented in all2804of our 20 centers that are within the CONUS. And we are2805expecting full IOC, meaning full operations capability here2806within the year, and that is a very conservative estimate. I2807expect it to be much more aggressive than that. So the good2808news is that has been used, and we are getting some very good2809feedback on how that is using.2810 We also have our ability to upload clearances to aircraft2811at the gates without having to do a verbal transmission. We2812call that CPDLC. We are getting very positive feedback on that,2813as well.2814 So I do believe a lot of these technologies that you are2815seeing, while it has taken a long time to actually get it2816implemented, it is actually coming to fruition now.2817 Senator Sheehy. Great. Any other comments on those points2818or questions?2819 And then finally what I would say is some of our rural2820airports, which you hear a lot about here, obviously Senator2821Sullivan from Alaska has a very unique position, but it is true2822also in places like Montana where I am from, where we do have2823airports where the most critical service they provide to some2824of these rural and Tribal communities is medevac, where they2825could be in multiple hours' drive from a hospital. Our ability2826to get aircraft in there and get them to a facility quickly is2827dependent on their access to air. And implementing some of our2828newer GPS approaches to some of these airfields that are not2829going to be able to afford an ILS system, but that also depends2830on radar capability and ADC capability from some of our2831regional airports like Helena, which is only one of two2832regional airports in the country that does not have radar2833service.2834 So as part of this modernization effort, I agree we have to2835prioritize incredibly congested areas like DCA and, of course,2836Newark and others, but for many of our rural communities, this2837is key. So I would ask for your commitment to look into that.2838 And I would also ask just for general open-mindedness.2839Sometimes open-mindedness and non-conventional thinking do not2840go hand in hand with safety in the traditional sense. But the2841truth is we have to start re-imagining how the FAA can operate2842in the 21st century, and that means looking at our FARs,2843thinking how they fit better around the more broader envelope2844of aviation we are seeing now from UAS to now new types of2845aerial vehicles that are going to start challenging our2846existing systems in different ways.2847 So thanks for your testimony today. I appreciate you taking2848the time to speak to us, and thanks for all the work you are2849doing.2850 Mr. McIntosh. Thank you, Senator.2851 Senator Sheehy. All right, we will close out the hearing.2852Thanks to the witnesses for the testimony today. Senators will2853have until close the business on Wednesday, May 21, to submit2854questions for the record. Witnesses will be allowed until close2855of business on Wednesday, June 4, to respond to those2856questions.2857 This concludes today's hearing. The Committee stands2858adjourned.2859 [Whereupon, at 12:12 p.m., the hearing was adjourned.]28602861 A P P E N D I X28622863 Prepared Statement from the Association for Uncrewed Vehicle Systems2864 International (AUVSI)2865 On behalf of the Association for Uncrewed Vehicle Systems2866International (AUVSI), thank you for the opportunity to submit this2867testimony as you evaluate the implementation of the Federal Aviation2868Administration (FAA) Reauthorization Act of 2024 (P.L. 118-63). Swift2869implementation of this legislation is critical to ensuring the2870meaningful integration of safe, secure, and scalable uncrewed and2871advanced aviation technologies into American skies.2872 AUVSI is the world's largest non-profit organization dedicated to2873advancing uncrewed systems, autonomy, and robotics. AUVSI represents2874over four hundred corporations and eight thousand professionals across2875more than sixty countries in industry, government, and academia.2876AUVSI's members span the defense, civil, and commercial sectors and2877multiple transportation domains, inclusive of hardware and software2878companies. Our member companies design, build, and operate uncrewed2879aircraft systems (UAS, or drones) as well as counter-UAS systems for2880detecting and mitigating drones. We also represent leaders in advanced2881air mobility (AAM), including manufacturers, aircraft autonomy2882providers, component suppliers, and infrastructure developers.2883 P.L 116-83 was a landmark step forward for the entire aviation and2884aerospace industry. It contained critical provisions intended to2885accelerate the integration of drones and AAM technologies into the2886national airspace system (NAS). AUVSI commends Congress for its2887leadership in crafting a future-ready aviation framework. However,2888significant portions of P.L. 118-63 implementation remain off track,2889and delayed action by the FAA on several mandates risks undermining2890U.S. leadership in global aerospace innovation as our competitors, and2891adversaries, race ahead.2892 We are at a pivotal moment in aviation history, with drones and AAM2893aircraft (which include both regional and urban passenger and cargo2894carrying applications) offering the potential to unlock significant2895benefits in both safety and technological leadership. With those2896benefits will come tremendous economic activity and workforce2897opportunities. Drones offer a cost-effective solution for critical2898operations including public safety, package delivery, precision2899agriculture, utilities maintenance, infrastructure inspections, and2900much more. AAM is revolutionizing propulsion systems, battery2901technology, and flight controls, unlocking new opportunities in both2902metropolitan and rural areas not served by traditional aviation, and2903enhancing workforce productivity and safety. Companies are opening2904high-rate production facilities and creating thousands of high-quality2905manufacturing jobs at an increasing rate.2906 The UAS and AAM industries require enabling rules and regulations2907given the new technologies entering service. Safety, not bureaucracy2908must drive this process--new regulations in this space will enable2909rather than restrict U.S. innovation and leadership. We encourage2910Congress and the FAA to streamline the rulemaking process generally,2911and specifically across UAS and AAM initiatives. The current regulatory2912structure for UAS and AAM is overly burdensome because it was created2913with traditional aircraft in mind. Updated enabling rules and2914regulations will act as a means of deregulation that enables these2915innovative technologies to flourish.2916 A critical step toward streamlining the FAA's rulemaking process is2917the swift implementation of Section 202 of P.L. 118-63, which requires2918the FAA Administrator to create an Office of Rulemaking and Regulatory2919Improvement headed by an appointed Assistant Administrator. The2920creation of the office and the elevation of rulemaking within FAA will2921help to ensure accountability and responsibility for rulemaking2922timeliness, which are often presently lacking.2923 Without timely regulatory clarity, the promise both UAS and AAM2924technologies will remain unrealized, and we will continue to see2925nations like China win the global aviation competitiveness race. The2926FAA must move swiftly to implement new rules for beyond visual line of2927sight (BVLOS) drone operations, aircraft certification, and airspace2928integration technologies such as UAS traffic management (UTM). It must2929also ensure that operational approvals for emerging AAM aircraft are2930efficient, transparent, and based on performance rather than legacy2931prescriptive frameworks.2932 While AUVSI's diverse membership is deeply invested in the2933implementation of several P.L. 118-63 provisions, we want to take a2934moment to focus on the BVLOS draft safety rule/final rule and how the2935associated costly delays.29362937 The drone industry is standing on the precipice of a new era.2938 With the right regulatory framework, the U.S. can lead the2939 world in drone innovation and integration. The timely issuance2940 of BVLOS safety rules will unlock the scalability of high-value2941 operations. According to various studies, the drone industry is2942 projected to contribute billions of dollars to the U.S. economy2943 over the next decade. But, without the BVLOS rule in place,2944 much of this potential will remain untapped.29452946 Unfortunately, the BVLOS draft safety rule, and therefore the2947 BVLOS final rule, has languished, plagued by bureaucratic2948 delays. The deadline for the FAA to release the BVLOS draft2949 safety rule no later than four months after the enactment of2950 P.L. 118-63 has come and gone, and the industry is feeling2951 those impacts. Importantly, this means that unless the FAA2952 issues the BVLOS draft safety rule in the very near term, the2953 FAA's issuance of the final rule will undoubtedly slide to the2954 right in the calendar, which will ensure the U.S. falls further2955 behind other nations in the deployment of advanced aviation2956 technologies.29572958 It is important to note that the notice of proposed rulemaking2959 (NPRM) has already been written and began undergoing the White2960 House Office of Information and Regulatory Affairs (OIRA)2961 interagency review process last year, and AUVSI conducted2962 multiple meetings with OIRA and various segments of the UAS2963 industry to make the case for the issuance of the NPRM.2964 Unfortunately, the draft safety rule was not issued for public2965 comment before the January 20 change in administrations and the2966 associated moratorium on rulemaking activities.29672968 Releasing the NPRM and final rule in a timely manner is a2969 requirement of Section 930 of P.L 118-63, which was enacted2970 into law almost exactly one year ago. The expeditious release2971 of the BVLOS NPRM and subsequent final rule, pursuant to2972 Section 930 referenced above, would build on the drone policy2973 agenda of the first Trump Administration, which was the last2974 time that enabling drone regulations were promulgated. In the2975 meantime, the FAA needs to maintain the current process for2976 authorizing the limited drone operations that are in the2977 pipeline before the BVLOS rule is final, so operators can2978 continue to effectively plan and make informed business2979 decisions.29802981 Today, drone operations BVLOS require costly, lengthy, case-by-2982 case FAA approval processes which inhibit companies from2983 scaling in the United States and can make beneficial operations2984 cost-prohibitive. The rapid expansion of drone technology in2985 sectors such as public safety, agriculture, infrastructure2986 inspection, and delivery services have the potential to2987 transform key areas of the economy and provide significant2988 societal benefit, as we have witnessed most recently in the2989 hurricane response efforts.29902991 This expansion is also necessary to buttress domestic2992 manufacturing efforts while supporting our national security.2993 Drones can be used for ongoing surveillance of large areas2994 during events like natural disasters, potentially reducing the2995 need for extensive ground patrols. They can enter buildings and2996 disaster zones where it would be unsafe to send in a human.2997 Drones can monitor fires and wildfires, enabling more effective2998 decision-making and resource allocation. Drones are deployed to2999 assess damage, monitor hazards, survey affected areas, and3000 deliver aid following disasters such as tornadoes, hurricanes,3001 earthquakes, wildfires, and infrastructure collapses. They3002 provide valuable situational awareness to emergency responders3003 and help them coordinate relief efforts.30043005 Further delays to the BVLOS rules will continue to hamper the3006 drone industry from scaling to new heights. We encourage3007 Congress to work hand-in-hand with the Trump Administration to3008 issue the draft safety rule as soon as possible for public3009 comment--the vitality of this industry depends on it.30103011 Moreover, we urge Congress to conduct robust oversight of FAA3012leadership to ensure they are fully activating the tools Congress3013provided in this legislation to expand real-world testing environments,3014strengthen industry-academic research partnerships, and fund state and3015local planning for UAS and AAM infrastructure. Equally vital is3016investment in workforce development. The FAA has been entrusted with3017meaningful resources to prepare our current and future workforce for3018careers in uncrewed systems. It is imperative these funds be deployed3019strategically and promptly, in collaboration with community colleges,3020universities, and training organizations.3021 AUVSI supports the FAA's safety mission and recognizes the3022challenge of keeping pace with transformative technologies while3023maintaining rigorous standards. However, innovation cannot be deferred3024indefinitely in the name of caution. Industry is not seeking3025shortcuts--we are seeking certainty. The rules, processes, and systems3026that enable growth must be defined, tested, and deployed.3027 As the Committee continues its oversight of P.L. 118-633028implementation, we respectfully urge you to press for transparency,3029stakeholder engagement, and measurable progress. The next generation of3030aviation is not on the horizon--it is here. The decisions we make today3031will shape the United States' competitiveness, resilience, and global3032leadership for decades to come.3033 In conclusion, AUVSI urges the Committee to prioritize oversight of3034Title IX, Subtitles A and B of P.L. 118-63, to ensure the FAA is3035keeping up with mandate timelines, with a keen focus on the following3036specific provisions throughout the legislation:3037General3038 Establishing the Unmanned and Autonomous Flight Advisory3039 Committee--Section 91630403041 Make maximum use of the recently announced Center for3042 Advanced Aviation Technologies to support emerging aviation3043 technologies--Section 96130443045 Center of Excellence for UAS--Section 100630463047 FAA UAS and AAM research and development--Section 10443048UAS3049 Electronic conspicuity study--Section 90630503051 Remote identification alternative means of compliance--3052 Section 90730533054 Improving the Part 107 waiver process--Section 90830553056 Pilot program for UAS inspections of FAA infrastructure--3057 Section 91130583059 Drone Infrastructure Inspection Grant Program--Section 91230603061 Drone Education and Workforce Training Grant Program--3062 Section 91330633064 Extension of the Know Before You Fly initiative--Section 92230653066 Extension and expansion of UAS test ranges--Section 92530673068 Extension of authorities under Section 44807 and3069 transferring those authorities to FAA--Section 92730703071 Directing the FAA to issue a BVLOS NPRM and final rule3072 expeditiously--Section 93030733074 Expeditious approvals of third-party service providers--3075 Section 93230763077 Operations Over the High Seas--Section 93430783079 Prohibiting Department of Transportation (DOT) funds from3080 being used on contracts/grants for covered UAS--Section 9363081AAM3082 Establishing the Advanced Aviation Technology/Innovation3083 Steering Committee--Section 22930843085 Shifting AAM regulatory functions from the FAA NextGen3086 Office to the Office of Aviation Safety--Section 20630873088 Allowing airport energy assessments to include power demands3089 for airside and landside operations, with funding support for3090 related projects--Section 74230913092 Establishing program guidance for the AIP Pilot Program for3093 AAM ground support equipment--Section 74530943095 Streamlining environmental approvals for vertiports by3096 applying or establishing categorical exclusions under the3097 National Environmental Policy Act--Section 95330983099 Expanding and extending the AAM Infrastructure Pilot Program3100 through 2026--Section 96031013102 Thank you for your commitment to innovation, safety, and a strong3103U.S. aviation ecosystem. AUVSI and our members stand ready to work with3104Congress, the FAA, DOT, and all partners to realize this vision.3105 ______31063107 Response to Written Questions Submitted by Hon. Ted Cruz to3108 Jodi Baker, Wayne Heibeck, and Franklin McIntosh3109Integration with Safety Risk Management Panels3110 Question 1. How will the new advanced analytics tools within3111Aviation Safety Information Analysis and Sharing (ASIAS) be integrated3112into FAA's Safety Risk Management (SRM) panels, particularly those3113addressing mixed traffic operations, airspace redesign, or commercial3114spaceflight interactions?3115 Answer. ASIAS is one of the data sources the FAA uses to both3116identify and analyze potential safety issues as part of safety risk3117management and its risk identification and mitigation tools, including3118SRM panels. When ASIAS has information pertinent to a potential safety3119issue, including in relation to planned changes, analysts use that data3120to identify trends and anomalies that may indicate a vulnerability in3121the aerospace system.3122 Consistent with the FAA Reauthorization Act of 2024, we are making3123a host of improvements to ASIAS. Such improvements include integrating3124rotorcraft community data, Artificial Intelligence or machine learning,3125air traffic control voice data, and additional FAA Enterprise3126Information Management data into ASIAS. Not only will these3127improvements expand the data sources available to ASIAS but also3128enhance the quality and speed of data, therefore increasing the3129benefits of ASIAS data to support safety risk management.3130General Aviation and Non-Airline Participation3131 Question 2. Does the FAA have plans to expand the scope of ASIAS3132participation beyond commercial airlines--for example, to general3133aviation, rotorcraft, or UAS operators--and what technical or policy3134challenges would need to be addressed to do so?3135 Answer. Expansion of ASIAS beyond commercial operations began over3136a decade ago. Currently, ASIAS partners with general aviation and3137rotorcraft operators, in addition to commercial air carriers. We are3138always looking to improve and, consistent with the FAA Reauthorization3139Act of 2024, we are making a host of improvements to ASIAS. Such3140improvements include integrating rotorcraft community data, Artificial3141Intelligence or machine learning, air traffic control voice data, and3142additional FAA Enterprise Information Management data into ASIAS. We3143are actively integrating rotorcraft safety data into ASIAS, with key3144milestones planned throughout FY26. This includes initiating rotorcraft3145onboarding, such as establishing agreements, data pipelines, and portal3146features, in Q1 FY26, and finalizing tools for benchmarking and3147visualization in Q2. The FAA also is actively working to expand ASIAS'3148reach within the UAS community. The FAA is working to build a drone3149data analyses capability in FY2025 and to integrate UAS safety data3150into ASIAS to conduct aggregate safety risk analysis beginning in3151FY2026. Planning for UAS onboarding is targeted for Q3 FY26, followed3152by expansion of the study pipeline and integration of advanced tools3153and UAS data in Q4.3154 Key technical and policy challenges include ensuring secure data3155exchange mechanisms, protecting proprietary and sensitive data,3156developing onboarding strategies for diverse stakeholder communities,3157and aligning new data sources with ASIAS' existing governance3158frameworks.3159 ______31603161 Response to Written Questions Submitted by Hon. John Thune to3162 Jodi Baker, Wayne Heibeck, and Franklin McIntosh3163 Question 1. Section 372 of the Federal Aviation Administration3164(FAA) Reauthorization Act of 2024 requires the FAA Administrator to3165establish requirements for an Enhanced Qualification Program (EQP) for3166prospective pilots within six months of enactment. EQP is a structured3167program meant to integrate several benchmarks prospective pilots must3168meet--including receiving their multiengine and type ratings--into one3169comprehensive curriculum that prepares them for entry into air carrier3170new hire training. This thorough, detailed course of instruction,3171paired with advanced simulator training from seasoned airline pilots,3172would expose trainees to the cockpits of the jets they would actually3173be flying and, importantly, allow them to experience what it is like to3174handle challenging and dangerous situations in those cockpits,3175including those which lead to the close calls we have seen recently.3176 The swift implementation of this program is critical to ensuring we3177have an adequate supply of highly trained, qualified pilots especially3178in rural areas.3179 Please detail your plan to ensure that this important program is3180implemented and provide an expected timeline for implementation.3181 Answer. We are focused on establishing the requirements for3182airlines to implement the Enhanced Qualification Program (EQP), which3183we plan to publish in an Advisory Circular (AC) later this year. As3184part of our process, we will seek public comment on the AC, after which3185it will be finalized.31863187 Question 2a. As you know, Section 930 of the Federal Aviation3188Administration (FAA) Reauthorization Act of 2024 requires the FAA to3189establish regulations governing beyond visual line-of-sight (BVLOS)3190operations for certain unmanned aircraft systems (UAS), a crucial step3191in unleashing the commercial potential of these aircraft. Under the3192law, the FAA must issue a notice of proposed rulemaking (NPRM) within3193four months and a final rule within 20 months of the date of enactment.3194While we appreciate the FAA's continued work in advancing the3195integration of UAS into the National Airspace System (NAS), with the3196statutory NPRM deadline having passed, we write today to request an3197update on the publication of this proposed rule.3198 What timeline can we expect for a publication of a BVLOS NPRM?3199After publication, when can we expect a final rule?3200 Answer. The BVLOS NPRM was published on August 5, 2025. As3201highlighted in President Trump's Executive Order (EO) 14307, Unleashing3202American Drone Dominance, this rule is a Trump Administration priority.3203The FAA will expeditiously address public comments on the NPRM and3204intends to meet the 240-day timeline in the EO for publication of a3205final BVLOS rule.32063207 Question 2(b). It is my understanding that the FAA has been in the3208process of developing the BVLOS rule for some time, well before the3209enactment of the FAA Reauthorization Act of 2024. Can you provide an3210explanation for the continued delay in developing this rule?3211 Answer. Developing rules and policies that balance the needs and3212concerns of stakeholder groups, transitioning to the normalization of3213beyond visual line of sight operations, and creating reliable pathways3214for technology as risk mitigation has been complex and challenging.3215Under the direction of President Trump and Secretary Duffy's3216leadership, the FAA was able to issue the NPRM on August 5, 2025,3217notwithstanding previous delays.3218 ______32193220 Response to Written Questions Submitted by Hon. Jerry Moran to3221 Jodi Baker, Wayne Heibeck, and Franklin McIntosh3222 Question 1. FAA's Contract Tower Program is one of the most3223successful government/industry partnerships for the agency, continually3224receiving high marks from the DOT Inspector General. What assurance can3225you offer that contract towers will remain a high priority for FAA?3226 Answer. Federal Contract Towers (FCT) play a vital role in our3227national airspace system, and we are committed to continuously3228strengthening the program. Secretary Duffy's initiative to accelerate3229the hiring and training of air traffic controllers is important, not3230just for FAA-operated facilities but also for FCTs, which rely on a3231robust, well-trained workforce. One major step we are taking is3232expanding the Enhanced CTI program. By broadening the pipeline of3233qualified candidates, this initiative not only supports FAA staffing3234but also opens new recruitment opportunities for contract towers.3235Additionally, the FAA Reauthorization Act of 2024 includes a3236requirement that FCTs serving small and medium hub airports be staffed3237to support at least two controllers per tower operating shift. We made3238the necessary adjustments, and that change will go into effect on3239schedule, in full alignment with the legislation.32403241 Question 2. A few years ago, the FAA moved the administration of3242the Federal Contract Tower program to the Program Management Office,3243separating from air traffic services. What was the justification for3244moving to the PMO?3245 Answer. The FAA shifted administration of the FCT Program to the3246Program Management Office (PMO) to enhance program oversight,3247streamline operations, and better align with broader agency3248modernization efforts.32493250 Question 3. Please describe where the FAA is in implementing3251Sections 440 and 441 (Aviation Workforce Development Grants) of the FAA3252Reauthorization.3253 Answer. Regarding section 440 of the FAA Reauthorization Act of32542024, the FY 2025 Aviation Workforce Development NOFOs have been3255updated to align with the Trump Administration's priorities, and we3256anticipate that they will be announced in the near future. The Office3257of the Secretary of Transportation is overseeing the implementation of3258section 441 of the Act.32593260 Question 4. The FAA Reauthorization focused on the importance of3261sufficient resources and training for FAA's certification workforce.3262What efforts have been undertaken to bolster certification personnel in3263their critical safety oversight responsibilities?3264 Answer. Aviation Safety Inspectors (ASI) are the frontline in3265safety oversight. Congressional direction for the FAA to use direct-3266hire authority (e.g., on-the-spot hiring authority) has enabled the FAA3267to continue targeted recruitment for these mission-critical positions,3268and it allows the FAA to accept resumes outside of the normal3269announcement process for all service locations. Use of on-the-spot3270hiring authority is an effective tool in hiring ASI positions. On-the-3271spot hiring authority will continue to enable the FAA to accelerate the3272hiring process by extending offers of employment to fully mission-3273qualified candidates faster in a highly competitive labor market.3274 Flight Standards (FS) and Aircraft Certification Service (AIR)3275manage all technical training courses that safety inspectors need to3276attend to ensure they have the proper training based on their job3277responsibilities. FS and AIR continuously review changes in policies,3278processes, and technologies to identify any gaps or changes that impact3279inspector training. Where necessary, FS and AIR develop or update3280existing training to provide the necessary training needed to support3281the critical safety oversight responsibilities of the Aviation Safety3282Inspector workforce. Topics include Organization Designation3283Authorization, expansion of safety management systems, and training in3284new aviation technologies.3285 In January 2025, FS completed a major redesign of the On-the-Job3286Training Program, transitioning to a streamlined, task-based approach3287that aligns with real field requirements, strengthens safety oversight3288through robust lesson plans, and accelerates ASI qualification. The3289updated structure improves consistency across the workforce,3290accelerates ASI readiness, and enhances FS' ability to meet its safety3291oversight responsibilities. Subsequent phases will focus on policy3292alignment, performance metrics, and integration with national tracking3293systems to ensure long-term sustainability and accountability.32943295 Question 5. The FAA Reauthorization Act requires the agency to3296conduct a study on the future state of the type certification process.3297What is the progress of this study? What steps are being taken to3298leverage modern tools and technology systems to improve safety through3299a more effective and efficient certification process?3300 Answer. Section 310 of the FAA Reauthorization Act of 2024 requires3301the agency to enter into an agreement with a federally funded research3302and development center or other independent nonprofit organization to3303study and make recommendations regarding the agency's approach to type3304certification processes. In January of 2025, the FAA awarded a contract3305to MITRE, consistent with this requirement. In accordance with section3306310, the report containing the results of the study and recommendations3307is due to the FAA by November 2025.33083309 Question 6. When will the framework from my Advanced Air Mobility3310Coordination and Leadership Act be released?3311 Answer. The Office of the Secretary of Transportation is overseeing3312the implementation of this requirement.33133314 Question 7. I have heard some concerns about drone activity at3315public venues that fall below FAA's 30,000-seat threshold and sporting3316event requirement for flight restrictions. How can FAA and my office3317find a reasonable path forward that improves safety at smaller public3318venues?3319 Answer. Section 935 of the FAA Reauthorization Act of 2024 provides3320a framework for the FAA to issue temporary flight restrictions over3321eligible large public gatherings. The FAA is currently implementing the3322requirements of Sec. 935 and will continue to do so. We further note3323that existing FAA regulations provide requirements for safe drone3324operations. And if there is an emergent safety issue, the FAA has the3325tools to address it.33263327 Question 8. Prior to the Army Aviation Brigade resuming helicopters3328operations in the National Capital Region in late April, how was the3329FAA coordinating with DOD to review and approve these operations?3330 Answer. Ronald Reagan Washington National Airport (DCA) is in a3331Class B surface area. All entry into the area by helicopters must be3332requested and granted based on current traffic demands. Other than3333those requests, there was no additional coordination with DOD.33343335 a. Why did the FAA not notify the Aviation Subcommittee of these3336resumed operations, as requested by my February 4th letter to FAA?3337 Answer. The FAA did not resume simultaneous operation of fixed-wing3338and helicopter operations in certain areas in the vicinity of DCA;3339those operations remain restricted. The operation of Priority Air3340Transport flights around DCA were not restricted by the FAA other than3341in areas described above or based on workload allowing for Class B3342airspace clearances to be issued.33433344 Question 9. Is there an approved helicopter route for around the3345Pentagon? Would this route be part of an MOU between FAA and DOD?3346 Answer. Yes, there are approved helicopter routes/transitions for3347and around the Pentagon. These routes/transitions would be part of a3348Letter of Agreement between FAA and DOD.33493350 Question 10. The results from the audit of legacy systems3351authorized in section 622 are due in three months. Please provide the3352Committee an update on the outreach to industry as required by Section3353622.3354 Answer. Section 622 of the FAA Reauthorization Act of 2024 directs3355the FAA to conduct an audit of legacy systems within the National3356Airspace System (NAS), specifically targeting systems installed before33572000. To fulfill this mandate, the FAA contracted with MITRE, a3358federally funded research and development center, to carry out the3359audit. MITRE completed the audit in August 2025, in accordance with the3360statutory deadline. FAA leadership met monthly with MITRE to monitor3361progress and ensure the audit remained aligned with congressional3362intent and safety priorities. MITRE leveraged data from the NAS3363Operations Risk Assessment (NORA) Dashboard to identify legacy NAS3364systems (FAA-owned systems deployed before 2000) to analyze system3365operational safety and efficiency risks. The team also used data from3366NAS Performance Analysis System (NASPAS), Sustain, Enhance, Replace3367Initiative (SERI), and Resource Planning Documents (RPDs). MITRE also3368reviewed the recent Government Accountability Office (GAO) report.3369 Industry consultation is a component of the development of a plan3370to accelerate drawdown, replacement, or enhancement of legacy systems3371identified in the audit as outdated, insufficient, unsafe, or unstable.3372The development of this plan follows the completion of the audit and a3373report on the findings and recommendations of the audit.3374 ______33753376 Response to Written Questions Submitted by Hon. Dan Sullivan to3377 Jodi Baker, Wayne Heibeck, and Franklin McIntosh3378 Section 627 of the FAA Reauthorization Act of 2024 requires the FAA3379to initiate a rulemaking process, no later than 3 years from enactment,3380to establish or update low-altitude IFR routes and procedures for3381rotorcraft and powered-lift aircraft, leveraging performance-based3382navigation.3383 Following the tragic midair collision over Washington, D.C., and3384the FAA's recent Rotorcraft Safety Roundtable--which identified clear3385deficiencies in low-altitude route structure, vertical/lateral3386definitions, and traffic deconfliction--how is the FAA ensuring that3387current efforts to improve low-altitude safety are integrated with the3388implementation of Section 627?3389 Specifically:33903391 Has the FAA initiated internal planning or pre-rulemaking3392activities toward fulfilling the Section 627 mandate? If so, what is3393the timeline for stakeholder consultation and formal rulemaking3394initiation?3395 Answer. Section 627 requires the FAA to initiate a rulemaking3396process to establish or update, as appropriate, low altitude routes and3397flight procedures to ensure safe rotorcraft and powered-lift aircraft3398operations in the NAS no later than May 2027. The FAA currently has a3399process administered under 14 C.F.R. Sec. 71.13(b)(3), which classifies3400Air Traffic Service (ATS) routes, including low-altitude routes, as3401either VOR Federal airways or Area navigation (RNAV) routes that the3402Agency determined address the requirements of section 627. The FAA is3403in the process of setting up discussions with stakeholders including3404the United States Helicopter Safety Team, and NATCA to consult on these3405processes in accordance with the requirements in section 627.34063407 How is the agency prioritizing congested airspace for early action3408under Section 627?3409 Answer. In addition to the actions for section 627, the FAA is3410reviewing active low altitude routes and flight procedures to ensure3411safe rotorcraft and powered-lift aircraft operations.3412 Following the DCA accident, the FAA is conducting a comprehensive3413review of all helicopter visual flight rules (VFR) charts. Currently,3414the FAA is working with aviation partners to update the DCA helicopter3415chart by addressing safety concerns and recommendations from the3416National Transportation Safety Board. This includes developing,3417modifying, or canceling routes and transitions, updating police3418operating zones, and adding new advisory notes and information to the3419chart. Once these updates to the DCA chart are completed, the FAA will3420apply similar updates to the other helicopter charts, as needed.34213422 To what extent will implementation of Section 627 focus on3423modernizing and improving the FAA's Helicopter Route Chart Program,3424including revisions to existing routes and publication practices to3425reflect performance-based navigation capabilities?3426 Answer. Section 627(b) specifically addresses the utilization of3427existing processes to establish or update low-altitude instrument3428flight rules (IFR) routes (generally helicopter RNAV/TK routes) for3429rotorcraft and powered-lift aircraft as depicted on IFR low-altitude3430charts. Helicopter route charts and VFR routes are separate and3431primarily support visual navigation unless those IFR routes are3432contained within the charted area where both VFR and IFR routes will be3433depicted to provide specific deconfliction and supporting information.3434This initiative integrates IFR operations into the low-altitude3435environment using performance-based navigation infrastructure, with a3436focus on developing new IFR routes supported by advanced Global3437Navigation Satellite System (GNSS) which includes the U.S. Global3438Positioning System (GPS). The goal is to provide safe and efficient3439navigation for rotorcraft while maintaining proper separation from3440higher-altitude fixed-wing aircraft.34413442 How is this work being aligned with the DOT's recently announced3443effort to modernize the U.S. air traffic control system, particularly3444with respect to enabling digital separation and route optimization in3445low-altitude corridors?3446 Answer. The FAA's initiatives under section 627 align with DOT's3447broader air traffic control modernization by updating supporting3448infrastructure and airspace constructs to include the development of3449low-altitude IFR routes for helicopters and powered-lift. These routes3450could benefit from evolving digital separation concepts and3451technologies under development. By implementing performance-based3452navigation, the FAA improves safety and operational efficiency, while3453supporting multiple aircraft types within the airspace.34543455 Does the FAA currently have the technical, budgetary, and staffing3456resources required to carry out the mandates of Section 627 on3457schedule? If not, what specific support would be required to accelerate3458implementation--particularly in high-density, mixed-use airspace3459environments?3460 Answer. Currently, yes. However, the FAA must ensure it has3461sufficient technical, budgetary, and staffing resources as the scope3462and scale increase and to accelerate the development of these IFR3463routes, especially in high-density airspace and across multiple3464geographic locations simultaneously to ensure safety and prepare for3465future demands. The route development process requires collaboration3466across multiple stakeholders to include manufacturers, operators, air3467traffic controllers, and communities to minimize operational conflicts3468and community impacts.3469 ______34703471 Response to Written Questions Submitted by Hon. Marsha Blackburn to3472 Jodi Baker, Wayne Heibeck, and Franklin McIntosh3473 Question 1. In 2023, Senator Lujan and I sent a letter to the FAA3474Administrator raising concerns that some airlines would not be able to3475retrofit airplane altimeters in time to allow 5G operations near and on3476airplanes. The wireless industry paused 5G operations for a significant3477period of time to resolve this issue with the FAA. Since that letter,3478industry has come together with government to ensure that we can have3479both wireless service and flight safety. I was pleased that our3480provision establishing an R&D program to assist with the development3481and testing of next-gen radio altimeters for aircraft was included in3482the FAA Reauthorization. What is the status of this R&D program? What3483hurdles might still exist for airlines to meet the January 20283484deadline?3485 Answer.3486``January 2028 deadline''3487 Current safe coexistence between radio altimeters (RAs) and3488wireless transmissions in the lower C-Band (3.7-3.98 GHz) is dependent3489upon the voluntary agreements entered into by the wireless industry and3490the aviation industry's response to the requirements in airworthiness3491directives issued by the FAA. This safe environment was achieved due to3492extensive work by the aviation and wireless industries to identify the3493transmission characteristics necessary to define wireless service3494limits voluntarily agreed to by the wireless licensees. The aviation3495industry has already completed extraordinary efforts to develop,3496produce, certify, and install thousands of modified RA with filtering3497that are tolerant to interference from current 5G C-Band emissions with3498the voluntary wireless service limits in place.3499 Work is underway to develop RAs with suitable performance and3500interference tolerance to support long-term safe coexistence with3501commercial wireless transmitters in the neighboring spectrum.3502Currently, RTCA is developing minimum operational performance standards3503(MOPS) for an RA system that is an efficient user of its assigned3504spectrum and achieves the best possible performance that is currently3505technologically attainable.3506 Once the MOPS are completed, the FAA will need to mandate these new3507RA systems on thousands of U.S. registered aircraft as well as other3508aircraft operating in the National Airspace System. However, the FAA3509does not anticipate these RA systems to be available before January 1,35102028.3511 Ultimately, the current voluntary agreement will need to be3512extended beyond January 1, 2028 to protect current aviation operations3513to ensure near-term operational and economic stability and provide3514aviation stakeholders with sufficient time to design, produce, certify,3515and install tens of thousands of necessary RAs. In addition, some of3516these voluntary operating conditions may continue to be necessary for3517future RA systems that meet the MOPS.3518Research and Development Program3519 Regarding the research and development program, the FAA entered3520into an agreement with the University of Oklahoma to conduct research3521that supports the validation of the minimum operational performance3522standards (MOPS). The University is partnering with various avionics3523companies to conduct testing and provide results to validate or improve3524the MOPS. This activity reduces the risk for any potential issues3525identified that could affect the standard or its schedule for3526completion.35273528 Question 2. By law, air traffic controllers must retire at age 56.3529The Secretary of Transportation has the authority to extend that3530mandatory retirement age to 61 and this could help make up for the3531shortage of 3,000 air traffic controllers. I believe Congress should3532give the Secretary the authority to exempt air traffic controllers from3533the mandatory retirement age for as long as they are able-bodied and3534mentally fit. In your opinion, will using this exemption authority help3535solve the air traffic controller shortage in this country?3536 Answer. The FAA is using every tool available to hire and retain3537qualified people to serve as air traffic controllers and exemptions3538from the mandatory retirement age is just one element of the current3539process. We are incentivizing hiring with a 30 percent salary increase3540for candidates going to the FAA Academy, as well as offering incentives3541to controllers willing to go to hard-to-staff facilities and to retain3542experienced controllers.35433544 Question 3. Tennessee is home to countless large-scale outdoor3545events, Titans' football and the Bonnaroo Music Festival for example.3546Americans deserve to feel safe when they attend an event with their3547loved ones. When drones interrupt events and performances, it can be3548incredibly frustrating for fans. I was pleased that the FAA3549Reauthorization Act enhanced the FAA's authority to issue temporary3550flight restrictions for drones flying over large events. Can you commit3551that the FAA will do everything in its power to protect these large-3552scale outdoor events and implement this provision of the FAA3553Reauthorization Act?3554 Answer. Yes. Section 935 of the FAA Reauthorization Act of 20243555provides a clear framework for the FAA to issue temporary flight3556restrictions over eligible large public gatherings. The FAA is actively3557implementing the requirements of section 935.35583559 Question 4. Last year, Congress passed the Federal Aviation3560Administration Reauthorization Act of 2024 which included a number of3561provisions aimed at UAS. One of these provisions, sec. 935, expanded3562FAA's authority to create temporary flight restrictions (TFR) around3563large public gatherings such as outdoor sporting events, concerts, and3564festivals. With the rise of domestic drone usage, expanding such TFR3565authority is more important than ever. How will you work with local law3566enforcement and the organizers of these public events to ensure that3567there is a streamlined way for them to apply and receive a TFR in a3568timely fashion?3569 Answer. Section 935 of the FAA Reauthorization Act of 2024 provides3570an important framework for issuing temporary flight restrictions over3571large public gatherings, such as outdoor sporting events and concerts.3572The FAA is actively implementing this provision and is committed to3573ensuring the process is efficient, accessible, and responsive to3574stakeholder needs. The FAA is working to streamline the TFR application3575process. We are evaluating ways to simplify and expedite requests,3576including improving communication channels and developing clearer3577guidance for applicants. The FAA welcomes continued feedback from users3578and remains focused on ensuring that TFRs can be issued in a timely3579manner.3580 ______35813582 Response to Written Questions Submitted by Hon. Eric Schmitt to3583 Jodi Baker, Wayne Heibeck, and Franklin McIntosh3584 Question 1. During the hearing, you discussed various ways that the3585FAA intends to modernize the national airspace system. In doing so, it3586is highly critical that smaller airports like those in Missouri are not3587left behind. It's precisely these airports that do not have 24/7 ATC3588staffing that rely the most on critical automated systems such as the3589Automated Weather Observing System (AWOS) and ASOS (Automated Surface3590Observing System). These weather reporting systems ensure that3591operations can be carried out safely at all hours. With this in mind,3592can you provide some more detail as to how you plan to ensure that3593smaller airports that rely on these systems the most--those outside of3594the core 30 largest--are prioritized in any system modernization3595efforts moving forward.3596 Answer. Modernization is a priority across the NAS, and we look3597forward to working with you on this effort. The FAA also recognizes the3598criticality of tools such as Automated Weather Observing Systems (AWOS)3599and Automated Surface Observing Systems (ASOS) for smaller airports.3600Accordingly, we are working to implement the requirements of section3601332 of the FAA Reauthorization Act of 2024, which requires the FAA to3602publish on a website, real-time service status for all AWOS/ASOS. In3603addition, consistent with section 419 of the Act, the FAA plans to3604provide non-federal weather observer training for airport personnel who3605will be available to backstop AWOS/ASOS in the event of an outage or3606error.36073608 Question 2. In order to combat the continued shortage of pilots and3609the inconsistencies in the training/supply pipeline, Sec. 372 of the36102024 FAA Reauthorization bill mandated that the FAA establish3611requirements for an ``Enhanced Qualification Program for Restricted3612Airline Transport Pilot Certificate'' or EQP. This program would, among3613other things, allow for a modernized training approach by potentially3614allowing advanced simulator time to play a more direct role in training3615and allow airlines to sponsor and train potential pilots specific to3616their aircraft type earlier in the pipeline. Can you please provide an3617update on the status and timeline for final guidance pertaining to the3618EQP program, as this is an essential step forward for establishing a3619robust and well-trained pilot pipeline?3620 Answer. We are focused on establishing the requirements for3621airlines to implement the Enhanced Qualification Program (EQP), which3622we plan to publish in an Advisory Circular (AC) later this year. As3623part of our process, we will seek public comment on the AC, after which3624it will be finalized.3625 ______36263627 Response to Written Questions Submitted by Hon. Maria Cantwell to3628 Jodi Baker, Wayne Heibeck, and Franklin McIntosh3629 FAA Workforce Reductions. The FAA's ability to carry out this law3630is seriously hindered by the current Administration's attacks on the3631Federal workforce. Both the FAA Reauthorization Law of 2024 and the36322020 Aircraft Certification, Safety, and Accountability Act (ACSAA)3633call for more safety staff, not less. In this law, we required the FAA3634to set maximum hiring targets to increase air traffic controller3635staffing, and while I recognize the administration's efforts in this3636area, there are other safety critical and safety technical staffing3637shortages addressed in the law that also deserve concerted3638implementation efforts.3639 Acting Administrator Rocheleau has told the FAA workforce to expect3640a Reduction in Force announcement at the end of May saying quote: ``We3641will be leaner in a year, two years. It's the fact.'' As required by3642the law, we must constantly invest in training and recruiting a highly3643skilled workforce at FAA including maintenance technicians, aircraft3644certification experts, safety specialists, and more that maintain our3645gold standard in aviation safety.36463647 Question 1. In light of staffing cuts, and reductions from the3648deferred resignation program, please explain how FAA staffing levels in3649your line of business are meeting requisite agency targets for safety3650critical positions.3651 Answer. Aviation Safety: President Trump has continuously indicated3652his support for aviation safety and, with Secretary Duffy, secured an3653unprecedented investment in the safety of America's aviation3654infrastructure. President Trump also issued an Executive order on3655January 20, 2025, directing an immediate assessment of aviation safety3656and, on January 21, directed FAA to refocus from non-safety related DEI3657to safety and merit-based hiring. The FAA under President Trump is3658focused exclusively on safety.3659 FAA staff in critical safety-related positions, including aviation3660safety inspectors (ASI) and aerospace engineers (ASE), were not3661eligible to participate in the deferred resignation program.3662Congressional direction for the FAA to use direct-hire authority (e.g.,3663on-the-spot hiring authority) has enabled the FAA to continue targeted3664recruitment for these mission-critical positions, and it allows the FAA3665to accept resumes outside of the normal announcement process for all3666service locations. Use of on-the-spot hiring authority is an effective3667tool in hiring for these positions. On-the-spot hiring authority will3668continue to enable the FAA to accelerate the hiring process by3669extending offers of employment to fully mission-qualified candidates3670faster in a highly competitive labor market.3671 Airports: FAA staff in critical safety-related positions, including3672Airport Certification Safety Inspectors (ACSIs) and airport engineers,3673were not eligible to participate in the deferred resignation program.3674The Office of Airports continues to ensure that ACSIs responsible for3675airport safety compliance at our Part 139 airports are properly trained3676and we continue to hire ACSIs and airport engineers.3677 Air Traffic Organization: Controller staffing is a top priority for3678this Administration. The FAA is in the midst of a multi-year hiring and3679training surge to ensure the level of certified air traffic controllers3680needed to meet current and future traffic demands. We are filling every3681seat at the Academy, bolstering the Enhanced Air Traffic Collegiate3682Training Initiative (AT-CTI), and offering more opportunities for3683experienced military controllers to join the workforce. By addressing3684the ongoing air traffic controller shortage through this multi-pronged3685approach, the FAA is working to improve staffing levels and increase3686the safety of the NAS. FAA staff in critical safety-related positions,3687including air traffic controllers and NAS technicians, were not3688eligible to participate in the deferred resignation program.36893690 FAA Workforce Reductions. The FAA's ability to carry out this law3691is seriously hindered by the current Administration's attacks on the3692Federal workforce. Both the FAA Reauthorization Law of 2024 and the36932020 Aircraft Certification, Safety, and Accountability Act (ACSAA)3694call for more safety staff, not less. In this law, we required the FAA3695to set maximum hiring targets to increase air traffic controller3696staffing, and while I recognize the administration's efforts in this3697area, there are other safety critical and safety technical staffing3698shortages addressed in the law that also deserve concerted3699implementation efforts.3700 Acting Administrator Rocheleau has told the FAA workforce to expect3701a Reduction in Force announcement at the end of May saying quote: ``We3702will be leaner in a year, two years. It's the fact.'' As required by3703the law, we must constantly invest in training and recruiting a highly3704skilled workforce at FAA including maintenance technicians, aircraft3705certification experts, safety specialists, and more that maintain our3706gold standard in aviation safety.37073708 Question 1. How are staff cuts and the deferred resignation program3709affecting the Aircraft Certification service's ability to evaluate and3710safely certify aircraft? How is this affecting FAA's ability to ensure3711strong oversight of aviation manufacturers?3712 Answer. FAA staff in critical safety-related positions, including3713ASIs and ASEs, were not eligible to participate in the deferred3714resignation program. And, as safety remains the FAA's top priority, we3715continue to closely monitor onboard staffing levels.37163717 Boeing Quality Inspection Process Changes. The FAA approved changes3718to Boeing's quality inspection process--known as Verification3719Optimization--to allow Boeing to avoid regular inspections by trained3720quality inspectors based on a risk assessment process. Instead of3721having quality personnel determine whether a job on the assembly line3722complies with FAA regulations, manufacturing personnel--such as3723mechanics--are now responsible for making this decision.3724 This means mechanics have to inspect and sign off on their own3725work. And an additional inspection performed by a quality inspector--to3726add one more layer of redundancy--is not happening as much as it should3727on the production line. Despite knowing of quality lapses throughout3728Boeing's production system, the FAA still approved this reduction in3729quality inspections.37303731 Question 1. How is FAA ensuring that Boeing is meeting inspection3732requirements if a mechanic is not trained in the same manner as quality3733assurance personnel to perform the quality inspection?3734 Answer. The FAA received this allegation previously, conducted a3735formal investigation, and required Boeing to implement corrective3736actions that effectively addressed the FAA's findings.3737 In July 2020, the FAA received allegations that Boeing removed3738quality inspections without the required approvals, assigned3739inspections to manufacturing personnel without the appropriate3740training, and used process surveillance in lieu of direct inspections3741to make conformance decisions. Based on the findings of the3742investigation, the FAA identified that Boeing had not removed3743inspections, but that Boeing's quality organization had authorized3744manufacturing to make the verification.3745 In response to the FAA's investigation, Boeing committed to a set3746of corrective actions that the FAA closely monitored for3747implementation. As part of the corrective actions, the FAA required3748Boeing to assess the training provided to maintenance technicians and3749quality technicians. Boeing's assessment found the training to be3750equivalent.3751 In May 2023, the FAA completed verification of Boeing's3752implementation of the corrective actions, including verifying Boeing's3753assessment of their training. As a result of the investigation and3754implemented corrective actions, quality technician required inspection3755points have increased across all models. Furthermore, as part of the3756Boeing Safety and Quality Plan, Boeing continues to enhance their3757manufacturing technician and quality technician classroom and on-the-3758job training requirements.37593760 Question 2. In FAA's view, does reducing inspections align with3761FAA's requirements for Boeing associated with the company's Safety and3762Quality Plan?3763 Answer. Quality Technician required inspection points have3764increased across all models. Additionally, as part of Boeing's Safety3765and Quality plan, Boeing is executing work instruction adherence checks3766and design build audits to ensure product conformity.37673768 Question 3. Given reduced quality inspections at Boeing, how is FAA3769ensuring that Boeing airplanes conform to their approved designs?3770 Answer. Quality technician required inspection points have3771increased across all models. Furthermore, the FAA has made improvements3772to our oversight model since the January 5, 2024, Alaska Airlines3773accident. We have increased our on-site presence, adding more ASIs at3774Boeing facilities. Our oversight activities include more direct3775engagement with company employees, additional inspections at critical3776points in the production process including ``no-notice'' inspections,3777and increased auditing of Boeing's quality system processes and3778procedures.37793780 FAA Oversight of Boeing ODA Regarding Manufacturing and Design3781Defects. Boeing's Organization Designation Authorization (ODA), which3782enables certain Boeing employees to make compliance findings on behalf3783of FAA, is set to expire at the end of May. In 2022, the FAA granted3784Boeing a three-year ODA extension instead of the typical five years,3785reflecting concerns about the ODA and Boeing's implementation of its3786SMS following the 737 MAX crashes. FAA required a series of3787improvements from Boeing in exchange for extending its ODA.3788 The DOT Inspector General has raised serious red flags about FAA's3789oversight. In August 2023--the same month the defective Alaska Airlines3790flight 1282 fuselage with faulty rivets was being shipped to Seattle--3791FAA officials were already trying to delegate final safety inspections3792of aircraft coming off the production line to Boeing, despite ongoing3793manufacturing quality issues.3794 I sent a letter on this issue to FAA to make sure FAA is exercising3795strong oversight to closely analyze and verify Boeing's progress in3796meeting these requirements.3797 The entire purpose of an ODA is to ensure compliance with FAA3798safety regulations. Yet we keep learning about instances where Boeing3799designs and manufacturing do not meet the requirements.38003801 Question 1. The 737 MAX's Engine Anti-Ice System, which overheats,3802can result in the engine cowl failing and possibly causing the airplane3803to crash. Boeing tried to get an exemption to allow this defect on the3804MAX-7 and MAX-10.3805 What is FAA doing now to make sure this issue gets fixed and when3806will it be fixed?3807 Answer. Boeing expects to finalize the configuration for the Engine3808Anti-Ice (EAI) system type design change by the end of summer 2025. The3809FAA will be directly involved in reviewing the proposed type design3810changes and substantiating data necessary for addressing the EAI issue3811per the type certification process before the design change will be3812implemented. The EAI design change will be incorporated first into 7373813MAX production model airplanes in 2025, followed by 737-7 and 737-103814models as part of their amended type certification projects.38153816 Question 2. The 737 MAX's Engine Load Reduction Device, which can3817allow dense smoke to enter the cabin and flight deck when there is a3818fan blade failure. This was the subject of urgent recommendations by3819FAA's Office of Accident Investigation and Prevention.3820 What is FAA doing now to make sure this issue gets fixed and when3821will it be fixed?3822 Answer. On November 26, 2024, the FAA held a Corrective Action3823Review Board (CARB) and determined the issue to be an unsafe condition3824that will require a mandated airworthiness action. Boeing and CFM are3825developing a software change that will significantly minimize the flow3826of engine oil into the cabin air conditioning system during a Load3827Reduction Device (LRD) activation event. Boeing and CFM have agreed to3828complete the software update by March 2027. As determined by the CARB,3829the FAA will mandate the incorporation of this design change into the3830fleet through airworthiness directives.3831 To mitigate issues while the software is under development, Boeing3832updated operational checklists for engine out procedures and updated3833the Flight Crew Operating Manual (FCOM) and Quick Reference Handbook3834(QRH) to include a description of the LRD and provide clarification to3835the Engine Fire and Engine Severe Damage checklists. Air carriers have3836incorporated the FCOM updates into their procedures so that an engine3837is manually shutdown sooner when accompanied by the presence of smoke3838in the cockpit or cabin.3839 The FAA will continue to support the NTSB in its investigation and3840review any new information that may warrant additional assessments.38413842 Question 3. The 737's Rudder Actuator, which is susceptible to3843freezing and makes it impossible for the pilots to move the rudder.3844NTSB issued an urgent safety recommendation in September 2024 to3845address this.3846 What is FAA doing now to make sure this issue gets fixed and when3847will it be fixed?3848 Answer. The FAA held a Corrective Action Review Board (CARB) on3849September 26, 2024. The CARB reviewed the available technical data,3850safety risk analysis, and the interim safety recommendations issued by3851the NTSB, and concluded that further investigation was necessary and3852that no interim action was needed.3853 On October 10, 2024, Boeing conducted a simulator evaluation with3854participation from the FAA and the NTSB. The FAA held a second CARB on3855October 30, 2024, with additional information from the safety3856investigation, including the simulator evaluation. The CARB determined3857that there was no safety issue.3858 The FAA will continue to support the NTSB in its investigation and3859review any new information that may warrant additional assessments.38603861 Whistleblower Protections. FAA Administrators have repeatedly3862testified before this Committee that retaliation against whistleblowers3863in the aviation industry who report safety concerns will not be3864tolerated. But FAA has had legal authority to impose civil penalties3865against companies that retaliate against those who report safety3866concerns since 2000 but has rarely used it. That's why we took action3867in our 2024 FAA law and gave FAA additional authority to impose civil3868penalties through its administrative enforcement program. However, FAA3869counsel recently took the position that it had no such authority.3870 Congress also gave FAA more enforcement power in the FAA law to3871provide a stronger deterrent against future violations of whistleblower3872rights.38733874 Question 1. Do you commit to ensuring that FAA uses and leverages3875this enforcement authority to pursue violations against individuals who3876report safety concerns?3877 Answer. The FAA is committed to whistleblower protections. We take3878allegations of whistleblower retaliation seriously, as a strong3879reporting culture is critical to aviation safety. The FAA investigates3880the underlying safety concerns raised by whistleblowers, while the3881Department of Labor investigates allegations of retaliation. In the FAA3882Reauthorization Act of 2024, Congress provided the Administrator with3883additional civil penalty authority. Specifically, 49 U.S.C. Sec. 463013884now authorizes the Administrator to impose civil penalties when an3885aviation employer fails to comply with a final order issued by the3886Department of Labor under 49 U.S.C. Sec. 42121, following a3887determination that an employer unlawfully retaliated against an3888employee for reporting aviation safety concerns.38893890 Question 2. How is the FAA communicating to the entities it3891regulates its expectations and consequences related to violations of3892FAA's AIR21 whistleblower protection statute?3893 Answer. The agency shares information regarding the whistleblower3894protections under the Wendell H. Ford Aviation Investment and Reform3895Act for the 21st Century (AIR21) on the FAA website (https://3896www.faa.gov/about/initiatives/whistleblower). In addition, the3897Administrator and agency leadership have emphasized the importance of a3898strong safety reporting culture through public outreach, industry3899engagement, and direct communication with regulated entities.39003901 PFAS Replacement Program. In the FAA Reauthorization Act of 2024,3902we directed the FAA to establish the PFAS Replacement Program to3903provide airports with resources to switch away from firefighting foam3904containing PFAS chemicals to fluorine-free alternatives. While PFAS3905firefighting foams have been used for decades, we now know the severe3906hazard they pose to our Nation's firefighters, communities, and the3907environment, leaving no justification for their continued use. We3908created this $350 million program to help airports across the Nation3909accelerate their transition to safer firefighting foams including3910through grants and cost reimbursement for equipment replacement. This3911includes providing critical help to Washington state communities that3912have been particularly affected by PFAS use at airports including3913Spokane International Airport and the area surrounding Seattle-Tacoma3914International Airport.39153916 Question 1. In your view, how will the PFAS Replacement Program3917help accelerate the use of PFAS-free firefighting alternatives at our3918Nation's airports?3919 Answer. The PFAS Replacement Program, authorized by section 767 of3920the FAA Reauthorization Act of 2024, would accelerate the transition3921from PFAS-containing aqueous film forming foam to fluorine-free foam by3922supporting covered transition costs at eligible airports.3923 Authorized at $350 million over 5 years, the program would help3924airports cover costs that are generally not AIP-eligible, including3925purchasing new foam, disposing of old foam, cleaning existing3926equipment, acquiring new required equipment, and other related costs.39273928 Question 2. Please explain why the program has not been established3929yet. What are the reasons for the delay? Will you commit to pushing the3930Office of Airports to establish this important program as soon as3931possible?3932 Answer. The FAA has developed a programmatic framework. However,3933the $350 million authorized over 5 years for this program has not been3934appropriated yet.39353936 Question 3. To what degree is FAA offering assistance to airports3937right now as they look to transition away from PFAS firefighting foams3938to fluorine-free alternatives?3939 Answer. The FAA has not mandated that airports transition to3940fluorine-free foam (F3), but we have provided references and training3941for airports to use in deciding how and when to transition to F3 foam.39423943 FAA Transition Plan: This plan was developed in coordination3944 with other Federal agencies, airport environmental3945 professionals, firefighters, and industry representatives. The3946 document addresses items for airports to consider prior to3947 transitioning, including, but not limited to, types of F3,3948 renting/borrowing Aircraft Rescue and Firefighting (ARFF)3949 vehicles during transition, training, EPA guidelines, etc.39503951 FAA-sponsored Webinar: The FAA held three webinars with over3952 800 participants describing F3 transition considerations,3953 suggested training, and updated firefighting tactics to use3954 with F3. These webinars were recorded and are available to view3955 on the FAA ARFF webpage linked below.39563957 Training Handout: The FAA developed a training PowerPoint3958 presentation and a video depicting tactics and techniques for3959 utilizing F3 to assist ARFF personnel.39603961 The FAA has extended the funding program for airports to3962 acquire input-based foam proportioner testing systems, which3963 test an ARFF vehicle without the need to discharge foam into3964 the environment.39653966 The FAA will continue to provide 100 percent Federal3967 funding to civilian airports for the purchase of this3968 testing equipment to eliminate the financial strain on3969 airports.39703971 The FAA transition plan can be found on the FAA ARFF3972 webpage: Fluorine-Free Foam (F3) Transition for Aircraft3973 Firefighting | Federal Aviation Administration39743975 ATO Technical Operations Workforce Shortage. According to the3976Professional Aviation Safety Specialists, AFL-CIO (PASS), FAA's Air3977Traffic Organization (ATO) Technical Operations unit is short about 8003978technicians. But we know the Technical Operations unit is made up of3979personnel with many other job codes that perform important functions to3980support, maintain, and fix critical air traffic control equipment and3981systems.39823983 Question 1. How are staff cuts and the deferred resignation program3984affecting the ATO's Technical Operations workforce and ATO's ability to3985address and fix systems and equipment outages in the air traffic3986control system?3987 Answer. FAA staff in critical safety-related positions, including3988NAS technicians, were not eligible to participate in the deferred3989resignation program.39903991 Newark Airport Disruptions and ATC Infrastructure Modernization.3992The crisis at Newark Airport following the Philadelphia TRACON outages3993on April 28 and May 9, 2025, dramatically illustrate the consequences3994of our aging ATC infrastructure. These outages, caused by outdated3995copper wiring and radar systems, led to controllers temporarily losing3996all radar and communications with aircraft, resulted in thousands of3997flight delays, and prompted at least five controllers to take trauma3998leave.3999 A 2019 GAO report identified FAA critical systems in need of4000replacement but noted FAA had ``no documented plans to modernize''4001them. Five years later, GAO's 2024 report found that FAA still lacked4002near-term modernization plans in place for certain at-risk systems.4003This prompted our mandate in section 622 of the FAA law requiring an4004outside audit of legacy systems installed before 2000, followed by4005prioritized replacement based on safety risks. Secretary Duffy recently4006announced plans for a three-to four-year ATC modernization plan that4007builds upon the foundation we put in the FAA law.40084009 Question 1. What is the specific status and timeline for completing4010this audit, and what actions are you taking to address the most4011critical systems identified by the GAO?4012 Answer. Section 622 of the FAA Reauthorization Act of 2024 directs4013the FAA to conduct an audit of legacy systems within the NAS,4014specifically targeting systems installed before 2000. To fulfill this4015mandate, the FAA contracted with MITRE, a federally funded research and4016development center, to carry out the audit. MITRE completed the audit4017in August 2025, in accordance with the statutory deadline. FAA4018leadership met monthly with MITRE to monitor progress and ensure the4019audit remained aligned with congressional intent and safety priorities.4020 Meanwhile, the FAA is on track to meet the statutory timeline for4021the remaining provisions of this section. The FAA has been taking steps4022to proactively assess and mitigate risks in systems already identified4023as critical. We are coordinating with operational staff and technical4024experts to triage systems that pose the highest safety or operational4025risks and identify immediate stabilization or upgrade actions where4026feasible. In parallel, Secretary Duffy's brand-new air traffic control4027initiative provides an essential framework for accelerating long-4028overdue investments. This effort builds directly upon the foundation4029laid by Congress in the FAA Reauthorization Act and is intended to4030create a more resilient, technology-forward air traffic system. While4031the full transition to a brand-new air traffic system will take time,4032we are committed to prioritizing safety-driven modernization and4033leveraging both the audit findings and congressional direction to guide4034our next steps.40354036 Question 2. What short-term and long-term actions is FAA taking to4037address the specific vulnerabilities at the Philadelphia TRACON and4038Newark to prevent further system and equipment outages and ensure4039fulsome Certified Professional Controller (CPC) staffing, especially4040given reports that staffing has fallen to concerning levels?4041 Answer. The FAA is prioritizing infrastructure upgrades at critical4042facilities like Philadelphia TRACON by addressing legacy systems,4043improving telecommunications reliability, and ensuring adequate4044staffing through targeted hiring and retention efforts. To address4045concerns, the FAA established a taskforce with Verizon and L3Harris.4046The taskforce meets regularly to ensure the airport is a safe,4047efficient, and functional gateway for passengers and air carriers. As4048part of ongoing progress at Newark, FAA has limited the rate of4049arrivals and departures through December 31, 2025, following productive4050discussions with airlines and the conclusion of a public comment4051period. The confirmed reduced rates will maintain safety while4052alleviating excessive flight delays at the airport due to staffing and4053equipment challenges. The early completion of runway construction at4054the airport (that added to the delays) will also contribute to a more4055efficient operation. The FAA improved Newark operations by adding three4056new, high-bandwidth telecommunications connections between the New4057York-based hubs and the Philadelphia TRACON. This provides more speed,4058reliability and redundancy. The agency is also establishing a Standard4059Terminal Automation Replacement System (STARS) hub at the Philadelphia4060TRACON so that the facility does not depend on a telecommunications4061feed from the New York STARS hub. The FAA also is increasing controller4062staffing. Philadelphia TRACON Area C, which directs aircraft in and out4063of Newark, has 20 fully certified controllers and 5 fully certified4064supervisors at this time. We have a healthy pipeline of controllers4065ready to work at Philadelphia TRACON, with an additional 29 controllers4066and supervisors currently in training.40674068 Question 3. How is the FAA incorporating redundancies into legacy4069systems during this transition period between upgrades, and what4070lessons from the Newark crisis are informing your approach to ensuring4071aging critical systems don't experience similar failures?4072 Answer. The FAA is committed to modernizing technology and4073continuously evaluates resource allocation based on evolving4074priorities, safety considerations, and stakeholder input. We continue4075to make excellent progress toward upgrading the communications network4076to create more resilient and redundant communication links to the4077Philadelphia TRACON, which directs aircraft into and out of Newark.4078Earlier this summer, we activated a temporary mobile satellite4079communications system at the Philadelphia TRACON to provide4080communications redundancy for the TRACON while we complete the4081infrastructure work.40824083 Question 4. How does Secretary Duffy's air traffic control system4084modernization announcement align with the Sec. 622 audit requirements4085in the FAA Reauthorization Act, and what specific steps are you taking4086to ensure the billions already allocated by Congress address the most4087pressing safety concerns?4088 Answer. Section 622 of the FAA Reauthorization Act of 2024 directs4089the FAA to conduct an audit of legacy systems within the NAS,4090specifically targeting systems installed before 2000. To fulfill this4091mandate, the FAA contracted with MITRE, a federally funded research and4092development center, to carry out the audit. MITRE completed the audit4093in August 2025, in accordance with the statutory deadline. In parallel,4094Secretary Duffy's brand-new air traffic control initiative provides an4095essential framework for accelerating long-overdue investments. This4096effort builds directly upon the foundation laid by Congress in the FAA4097Reauthorization Act and is intended to create a more resilient,4098technology-forward air traffic system. While the full transition to a4099brand-new air traffic system will take time, we are committed to4100prioritizing safety-driven modernization and leveraging both the audit4101findings and congressional direction to guide our next steps.4102 ______41034104 Response to Written Questions Submitted by Hon. Gary Peters to4105 Jodi Baker, Wayne Heibeck, and Franklin McIntosh4106 Question 1. Designated Mechanic Examiners play a critical role in4107ensuring that there are enough mechanics to address aviation4108maintenance backlogs. Ensuring that there are enough DMEs to4109accommodate the needs of communities across the country is critical in4110sustaining the aviation workforce.4111 a. Ms. Baker how is the FAA is ensuring that there are enough DMEs4112to certify maintenance workers, especially in rural areas?4113 Answer. The FAA assesses capacity and coverage needs based on4114regional demand. FAA data shows that for Fiscal Year 2024, 268 DMEs4115completed approximately 17,896 activities. This averages 67 activities4116conducted per designee per year or 5.6 activities per month. As noted4117in our Designee Management Policy (FAA Order 8000.95), the FAA expects4118Designees to perform a sufficient number of their functions within the4119bounds of their managing office's area of responsibility to support4120required oversight. We recognize that applicants in some regions may4121face longer travel or scheduling times. To provide flexibility, FAA4122policy allows applicants up to 24 months to complete the testing4123sequence once it begins, and it authorizes DMEs to perform testing at4124multiple locations (up to five) to allow better testing coverage for4125these areas.41264127 Question 2. In December 2024, the U.S. Office of Special Counsel4128completed an investigation into a controversial, and potentially4129dangerous, landing approach being used at the Detroit Metropolitan4130Airport (DTW). The Special Counsel found that the approach ``may create4131a danger for landing aircraft and the flying public'' and directed FAA4132``to further review the safety issues associated with this approach,4133including the location of offset localizers at DTW, and take steps4134necessary to resolve them.''4135 a. Can you provide my office with an update on FAA's review of this4136issue and next steps?4137 Answer. The FAA conducted multiple safety assessments of the ILS-Y4138approach at DTW, including Safety Risk Management Panels (SRMPs) in41392015 and 2018, which included participation from industry stakeholders4140and technical experts.4141 Both panels concluded that, with existing mitigations and controls4142in place, the use of the ILS-Y approach at DTW can be safely managed4143within the National Airspace System (NAS). In response to OSC's4144concerns, the FAA provided supplemental reports and responses, most4145recently in November 2023, incorporating input from relevant4146stakeholders and further validating the safety measures in place. The4147FAA remains committed to the safety of the flying public at DTW and4148across the NAS. We continue to review all safety data, engage with4149stakeholders, and implement mitigations as needed. Should further4150safety enhancements be identified, we will take prompt action.4151Air Traffic Organization4152 Question 1. Mr. McIntosh, Secretary Duffy put out a plan to address4153a broad facilities and technology modernization backlog at FAA, but did4154not include how much that will cost.4155 a. Do you have an estimate of what level of funding it would take4156to address the FAA-owned Air Traffic Control tower modernization4157backlog specifically?4158 Answer. The agency has nearly 200 FAA-owned terminal facilities4159over forty years old that require modernization. The projected average4160cost to replace a terminal facility, which includes air traffic control4161towers (ATCT) and terminal radar approach control facilities (TRACON),4162ranges from $74 million to $189 million depending on size and4163complexity.41644165 Question 2. Mr. McIntosh as I mentioned during the hearing4166Michigan's second largest airport, Gerald R. Ford Airport in Grand4167Rapids, has been stymied in its efforts to expand and modernize because4168of a 62-year-old FAA air traffic control tower that the agency has not4169acted to replace.4170 a. Will you commit to working with my office to better understand4171the timeline for Grand Rapids' Tower replacement?4172 Answer. I understand the frustration that comes with operating in4173an aging facility and the concerns you have for your constituents in4174Grand Rapids. I will ensure that you receive a comprehensive briefing4175on the FAA methodology for identifying and selecting ATCT facilities4176for replacement, as well as the criteria used in the evaluation4177process. At this time, Grand Rapids is not slated for replacement in4178the near future, and I want to ensure that you have a better4179understanding of how decisions are made to prioritize facilities for4180modernization or replacement.4181 ______41824183 Response to Written Questions Submitted by Hon. Tammy Duckworth to4184 Jodi Baker, Wayne Heibeck, and Franklin McIntosh4185Question Topic: FAA Staffing Cuts4186 Question 1. The Secretary of Transportation has been clear that FAA4187needs more air traffic controllers and better facilities and equipment.4188I agree. But I can't see how slashing the FAA workforce is going to4189help.4190 FAA has said it won't cut employees who are performing safety4191critical functions. Yet, it's been reported that terminated4192probationary workers included personnel responsible for FAA radar,4193landing and navigational maintenance.4194 Aviation safety relies on redundancy, not an Elon Musk-style4195``efficiency is everything'' approach, where you break things to see4196what happens. Redundancy is the point, not the problem. Redundancy4197saves lives.4198Aviation Safety4199 A. Your organization's mission is literally ``Aviation Safety.''4200What jobs in your organization do not help ensure the safety of the4201flying public?4202 Answer. Maintaining a highly qualified workforce is key to the4203FAA's safety mission. We have a deep reserve of experienced talent and4204we are confident in our ability to continue to implement the FAA's4205mission of providing the safest, most efficient aerospace system in the4206world. Additionally, the FAA closely monitors staffing levels and4207continues hiring for critical safety roles, such as air traffic4208controllers, aviation safety inspectors, and aerospace engineers.42094210 B. Can you guarantee to this committee that FAA will meet all FAA4211Reauthorization implementation deadlines regardless of a reduction in4212force?4213 Answer. The FAA intends to meet the implementation deadlines in the4214FAA Reauthorization Act of 2024.4215Airports4216 A. We keep seeing runway incursions and other surface incidents at4217airports. What jobs in your organization do not help ensure the safety4218of the flying public?4219 Answer. The mission of the Office of Airports is to support a safe4220and efficient national airport system and every role in the4221organization supports this mission, in which safety is paramount.4222Notably, the Office of Airports works collaboratively across the FAA to4223mitigate runway incursions and surface events on airports. Our4224employees continue to actively conduct inspections at airports across4225the country to ensure applicable FAA safety standards are met. The4226Runway Incursion Mitigation (RIM) Program is a key initiative by the4227Office of Airports to reduce runway incursions at runway/taxiway4228intersections where at least three incursions have occurred in a single4229calendar year, or that average at least one incursion a year over the4230last 10 years, at towered airports throughout the country. The FAA is4231in the process of mitigating incursions at more than 130 locations and4232has completed mitigation activities at more than 108 RIM locations. The4233program has a proven track record of success. At the locations4234considered mitigated, runway incursions are down 80 percent on average.4235Our employees are also working to provide critical funding to our4236airports to improve airfield safety with important infrastructure4237projects in marking, lighting, signage and pavement reconfigurations.4238We recently issued guidance to provide funding to airports to equip4239ground vehicles with Vehicle Movement Area Transmitters to support the4240Surface Awareness Initiative as well as Runway Incursion Warning4241Systems.42424243 B. Can you guarantee this committee that FAA will meet all FAA4244Reauthorization implementation deadlines?4245 Answer. The FAA intends to meet the implementation deadlines in the4246FAA Reauthorization Act of 2024.4247Air Traffic Organization4248 I would think the Air Traffic Organization would need more4249resources at this point not less.4250 A. What jobs in the Air Traffic Organization do not help ensure the4251safety of the flying public?4252 Answer. Maintaining a highly qualified workforce is key to the4253FAA's safety mission. We have a deep reserve of experienced talent and4254we are confident in our ability to continue to implement the FAA's4255mission of providing the safest, most efficient aerospace system in the4256world. Additionally, the FAA closely monitors staffing levels and4257continues hiring for critical safety roles, such as air traffic4258controllers and NAS technicians.42594260 B. Can you guarantee to this committee that FAA will meet all FAA4261Reauthorization implementation deadlines regardless of a reduction in4262force?4263 Answer. The FAA intends to meet the implementation deadlines in the4264FAA Reauthorization Act of 2024.4265Question Topic: Aircraft Evacuations4266 Question 1. The FAA Reauthorization Act requires FAA to update4267aircraft evacuation standards to account for real world conditions--4268like the presence of carry-on bags and passengers who may be seniors,4269children or people with disabilities.4270 In March, an engine on a Boeing 737 caught fire as it was taxing to4271a gate in Denver. We saw evacuated passengers standing on the wing4272waiting for help.4273 In April, an engine fire on an Airbus A330 with nearly 300 people4274onboard required an evacuation on the tarmac in Orlando.42754276 A. When can we expect FAA to complete implementation of Section 3654277of the FAA Reauthorization Act, which requires updated evacuation4278standards?4279 Answer. The initial step under section 365 was to study4280improvements to the safety and efficiency of aircraft evacuation4281standards for transport category airplanes. The FAA has completed the4282initial portion of this study. The FAA sought the assistance of the4283National Academies of Sciences, Engineering, and Medicine (NASEM) to4284conduct an external review of the CAMI research on seat pitch and width4285before completion. NASEM made several recommendations, and the FAA is4286working to address them. FAA will finalize the study portion of this4287section with the completion of that work. If appropriate, rulemaking to4288revise existing evacuation standards would follow several additional4289mandates to the Administrator in section 365 including convening an4290aviation rulemaking committee (ARC), evaluating ARC analysis and4291recommendations, and determining ARC recommendations to implement and4292reporting to Congress on such determinations.4293Question Topic: Workforce Development Grant Program4294 Question 1. With broad bipartisan support, the FAA Reauthorization4295law includes a major expansion of FAA's Aviation Workforce Development4296Program. This program is critical to recruit, educate and train future4297pilots, mechanics and manufacturing technical workers.4298 Yet, the Trump administration chose to waste time revising the4299notice of funding opportunity and delay the start of the aviation4300manufacturing technical worker grants.4301 This is not the way to fix our aviation manufacturing problems.43024303 A. When will FAA complete FY25 and FY26 grant disbursements from4304the Aviation Workforce Development Grant Program?4305 Answer. Regarding section 440 of the FAA Reauthorization Act of43062024, the FY 2025 Aviation Workforce Development Notices Of Funding4307Opportunities (NOFO) have been updated to align with the4308Administration's priorities, and we anticipate that they will be4309announced in the near future. For FY 2026, we are in the process of4310developing a NOFO, which is intended to include the expanded areas of4311the Aviation Workforce Development Program from the Reauthorization Act4312of 2024.4313Question Topic: Boeing Oversight4314 Question 1. In October, the Department of Transportation's4315Inspector General (DOT OIG) found FAA's oversight of Boeing production4316was not effective. FAA's oversight was so bad, the Inspector General4317issued 16 separate recommendations to FAA to fix its process.4318 There were many terrible findings in the report, but one of the4319most shocking was that shortly before the door plug blowout,4320individuals within FAA wanted to delegate airplane airworthiness4321inspection authority back to Boeing. Even worse, these individuals at4322FAA wanted to do this without any criteria by which to assess whether4323Boeing could be trusted to properly carry out these inspections.4324 This isn't just unacceptable. It is a dereliction of duty.4325 Prior to the 737 MAX crashes, and production problems with the 787,4326FAA allowed Boeing to self-inspect their aircraft for conformity with4327their FAA-approved type design.4328 However, in the wake of the MAX crashes, we learned that Boeing had4329abused this authority. Boeing had knowingly and repeatedly produced 7374330MAX aircraft with nonfunctioning Angle of Attack Disagree alerts--in4331blatant violation of the plane's approved type design.4332 FAA should not delegate airworthiness inspection authority back to4333Boeing until FAA fixes its ineffective oversight of Boeing's4334production.4335 DOT OIG currently lists all 16 of its recommendations to FAA as4336``open.''43374338 A. Will FAA commit to not delegating airworthiness inspection4339authority back to Boeing until FAA has implemented all 16 of DOT OIG's4340recommendations and DOT OIG considers them closed?4341 Answer. The FAA takes the recommendations from the DOT Office of4342Inspector General (OIG) and is actively working to address all 164343recommendations. The FAA is committed to thoroughly evaluating and4344implementing appropriate measures to enhance oversight and ensure4345aviation safety. The FAA continuously monitors Boeing's performance4346closely, alongside evaluating the allocation and capacity of its own4347airworthiness inspectors.4348 Regarding delegating airworthiness inspection authority back to4349Boeing, the FAA operates under a risk-based, data-driven approach to4350oversight. Any decisions about delegation involve careful consideration4351of the agency's confidence in Boeing's compliance and the effectiveness4352of FAA's continued direct oversight.4353Question Topic: FAA Review of Helicopter Routes4354 Question 1. Following the crash near Reagan National Airport, my4355colleagues and I asked FAA to review helicopter traffic in other areas4356of congested airspace across the country.4357 A. When will FAA complete its review of helicopter traffic in4358congested airspace around the country?4359 Answer. FAA's review of helicopter traffic in congested airspaces4360around the country is ongoing.43614362 B. Has the FAA identified any potential trouble spots, so far, as4363it has been conducting this review?4364 Answer. The FAA continues to assess airports located near charted4365helicopter routes in 10 cities and the Gulf of America. This is an4366important body of work, and we have taken actions to improve safety as4367a result. For example, in Las Vegas we are adding vertical and lateral4368boundaries to routes and mandating more traffic advisories from4369controllers to helicopter pilots.4370Question Topic: FAA Reauthorization Act Implementation Status4371 Question 1. For each of the following sections of the FAA4372Reauthorization Act of 2024, please provide a status update on4373implementation, and indicate what impact a reduction in the FAA4374workforce will have on the timing and full completion of4375implementation.43764377 A, Section 365--Improved Aircraft Evacuation Standards4378 Answer. The initial step under section 365 was to study4379improvements to the safety and efficiency of aircraft evacuation4380standards for transport category airplanes. The FAA has completed the4381initial portion of this study. The FAA sought the assistance of the4382National Academies of Sciences, Engineering, and Medicine (NASEM) to4383conduct an external review of the CAMI research on seat pitch and width4384before completion. NASEM made several recommendations, and the FAA is4385working to address those. FAA will finalize the study portion of this4386section with the completion of that work. If appropriate, rulemaking to4387revise existing evacuation standards would follow several additional4388mandates to the Administrator in section 365 including convening an4389aviation rulemaking committee (ARC), evaluating ARC analysis and4390recommendations, and determining ARC recommendations to implement and4391reporting to Congress on such determinations.43924393 B. Section 368--Passenger aircraft first aid and emergency medical4394kit equipment and training4395 Answer. The initial work of forming an expert panel to review the4396Emergency Medical Kits and Training was completed and the report sent4397to the Federal Air Surgeon on April 30, 2025. The FAA intends to meet4398the requirements of this section.43994400 C. Section 440--Expanded Aviation Workforce Development Grants4401 Answer. The FY 2025 Aviation Workforce Development NOFOs have been4402updated to align with the Administration's priorities, and we4403anticipate that they will be announced in the near future.44044405 D. Section 426--Streamlining transition from military to civilian4406aviation mechanical careers4407 Answer. In response to section 426 of the FAA Reauthorization of44082024 (P.L. 118-63), the FAA tasked ARAC to address the knowledge and4409skill differences between military aircraft maintenance versus civilian4410aircraft maintenance for the purpose of recommending airman4411certification standards and testing requirements.44124413 E. Section 541--Extending Air Carrier Access Act Advisory Committee4414 Answer. The Office of the Secretary of Transportation is overseeing4415the implementation of this section.44164417 F. Section 542--Training standards to prevent wheelchair damage4418 Answer. The Office of the Secretary of Transportation is overseeing4419the implementation of this section.44204421 G. Section 543--Training standards for stowage of wheelchairs and4422scooters4423 Answer. The Office of the Secretary of Transportation is overseeing4424the implementation of this section.44254426 H. Section 544--Mobility aids on board improve lives and empower4427all4428 Answer. The Office of the Secretary of Transportation is overseeing4429the implementation of this section. However, the FAA maintains a role4430with respect to research regarding the safety and feasibility of4431securing personal wheelchairs in the passenger seating area of the4432cabin.44334434 I. Section 545--Prioritizing accountability and accessibility for4435aviation consumers4436 Answer. The Office of the Secretary of Transportation is overseeing4437the implementation of this section.44384439 J. Section 546--Accommodations for qualified individuals with4440disabilities4441 Answer. The Office of the Secretary of Transportation is overseeing4442the implementation of this section.44434444 K. Section 547--Equal accessibility to passenger portals4445 Answer. The Office of the Secretary of Transportation is overseeing4446the implementation of this section.44474448 L. Section 548--Aircraft access standards4449 Answer. The Office of the Secretary of Transportation is overseeing4450the implementation of the mandates in this section. However, the FAA4451maintains a role with respect to the safety and feasibility of securing4452personal wheelchairs in the passenger seating area of the cabin and the4453associated rulemaking requirement in this provision.44544455 M. Section 549--Investigation of complaints of discrimination4456against individuals with disabilities4457 Answer. The Office of the Secretary of Transportation is overseeing4458the implementation of this section.44594460 N. Section 550--Removal of outdated references to passengers with4461disabilities4462 Answer. The Office of the Secretary of Transportation is overseeing4463the implementation of this section.44644465 O. Section 551--Onboard wheelchairs in aircraft cabins4466 Answer. The Office of the Secretary of Transportation is overseeing4467the implementation of this section.44684469 P. Section 552--Aircraft Accessibility4470 Answer. The Office of the Secretary of Transportation is overseeing4471the implementation of this section.44724473 Q. Section 725--Pilot grant program to for airport upgrades to4474improve accessibility for passengers with disabilities4475 Answer. The FAA published a program guidance letter addressing the4476pilot program established under section 725 on May 14, 2025 (2025-R-PGL447725-07: Civil Rights).44784479 Question 2. Section 546 of the FAA Reauthorization Act of 20244480requires that the Department establish a Known Service Animal Travel4481Pilot Program:44824483 A. When does the Department anticipate reconvening the Air Carrier4484Access Act Advisory Committee (also referred to as the Air Access4485Committee) to support the program's rollout?4486 Answer. The Office of the Secretary of Transportation is overseeing4487the implementation of this section.44884489 B. Is there a timeline for implementation of the pilot program?4490 Answer. The Office of the Secretary of Transportation is overseeing4491the implementation of this section.44924493 Question 3.4494 A. As part of the implementation of Section 546 of the FAA4495Reauthorization Act of 2024, is the FAA considering the use of a4496digital ID--such as those currently issued by Assistance Dogs4497International (ADI) and the International Guide Dog Federation (IGDF)--4498as a recognized method of verifying service animals for air travel?4499 Answer. The Office of the Secretary of Transportation is overseeing4500the implementation of this section.45014502 B. In developing the program, is the FAA considering the4503administrative burden, cost to airlines, and accessibility challenges4504and additional time required for passengers with disabilities to go4505through a third-party verification process?4506 Answer. The Office of the Secretary of Transportation is overseeing4507the implementation of this section.4508Question Topic: Wheelchair Rule4509 According to data from the Department of Transportation, airlines4510mishandled 11,527 wheelchairs and scooters in 2023, leading to health4511and safety concerns for passengers with disabilities. In 2024, the4512Department finalized a rule, which set new, rigorous standards for4513assistance for passengers with disabilities--particularly those who use4514wheelchairs, mandated hands-on training for airline employees and4515contractors who physically assist passengers with disabilities and4516handle passengers' wheelchairs and specified actions that airlines must4517take to protect passengers when a wheelchair is damaged or delayed4518during transport. Notably, some of these requirements were included in4519the FAA Reauthorization Act of 2024. In February 2025, Airlines for4520America and its member companies filed a lawsuit with the U.S. Court of4521Appeals for the 5th Circuit, arguing that parts of the final regulation4522are ``unlawful.''45234524 A. Does the Department of Transportation plan to defend the final4525rule, in part or in full?4526 Answer. The rulemaking that is subject to this litigation was4527issued under the authority of the Office of the Secretary of4528Transportation, which is overseeing this rulemaking and matters subject4529to litigation.4530 ______45314532 Response to Written Questions Submitted by Hon. Jacky Rosen to4533 Jodi Baker, Wayne Heibeck, and Franklin McIntosh4534Question Topic: Updates for the Airport Improvement Program (AIP)4535 Question 1. Mr. Heibeck, when does the FAA anticipate that the AIP4536handbook will be updated? In the meantime, when can airports expect4537Program Guidance Letters (PGLs) regarding AIP eligibility?4538 Answer. The FAA has published all PGLs required by the FAA4539Reauthorization Act of 2024, which can be found at https://www.faa.gov/4540airports/aip/guidance_letters. The FAA is on track and intends to4541comply with the requirements in section 733 of the FAA Reauthorization4542Act of 2024 to publish a draft AIP Handbook for public review and4543comment by May 16, 2026, and publish a final AIP Handbook by May 16,45442027.4545Question Topic: PFAS Replacement Grant Program4546 Question 1. Mr. Heibeck, what is the status of the PFAS Replacement4547Program?4548 Answer. Section 767 of the FAA Reauthorization Act of 20244549authorized $350 million over 5 years to help airports cover certain4550costs related to transitioning to fluorine-free foam, including4551purchasing new foam, disposing of old foam, cleaning existing4552equipment, and acquiring new required equipment, including new ARFF4553trucks when necessary. While the program has been authorized, funds4554have not yet been appropriated for this program. The FAA has developed4555a programmatic framework and will be able to implement the program4556after it is appropriated.4557Question Topic: Air Traffic Policies Regarding UAS4558 Question 1. Mr. McIntosh, can you provide an update on air traffic4559policies regarding advanced air mobility (AAM) and unmanned aerial4560systems (UAS) operations in and around controlled airspace?4561 Answer. The FAA is actively preparing for the safe integration of4562advanced air mobility (AAM) operations, including powered-lift4563aircraft, into the NAS. We are ready to accommodate powered-lift4564operations once these aircraft begin entering into service, and the4565FAA's Powered-Lift Final Rule establishes the regulatory framework for4566pilot certification and operating rules. This rule also outlines how4567powered-lift operations will be managed in and around controlled4568airspace, using existing air traffic procedures and infrastructure as a4569foundation while incorporating new capabilities as needed. Section 9574570of the FAA Reauthorization Act of 2024 directs the FAA to continue4571developing performance-based regulations and certification pathways for4572AAM operating in complex airspace. As we implement this provision, we4573are working closely with industry, air traffic stakeholders, and other4574Federal partners to ensure these emerging technologies are integrated4575safely and efficiently without compromising current airspace4576operations.4577 For unmanned aircraft systems (UAS), current operations in4578controlled airspace are governed by 14 C.F.R. part 107, which requires4579UAS operators to obtain airspace authorizations through the Low4580Altitude Authorization and Notification Capability (LAANC) or the FAA4581DroneZone portal. In addition, recreational drone operators must follow4582specific statutory requirements under 49 U.S.C. Sec. 44809, including4583airspace restrictions and coordination.4584Question Topic: Runway Safety Council4585 Section 347 of the FAA Reauthorization Act of 2024 provides for4586greater investment in airport surface safety initiatives including the4587creation of a Runway Safety Council within 6 months of enactment and4588the deployment of an airport surface detection and surveillance system4589at all medium and large hub airports within 5 years.45904591 Question 1. Mr. McIntosh, what is the status of the Runway Safety4592Council? What is the status of implementation of FAA's Surface4593Awareness Initiative? At how many airports has it been implemented thus4594far? How many airports are scheduled to have the Surface Awareness4595Initiative implemented during the remainder of 2025? How many FAA4596airports have no surface awareness technology and when do you expect it4597to be deployed to all FAA air traffic control towers?4598 Answer. Runway safety remains one of our highest priorities. The4599Runway Safety Council was briefed on airport surface safety4600technologies. The council identified the Surface Awareness Initiative4601as an additional tool that expands surface situational awareness for4602controllers at 18 airports without existing surface surveillance4603capabilities. Since the briefing in November 2024, all 18 sites are4604operational, with more than 30 additional sites planned to go4605operational by the end of calendar year 2025.46064607 Question 2. Are there funding or regulatory barriers to getting a4608system like the Surface Awareness Initiative deployed and operational4609sooner than the 5 year timeline?4610 Answer. At this time, there are no funding or regulatory barriers.4611 ______46124613 Response to Written Questions Submitted by Hon. Ben Ray Lujan to4614 Jodi Baker, Wayne Heibeck, and Franklin McIntosh4615 Question 1. The law requires the FAA to establishes a working group4616to review medical processes, policies and procedures to ensure timely4617and efficient certification of pilots. My understanding is that this4618working group was established in November of 2024.4619 a. Can you confirm that the Mental Health Task Group--a working4620group intended to support the mental health of the aviation workforce4621been established?4622 Answer. The Aviation Mental Health Task Group to oversee, monitor,4623and evaluate efforts of the administrator related to supporting the4624mental health of the aviation workforce was established in April 2025.46254626 b. Can you explain why these working groups are crucial to keeping4627our airways safe?4628 Answer. Working groups provide a forum for the agency to obtain4629information and recommendations for consideration as the agency4630determines the policies relating to aviation safety.46314632 c. When can we expect a report to Congress? Please be as specific4633as possible with your timeline, providing a month and year.4634 Answer. We anticipate that Congress and the FAA will receive the4635recommendations from the working group by the end of this calendar4636year.46374638 Question 2. When do you expect to complete the review of a Call to4639Action to address ramp worker safety that was included in the FAA4640Reauthorization? At what point do you believe you will be able to4641submit your findings and safety recommendations for ramp workers to4642Congress? Please be as specific as possible with your timeline,4643providing a month and year.4644 Answer. We anticipate a two-year period, starting from this Fiscal4645Year (FY), to be necessary to complete the Call-to-Action safety4646review. Consistent with section 353 of the FAA Reauthorization Act of46472024, we expect to submit the report to Congress with our findings and4648safety recommendations 180 days after the conclusion of the safety4649review (within FY2027).4650 Question 3. How many times have individuals needed medical4651attention due to unsafe cabin temperatures in the last year? How many4652times in the last two years? How many times in the last 3 years?4653 How many times in the last four years?4654 Answer. Consistent with section 323 of the FAA Reauthorization Act4655of 2024, we are working with the National Academies of Sciences,4656Engineering, and Medicine to conduct a study on the health and safety4657impacts of cabin temperature. We note that the FAA investigates4658incidents and occurrences reported to the agency by air carriers4659operating under part 121 of title 14, Code of Federal Regulations;4660however, if a part 121 air carrier does not report a cabin temperature4661issue, then we would be unaware, or have incomplete data to share.4662 Question 4. You stated that the FAA began its collaboration with4663the National Academies of Sciences, Engineering, and Medicine (NASEM)4664to study unsafe cabin temperatures, what else is the FAA doing to4665address unsafe cabin temperatures? When can Congress expect a report4666with findings and recommendations to prevent unsafe cabin temperatures?4667 Answer. Consistent with the requirements in Sec. 323, the FAA4668entered into an agreement to work with NASEM to conduct a study on the4669health and safety impacts of cabin temperature. We expect a final4670report by May 2026.4671 ______46724673 Response to Written Questions Submitted by Hon. John Hickenlooper to4674 Jodi Baker, Wayne Heibeck, and Franklin McIntosh4675Air Traffic Control Communications Outage--Colorado4676 Safety must always be prioritized across all elements of the4677National Airspace System (NAS). Last week, reports indicated that4678commercial pilots flying into Denver International Airport (DIA)4679temporarily lost communications with air traffic control (ATC) at the4680Denver Air Route Traffic Control Center (ARTCC) in Longmont, CO. While4681local news outlets report the communications outage lasted up to six4682minutes, you recently testified to the House Committee on4683Transportation and Infrastructure that the communications lapse only4684lasted approximately two minutes. While reports indicate backup4685communications frequencies were used between roughly 20 commercial4686aircraft approaching DIA and controllers at the Denver ARTCC during the4687outage, allegedly up to four layers of communications frequency4688channels failed or were offline. This forced Denver ARTCC to eventually4689contact one pilot on a guard line-used in situations of distress-to4690notify pilots about the correct communications frequency channel. To be4691clear, any disruption to critical aviation safety communications is4692unacceptable and should be swiftly investigated and addressed.4693Following the passage of the Infrastructure Investment and Jobs Act and4694the FAA Reauthorization Act of 2024-both of which were bipartisan4695efforts-it is clear the FAA must continue its work with Congress to4696upgrade communications infrastructure and grow the air traffic control4697workforce across the NAS.46984699 Question. Mr. McIntosh, please provide specific details about your4700understanding of the timeline of events, and impact, from the4701communications outage at the Denver ARTCC. What training do ATC4702personnel receive for these kinds of communications outages, and what4703contingency procedures are performed during such outages? What4704assurances can you provide to assure the traveling public regarding4705appropriate redundancies across the ATC system?4706 Answer. On Monday, May 12, 2025, at approximately 1955 Zulu Time,4707Denver Center (ZDV) Sector 16 reported a brief loss of radio contact on4708frequency 120.57 via the backup emergency communication frequencies. In4709our review, we determined that the outage was approximately 90 seconds.4710During the outage, the controller was able to rapidly recall aircraft4711using an alternate frequency, called guard frequency, 121.5. This is a4712common, readily available frequency that every aircraft is required to4713monitor, and every facility has immediate access to broadcast on.4714 This is a standard contingency that adds an additional layer of4715safety, which worked as designed during this incident. There were no4716impacts on the operation, and safety was not compromised.4717Air Traffic Control Outages-FAA Reporting4718 While the National Airspace System (NAS) has dedicated4719communication, operational, and technological redundancies to maintain4720aviation safety, communications outages can impact local air traffic4721control towers, Terminal Radar Approach Control (TRACON) facilities,4722and national Air Route Traffic Control Center (ARTCC) facilities.4723 Recent communications failures across the NAS have highlighted the4724need to modernize our infrastructure (for example, replacing copper4725wire with fiber optic cable) to ensure that our systems are resilient4726and robust.47274728 Question. Mr. McIntosh, does the FAA require controllers, airports,4729pilots, or other personnel to report communications outages when they4730occur? If so, does such reporting include time, date, and duration of4731any communications failure? What is the reporting structure? Where4732within the FAA is this communications outage information collected and4733analyzed?4734 Answer. The Joint Air Traffic Operations Command (JATOC) helps the4735Air Traffic Organization (ATO) effectively prepare for, respond to, and4736recover from, significant incidents in the National Airspace System4737(NAS). During an incident, the JATOC gathers details, including time,4738date, and duration, and provides a single source of integrated4739information and reliable communications to ATO leadership to make4740critical, informed, and responsible decisions.4741 The ATO adopts a systemic approach to safety within the NAS,4742focusing on understanding the underlying causes of safety events and4743identifying systemic risks rather than assigning blame. All ATO4744personnel involved in or supporting air traffic services or technical4745operations are responsible for reporting any suspected unsafe4746occurrences in these areas. Sharing this information is essential for4747the ATO to manage operations within the NAS safely and effectively, and4748it plays a critical role in the successful implementation of the ATO4749Safety Management System (SMS). Under FAA Order 7210.632A, Air Traffic4750Organization Occurrence Reporting, controllers are required to report4751``any instance in which communication with an aircraft was not4752established or not maintained as expected/intended.'' Employees must4753complete a Mandatory Occurrence Report, including the event date and4754time, by the end of their duty shift via an electronic submission that4755is maintained and analyzed by the ATO. The ATO monitors the corrective4756actions and conducts trend analysis as part of the ATO SMS.4757 In accordance with 14 C.F.R. Sec. 91.123, a pilot is required to4758comply with air traffic control instructions and clearance and ``[w]hen4759a pilot is uncertain of an ATC clearance, that pilot shall immediately4760request clarification from ATC.'' All of the different classes of4761airspace have a requirement to maintain two-way radio communications4762with ATC. The Airman's Information Manual also has guidance on radio4763techniques, including loss of contact with ATC, and pilots are trained4764to report any deviations to regulations to the nearest FAA facility as4765soon as practical after they land.4766Redundancies--FAA Review4767 During communications outages impacting ATC, the FAA has4768communications, operations, and technology redundancies in place to4769maintain aviation safety. For example, communications redundancies4770include direct pilot-controller communications on backup frequencies,4771and Terminal Radar Approach Control (TRACON) and nearby ATC facilities4772can assist during outages. Operational redundancies include ATC and4773pilots maintaining logs of last assigned altitudes and flight routes to4774preserve situational awareness in the airspace. Technological4775redundancies include each aircraft bearing traffic collision avoidance4776systems (TCAS) to notify pilots of nearby aircraft to avoid collisions4777and Automated Dependent Surveillance-Broadcast (ADS-B) systems to share4778an aircraft's speed, altitude, and location with air traffic4779controllers and aircraft. While these redundancies have been proven to4780serve their purpose, lessons learned and technological advancements4781provide windows into ways they can be improved.47824783 Question. Mr. McIntosh, with each safety redundancy built into the4784ATC system, how often does the FAA conduct a review to identify4785possible communication, operational, or technological improvements?4786 Answer. The FAA takes a layered, proactive approach to reviewing4787and enhancing safety across the ATC system. While there isn't a single4788fixed schedule for all reviews, the agency conducts continuous safety4789assessments through multiple channels. Throughout daily operations, ATO4790personnel regularly conduct preventative maintenance checks for the4791early identification of safety issues, and the agency also conducts4792regular facility compliance audits, investigations, and safety4793assessments to implement corrective actions and to identify any4794systemic NAS issues. In addition, prior to implementing a fully tested4795and modeled new system or change to the NAS, safety risk management,4796independent operational, and operational risk management assessments4797are conducted to mitigate any effect that system or change could have4798on interfacing systems and the NAS as a whole. The robust processes4799ensure the new system/change is ready for the NAS, and the NAS is ready4800for the new system/change.4801 ______48024803 Response to Written Questions Submitted by Hon. Andy Kim to4804 Jodi Baker, Wayne Heibeck, and Franklin McIntosh4805 Question 1. In the FAA Reauthorization hearing, Mr. McIntosh4806identified that maintenance on the primary and secondary4807telecommunications lines, and a potential addition of a tertiary line4808was one of the first steps necessary to resolve the outages at PHL4809TRACON. It is my understanding that controllers in the PHL TRACON did4810not yet receive a timeline for a completion date. What is the expected4811timeline to provide maintenance on the first and second lines and add a4812tertiary line? To what extent are you working with the controllers in4813the PHL TRACON to establish an effective timeline?4814 Answer. The FAA continues to make strong progress in upgrading the4815communications network supporting the Philadelphia TRACON, which is4816critical to operations at Newark and other major Northeast airports.4817Our priority has been to improve redundancy and resilience of4818communication links to prevent future outages like those experienced4819earlier this year. Most recently, we deployed a temporary mobile4820satellite communications system at Philadelphia TRACON to provide added4821redundancy. Longer-term upgrades are well underway. The physical4822infrastructure for the permanent solution is now in place, including4823three new fiber-optic connections linking the New York hubs with local4824access points serving Philadelphia TRACON. We transitioned services to4825a new protected Ethernet solution, which will provide resilient,4826redundant communications between New York TRACON (N90) and Philadelphia4827TRACON Area C, ensuring continued operations even if one line fails. We4828are also actively engaging with the controllers at Philadelphia TRACON4829to keep them informed and ensure the implementation aligns with4830operational needs.48314832 Question 2. The PHL TRACON needs an urgent switch to the STARS4833system. This software provides the necessary enhancements for these4834systems to function at its highest level. In the hearing, Mr. McIntosh4835identified the 12-month timeline was a conservative estimate. It is my4836understanding that controllers in the PHL TRACON have not yet receive a4837timeline for a completion date. Can you identify an exact timeline for4838completion of this change to the STARS system?4839 Answer. We are actively working to establish a standalone Standard4840Terminal Automation Replacement System (STARS) hub at Philadelphia4841TRACON Area C. This upgrade will allow the facility to operate4842independently of the New York STARS hub, reducing vulnerability to4843future telecommunications disruptions like those that occurred earlier4844this year. While the previously cited 12-month timeline remains a4845conservative estimate, work on the transition is ongoing and will4846continue throughout the summer. Earlier this summer, we implemented an4847important interim enhancement to the current STARS configuration. This4848change allows controllers to select the Direct Service Feed (DSF) in4849the event of simultaneous failure of both primary and backup radar4850feeds. While the DSF does not enable full-service operations such as4851landings and departures, it does provide raw radar data and limited4852flight information, which helps controllers maintain situational4853awareness and aircraft separation during system outages. As we continue4854to develop the independent STARS hub at Philadelphia TRACON, we are4855also coordinating closely with NATCA and operational staff. This4856engagement is essential to ensuring a safe and effective transition but4857may impact the final implementation timeline. We remain focused on4858advancing this work as quickly and safely as possible and will keep4859stakeholders, including controllers, informed as the schedule becomes4860more defined.48614862 Question 3. In the hearing, Mr. McIntosh identified that the FAA4863sent senior officials to work with telecommunications professionals at4864the PHL TRACON to form a task force to address these issues. Could you4865identify how many engagements the task force has held so far at/with4866the telecommunications professionals managing the PHL TRACON? What4867steps has the task force established thus far to resolve the4868telecommunications issues?4869 Answer. To address urgent telecommunications concerns at the4870Philadelphia TRACON, Secretary Duffy established a joint task force4871composed of senior officials from the FAA, Verizon, and L3Harris. The4872task force functions as a central coordination body to streamline4873communication across agencies and vendors, prioritize maintenance4874events, and oversee implementation of corrective measures. Since its4875formation in May, the task force has met daily to monitor progress,4876troubleshoot emerging issues, and ensure alignment across technical4877teams.4878 Key outcomes overseen by the task force so far include:48794880 Activation of a temporary mobile satellite communications4881 system at Philadelphia TRACON to provide interim redundancy.48824883 Deployment of three new fiber-optic connections between the4884 New York hubs and the Philadelphia TRACON, forming the backbone4885 of a more resilient network.48864887 Ongoing transition to a new protected Ethernet solution,4888 expected to be operational by the end of the month, which will4889 enable continued services in the event of a line failure.48904891 Coordination of efforts to establish an independent STARS4892 hub at Philadelphia TRACON Area C, which will reduce dependency4893 on the New York STARS hub and enhance overall system4894 reliability.48954896 These steps are being tracked and prioritized under the task4897force's direction to ensure the facility remains a safe and reliable4898hub for the region's air traffic operations.48994900 [all]