The State of General Aviation (House Hearing, July 13, 2022)
Summary
The record of a remote hearing, The State of General Aviation (117-54), before the Subcommittee on Aviation of the Committee on Transportation and Infrastructure, House of Representatives, on July 13, 2022. Witnesses include Mark Baker of the Aircraft Owners and Pilots Association and Ed Bolen of the National Business Aviation Association. A staff summary of subject matter dated July 12, 2022 reports FAA estimates of an active general aviation fleet of 204,140 aircraft in 2020 and 22.5 million total hours flown, down 12 percent from 2019. It states the aviation manufacturing sector was eligible for programs including the Aviation Manufacturing Jobs Protection Program. The record closes with open National Transportation Safety Board safety recommendations to the Federal Aviation Administration.
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“The State of General Aviation (House Hearing, July 13, 2022).”
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[House Hearing, 117 Congress]
[From the U.S. Government Publishing Office]
THE STATE OF GENERAL AVIATION
=======================================================================
(117-54)
REMOTE HEARING
BEFORE THE
SUBCOMMITTEE ON
AVIATION
OF THE
COMMITTEE ON
TRANSPORTATION AND INFRASTRUCTURE
HOUSE OF REPRESENTATIVES
ONE HUNDRED SEVENTEENTH CONGRESS
SECOND SESSION
__________
JULY 13, 2022
__________
Printed for the use of the
Committee on Transportation and Infrastructure
[GRAPHIC NOT AVAILABLE IN TIFF FORMAT]
Available online at: https://www.govinfo.gov/committee/house-
transportation?path=/browsecommittee/chamber/house/committee/
transportation
______
U.S. GOVERNMENT PUBLISHING OFFICE
50-471 PDF WASHINGTON : 2023
COMMITTEE ON TRANSPORTATION AND INFRASTRUCTURE
PETER A. DeFAZIO, Oregon, Chair
ELEANOR HOLMES NORTON, SAM GRAVES, Missouri
District of Columbia ERIC A. ``RICK'' CRAWFORD, Arkansas
EDDIE BERNICE JOHNSON, Texas BOB GIBBS, Ohio
RICK LARSEN, Washington DANIEL WEBSTER, Florida
GRACE F. NAPOLITANO, California THOMAS MASSIE, Kentucky
STEVE COHEN, Tennessee SCOTT PERRY, Pennsylvania
ALBIO SIRES, New Jersey RODNEY DAVIS, Illinois
JOHN GARAMENDI, California JOHN KATKO, New York
HENRY C. ``HANK'' JOHNSON, Jr., BRIAN BABIN, Texas
Georgia GARRET GRAVES, Louisiana
ANDRE CARSON, Indiana DAVID ROUZER, North Carolina
DINA TITUS, Nevada MIKE BOST, Illinois
SEAN PATRICK MALONEY, New York RANDY K. WEBER, Sr., Texas
JARED HUFFMAN, California DOUG LaMALFA, California
JULIA BROWNLEY, California BRUCE WESTERMAN, Arkansas
FREDERICA S. WILSON, Florida BRIAN J. MAST, Florida
DONALD M. PAYNE, Jr., New Jersey MIKE GALLAGHER, Wisconsin
ALAN S. LOWENTHAL, California BRIAN K. FITZPATRICK, Pennsylvania
MARK DeSAULNIER, California JENNIFFER GONZALEZ-COLON,
STEPHEN F. LYNCH, Massachusetts Puerto Rico
SALUD O. CARBAJAL, California TROY BALDERSON, Ohio
ANTHONY G. BROWN, Maryland PETE STAUBER, Minnesota
TOM MALINOWSKI, New Jersey TIM BURCHETT, Tennessee
GREG STANTON, Arizona DUSTY JOHNSON, South Dakota
COLIN Z. ALLRED, Texas JEFFERSON VAN DREW, New Jersey
SHARICE DAVIDS, Kansas, Vice Chair MICHAEL GUEST, Mississippi
JESUS G. ``CHUY'' GARCIA, Illinois TROY E. NEHLS, Texas
CHRIS PAPPAS, New Hampshire NANCY MACE, South Carolina
CONOR LAMB, Pennsylvania NICOLE MALLIOTAKIS, New York
SETH MOULTON, Massachusetts BETH VAN DUYNE, Texas
JAKE AUCHINCLOSS, Massachusetts CARLOS A. GIMENEZ, Florida
CAROLYN BOURDEAUX, Georgia MICHELLE STEEL, California
KAIALI`I KAHELE, Hawaii Vacancy
MARILYN STRICKLAND, Washington
NIKEMA WILLIAMS, Georgia
MARIE NEWMAN, Illinois
TROY A. CARTER, Louisiana
SHEILA CHERFILUS-McCORMICK,
Florida
Subcommittee on Aviation
RICK LARSEN, Washington, Chair
STEVE COHEN, Tennessee GARRET GRAVES, Louisiana
ANDRE CARSON, Indiana THOMAS MASSIE, Kentucky
SHARICE DAVIDS, Kansas SCOTT PERRY, Pennsylvania
KAIALI`I KAHELE, Hawaii JOHN KATKO, New York
NIKEMA WILLIAMS, Georgia BRIAN J. MAST, Florida
HENRY C. ``HANK'' JOHNSON, Jr., MIKE GALLAGHER, Wisconsin
Georgia BRIAN K. FITZPATRICK, Pennsylvania
DINA TITUS, Nevada TROY BALDERSON, Ohio
SEAN PATRICK MALONEY, New York PETE STAUBER, Minnesota
JULIA BROWNLEY, California TIM BURCHETT, Tennessee
DONALD M. PAYNE, Jr., New Jersey JEFFERSON VAN DREW, New Jersey
MARK DeSAULNIER, California TROY E. NEHLS, Texas
STEPHEN F. LYNCH, Massachusetts NANCY MACE, South Carolina
ANTHONY G. BROWN, Maryland BETH VAN DUYNE, Texas
GREG STANTON, Arizona CARLOS A. GIMENEZ, Florida
COLIN Z. ALLRED, Texas MICHELLE STEEL, California
CONOR LAMB, Pennsylvania, Vice Vacancy
Chair SAM GRAVES, Missouri (Ex Officio)
ELEANOR HOLMES NORTON,
District of Columbia
EDDIE BERNICE JOHNSON, Texas
JOHN GARAMENDI, California
PETER A. DeFAZIO, Oregon (Ex Officio)
CONTENTS
Page
Summary of Subject Matter........................................ vii
STATEMENTS OF MEMBERS OF THE COMMITTEE
Hon. Rick Larsen, a Representative in Congress from the State of
Washington, and Chair, Subcommittee on Aviation, opening
statement...................................................... 1
Prepared statement........................................... 3
Hon. Garret Graves, a Representative in Congress from the State
of Louisiana, and Ranking Member, Subcommittee on Aviation,
opening statement.............................................. 4
Prepared statement........................................... 6
Hon. Peter A. DeFazio, a Representative in Congress from the
State of Oregon, and Chair, Committee on Transportation and
Infrastructure, opening statement.............................. 7
Prepared statement........................................... 8
Hon. Sam Graves, a Representative in Congress from the State of
Missouri, and Ranking Member, Committee on Transportation and
Infrastructure, prepared statement............................. 63
Hon. Eddie Bernice Johnson, a Representative in Congress from the
State of Texas, prepared statement............................. 89
WITNESSES
Mark Baker, President and Chief Executive Officer, Aircraft
Owners and Pilots Association, oral statement.................. 9
Prepared statement........................................... 11
Chris Rozansky, C.M., Executive Director, Naples Airport
Authority, on behalf of the American Association of Airport
Executives, oral statement..................................... 19
Prepared statement........................................... 21
James Viola, President and Chief Executive Officer, Helicopter
Association International, oral statement...................... 26
Prepared statement........................................... 28
Peter J. Bunce, President and Chief Executive Officer, General
Aviation Manufacturers Association, oral statement............. 34
Prepared statement........................................... 35
Timothy R. Obitts, President and Chief Executive Officer,
National Air Transportation Association, oral statement........ 41
Prepared statement........................................... 42
Gregory Pecoraro, President and Chief Executive Officer, National
Association of State Aviation Officials, oral statement........ 47
Prepared statement........................................... 49
Ed Bolen, President and Chief Executive Officer, National
Business Aviation Association, oral statement.................. 53
Prepared statement........................................... 54
SUBMISSIONS FOR THE RECORD
Letter of July 27, 2022, to Hon. Rick Larsen, Chairman, and Hon.
Garret Graves, Ranking Member, Subcommittee on Aviation, from
Hon. Jennifer Homendy, Chair, National Transportation Safety
Board.......................................................... 89
[GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]
July 12, 2022
SUMMARY OF SUBJECT MATTER
TO: LMembers, Subcommittee on Aviation
FROM: LStaff, Subcommittee on Aviation
RE: LSubcommittee Hearing on ``The State of General Aviation''
_______________________________________________________________________
PURPOSE
The Subcommittee on Aviation will meet on Wednesday, July
13, 2022, at 10 a.m. EDT in 2167 Rayburn House Office Building
and virtually via Zoom for a hearing titled, ``The State of
General Aviation.'' The hearing will examine changes and
current trends in the general aviation community, including
airspace access and use, safety, sustainability efforts, and
manufacturing. The subcommittee will hear testimony from
witnesses representing the Aircraft Owners and Pilots
Association (AOPA), the General Aviation Manufacturers
Association (GAMA), the National Association of State Aviation
Officials (NASAO), the National Business Aviation Association
(NBAA), Helicopter Association International (HAI), the
Association of American Airport Executives (AAAE), and the
National Air Transportation Association (NATA).
BACKGROUND
I. DEFINITION AND OVERVIEW OF GENERAL AVIATION
According to the Federal Aviation Administration (FAA),
``general aviation'' describes a diverse range of aviation
activities and includes all segments of the aviation industry
except commercial air carriers and the military.\1\ General
aviation activities include training of new pilots and pilots
interested in additional ratings or certification, aerial
firefighting, air tourism, crop dusting, movement of large
heavy loads by helicopter, flying for personal or business/
corporate reasons, and emergency medical services.\2\ General
aviation aircraft range from one-seat single-engine piston
aircraft to long-range corporate jets.\3\ It also includes
rotorcraft, gliders, and amateur-built aircraft.
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\1\ FAA, FAA Aerospace Forecasts FY 2003-2014, at Ch. 5 (2014)
available at https://www.faa.gov/data_research/aviation/
aerospace_forecasts/2003-2014/.
\2\ Id.
\3\ Id.
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A general aviation airport is a public-use airport that
does not have scheduled service or has less than 2,500 annual
passenger boardings.\4\ According to the FAA, approximately 89
percent of airports included in the National Plan of Integrated
Airport Systems (NPIAS) are classified as nonprimary airports
and serve mainly general aviation activity.\5\ For context, the
latest edition of the NPIAS identified 3,304 existing public-
use and six proposed airports, estimating approximately $43.6
billion in costs between 2021 and 2025 are eligible and
justified under the Airport Improvement Program (AIP).\6\
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\4\ 49 U.S.C. Sec. 47102(8).
\5\ FAA, National Plan of Integrated Airport Systems (NPIAS) 2021-
2025, (Sep. 30, 2020), available at https://www.faa.gov/airports/
planning_capacity/npias/current/media/NPIAS-2021-2025-Narrative.pdf.
\6\ Id.
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The FAA analyzes general aviation activity on an annual
basis through the ``General Aviation Survey.'' According to the
results of the 2020 survey, the latest available, the active
general aviation fleet was estimated to be 204,140 aircraft in
2020 (a 3.2 percent decline from 2019), as increases in fixed
wing turbine were more than offset by decreases in pistons,
rotorcraft, lighter-than-air and light sport aircraft, and
experimental aircraft.\7\ Total hours flown were estimated to
be 22.5 million in 2020, down 12 percent from 2019.\8\
Decreases were across the board, with the highest decline in
fixed wing piston hours (10.3 percent). The highest percentage
decline occurred in lighter than air aircraft (44.6 percent)
and glider activity (28.7 percent), followed by rotorcraft
hours (19.6 percent).\9\
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\7\ FAA, FAA Aerospace Forecast Fiscal Years 2022-2042 (June 28,
2022), available at https://www.faa.gov/sites/faa.gov/files/2022-06/
FY2022_42_FAA_Aerospace_Forecast.pdf [hereinafter Aerospace Forecast].
\8\ Id.
\9\ Id.
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A. FUTURE OF THE GENERAL AVIATION FLEET AND OPERATIONS
According to the ``FAA Aerospace Forecast Fiscal Years
2022-2042,'' the overall general aviation sector was ``not as
severely affected by the [COVID-19] pandemic as the airlines.''
\10\ For example, while business aviation experienced a steep
decline in activity early in 2020, demand began to recover for
this sector in the second half of the year, much faster than
passenger airlines.\11\ Specifically, domestic and
international business jet operations in April 2020 were nearly
75 percent below 2019 levels, but by June 2020 had recovered to
levels 24 percent below those in June 2019, and by December
2020 were only about 12 percent lower than the prior year's
level of activity.\12\ Such increases in business jet activity
are reflected in the FAA's most recent general aviation
aerospace forecast and are supported by statistics from GAMA
showing that deliveries of U.S. manufactured ``business jets
increased by 14.7 percent and turboprop deliveries were up 18.6
percent [in 2021], amounting for a 16.6 percent increase in
fixed wing turbine shipments.'' \13\
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\10\ Id. at 27.
\11\ General Accountability Office (GAO), COVID-19 Pandemic--
Observations on the Ongoing Recovery of the Aviation Industry, GAO-22-
104429 (Oct. 2021), available at https://www.gao.gov/assets/gao-22-
104429.pdf.
\12\ FAA, Federal Aviation Administration, Business Jet Report,
(May 2019, July 2019, May 2020, July 2020, Jan. 2021), available at
https://aspm.faa.gov/apmd/sys/bj-intro.asp.
\13\ Aerospace Forecast, supra note 7.
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Against the findings of strong business jet and rotorcraft
deliveries in 2021, the FAA expects the general aviation sector
will recover ``sooner to its 2019 levels by aircraft type than
the other sectors,'' and in turn, remain stable in the long-
term.\14\ The active general aviation fleet, which showed a
decline of 3.2 percent between 2019 and 2020, is projected to
increase from its 2021 level of 204,405 aircraft to 208,905 by
2042, as the declines in the fixed-wing piston fleet were
offset by increases in turbine, rotorcraft, experimental, and
light sport fleets.\15\
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\14\ Id. at 28.
\15\ Id.
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Of note, the FAA predicts the largest segment of the
general aviation fleet, fixed-wing piston aircraft, will
``shrink by 22,055 aircraft between 2021 and 2042, an average
annual rate of -0.8 percent.'' \16\ The FAA cites pilot
demographics, overall increasing cost of aircraft ownership,
availability of much lower cost alternatives for recreational
usage, coupled with new aircraft deliveries not keeping pace
with retirements of the aging fleet, as primary drivers of the
decline.\17\
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\16\ Id.
\17\ Id. at 29.
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Active General Aviation Aircraft
[GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]
Source: FAA Aerospace Forecast Fiscal Years 2022-2042
In terms of operations, the FAA forecasts that general
aviation operations will increase an average of 0.6 percent a
year as increases in use of turbine powered aircraft offset
declines in piston aircraft use.\18\ Specifically, ``general
aviation operations accounted for 57 percent of operations in
2021 . . . and has been increasing since the pandemic, from 51
percent in 2019 to 56 percent in 2020, and 57 percent in
2021.'' \19\
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\18\ Id. at 33.
\19\ Id. at 35.
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B. GENERAL AVIATION AIRPORT FUNDING
Unlike commercial airports, general aviation airports do
not have access to the passenger facility charge (PFC), which
helps fund airport terminal and other capital projects.\20\
However, general aviation airports included in the NPIAS are
eligible for Airport Improvement Program (AIP) funds.\21\
General aviation airports are able to receive funds through
entitlements, or formula funds, that are apportioned by formula
to airports and can be used for eligible airport development
projects.\22\ Generally, general aviation, reliever, and
nonprimary commercial service airports are allocated 20 percent
of AIP funds subject to apportionment.\23\ From that share,
those airports receive the lesser of either $150,000 or one-
fifth of the estimated five-year costs for airport development
for each airport as listed in the most recent NPIAS.\24\ Any
remaining funds are then distributed to each airport according
to a state-based population and area formula.\25\ General
aviation airports that receive entitlements can also apply for
discretionary funds, which are awarded on a competitive
basis.\26\
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\20\ 49 U.S.C. Sec. 40117 (b).
\21\ FAA, Overview: What is AIP (last updated: Nov. 2, 2021),
available at https://www.faa.gov/airports/aip/overview/
#eligible_airports.
\22\ 49 U.S.C. Sec. 47114.
\23\ Cong. Res. Serv. (CRS), Financing Airport Improvements, Rep.
No. R43327 (2019), available at https://crsreports.congress.gov/
product/pdf/R/R43327.
\24\ Id.
\25\ Id.
\26\ Id.
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Regarding recent revenue trends, even though most U.S.
airports saw a decline in revenue during the pandemic, the
Government Accountability Office (GAO) found that ``about 60
percent of general aviation and reliever airports and about 40
percent of non-primary commercial service airports did not see
[any] change in their non-aeronautical revenues.'' \27\
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\27\ GAO, COVID-19 Pandemic--Observations, supra note 11.
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C. GENERAL AVIATION MANUFACTURING
The aviation manufacturing sector was eligible for various
federal pandemic relief programs, including the United States.
Small Business Administration Payroll Protection Program and
the Aviation Manufacturing Jobs Protection Program, and has
remained relatively stable over the course of the pandemic with
a steady increase in the last year. In 2020, airplane and
helicopter shipment billings of U.S. manufactured aircraft
modestly decreased to $20 billion for airplanes and $3.4
billion for helicopters, when compared to $23.5 billion and
$3.8 billion, respectively, in 2019.\28\ In 2021, all aircraft
segments saw increases in aircraft shipments and preliminary
deliveries were valued at $25.2 billion, an increase of 10.3
percent.\29\ Airplane shipments in 2021, when compared to 2020,
saw preliminary piston airplane deliveries increase 5.5
percent, with 1,393 units; turboprop airplane deliveries
increased by 19 percent, with 527 units; and business jet
deliveries increased by 10.2 percent, with 710 units.\30\
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\28\ Gen. Aviation Mfr. Assoc. (GAMA), 2020 Year-End General
Aviation Aircraft Shipment Report (May 2021) available at https://
gama.aero/facts-and-statistics/quarterly-shipments-and-billings/.
\29\ GAMA, 2021 Year-End General Aviation Aircraft Shipment Report
(Feb. 2022), available at https://gama.aero/news-and-events/press-
releases/gama-releases-2021-aircraft-shipment-and-billings-report/.
\30\ Id.
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In its first quarter 2022 Aircraft Shipment and Billing
Report, GAMA reported that turboprop airplane deliveries saw
the largest percentage year-over-year increase at 31 percent
with 110 units during the first quarter.\31\ When compared to
the first quarter of 2021, piston airplane shipments increased
13.9 percent, business jet shipments increased 4.4 percent,
turbine helicopter deliveries increased 6.5 percent, and piston
engine aircraft increased 8.3 percent.\32\
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\31\ Id.
\32\ Id.
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II. GENERAL AVIATION SAFETY
Over the past four decades, general aviation has become
significantly safer over the years with the number of fatal and
nonfatal accidents declining since 2000.\33\ Experts have
argued that this has been a result of numerous factors,
including advancements in aircraft equipment and technologies,
improved pilot training, improved education programs, and
advocacy efforts across the general aviation community.\34\
However, general aviation has the highest aviation accident
rates within civil aviation--in 2012, the NSTB found in a side-
by-side comparison that general aviation accident rates were
about six times higher than small commuter and air taxi
operations and over 40 times higher than larger transport
category operations.\35\
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\33\ Bureau of Transp. Stat., U.S. General Aviation Safety Data
(last visited: July 12, 2022), available at https://www.bts.gov/
content/us-general-aviationa-safety-data.
\34\ See Safety and Gen. Aviation: Hearing Before the Subcomm. on
Aviation & Operations of the Senate Comm. on Commerce, Sci. & Transp.,
114th Cong. (Apr. 28, 2015) (statement of Margaret Gilligan, Assoc.
Admin. For Aviation Safety, FAA); see also Zimmerman, General Aviation
Safety Trends: What Should We Worry About?, Plane&Pilot Magazine (Dec.
13, 2021) available at https://www.planeandpilotmag.com/news/pilot-
talk/2021/12/13/general-aviation-safety-trends-what-should-we-worry-
about/; see also General Aviation Safety Continues To Improve,
Plane&Pilot Magazine (Dec. 18, 2019) available at https://
www.planeandpilotmag.com/article/general-aviation-safety-continue-
improve/.
\35\ NTSB, NTSB Most Wanted List: Improve General Aviation (2012),
available at: https://www.ntsb.gov/Advocacy/mwl/Documents/
ga_safety.pdf.
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As required by section 308 of the FAA Reauthorization Act
of 2018 (Pub. L. 115-254), the FAA, in coordination with the
National Transportation Safety Board (NTSB) conducted a study
of all general aviation accidents from 2000 through 2018.\36\
The study showed there were 18,481 general aviation accidents
that involved 18,613 aircraft over that period, resulting in
3,647 fatal accidents.\37\ When taking all factors into
consideration, the most common type of factors for general
aviation accidents analyzed by the FAA and NTSB involved the
pilot's control of the aircraft and actions or decisions--
particularly those related to weather.\38\ The NTSB's 2020
accident statistics report found that most aviation-related
deaths in 2020 took place during general aviation operations,
where 332 people were killed, compared to 414 people the year
before.\39\ The 2020 fatal accident rate in general aviation
was 1.049 accidents per 100,000 flight hours, compared to the
2019 rate of 1.064.\40\
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\36\ FAA Reauthorization of Act of 2018, Pub. L. 115-254, Sec. 308
(Oct. 5, 2018).
\37\ FAA, Report to Congress, Federal Aviation Administration and
National Transportation Safety Board Review of General Aviation Safety
(Jan. 13, 2021), available at https://www.faa.gov/about/plansreports/
ntsb-review-general-aviation-safety.
\38\ Id.
\39\ NTSB, U.S. Civil Aviation Fatalities and Flight Activity
Decreased in 2020 (last updated: Nov. 2021), available at https://
www.ntsb.gov/news/press-releases/Pages/NR20211117.aspx.
\40\ Id.
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Subsequently, the FAA, the general aviation community, and
Congress have made efforts to improve general aviation safety,
including reforming the aircraft certification process. Efforts
have included revising the third-class medical certificate
process used by recreational and private pilots (not for hire),
and initiatives such as the Non-Required Safety Enhancing
Equipment (NORSEE) policy, a joint collaboration between
industry and government designed to decrease the barriers for
general aviation operators to voluntarily install non-required
safety equipment on their aircraft.\41\
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\41\ FAA, General Aviation Safety (last updated: July 30, 2018),
available at https://www.faa.gov/newsroom/general-aviation-
safety?newsId=21274.
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Since 2000, the NTSB has issued 294 safety recommendations
addressing issues related to non-commercial general aviation
operations.\42\ Of the 296 recommendations, 231 have been
closed, while 63 recommendations remain open.\43\ Most
recently, the NTSB issued a safety recommendation to the FAA to
require all enclosed-cabin aircraft with reciprocating engines
be equipped with a carbon monoxide (CO) detector.\44\ The NTSB
also recommended that pilot groups inform their members about
potential CO poisoning in flight and encourage their members to
install CO detectors with active aural or visual alerting
systems.\45\ This recommendation stemmed from previous
investigations and reports of aircraft accidents in which
undetected CO poisoning led to pilot impairment and subsequent
fatal or serious injuries due to crashes.\46\
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\42\ FAA Report to Congress, supra note 38.
\43\ Id.
\44\ NTSB, Require Carbon Monoxide Detectors in Certain General
Aviation Aircraft (Dec. 2021), available at https://www.ntsb.gov/
investigations/AccidentReports/Reports/AIR2201.pdf.
\45\ Id.
\46\ Id.
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III. FUELS, POWER, AND NEW TECHNOLOGIES
A. LEADED AVIATION FUELS
Overview and Subsequent Health Concerns
The U.S. general aviation fleet largely consists of piston-
engine aircraft, and have one or more piston-powered engines
connected to a propeller to provide thrust to move the aircraft
on the ground and through the air.\47\ According to the
National Academies of Sciences, Engineering, and Medicine,
``nearly all the country's approximately 170,000 active piston-
engine aircraft burn a grade of aviation gasoline (avgas),
designated as `100LL,' that contains lead.'' \48\
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\47\ Nat'l Acad. of Sci., Options for Reducing Lead Emissions from
Piston-Engine Aircraft, Transp. Res. Board Spec. Rep. 336 (2021),
available at https://nap.nationalacademies.org/read/26050/chapter/
1#vii.
\48\ Id.
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Avgas remains one of the only transportation fuels in the
United States to contain lead, with more than 222,600
registered piston-engine aircraft that can operate on leaded
avgas.\49\ This leaded fuel contains tetra-ethyl-lead, which is
an additive used to prevent engine damage at higher power
settings. Because 100LL can be used by all kinds of piston-
engine aircraft, this single grade is the only type of fuel
consistently available for general aviation operations and is
the only FAA-certified fuel for use by these aircraft.\50\
Although the FAA does not have direct regulatory responsibility
for aviation fuels, it provides the initial certification
approval of the aircraft with the fuel it operates on, and it
oversees aircraft operators to ensure use of the correct
fuel.\51\
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\49\ Id.; see also FAA, Aviation Gasoline, (last visited: July 12,
2022) available at https://www.faa.gov/about/initiatives/
avgas#::text=Avgas%20remains%20the%20only
%20transportation,Lead%2C%20also%20known%20as%20100LL.
\50\ Id.
\51\ Aviation Gasoline, supra note 50.
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The use of leaded aviation fuel has raised public health
concerns in communities across the country, particularly its
effects on children.\52\ According to the Centers for Disease
Control and Prevention, exposure to lead in children can lead
to decreased cognitive performance, damaging the brain and
nervous system, and potentially leading to long-term learning
and behavioral problems.\53\
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\52\ Katie Lauer, East San Jose community takes to the skies,
rallying behind Reid-Hillview Airport, The Mercury News (Jun. 2022),
available at https://www.mercurynews.com/2022/06/18/east-san-jose-
community-takes-to-the-skies-rallying-behind-reid-hillview-airport/.
\53\ CDC, Health Effects of Lead Exposure (last updated: Mar. 9,
2022), available at https://www.cdc.gov/nceh/lead/prevention/health-
effects.htm.
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Unleaded Aviation Fuel Alternatives
There are numerous ongoing efforts to research and develop
unleaded aviation fuel alternatives. However, additional
testing to validate whether these fuels will work properly and
are compatible with a majority of piston-engine aircraft is
still needed.\54\ Last year, General Aviation Modifications,
Inc. (GAMI) received two supplemental type certificates (STC)
authorizing the use of its new G100UL high-octane unleaded
avgas.\55\ One STC covers a limited number of models of
Lycoming engines and the second is for a limited number of
Cessna airframes.\56\ GAMI is working with Avfuel Corp. to
distribute the fuel, but it will take time to scale up
production and make the fuel available fleetwide.\57\
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\54\ FAA briefing for Committee Staff (June 2, 2022).
\55\ AOPA, GAMI receives unleaded AvGas STC (July 2021), available
at https://www.aopa.org/news-and-media/all-news/2021/july/27/gami-
receives-unleaded-avgas-stc
\56\ Id.
\57\ Id.
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In February 2022, the FAA, the Environmental Protection
Agency, fuel suppliers and distributors, airports, and engine
and aircraft manufacturers joined together in announcing the
Eliminate Aviation Gasoline Lead Emissions (EAGLE) Initiative--
an initiative to permit both new and existing general aviation
aircraft to operate lead-free, without compromising aviation
safety and the economic and broader public benefits of general
aviation.\58\ Specifically, the initiative seeks to (1)
establish the necessary infrastructure, efficient distribution
channels, and widespread usage of unleaded fuels; (2) support
research and testing of piston engine modifications and/or
engine retrofits necessary for unleaded fuel operations; and
(3) address fleet-wide authorization of unleaded aviation fuels
of different octane levels.\59\
---------------------------------------------------------------------------
\58\ Aviation Gasoline, supra note 50 at Path to a Lead-Free
Aviation System--the EAGLE Initiative; see also FAA, FAA, Industry
Chart Path to Eliminate Lead Emissions from General Aviation by the end
of 2030 (Feb. 23, 2022), available at https://www.faa.gov/newsroom/faa-
industry-chart-path-eliminate-lead-emissions-general-aviation-end-2030.
\59\ Id.
---------------------------------------------------------------------------
B. SUSTAINABILITY IN GENERAL AVIATION
To further reduce aviation's carbon footprint and help
achieve the FAA's goal of net zero greenhouse gas emissions by
2050, U.S. airports are collaborating with airlines and
renewable fuel manufacturers to facilitate the storage and
distribution of low and zero emission aviation
technologies.\60\ Many private jet companies and manufacturers,
general aviation airports, and other general aviation
stakeholders plan to utilize many of these technologies to help
reduce their carbon footprint.
---------------------------------------------------------------------------
\60\ Airports Council Int'l (ACI), Sustainability Strategy for
Airports Worldwide, (Nov. 2021), at 18, available at https://aci.aero/
2021/11/16/aci-world-launches-inaugural-sustainability-
strategy-report-for-airports-worldwide/
#::text=In%20June%202021%2C%20ACI
%20member,management%20certification%20standard%20for%20airports.
---------------------------------------------------------------------------
Electrification
One of these technologies includes the development of full
or hybrid electric aircraft, which operate using battery-
powered electricity for power, rather than standard liquid
fuels.\61\ Several airlines and advanced air mobility companies
are seeking to use this technology for smaller aircraft
operating shorter flights.\62\ Existing small airports and
airport infrastructure, such as general aviation airports or
heliports, are being considered to be utilized by these new,
technologically advanced aircraft once deployed.\63\
---------------------------------------------------------------------------
\61\ Elissa Garay, Electric Planes Are Coming Sooner Than You
Think, Afar Magazine (Mar. 2, 2022), available at: https://
www.afar.com/magazine/electric-planes-are-coming-sooner-than-you-think.
\62\ Id.
\63\ Cmty. Air Mobility Initiative, Airports and Advanced Air
Mobility: Integrating the Third Dimension into Metropolitan
Transportation Systems, (September 3, 2020), available at: https://
www.nctcog.org/nctcg/media/Transportation/Committees/ATAC/2020/Website-
Presentations_9-3-20.pdf?ext=.pdf.
---------------------------------------------------------------------------
However, because battery-powered technologies are not as
energy dense as liquid fuels, and thus require additional bulk
and weight to achieve a comparable amount of energy, battery-
powered aircraft face significant aerodynamic challenges.\64\
Such design and operational challenges are likely to affect the
range and speed of battery-powered aircraft.\65\ Therefore,
further technological developments are needed before
electrification can be safely and economically adopted for
medium and long-haul flights.\66\
---------------------------------------------------------------------------
\64\ Garay, supra note 60.
\65\ Id.
\66\ Id.
---------------------------------------------------------------------------
The FAA is working to develop the regulatory framework for
the certification and operation of electric vertical takeoff
and landing (eVTOL) aircraft.\67\ In May 2022, the agency
determined it will transition away from using the certification
pathway for small airplanes (under 14 Code of Federal
Regulations (CFR) Part 23). Instead, the FAA will pursue the
pathway for ``powered-lift'' aircraft with special conditions
(under 14 CFR Part 21.17(b)).\68\ During the subcommittee's May
17, 2022, hearing titled, ``Preparing for Take-Off: Examining
Efforts to Address Climate Change at U.S. Airports,'' GAMA
expressed concerns about the FAA's ability to establish this
framework within eVTOL aircraft manufacturers' anticipated
certification timelines.\69\
---------------------------------------------------------------------------
\67\ Jon Ostrower and Elan Head, FAA Changes Course on EVTOL
Certification, The Air Current (May 9, 2022), available at: https://
theaircurrent.com/aircraft-development/faa-changes-course-on-evtol-
certification/
\68\ Id.
\69\ Treena Hein, How the FAA is proceeding with rules for eVTOL
type certification and operation, evtol.com (July 6, 2022), available
at https://evtol.com/features/how-faa-proceeding-rules-evtol-type-
certification-operation/.
---------------------------------------------------------------------------
Sustainable Aviation Fuels (SAF)
For turbojet aircraft, SAF, a type of jet fuel refined from
biomass, waste streams, or gaseous carbon oxides, has emerged
as a leading contender to reduce aviation emissions.\70\
Depending on the type of feedstock, SAF offers a carbon
lifecycle reduction of up to 80 percent when compared to
conventional jet fuel.\71\ Unlike other proposals to lower
emissions, SAF is a drop-in fuel that works in existing
aircraft and can utilize most of the fueling infrastructure
already in place.\72\
---------------------------------------------------------------------------
\70\ Nate Brown & Anna Oldani, Sustainable Aviation Fuels (SAF),
FAA (March 10, 2021), available at: https://www.faa.gov/about/
office_org/headquarters_offices/ang/redac/media/environment/2021/march/
envandenergy_mar2021_SAFUpdate.pdf.
\71\ Int'l Air Transport Assoc. (IATA), Developing Sustainable
Aviation Fuel (SAF) (last visited: July 7, 2022), available at: https:/
/www.iata.org/en/programs/environment/sustainable-aviation-fuels/.
\72\ IATA, What is SAF (last visited: July 7, 2022) at 1, available
at: https://www.iata.org/contentassets/
d13875e9ed784f75bac90f000760e998/saf-what-is-saf.pdf.
---------------------------------------------------------------------------
While SAF holds tremendous potential to help reduce carbon
emissions in the aviation industry, significant barriers to
widespread adoption remain. For instance, SAF is significantly
more expensive to produce and purchase than conventional jet
fuel.\73\ These high costs lead to SAF being produced in
smaller quantities, resulting in limited availability.\74\
Today, SAF is estimated to account for just .05 percent of jet
fuel use.\75\ Additionally, SAF must currently be blended with
conventional jet fuel, although the low availability of SAF
mitigates this issue in the short term.
---------------------------------------------------------------------------
\73\ Christina Brooks, Sustainable Aviation Fuel Still in Short
Supply Due to Cost, HIS Markit (July 7, 2021), available at: https://
cleanenergynews.ihsmarkit.com/research-analysis/
sustainable-aviation-fuel-market-still-in-infancy-due-to-
cost-.html#::text=
SAF%20prices%20are%20currently%20about,issues%20even%20more%20prominent%
20today.
\74\ Id.
\75\ Elan Head, Understanding the Path to 100% SAF, The Air Current
(April 13, 2022), available at: https://theaircurrent.com/technology/
path-to-100-saf-sustainable-aviation-fuel/.
---------------------------------------------------------------------------
WITNESSES
LMark Baker, President and CEO, Aircraft Owners
and Pilots Association
LChris Rozansky, Executive Director, Naples
Airport Authority, on behalf of the American Association of
Airport Executives
LJames ``Jim'' Viola, President and CEO,
Helicopter Association International
LPete Bunce, President and CEO, General Aviation
Manufacturers Association
LTimothy Obitts, President and CEO, National Air
Transportation Association
LGreg Pecoraro, President and CEO, National
Association of State Aviation Officials
LEd Bolen, President and CEO, National Business
Aviation Association
THE STATE OF GENERAL AVIATION
----------
WEDNESDAY, JULY 13, 2022
House of Representatives,
Subcommittee on Aviation,
Committee on Transportation and Infrastructure,
Washington, DC.
The subcommittee met, pursuant to call, at 10:01 a.m. in
room 2167 Rayburn House Office Building and via Zoom, Hon. Rick
Larsen (Chairman of the subcommittee) presiding.
Members present in person: Mr. Larsen of Washington, Mr.
DeFazio, Ms. Davids of Kansas, Mr. Lynch, Mr. Graves of
Louisiana, Mr. Graves of Missouri, Mr. Massie, Mr. Perry, Mr.
Burchett, Mr. Nehls, and Mr. Auchincloss.
Members present remotely: Mr. Johnson of Georgia, Ms.
Titus, Mr. Payne, Mr. DeSaulnier, Mr. Stanton, Mr. Allred, Ms.
Norton, Mr. Mast, Mr. Balderson, Dr. Van Drew, and Ms. Newman.
Mr. Larsen of Washington. Good morning. And welcome to
today's Aviation Subcommittee hearing titled, ``The State of
General Aviation.''
In my home State of Washington and across the U.S., general
aviation means jobs that pay well, and is part of the key to
long-term economic growth.
A recent study found that GA industries supported an
estimated $247 billion in economic output and 1.2 million jobs
in the U.S. in 2018.
However, the COVID-19 pandemic forced the industry to face
several challenges, including workforce reduction, supply chain
disruptions, and other issues. To help put GA back on the right
track, Congress took several steps to ensure pandemic relief
protects U.S. aviation jobs and keeps supply chains moving.
For instance, the Aviation Manufacturing Jobs Protection
Program, which Representative Estes of Kansas and I introduced
in August of 2020 and was included in the American Rescue Plan,
protected or saved 3,100 highly skilled, good-paying jobs in
aviation in my home State and more than 30,000 jobs nationwide.
However, Congress can and must do more to better prepare
the GA sector for future disruptions.
Over the weekend, I was able to attend the Tarkio airshow
with Ranking Member Sam Graves and Ranking Member Garret
Graves, which provided some very helpful insights into the
priorities of GA operators and companies.
And today's witnesses represent a cross-section of the GA
industry, including aircraft owners and pilots, helicopters,
manufacturers, State aviation agencies, small airports, and
business aviation interests. I look forward to hearing more
about how Congress can support safety and innovation in this
growing industry.
Now, while the U.S. economy is on the move, the GA sector,
like many other industries, is facing workforce challenges to
meet the growing demands of the flying public.
Congress has an opportunity to build on progress made in
the 2018 FAA reauthorization law and invest in future general
aviation operators, technicians, and manufacturers. The 2018
reauthorization law included several workforce development
provisions to improve the recruitment of young people and women
to careers in the aviation industry.
For example, in March, the FAA's Women in Aviation Advisory
Board submitted its report entitled, ``Breaking Barriers for
Women in Aviation: Flight Plan for the Future,'' and I plan to
use the report's recommendations and others from aviation
stakeholders to build a framework for diversifying the aviation
workforce.
The 2018 law also created the section 625 Aviation
Workforce Development Grant programs to invest in, recruit, and
inspire the future aviation workforce. And I am working to
develop legislation to increase funding for this initiative and
expand eligibility to include aviation manufacturing, to help
build the U.S. aviation workforce to meet current and future
demands.
One issue I heard from GA stakeholders at the Tarkio
airshow is the mounting workforce issues as well at the FAA,
which are creating backlogs in the rulemaking and regulatory
processes. Stakeholders are also concerned about the agency's
staffing shortages and the subsequent lack of institutional
knowledge and how that might hinder U.S. leadership in global
aviation.
So, I look forward to hearing from today's witnesses on how
Congress can help improve that staffing and reduce any negative
impacts on the agency's efforts to move forward on appropriate
regulation and rulemaking.
And finally, I want to touch on emerging technologies. To
support the future growth of the GA sector, Congress must
create a regulatory framework that prioritizes safety, invests
in the necessary infrastructure, and helps to make communities
globally competitive well into the 2050s and beyond.
Over the last 2 years, this subcommittee has heard from
several stakeholders about U.S. aviation innovation and how
emerging airspace and technologies, such as advanced air
mobility, or AAM, can offer potential societal, safety, and
environmental benefits. Congress is taking concrete steps to
help make those concepts a reality.
So, as we move into the 2023 FAA reauthorization, Congress
must evaluate the role of AAM and what role we will play in the
GA sector and what needs must be met to safely integrate those
vehicles into the U.S. airspace.
The GA sector has also committed to addressing the
industry's contributions to climate change. In recent years,
the development of electric and hybrid-powered aircraft are
among efforts to reduce carbon and noise emissions.
For example, in my hometown of Arlington, Washington, the
Arlington Municipal Airport is located there and is home to
Eviation, an aviation company which is developing the nine-
seat, all-electric Alice aircraft with local people doing the
work. The GA industry is also working to adopt alternative fuel
sources to reduce carbon emissions from air travel, such as
development and distribution of sustainable aviation fuel. And
there is also the looming issue for the GA sector related to
the transition to lead-free aviation fuel.
So, I look forward to hearing from you more about how
Congress can assist in ensuring a safe transition to lead-free
fuels for GA.
So, while the economy is on the move and the future of
aviation remains bright, GA still faces several issues that
must be addressed, and today's witnesses will provide much
needed insight on the GA industry's priorities and how Congress
can be a better partner in these efforts.
Thank you. I look forward to tackling these issues in a
collaborative manner.
[Mr. Larsen of Washington's prepared statement follows:]
Prepared Statement of Hon. Rick Larsen, a Representative in Congress
from the State of Washington, and Chair, Subcommittee on Aviation
Good morning and welcome to today's Aviation Subcommittee hearing
titled ``The State of General Aviation.''
In my home state of Washington and across the country, general
aviation (GA) means well-paying jobs and is key to long-term economic
growth.
A recent study found the GA industry supported an estimated $247
billion in economic output and 1.2 million jobs in the U.S. in 2018.\1\
---------------------------------------------------------------------------
\1\ General Aviation's Contributions to the U.S. Economy, 2018
Price Waterhouse Coopers Study, on behalf of Aircraft Electronics
Association (AEA), Aircraft Owners and Pilots Association (AOPA),
Experimental Aircraft Association (EAA), General Aviation Manufacturers
Association (GAMA), Helicopter Association International
---------------------------------------------------------------------------
However, the COVID-19 pandemic forced the industry to face several
challenges, including workforce reductions, supply chain disruptions
and other issues.
To help put GA back on the right track, Congress took several steps
to ensure pandemic relief protects U.S. aviation jobs and keeps supply
chains moving.
For instance, the Aviation Manufacturing Jobs Protection Program,
which Rep. Estes and I introduced in August 2020 and was included in
the American Rescue Plan, protected or saved 3,154 highly skilled,
well-paying aviation manufacturing jobs in my state and more than
30,000 jobs nationwide.
However, Congress can and must do more to better prepare the GA
sector for future disruptions.
Over the weekend, I attended the Tarkio Air Show with Ranking
Member Sam Graves and Ranking Member Garret Graves, which provided some
helpful insights into the priorities of GA operators and companies.
Today's witnesses represent a cross-section of the GA industry,
including aircraft owners and pilots, helicopters, manufacturers, state
aviation agencies, small airports and business aviation interests.
I look forward to hearing more about how Congress can support
safety and innovation in this growing industry.
While the U.S. economy is on the move, the GA sector, like many
other industries, is facing workforce challenges to meet the growing
demands of the flying public.
Congress has an opportunity to build on progress made in the 2018
FAA reauthorization law and invest in future general aviation
operators, technicians and manufacturers.
The 2018 reauthorization law included several workforce development
provisions to improve the recruitment of young people and women to
careers in the aviation industry.
In March, the FAA's Women in Aviation Advisory Board submitted its
report entitled ``Breaking Barriers: Flight Plan for the Future'', and
I plan to use the report's recommendations and others from aviation
stakeholders to build a framework for diversifying the aviation
workforce.
The 2018 law also created the Sec. 625 Aviation Workforce
Development Grant programs to invest in, recruit and inspire the future
aviation workforce.
I am working to develop legislation to increase funding for this
initiative and expand eligibility to include aviation manufacturing, to
help build the U.S. aviation workforce to meet current and future
demands.
One issue I heard from GA stakeholders at the Tarkio Air Show is
the mounting workforce issues at the FAA, which are creating backlogs
in the rulemaking and regulatory processes.
GA stakeholders are also concerned the agency's staffing shortages,
and the subsequent lack of institutional knowledge, may hinder U.S.
leadership in global aviation.
I look forward to hearing from today's witnesses on how Congress
can help improve FAA staffing and reduce any negative impacts on the
agency's regulatory and rulemaking processes.
To support the growth of the GA sector, Congress must create a
regulatory framework that prioritizes safety, invests in the necessary
infrastructure, and helps to make communities globally competitive well
into the 2050s and beyond.
Over the last two years, this subcommittee heard from several
stakeholders about U.S. aviation innovation and how emerging airspace
entrants and technologies, such as advanced air mobility (AAM), can
offer potential societal, safety and environmental benefits.
Congress has taken concrete steps to help make these concepts a
reality.
As we move into the 2023 FAA reauthorization process, Congress must
evaluate the role AAM will play in the GA sector and what needs must be
met to safely integrate these vehicles into U.S. airspace.
The GA sector has also committed to addressing the industry's
contributions to climate change.
In recent years, the development of electric and hybrid-powered
aircraft are among efforts to reduce carbon and noise emissions.
For example, Arlington Municipal Airport in my hometown of
Arlington, Washington, is home to Eviation, an aviation company which
is developing the nine-seat, all-electric ``Alice'' aircraft.
The GA industry is also working to adopt alternative fuel sources
to reduce carbon emissions from air travel, such as the development and
distribution of sustainable aviation fuel (SAF).
There is also the looming issue for the GA sector related to the
transition to lead-free aviation fuel.
I look forward to hearing more about how Congress can assist in
ensuring a safe transition to lead-free fuels for GA.
While the U.S. economy is on the move and the future of aviation
remains bright, GA still faces several issues that must be addressed.
Today's witnesses will provide much needed insight on the GA
industry's priorities and how Congress can be a better partner in these
efforts.
Thank you, and I look forward to tackling these issues in a
collaborative manner.
Mr. Larsen of Washington. Now I will turn to Representative
Graves of Louisiana for an opening statement.
Mr. Graves of Louisiana. Thank you, Mr. Chairman. I want to
thank you for having this hearing today, and I want to thank
the witnesses for being here.
Before I jump in and talk about the topic of today's
hearing, it's the Aviation Subcommittee, and I do want to make
note the hundreds or perhaps even thousands of phone calls and
emails and contacts we have received from folks expressing
strong concern about their experience in aviation. And over the
past few months, we have heard countless stories about folks
experiencing horrific problems traveling. Trying to take a
summer vacation, trying to help resume the economy by doing
business travel and experiencing problems at the airport,
experiencing problems going through security, experiencing
problems with weather delays, air traffic control and, of
course, the airlines.
This is something that is having an incredible impact--let
me say it again--not just on folks trying to take their
families on vacation and enjoy a relaxing summer vacation
before school starts, but also those that are trying to help
with resumption of economic activity across the United States,
and this is something that we must make sure that we tackle and
get to the bottom of this issue.
Like Chairman Larsen, I had the chance to join many of you
at Tarkio, and I think the panel today looks a lot like the one
we had over the weekend, and I enjoyed it. I enjoyed the
conversation, I enjoyed the panel, and I'm looking forward to
today's discussion.
General aviation is a critical part of our Nation's
economy, particularly in rural areas like Tarkio where I wasn't
sure Tarkio was ever actually going to show up. I thought it
was just going to keep being dozens of miles of farms, but it
plays a critical role in the economy. What we are talking about
today and many of us spoke about over the weekend is how we are
going to incorporate new technology into the National Airspace
System.
And as the chairman mentioned, right now, we are already
seeing the FAA struggle from an organizational, struggle from
an experience perspective, struggle from a regulatory
perspective, dealing with their legacy mission, much less the
complexity of bringing new technologies into our airspace.
And I am very concerned about what that does to commercial
travel, what it does to general aviation and, of course, what
it does to potentially thwart or impede the ability--an
objective I know we all share--to incorporate drones and AAM--
advanced air mobility--into our National Airspace System while
maintaining--something that I think is really important to
emphasize--this amazing record of safety that we have in the
aviation industry, which, of course, is that air travel is the
safest mode of transportation in the United States. We must
continue to maintain that gold standard.
The United States has an incredibly robust network of
general aviation airports and heliports that touch virtually
every American, not just the airport in Tarkio. And I imagine
that we would be hard-pressed to find a Member of Congress that
doesn't have a desire to incorporate new technologies into the
aviation system.
In fact, my home State of Louisiana in the district we
represent, Houma-Terrebonne Airport, which is the base for much
of the offshore energy operations, they also have been leaning
forward, embraced new innovative technologies, and I know that
they are excited to continue moving forward aggressively in
AAM. And with advanced aviation systems and advanced air
mobility operations on the horizon, we are trying to plan
accordingly for these new entrants. But I think that some of
the regulatory uncertainty has challenged even them.
We have got to continue to contemplate what this regulatory
structure looks like for advanced air mobility, but we must
also think about the infrastructure needs that are there. It is
not just about the regulatory structure, particularly
technologies like eVTOL, thinking about the infrastructure that
is needed for those, how general aviation is going to be
affected, and making sure that we have the proper
infrastructure to facilitate all.
The brainstorming and problem solving is pivotal to the
safe and successful operation of AAM and, of course, ensuring
that the United States maintains its global leadership role.
Thankfully, last month the House passed two critical bills on
this, and we are hopeful that the Senate takes a similar path
and gets these to the President's desk as soon as possible.
Future regulations must contemplate new entrants into the
market, and I am looking forward to hearing you all's thoughts
about the safe integration of those systems into our NAS.
Thinking briefly about drones in the ultimate full-scale
integration into the NAS. I also want to hear your thoughts on
issues that are either of interest or more likely of concern on
how we can start bridging the gap between the general aviation
industry and this growing drone and AAM industry.
So, Mr. Chairman, I want to thank you for holding this
hearing today, and I look forward to hearing from our
witnesses.
[Mr. Graves of Louisiana's prepared statement follows:]
Prepared Statement of Hon. Garret Graves, a Representative in Congress
from the State of Louisiana, and Ranking Member, Subcommittee on
Aviation
Thank you, Mr. Chairman. I want to thank you for having this
hearing today, and I want to thank the witnesses for being here.
Like Chairman Larsen, I had the chance to join the general aviation
community at the Tarkio, Missouri airshow over the weekend. I enjoyed
that event and am looking forward to today's discussion.
General aviation is a critical part of our Nation's economy,
particularly in rural areas like Tarkio. But GA faces many challenges,
including preserving our existing capabilities while safely
incorporating technology into the National Airspace System.
As the Chairman mentioned, we are already seeing the FAA struggle
from an organizational perspective, experience perspective, and
regulatory perspective. I am very concerned as to how these struggles
will impact commercial travel, general aviation, and how these
struggles may potentially thwart or impede the development and
deployment of new aviation advancements in the United States.
An objective we all share is to incorporate drones and advanced air
mobility into our National Airspace System while maintaining the
amazing record of safety that we have in the aviation industry. Air
travel continues to be the safest mode of transportation in the United
States, and we must continue to maintain that gold standard.
The United States has an incredibly robust network of GA airports
and heliports that touch virtually every American. We would be hard
pressed to find a member in Congress that does not have a desire to
incorporate new technologies into the aviation system. In fact, the
Houma-Terrebonne Airport, which is in my district in Louisiana and is a
base for much of the offshore energy development in the Gulf of Mexico,
is aggressively moving forward to incorporate both AAM and UAS into
their capabilities. And with Advanced Aviation Systems and Advanced Air
Mobility operations on the horizon, we are trying to plan accordingly
for these new entrants.
We must continue to contemplate what the regulatory structure looks
like for Advanced Air Mobility, but we must also think about AAM's
infrastructure needs and how general aviation is going to be impacted.
Brainstorming and problem solving is pivotal to the safe and successful
operation of AAM, and of course, to ensure that the United States
maintains its global leadership role in aviation.
Thankfully, last month the House passed two critical bills in this
area, the Advanced Air Mobility Coordination and Leadership Act, and
the Advanced Aviation Infrastructure Modernization Act, and we are
hopeful that the Senate takes a similar path and gets these to the
President's desk as soon as possible.
Future regulations must contemplate new entrants into the market,
and I am looking forward to hearing each of our witnesses' thoughts
about the safe integration of those systems into the NAS.
Regarding AAM and drones, I also want to hear your thoughts on
issues that are either of interest or concern to see how we can start
bridging the gap between the general aviation industry and these
growing industries.
Mr. Chairman, I want to thank you again for holding this hearing
today and I look forward to hearing from our witnesses.
Mr. Larsen of Washington. Thank you, Representative.
Now, before I turn to Representative DeFazio for a
statement, we have got just three items very quickly,
administrative items. One is to read the speech I should have
read at the beginning:
I ask unanimous consent the chair be authorized to declare
a recess at any time during today's hearing. Without objection,
so ordered.
I ask unanimous consent that Members not on the
subcommittee be permitted to sit with the subcommittee at
today's hearing and ask questions. Without objection, so
ordered.
And as a reminder, please keep your microphones muted
unless speaking. Should I hear any inadvertent or advertent
background noise, I will request that the Member please mute
their microphone.
And to insert a document into the record, please have your
staff email it to [email protected]. That is first.
Second administrative item, we are expecting votes sometime
between 11 o'clock and 11:30 on probably a previous question
and a rule, possibly a suspension after that, so, I would guess
two to three votes. So, we are going to get through opening
statements and see where we sit, but I don't expect the votes
to take that long since right now it is just probably, again, a
previous question and a rule vote.
So, we will continue after votes start on the floor, we
will continue for a little bit before I make a decision about
whether we are going to just roll through the vote on the floor
or we are going to recess and go to the floor. We will figure
that out later. That is second.
And there was a third item. Since this is a GA hearing and
we have very few general aviation pilots in Congress, one of
whom is the ranking member of the full committee, he is not
here, but if he does get here and seeks to have an opening
statement, I will suspend the current status of the hearing to
turn to the ranking member for an opening statement, just to
give a heads-up as a matter of courtesy as well.
So, with that, I will turn to the chair of the full
committee, Representative DeFazio, for his opening statement.
Mr. DeFazio. Thank you, Mr. Chairman. Thanks for holding
this hearing.
Most people don't know how important general aviation is to
the economy and the people of the United States, and I am
pleased to be able to highlight that here today, talk about the
future of the industry, the potential growth into the future,
the needs on the ground. Out of the IIJA, we allocated $2.5
billion to nonprimary commercial service in GA airports. I
don't know that that is adequate. Probably not, but it is a
start on dealing with that.
I had the privilege the end of last week to be up in the
Columbia Gorge and see a very innovative instrument landing
system at The Dalles, where the FAA had spent $9 million for an
ILS that they can't use because it gets too much bounce--it is
basically in a bowl. But this other system developed by a
company called ANPC is used a lot by the military and they are
trying to get updated certification from the FAA.
I went up in a small plane and I got to witness it on the
ground. It is an extraordinary system which would help
dramatically for GA and allow us to have a lot more airports
that could have systems like that. I am not selling that
particular one. There may be others like that, but I was very
impressed. And it is much less expensive than your traditional
ILS.
It took us over 3 years to get ILS into Roseburg, Oregon,
because of terrain issues, having to buy some property from a
landowner so he would take down some trees, and blah, blah,
blah. And we still have very limited approach there.
So, I think there are ways, and I will be interested in any
ideas people have that will help facilitate that kind of
safety. Safety overall is better over the last 20 years, but we
are not there yet. There are still too many accidents, and I am
going to be interested in hearing ideas about how we can make
GA safer, whether it has to do with training or equipage or the
airports themselves, what are the issues that you all see.
I am going to be interested to hear about the EAGLE
initiative. And coming from the ninth largest State in the
Union, GA is very, very important to Oregon and most other
Western States. Not to say it isn't important everywhere in
America, but for us it is kind of a life line.
So, thanks for being here today. I look forward to the
testimony.
[Mr. DeFazio's prepared statement follows:]
Prepared Statement of Hon. Peter A. DeFazio, a Representative in
Congress from the State of Oregon, and Chair, Committee on
Transportation and Infrastructure
Thank you, Chair Larsen, for holding this hearing today examining
the different segments of the general aviation industry, including
general aviation service, safety, sustainability efforts, and
manufacturing.
According to the Aircraft Owners and Pilots Association, in 2019
more than 65 percent of flights were conducted for business and public
services and more than 90 percent of the approximately 220,000 civil
aircraft registered were for general aviation. As such, we must
continue to invest in much needed infrastructure that will allow for
this sector of the aviation industry to continue operating safely,
sustainably, and responsibly, for those on board and those who live and
work in general aviation communities.
To this effort, we included in the Bipartisan Infrastructure Bill
over $20 billion for infrastructure grants at airports across the
country, with $2.5 billion of those funds going to non-primary
commercial service and general aviation airports. These robust
investments will allow for a safer and more seamless experience for
passengers at these airports. However, more could be done. The
Bipartisan Infrastructure Bill--while a historic, once in a generation
investment--is only a dent in what needs to be an ongoing investment in
our nation's airports.
As for safety, according to the National Transportation Safety
Board, general aviation has the highest aviation accident rates within
civil aviation. Between 2000 and 2018, there were 3,647 fatal
accidents, with a majority of those accidents occurring from pilot
error. Over the course of my time in Congress, safety has been the
cornerstone of my tenure. From ensuring the enforcement of pilot
training requirements to improving and reforming certification rules,
we have worked diligently to update and solidify safety standards.
Thus, I am interested to hear from this panel on how the general
aviation sector has improved its track record over the past few
decades, and what improvements still need to be made, whether through
the adoption of new equipment and technologies, updated training
requirements, or policy recommendations.
Finally, we cannot ignore the impact that aviation has on the
environment and our surrounding communities. The general aviation
community--largely through piston-engine aircraft--is one of the last
remaining sectors to still use leaded fuel--a substance we know can
cause harm to those exposed to it. So much so we phased it out of cars
in 1996. Now while we can't compare apples to oranges, we must continue
to commit ourselves to finding alternatives to leaded fuel, whether it
be through new fuels themselves or new technologies. I look forward to
hearing about the progress of the Eliminate Aviation Gasoline Lead
Emissions--or EAGLE, Initiative--an initiative to permit both new and
existing general aviation aircraft to operate lead-free, without
compromising aviation safety and the economic and broader public
benefits of general aviation.
Moreover, as we work towards reducing carbon emissions among major
air carriers, we must also not overlook general aviation aircraft.
Unfortunately, as mentioned before, not all types of aircraft run on
the same engines and thus can't use the same fuel. As such, I'd like to
hear today's witnesses discuss their ideas on how their members plan to
utilize sustainable aviation fuels and other technologies to reduce
carbon emissions in the general aviation community.
I look forward to hearing from the witnesses on these important
issues. I yield back.
Mr. Larsen of Washington. Thank you, Mr. Chair.
I now want to welcome our witnesses. I will just do quick
intros in order and then we will start. So, first will be Mark
Baker, president and CEO of Aircraft Owners and Pilots
Association; Chris Rozansky, executive director of the Naples
Airport Authority, on behalf of the American Association of
Airport Executives; James Viola, president and CEO of the
Helicopter Association International; Pete Bunce, president and
CEO of the General Aviation Manufacturers Association--I hope
your plane's working; Timothy Obitts, president and CEO of the
National Air Transportation Association; Greg Pecoraro,
president and CEO of the National Association of State Aviation
Officials; and Ed Bolen, president and CEO of the National
Business Aviation Association.
Thank you for joining us today. I look forward to your
testimony.
Without objection, the witnesses' full statements will be
entered into the record. And since that is the case, the
subcommittee requests you limit your oral testimony to 5
minutes.
And, with that, Mr. Baker, you may proceed. You are
recognized for 5 minutes.
TESTIMONY OF MARK BAKER, PRESIDENT AND CHIEF EXECUTIVE OFFICER,
AIRCRAFT OWNERS AND PILOTS ASSOCIATION; CHRIS ROZANSKY, C.M.,
EXECUTIVE DIRECTOR, NAPLES AIRPORT AUTHORITY, ON BEHALF OF THE
AMERICAN ASSOCIATION OF AIRPORT EXECUTIVES; JAMES VIOLA,
PRESIDENT AND CHIEF EXECUTIVE OFFICER, HELICOPTER ASSOCIATION
INTERNATIONAL; PETER J. BUNCE, PRESIDENT AND CHIEF EXECUTIVE
OFFICER, GENERAL AVIATION MANUFACTURERS ASSOCIATION; TIMOTHY R.
OBITTS, PRESIDENT AND CHIEF EXECUTIVE OFFICER, NATIONAL AIR
TRANSPORTATION ASSOCIATION; GREGORY PECORARO, PRESIDENT AND
CHIEF EXECUTIVE OFFICER, NATIONAL ASSOCIATION OF STATE AVIATION
OFFICIALS; AND ED BOLEN, PRESIDENT AND CHIEF EXECUTIVE OFFICER,
NATIONAL BUSINESS AVIATION ASSOCIATION
Mr. Baker. Good morning. Chairman Larsen, Ranking Member
Graves, and members of the subcommittee, on behalf of the
Aircraft Owners and Pilots Association and our 300,000-plus
members, I am pleased to be here to discuss the state of
general aviation.
General aviation has been an important part of my life for
four decades, and continues to be part of the fabric of this
Nation. GA, as you said, does represent a $247 billion industry
and supports more than 1.2 million jobs. Our communities serve
more than 5,000 public-use airports across this country.
General aviation is currently in a good position and
weathered the COVID pandemic fairly well. In fact, many found
time during the pandemic to pursue flight training. It also
became apparent that GA was a significant resource for moving
medical supplies and physicians to the areas most needed.
Even with an increasing number of aircraft taking to the
air, the skies have never been safer. According to the NTSB and
our own AOPA Safety Institute, the past year has been our
safest on record. And while we achieved impressive results,
there is still much more that we can do. Safety is embedded in
our culture at AOPA, and the Safety Institute works every day
to educate pilots so that we can continue to ever improve this
record.
As the committee is fully aware, our aviation system is
facing a workforce shortage, including pilots, mechanics,
technicians, and air traffic controllers. We very much
appreciate the support of the committee in moving bipartisan
and bicameral legislation H.R. 3482 this past April to help
address this issue.
We also applaud the committee for including two Aviation
Workforce Development Grant programs in the 2018 FAA
reauthorization statute, commonly referred to as the section
625 program.
AOPA has made major investments in aviation's future
through our rigorous 4-year high school STEM education
curriculum. During the past year alone, our curriculum engaged
more than 12,000 high school students in 44 States, sparking
interest in aviation careers everywhere.
Yesterday, I was in Oklahoma where 57 high schools will now
have a high school education program, the largest in the
country.
We have also a nationwide shortage of aircraft hangars at
GA airports, according to surveys we have undertaken. Some
airports report waiting lists that stretch out several years.
And hangar shortage is a top concern among pilots. We look
forward to working with the committee as well on a number of
other GA airport-related issues in next year's FAA
reauthorization process.
I must make mention of the overwhelming success of the
medical process reform for GA pilots known as BasicMed. More
than 70,000 pilots have flown under these privileges since this
committee and Congress sent legislation to the President's desk
in 2016.
Finally, the most pressing matter facing GA today is moving
lead from avgas. As cochair of the EAGLE initiative, which
stands for Eliminate Aviation Gasoline Lead Emissions, I can
tell the committee the entire GA industry, including my
colleagues here today, are all working together to remove lead
from avgas. We are setting a target date of no later than 2030,
and I remain hopeful we can get there much sooner.
What we are concerned about is this terrible precedence
that Santa Clara County in California has pursued by preventing
the sale of 100 Low Lead at their two airports. This is an
enormous safety issue, and if not addressed, could lead to a
domino effect of other airports across the country, which could
cause a real struggle if we lost control of our ecosystem of
these public-use airports supplying fuel while we work to get
this transition done.
Thank you very much.
[Mr. Baker's prepared statement follows:]
Prepared Statement of Mark Baker, President and Chief Executive
Officer, Aircraft Owners and Pilots Association
Introduction
Chairman Larsen, Ranking Member Graves, Members of the
Subcommittee, thank you for the opportunity to provide the Aircraft
Owners and Pilots Association's (or AOPA) perspective on the State of
General Aviation.
AOPA is the world's largest aviation membership organization,
representing the general aviation interests of more than 300,000
aircraft owners and pilots across the country. Our members collectively
operate over 85% of all general aviation (GA) aircraft in the United
States and represent two-thirds of all pilots, making AOPA the largest
civil aviation organization in the world.
AOPA was founded in 1939, and for over eighty years, we have stayed
true to our mission of protecting the freedom to fly. Safety remains
AOPA's north star and helping to guide and protect this uniquely
American experience so we can pass it along, better than we received
it, to the next generation of aviators. Getting the next generations of
Americans, especially young people from diverse backgrounds, interested
and involved in aviation and aerospace is vital to our industry's
future.
Impact of General Aviation:
General aviation generates over $247 billion in total economic
output, supports 1.1 million jobs, and includes a network of thousands
of airports that help keep our communities across the nation connected,
safe and protected.
General aviation operates a fleet of over 211,000 aircraft into the
more than 5,000 public-use airports and over 14,500 private airports in
the U.S., providing vital transportation to communities that do not
have commercial service. According to the May 2022 FAA ATO Fact Book,
the number of pilot certificates in 2021 increased by 4.2 percent to
720,603, mainly due to an increase in student pilot certificates from
222,629 to 250,197.
Improving General Aviation Safety:
The United States operates the safest aviation system in the world,
and we are achieving impressive results in general aviation safety.
Every aircraft accident makes headline news; however, what does not
make the news is the 25 million flight hours a year flown by hundreds
of thousands of GA pilots, accessing some 5,000 airports, safely.
In fiscal year 2021, general aviation had the safest year ever with
a fatal accident rate of 0.74 accidents per 100,000 flight hours. That
followed a decades-long trend of historically low accident rates, which
have declined by some 50% over the last 25 years.
[GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]
The General Aviation Joint Safety Committee, co-chaired by leaders
from AOPA's Aviation Safety Institute (ASI) and the FAA, analyzes
mishap data to develop safety recommendations and drive implementation
across the industry. This year, we are on track to again exceed the
safety goal established by the GAJSC. A goal that will result in
another ten percent reduction in fatal accidents over ten years.
[GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]
These safety results are the product of strong industry
collaboration to advance across all five elements of aviation safety:
knowledge, training, proficiency, equipment, and culture. It is no
coincidence that the FAA's compliance program--which substantially
improved the relationship with pilots and the FAA--took root during
this period of sharp advances in GA safety. An open, trusting culture
where pilots can admit mistakes, ask questions, and seek correction is
critical to safety. We are hopeful this compliance program will be
accelerated, yet there are signs that we may be falling back to a more
hardened ``enforcement'' culture, where the emphasis is on punishment
over compliance.
We must accelerate our work to bring advanced equipment into GA
cockpits. Modern technologies improve pilot situational awareness, help
aid aircraft control in times of duress, and improve monitoring to
identify critical components before they fail. Though we have seen
improvements, our lag time and the bureaucratic process to approve
installation of modern equipment is excessive. We must streamline the
approval process and get more modern equipment into our GA fleet
faster.
We have achieved impressive results and have come a long way in GA
safety, but there is still so much more we can do. Safety is embedded
in our culture and our highly respected Aviation Safety Institute works
every day to educate and improve safety where we can.
Aviation Workforce and AOPA High School Stem Curriculum
Aviation--whether GA, commercial, or military--cannot exist without
qualified professionals to fly, design, build, operate, and maintain
our crewed and uncrewed aircraft. Today, we face a critical shortage of
workers in all these fields. Boeing predicts the need for 612,000 new
pilots, 626,000 new maintenance technicians and 886,000 new cabin crew
members over the next 20 years.
We applaud this Committee for including two aviation workforce
development grant programs (aircraft pilots and aviation maintenance
technical workers) in the 2018 FAA Reauthorization law. This is an
outstanding provision intended to introduce high school students and
others to science, technology, engineering, math (STEM) aviation
education and opportunities, as well as training in aviation and
aerospace skills.
Most people that aspire to become aviators start in general
aviation, so it is important that we collaborate on efforts to ensure
that this pipeline remains open to all. The aircraft pilot grant
program supports the creation and delivery of curriculum designed to
provide high school students with meaningful science, technology,
engineering, math and aviation education and encouraging our nation's
youth to become the next generation of commercial, general aviation,
drone or military pilots.
The aviation technical workforce grant program includes
scholarships, apprenticeships, establishing new training programs,
purchasing equipment for schools, and supporting career transition for
members of the armed forces.
These two programs are each authorized at $5 million per year
through fiscal year (FY) 2023, and Congress appropriated full funding
for these programs in FY20, FY21 and FY22. The FY23 Departments of
Transportation, Housing and Urban Development, and Related Agencies
Appropriations Bill recently, approved by the House Appropriations
Committee, recommends funding the aircraft pilots grant program at $5
million while increasing the aviation technical workforce grant program
to $10 million in FY23.
We appreciate the leadership of Chairman Peter DeFazio, Ranking
Member Sam Graves, Aviation Subcommittee Chairman Rick Larsen, and
Subcommittee Ranking Member Garret Graves, as well as the Members on
the Committee, who have expressed their support for full funding of
these aviation workforce grant programs.
In recent years, AOPA has also made major investments designed to
fill the workforce pipeline, and that effort is paying dividends.
During the past school year alone, more than 12,000 high school
students in 44 states used the rigorous four-year high school aviation
STEM curriculum created by the AOPA Foundation to interest students in
aviation careers and prepare them for success. These students studied
in public, private, charter, and home-school settings in urban,
suburban, and rural areas.
Fifty-four percent of these students attended Title I eligible
schools, considered mid-to-high poverty by the Department of Education,
while 21% were female and 41% were from minority backgrounds. This
participation represents a significant increase in diversity when
compared to the current aviation workforce.
High School Aviation Stem Curriculum by the Numbers
2021-2022 School Year
[GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]
Among the graduating seniors who participated in the AOPA
curriculum in the past two years, 58% reported plans to pursue careers
as pilots (23%), maintainers (11%), aerospace engineers (15%), and in
other aerospace fields (9%). Fully 75% reported plans to attend college
or trade school.
To make this program accessible to students regardless of means,
the AOPA Foundation provides it to schools completely free of charge.
Comprehensive lesson plans, presentations, activities, assessments, and
year-round teacher training and support are available to participating
schools at no cost thanks to the generosity of donors.
While AOPA has made major investments to get high school students
interested in aviation and Congress has provided support through the
aviation workforce development grant programs, more needs to be done.
National Center for the Advancement of Aviation Act:
As the Committee is aware, in order to meet bold challenges, we
need bold initiatives. Recognizing this, I am grateful that this
Committee approved by voice vote the National Center for the
Advancement of Aviation Act (NCAA). Mr. Chairman, the bipartisan and
bicameral National Center for the Advancement of Aviation Act (H.R.
3482/S.1752), introduced in the House by you, Congressman Andre Carson
(D-Ind.) and the late Congressman Don Young (R-Alaska), and in the
Senate by Senators Inhofe (R-Okla.) and Duckworth (D-Ill.), is that
bold initiative. Your bill has over 60 bipartisan cosponsors, many who
serve on this Committee, and I encourage all Members to cosponsor this
important bill.
A national aviation center would bring the industry together by
fostering such things as programs that create a diverse and skilled
aviation workforce, ensuring the deployment of STEM aviation
educational opportunities for middle and high school students, and
provide a forum to support collaboration and cooperation between
governmental, non-governmental, and private aviation and aerospace
sector stakeholders regarding the advancement of the U.S. aviation and
aerospace workforce. A national aviation center would do more to grow,
develop, and promote aviation and bring the needed and long overdue
collaboration of our collective industry that is so vital to our
nation's economy.
We strongly believe standing up such a center will facilitate
cooperation, collaboration, and coordination across all sectors of
aviation; civil, commercial, and military--and which is so desperately
needed to address the workforce challenges facing the aviation
industry.
In addition to the strong bipartisan support, more than 200
aviation organizations from general aviation, airlines, unions, and
airports have expressed their support for the NCAA. Mr. Chairman, air
travel delays and cancellations facing millions of Americans this
summer are getting national attention and there are many factors
involved including the shortage of pilots and other aviation workforce
professionals. I strongly urge you, and this Committee to do everything
possible to ensure the House passes this NCAA bill before the end of
the year.
Airport Infrastructure and Transparency:
Our nation's public use airports are clearly a valuable and
critical part of Americas infrastructure. We applaud the Committee's
support to address our nation's airport infrastructure as part of the
Infrastructure Investment and Jobs Act (IIJA). The legislation provides
$25 billion over five years from the Treasury general fund, with $15
billion in grants for airport infrastructure including $500 million a
year for non-primary and general aviation airports. This is in addition
to annual Airport Improvement Program (AIP) funding, as well as the
supplemental discretionary AIP funding Congress has appropriated over
the past few years.
There are over 211,000 GA aircraft that operate from more than
5,000 public use airports in our national airspace system, of which
only 500 airports provide commercial passenger service. However, almost
2,000 of the 5,000 airports listed in the National Plan of Integrated
Airport Systems (NPIAS) are not eligible to receive federal funding.
These 2,000 airports located in more rural areas still provide critical
access to the communities they serve and should not be forgotten.
Need for Additional GA Hangars:
AOPA is also actively monitoring several areas of concern for
pilots at airports across the country. We conducted a national survey
of 800 airports and found that 71% of airport managers report a
shortage of GA hangars. In fact, 55% of those surveyed said they have
the land to develop additional hangars but do not have the financial
resources to do so. Even if an airport is in the NPIAS, hangars are
generally not approved for AIP funding.
Airport managers also report that hangars provide 45% of their
gross revenue (the other 45% is from fuel sales) making hangars a
critical source of financial self-sustainability for any GA airport. To
address this concern, Congress should dedicate funding for GA hangar
development that brings the cost within reach of the small cities and
counties the desperately need hangars as a way to boost their long-term
financial sustainability.
GA Airport Fees and Ramp Transparency:
Another issue of concern that we hear from our members and GA
pilots across the country is the lack of transparency of ramp fees
charged by the major fixed based operators (FBO), as well as the lack
of published transient parking areas at federally funded public use
airports.
Everywhere I travel I hear from AOPA members who believe there
needs to be a requirement for major FBO companies to make their fees
transparent and easily available to pilots like any other product or
service today.
In addition, we believe there should be a requirement for airports
with published diagrams to identify where public parking for GA
aircraft exists at these airports. AOPA has reached out to 700 airports
with published airport diagrams, and while over 100 airport managers
have adopted standard parking labels which were created by the aviation
industry, more needs to be done.
AOPA members and GA pilots across the country view transparent ramp
fees and parking areas at taxpayer funded public use airports as a
pilot's right.
While our members appreciate the strong support from Congress to
fund our nation's public use airports, providing dedicated funding for
GA hangar development and requiring transparent ramp fees and GA
parking areas will help GA thrive.
Success of BasicMed:
BasicMed is a great example of AOPA working with the government in
developing a program that has assisted many general aviation pilots.
Since its inception in 2017, BasicMed has become widely popular and
used by many in the aviation community.
Since BasicMed became available in 2017, over 73,000 pilots have
taken advantage of this medical reform while maintaining an excellent
safety record, according to FAA's Civil Aerospace Medical Institute and
AOPA's Air Safety Institute. AOPA continues to support BasicMed and its
potential to offer many current and aspiring pilots alternative and
safe pathways to fly to the 5,000 public-use airports in the US. AOPA
continues to work with Canada in accepting BasicMed for pilots entering
Canada from the U.S. as The Bahamas and Mexico currently do.
There are several long-term issues on which AOPA, and on behalf of
the general aviation community, continues to engage with the FAA to
rectify.
FAA Staffing Shortage:
AOPA shares the concerns of our industry partners regarding the
current low staffing levels across the FAA. From an aircraft ownership
perspective, these low staffing levels directly affect aircraft
registration, surpassing six months to process on many occasions,
whereas it used to take 4-6 weeks.
The shortage of air traffic controllers has been causing delays for
an extended time, and AOPA appreciates the FAA's current efforts to
increase controller staffing. However, AOPA urges the FAA to review and
revise its delay protocols, especially in the Eastern United States, to
help reduce extensive deviations general aviation aircraft operators
encounter.
Another major concern to AOPA members is the shortage of aviation
safety inspectors (ASI), causing extended processing time for required
acceptance and approval of documentation for operators, pilots, and
mechanics. The ASI shortage also negatively affects the designee system
due to not having enough managing specialists to provide oversight of
designees, such as Designated Pilot Examiners (DPEs).
Designated Pilot Examiners (DPEs):
For several years now, the pilot community has voiced consistent
concerns about the lack of availability of examiners across the
country. Although the FAA has implemented some programs that have
provided limited relief, designee availability remains challenging. To
emphasize the continued lack of DPE availability, according to a 2022
Middle Tennessee State University survey, 92% of flight school provider
respondents believe there are currently too few DPEs nationwide to
service the needs of pilot applicants.
To ensure the continued growth of the pilot population, especially
amid increased demand for flight training and the current and projected
increase in the pilot shortage, we believe the Aviation Rulemaking
Advisory Committee's DPE Reform recommendations should be implemented
as soon as possible to ensure an adequate number of designees are
available.
As we continue to transform the aviation system to meet the needs
of the future, we must ensure pilots have access to the services they
need, whether for air traffic control, aircraft certification or for
the host of other tasks required to keep the aviation sector operating.
Drone Integration:
AOPA fundamentally supports the safe enabling of drone operations
into the U.S. National Airspace System (NAS), and we are working to
ensure the future success of this segment of the aerospace community.
However, the general aviation community has significant concerns that
some of the proposed concepts to integrate Beyond Visual Line of Sight
(BVLOS) drones will negatively impact the safety and efficiency of all
NAS users.
For example, the BVLOS Aviation Rulemaking Committee recently
recommended, over the objections of several members including AOPA,
that BVLOS drones should have no responsibility to detect and avoid
other aircraft that are not actively transmitting their location
through Automatic Dependent Surveillance-Broadcast (ADS-B). Even after
the 2020 ADS-B mandate, thousands of general aviation aircraft are
either not required or are restricted from using ADS-B, such as
ultralights and experimental aircraft. Allowing BVLOS drones to lessen
their responsibility to detect and avoid manned aircraft operating
routinely and safely at lower altitudes would introduce a serious
safety hazard into the NAS.
AOPA urges the FAA to ensure BVLOS drone operations meet their
responsibilities to see/detect and avoid all aircraft, just as current
airspace users are obligated to do. Doing so will provide a more direct
path to safely integrating uncrewed BVLOS aircraft into the entire NAS
without further equipment requirements/mandates, unnecessary changes to
the right-of-way rules, or airspace segregation.
Modernization of Special Airworthiness Certification (MOSAIC):
MOSAIC is long overdue and necessary to create changes to aircraft
certification processes that will promote the installation of advanced
and lower-cost technologies thereby enhancing safety and situational
awareness. It will also increase personal flying opportunities and
enjoyment.
AOPA urges the Committee to help ensure the FAA moves forward with
MOSAIC in a timely manner and without further delay.
Real-time Special Use Airspace (SUA):
Dissemination of real-time special use airspace (SUA) information
to pilots and flight planners is a critical priority for the aviation
industry, including both the commercial and private sectors.
A MITRE Corporation study has suggested that implementing a system
to provide this information could save $100 million annually in fuel
burn, resulting not only in significant financial savings for airline,
military, and general aviation operations, but also in reduced travel
times for passengers and a considerable reduction of carbon emissions.
While the National Defense Authorization Act of 2021 (P.L. 116-283)
requires the implementation of a real-time system, AOPA is concerned as
there appears to have been little measurable progress beyond some fact-
finding activities.
This is unfortunate given the enormous benefits associated with
implementing such a system. We believe FAA and DOD must redouble their
efforts to implement a solution as quickly as possible and we
appreciate the Committees support on this particular matter.
Unleaded Aviation Fuel and Eagle Initiative:
There is no more pressing issue that general aviation faces today
than the need to transition to 100 percent unleaded fuel--in a safe and
smart way that works for the entire fleet of 200,000 aircraft.
This is a matter of safety.
I and my colleagues want lead out of our fuel, and have been
diligently working on this important goal for several years. To bring
this vision to reality, AOPA and the entire general aviation industry
are collaborating with the federal government--and many other public
and private stakeholders--in the EAGLE initiative (which stands for
Eliminate Aviation Gasoline Lead Emissions).
While the EAGLE effort calls for the elimination of leaded fuel by
2030, I want--and expect--this to be done sooner. We have several
candidate fuels currently in the program that are undergoing rigorous
testing.
But let's be clear--this transition to unleaded needs to be safe
and smart, as many of the 200,000 aircraft in the current GA fleet
require higher octane fuel to fly safely. These include aircraft
performing important missions of disaster relief, emergency operations,
search and rescue, and law enforcement.
We are troubled by the actions taken by Santa Clara County in
California in unilaterally preventing the sale of 100LL while the
industry and the Biden Administration work together toward finding and
deploying a fleetwide unleaded solution no later than 2030. With 100LL
unavailable, there is also a higher risk of misfuelling, which can
cause catastrophic engine failure, endangering those in the air and on
the ground. Moreover, Santa Clara County has clearly violated AIP grant
assurances with its actions and if left unchecked by the FAA, we are
concerned about the terrible precedent and domino effect at other
airports across the country, which would have a devastating impact on
the general aviation community and local communities. We implore the
Committee to ensure that this situation in Santa Clara County is
addressed appropriately so that we can move forward with a safe and
smart transition to an unleaded fuel solution.
Conclusion:
I would like to again thank the Subcommittee for this important
hearing today and look forward to continuing to work with you on issues
important to pilots and the general aviation community.
Mr. Larsen of Washington. Thank you, Mr. Baker.
I will now recognize--just a moment--Mr. Rozansky from
Naples Airport Authority. You are recognized for 5 minutes.
Mr. Rozansky. Good morning. Thank you, Mr. Chair and
members of the subcommittee. I appreciate the invitation and
the chance to speak to you about the state of general aviation.
I am the executive director for the Naples Airport
Authority, which is one of the top 10 busiest airports for
private jet activity in the Nation, testifying today on behalf
of the American Association of Airport Executives, where I
serve as the association's General Aviation Airports Committee
vice chair.
I want to begin by thanking you for your staunch support of
GA airports which, as you know, play a key role in our aviation
system and our local economies. In Florida alone, more than 100
GA airports generate an economic impact of nearly $18 billion
annually and support more than 108,000 jobs.
GA airports deliver an array of vital services, including
business aviation, flight training, law enforcement,
firefighting, and medical transportation. We also help to
reduce congestion in nearby commercial service airports.
While many commercial service airports are returning to 90
percent pre-pandemic enplanements, many GA airports have
exceeded those 2019 activity levels. These positive trends are
a result of various factors, from increased flight training,
charter, and the proliferation of remote work.
We are very grateful for the support Congress provided
airports throughout the pandemic and investing in airports'
capital needs. But as you have already alluded to, there is
more we can do.
At Naples, we intend to use funds from the bipartisan
infrastructure bill to complete critical safety improvements
such as navigational improvements that may not otherwise
compete for discretionary funds.
The infrastructure bill represents a step in the right
direction, but there is still an enormous gap. According to the
FAA, airports have $8.7 billion in annual AIP eligible
projects, with almost $3 billion of that going to nonprimary
airports. The latter is almost as much as what commercial
service and GA airports receive in total from AIP each year.
And these estimates do not factor in noneligible projects,
dramatically increasing labor and construction costs, and
continued supply chain constraints.
As we prepare for the next reauthorization bill, we urge
Congress to increase traditional funding, consider proposals to
both reform and bolster nonprimary entitlement funding, and
provide funding for supplemental discretionary grants that help
airports meet those infrastructure needs.
I would also like to thank subcommittee members for being
strong supporters of the FAA Contract Tower Program, a
successful public-private partnership enhancing aviation safety
throughout the Nation. Naples is 1 of 260 airports in 46 States
participating in that program.
While the pilot shortage has received a great deal of
attention, we are facing a shortage of air traffic controllers
as well. One way Congress can help is by passing the CONTRACT
Act, which would provide an incentive for retired Federal
controllers to continue working at Federal contract tower
airports.
Federal contract towers also need greater access to
technology, such as radar displays, next-gen type equipment to
ensure the continued safe and efficient operation of the
national airspace.
Naples is a noise-sensitive community with residential
developments surrounding the airport. Federal noise policy
established decades ago has helped tremendously, but we need a
more collaborative, modernized approach between the FAA,
airports, and their communities, whose concerns extend beyond
traditional noise contours.
Airports are also doing their part to reduce pollution and
promote sustainability. Through AAAE, GA airports are
participating in the EAGLE initiative aimed at eliminating
leaded aviation fuels by 2030; however, we must thoughtfully
consider and prepare to execute a transition without putting
the vital services GA provides at risk.
We are eager to better understand what types of
infrastructure improvements are needed to support the adoption
of these new fuels. Like members of the subcommittee, we too
are excited about advanced air mobility and eVTOLs. It is
imperative that airports are part of the discussion of the
integration of these new entrants into the national airspace.
We also need to find ways to pay for the new infrastructure
needed for these new entrants without compromising the funds
available for traditional airport projects.
In closing, with greater demand, new technology, and
continued support from Congress, the future of the Nation's GA
airports has never been brighter. On behalf of AAAE and my
colleagues serving general aviation around the country, we do
look forward to working with this subcommittee on the upcoming
FAA reauthorization bill.
Thank you.
[Mr. Rozansky's prepared statement follows:]
Prepared Statement of Chris Rozansky, C.M., Executive Director, Naples
Airport Authority, on behalf of the American Association of Airport
Executives
Chair DeFazio, Ranking Member Graves, Chair Larsen, Ranking Member
Graves, and members of the subcommittee, thank you for the opportunity
to appear before you today to highlight the perspective of a general
aviation airport operator on the state of the general aviation
industry. My name is Chris Rozansky, and I am the Executive Director of
the Naples Airport Authority.
I am testifying today on behalf of the American Association of
Airport Executives (AAAE), where I serve as a Vice Chair of the
association's General Aviation Committee. AAAE is the world's largest
professional organization representing individuals who manage and
operate more than 850 public-use commercial and general aviation
airports across the country.
The Naples Airport is a general aviation airport located in
Southwest Florida, an increasingly popular destination known for its
pristine beaches and quality of life. Originally built in 1943 in
support of World War II, the airport is now one of the top ten busiest
in the nation for private jet activity that drives an immense economic
impact locally. As I will describe later in my testimony, the airport
also serves a critical role in flight training; public safety and
health with law enforcement; firefighting; and medical transportation.
The Impact of General Aviation
Let me begin by thanking all of you for your steadfast support for
general aviation airports and the broader GA industry. As you will hear
from my colleagues today, GA is an integral part of our National
Airspace System (NAS). In fact, the U.S. has the largest and most
diverse system of GA airports in the world, supporting more than 1
million jobs and helping generate nearly $250 billion in economic
impact annually. To illustrate the reach of GA airports, there are over
4,400 public-use GA airports in the United States.
General aviation airports function like Swiss Army knives,
delivering an array of vital services that you won't find elsewhere in
town. GA airports typically provide convenient and timely
transportation with facilities close to passengers' final destinations.
When traveling for business, GA airports can accommodate passengers'
travel needs in multiple cities on the same day and potentially help
them return home in time for dinner. When hurricanes strike, GA
airports oftentimes act as staging areas to deliver critical relief and
help get their communities back on their feet. For Naples, its airport
was a lifeline following Hurricane Irma in 2017.
I can personally attest to the value of having life-saving medevac
operators nearby when my own son needed urgent pediatric care a few
years ago. He recovered and is just fine now, but admittedly, it's the
best helicopter ride you never want to take. More recently, select GA
airports began serving as testbeds for revolutionary technologies like
electric vertical takeoff and landing or eVTOL's that are sure to
change society as we know it. And this is just the tip of the iceberg--
law enforcement; firefighting; aerospace engineering and manufacturing;
air cargo; agriculture; and recreation are just a few of the other
functions at GA airports.
The state of Florida plays a leading role in the NAS, with 108
public GA airports that support more than 108,000 jobs and generate an
economic impact of more than $18 billion annually according to the
Florida Department of Transportation's Statewide Aviation Economic
Impact Study in 2019. Furthermore, Florida is home to more student
pilots, federal contract towers, and business jet operations than any
other state in the nation.
Demand at most general aviation airports has never been greater.
One analyst recently estimated there are nearly two million new
passengers using general aviation since the onset of the COVID-19
pandemic. In a recent survey conducted by the Naples Airport Authority,
98 percent of passengers traveling through the airport indicated that
they intend to continue flying privately rather than go back to the
airlines. This shift in travel preferences coupled with overall growth
trends has also led to a number of challenges such as community
concerns over increased aircraft noise exposure and pollution. We are
currently working closely with the FAA, airport stakeholders, and our
neighbors to address those issues through a Part 150 Noise Study.
COVID-19 and Ongoing Recovery
The COVID-19 pandemic and the subsequent recovery have provided a
clear illustration of the importance and flexibility that GA airports
provide the NAS. We are grateful to this subcommittee and to the
Congress for recognizing that the economic and operational struggles
caused by the pandemic were not limited to commercial service airports
and for ensuring that portions of the various pandemic relief packages
included designated funding for GA facilities. Those resources were
important for GA airports and the communities they serve.
While air traffic at commercial service airports is returning to
over 90 percent of pre-pandemic enplanement levels, we have seen many
GA airports, particularly in leisure markets, exceed their pre-pandemic
levels. These positive trends are a result of various factors, from
increased flight training and charter activity to the proliferation of
remote work, which has allowed many Americans to relocate to more
desirable areas. Private jet travel in the U.S. is above 2019 levels
despite record fuel prices. I would note, though, that while the
industry overall is thriving, not every airport has recovered fully.
The old adage that if you've seen one airport, you've seen one airport,
still applies.
Frequent flight disruptions and cancellations that have plagued the
airlines this summer have exposed the crippling effect that workforce
challenges continue to have on the aviation system. Flight schools at
GA airports are playing a pivotal role in addressing the ongoing pilot
shortage. Already, flight schools have seen upticks in their
enrollments, particularly as airlines are ramping up recruiting and
training programs and increasing financial incentives for new pilots.
GA airports uniquely support the needs of these future airline and
military pilots by allowing them to train in less congested airspace.
Finally, the COVID-19 pandemic has made clear that remote work for
some is here to stay. With countless businesses continuing to promote
work from home policies, many Americans are choosing to move outside
major urban areas to smaller communities. As the airlines continue to
reduce or eliminate commercial service, reaching smaller cities or more
remote locations has become more difficult. Business aviation is
providing another travel option in those places.
These trends are occurring nationwide, but particularly in leisure
markets like Naples, which has seen unprecedented demand for private
air travel. Initially, this was due to health concerns arising from the
COVID-19 pandemic, but it has continued as a result of changing
consumer patterns and the challenges airlines are facing to meet
demand. In 2021, private jet activity in Naples increased by more than
40 percent despite setting new records in 2020; however, the rate of
growth in 2022 finally began flattening earlier this summer. We are
projecting a slight pullback in 2023 as customers settle into their
post-pandemic norms and as we face continued inflation and fuel price
volatility.
Rising Infrastructure Needs
As demand for travel continues to rise at GA and commercial service
airports, there is a growing need for infrastructure investment. The
Infrastructure Investment and Jobs Act (IIJA) provided airports with
$20 billion over five years for infrastructure and terminal grants,
with $2.5 billion of that total specifically allotted for nonprimary
commercial service and GA airports. We are grateful for that
investment, which will help airports of all sizes build critical
infrastructure and prepare for the ongoing recovery and rising demand.
We particularly appreciate how the IIJA will help improve the
Naples Airport and enhance aviation safety. We plan to use
infrastructure funds for navigational aid improvements, LED airfield
lighting conversion, and electrical vault improvements. These funds
will help us to complete much-needed safety improvements that don't
compete as well for AIP discretionary funds like those projects
involving runway and taxiway improvements.
While IIJA funding will serve as an important down payment to help
bridge the enormous funding gap for airport infrastructure nationwide,
the need for additional federal investment remains. According to the
FAA's National Plan of Integrated Airport Systems (NPIAS) for 2021-
2025, airports have $43.6 billion in Airport Improvement Program-
eligible projects--or $8.7 billion annually. And that figure does not
include other necessary infrastructure projects, which increases total
airport capital needs to more than $20 billion annually, according to
ACI-NA.
The AIP-eligible infrastructure needs for GA airports identified in
the NPIAS total over $14.5 billion. But that estimate does not factor
in rising inflation; increasing labor and construction costs; and
supply chain constraints. We are seeing the impacts of inflation
firsthand in Naples. We recently updated our capital improvement
program budget after seeing several bids come in well above our 2022
budget. We now project costs to increase nearly 50 percent from 2019
projections. These price increases bring our 5-year capital needs to
$105 million.
As members of this subcommittee know, GA and smaller commercial
service airports disproportionately rely on AIP funding to meet their
infrastructure needs; however, the authorization for traditional AIP
funding hasn't increased since 2012. As Congress prepares for the next
FAA reauthorization bill, AAAE is urging Congress to increase
traditional AIP funding and continue to authorize funds for
supplemental discretionary grants to help GA and commercial service
airports meet their ongoing infrastructure needs.
In conjunction with increasing AIP funding, we ask Congress to
reexamine the AIP entitlement for all nonprimary airports, including GA
airports, since it has remained the same amount for every airport for
more than 20 years despite inflation and the dramatic differences in
aircraft activity, operations, and economic impact at the wide array of
GA airports. The NPIAS categorizes nonprimary airports based on their
activity level as either national, regional, local, or basic. National
airports, like Naples, have ``very high levels of activity'' and are in
metropolitan areas. The Naples Airport has nearly 400 based aircraft,
105,000 annual operations and a $440 million annual economic impact.
Regional airports have ``high levels of activity'' and are also in
metropolitan areas. A regional airport near Naples has 33 based
aircraft, 58,000 annual operations and a $32 million annual economic
impact. Local airports have ``moderate levels of activity'' and often
accommodate flight training and emergency services. Basic airports have
``moderate to low levels of activity'' and provide facilities for
private GA pilots.
Considering rising inflation over the past 20 years and the wide
diversity of GA airports, I believe that Congress should work with the
airport community to consider proposals that would refine the AIP
nonprimary entitlement to address increased costs and to align with
each of the nonprimary categories versus the current one-size-fits-all
policy.
FAA Contract Tower Program
I would like to thank the leadership and members of this
subcommittee for being strong supporters of the FAA Contract Tower
(FCT) Program--a successful public private partnership that enhances
aviation safety at GA and commercial service airports around the
country. Naples is one of 260 airports from 46 states, including 26 in
Florida, that currently participate in the FCT program, which manages
28 percent of the nation's air traffic control operations at towered
airports. The program has been audited numerous times by the Department
of Transportation Office of Inspector General, which has consistently
validated that contract towers are cost effective and maintain safety
records comparable to FAA-staffed towers.
The IIJA included at least $300 million over five years to repair
or replace aging air traffic control towers at FCT airports--$100
million for sponsor-owned facilities and $200 million for FAA-owned
facilities. Considering that many air traffic control towers are 50
years of age or older, this funding is a welcome step in the right
direction. But we urge Congress to provide additional resources to
replace outdated towers, and to make NextGen equipment and radar
displays available for installation at contract towers. These actions
would ensure contract towers can continue to operate safely and
efficiently.
The pilot shortage has understandably received a great deal of
attention in recent weeks. But we're facing an increasing shortage of
air traffic controllers, too. The companies that operate contract
towers are experiencing intensifying staffing pressures brought upon by
COVID-19, prior vaccine mandates, the rising cost of living, and
frequent vacancies created when younger controllers leave their
positions at FCT airports to serve at FAA-staffed towers.
The Naples Tower has only a manager and seven controllers to fill a
16-hour daily schedule with up to four controllers working
simultaneously during peak periods of activity. Additionally, I only
recall two brief periods in my six-year tenure where the Naples Tower
was fully staffed. With a small staff, even one vacancy can have a big
impact.
We urge Congress to ask the FAA to refine its staffing methodology
and to work with contractors to minimize the adverse impact when the
FAA hires controllers from contract towers to work at FAA-staffed
facilities, especially with short or no notice. We encourage the FAA to
work with the companies that operate contract towers to allow
innovative hiring and training processes to increase the stream of
applicants to be qualified controllers. We also recommend that the FAA
collaborate with their colleagues at the Department of Labor to address
the rising cost of living for controllers by updating the Service
Contract Wage Act. Further, we urge the FAA to carefully consider how
any proposed realignment of service areas could impact the successful
FCT program.
Finally, I would like to thank Representatives Julia Brownley (D-
CA) and Rodney Davis (R-IL) for introducing H.R. 1283, the Continuity
for Operators with Necessary Training Required for ATC Towers
(CONTRACT) Act and everyone on this subcommittee who cosponsored it.
This bipartisan legislation, which currently has 75 cosponsors, would
provide an incentive for retired federal air traffic controllers to
continue working as controllers at contract tower airports and help
reduce staffing challenges those airports are facing. The CONTRACT Act
would help reduce some of those intense staffing strains, and I urge
Congress to pass the legislation as soon as possible.
Aircraft Noise
Like many other communities, Naples is extremely noise sensitive
with residential development surrounding the airport. Downtown Naples
is less than a mile from the end of our primary runway. Naples has long
been known as an industry leader in noise abatement as the only airport
to successfully complete a Part 161 Study known as a Notice and
Approval of Airport Noise and Access Restriction that resulted in the
ban of Stage II noise emission jets 15 years ahead of their nationwide
phase out in 2015. The airport is once again working to develop noise
abatement strategies in response to the rapid growth in jet activity
over the past few years through its fourth Part 150 Noise Study.
During a hearing before this subcommittee in May, the FAA indicated
that, ``Since the mid-1970s, the number of people living in areas
exposed to significant levels of aircraft noise in the United States
has declined from roughly 7 million to about 440,000 in 2019.''
However, the FAA's recent Neighborhood Environmental Survey, released
in January 2021, indicates that community annoyance associated with
aircraft noise is considerably greater than in the past. Despite
significant advancements in aircraft engine technology coupled with the
Naples Airport Authority's long history of noise abatement and public
engagement efforts, we have found that members of the community are
still substantially affected by aircraft noise. It's clear that federal
noise policy established decades ago has proven to be extremely
beneficial, but it's time we reevaluate how to best respond to the
current environment.
The viability of many GA airports may be at risk by maintaining the
status quo. On behalf of the Naples Airport Authority and our
community, I believe a fundamental update of federal noise policy is
needed along with a more collaborative approach between the FAA,
airports, and local communities. One example may be to permit common
sense measures like seasonal contours for communities like Naples
(where two thirds of jet activity occur in a five-month period) that
would better help to address unique dynamics rather than the one-size-
fits-all policy we have today. Changes to philosophy in airspace design
that give greater consideration to community noise exposure would help
to build greater trust between the FAA, airports, and the communities
they serve. Additional research towards further reductions in aircraft
engine and airframe noise should also be considered.
Leaded Avgas
Like our counterparts at commercial service airports, GA airports
are doing our part to reduce greenhouse gas emissions and to promote
sustainability. For decades, the GA industry has also been focused on a
smart and safe transition toward an unleaded high-octane fuel that
meets the needs of the entire GA fleet. So far, only low-compression
engines can burn the unleaded fuels that are currently available.
However, 75 percent of the total GA aviation gas (avgas) consumption is
by aircraft requiring 100-octane fuel, which presently can only be
achieved with a lead-based additive.
Through AAAE, GA airports are participating in the Eliminate
Aviation Gasoline Lead Emissions (EAGLE) initiative, a public-private
partnership between the federal government and industry stakeholders to
transition to lead-free avgas for piston-engine aircraft by the end of
2030. Like the proposed blender's tax credit for sustainable aviation
fuels, we believe similar incentives to scale up production and
distribution of these new GA fuels will be critical to a successful
transition.
GA airports are eager to be part of the solution to transition away
from leaded avgas and better understand what types of infrastructure
improvements are needed to support widespread use of the new fuel.
Updated AIP eligibility criteria for new storage and distribution
systems at GA airports is likely needed. Nevertheless, I believe the
premature ban of leaded avgas before a viable replacement is approved
would threaten the economic viability of most GA airports and should be
rejected.
PFAS
Since the 1970s, FAA has required Part 139 commercial service
airports to provide aircraft rescue and firefighting (ARFF) services
using aqueous film forming foams (AFFF) that meet specific standards
for firefighting. These approved foams contain PFAS. Many GA airports
have relied upon and followed FAA guidance in using AFFF to ensure
aviation safety. Like Part 139 airports, GA airports are anxiously
awaiting the FAA to approve a fluorine-free foam.
On May 31, the U.S. Navy provided industry with an opportunity to
comment on a draft MIL-SPEC for a fluorine-free foam, signaling that
the Department of Defense (DOD) and FAA are making significant progress
in finding a suitable replacement foam to AFFF and are on track to meet
the January 2023 deadline set in the FY20 National Defense
Authorization Act. However, without a proactive transition plan from
FAA in collaboration with other relevant federal stakeholders, the
transition from AFFF to fluorine-free foam for airports of all sizes
that have either used AFFF by regulation or in accordance with FAA
guidance will likely face numerous hurdles.
I encourage this committee to press the FAA, in coordination with
the Environmental Protection Agency and DOD, to provide timely guidance
for all airports to prepare for such a transition. That guidance should
include: acceptable standards and practices for the decontamination of
existing ARFF vehicles and other equipment; timelines to procure
fluorine-free foam; cost-effective options for the disposal of existing
foam; and how airports can properly train firefighters to use new
fluorine-free foam.
Resiliency Planning
Much of the U.S. population and air transportation infrastructure
is located at relatively low coastal elevations. Rising sea levels
combined with more frequent, greater intensity storms are increasingly
placing many airports at risk. The Federal Emergency Management
Agency's updated Flood Insurance Rate Maps reflect the growing
vulnerability of coastal areas, and the changes in Base Flood Elevation
are increasingly inhibiting airport growth and redevelopment.
In Southwest Florida, both the Army Corps of Engineers and National
Oceanic and Atmospheric Administration have recently undertaken
separate efforts to study and plan for the adaptation of coastal urban
and natural ecosystems. However, in my experience, the FAA has not been
aligned with those initiatives. For example, it was critical for us to
include a resilience planning component to Naples' recent Master Plan
update given the low elevation of our airfield facilities at only five
to seven feet above sea level. Disappointingly, though, the FAA deemed
that element ineligible for AIP funding.
In the past, the FAA has successfully partnered with other federal
agencies on important environmental issues such as wildlife hazards at
airports. We urge Congress to explore opportunities for the FAA to
better collaborate with airports, their communities, and other federal
agencies to help plan for and fund resiliency efforts.
Advanced Air Mobility
The future of Advanced Air Mobility (AAM) is quickly becoming the
present for the aviation industry, with several companies currently
developing eVTOL aircraft. These aircraft, which will range in size
from single-passenger aircraft to large shuttles, will bring
accessibility to cities, underserved communities, and geographically
distant regions, while also offering immense environmental advantages.
Existing infrastructure, and in particular, GA airports, will likely
play a major role in this new, AAM ecosystem.
As federal stakeholders develop various regulations and standards
to help advance the maturation of AAM aircraft operations and vertiport
design, it is imperative that GA airports play an integral part in that
process. The House-passed Advanced Air Mobility Coordination and
Leadership Act, which was introduced by Representative Sharice Davids
(D-KS) and Ranking Member Graves, would do just that by ensuring that
airport operators have a seat at the table as federal and industry
stakeholders coordinate efforts to safely integrate these new
technologies into the NAS.
Concurrently, Congress should provide additional funding for AAM
vertiport infrastructure at GA airports without jeopardizing funding
for traditional airport infrastructure projects. The House-passed AAIM
Act, introduced by Chairman Larsen and Ranking Member Graves, would
accomplish this by making airport sponsors eligible for planning grants
to develop and deploy vertiport infrastructure required for AAM
operations. I would like to thank the members of this subcommittee for
your continued leadership on this important issue and for supporting
these two pieces of legislation, which will help bring us one step
closer into making AAM a reality.
Conclusion
In closing, GA airports like Naples are complex aviation centers,
acting as national assets that play an indispensable role in meeting
the specific needs of the communities they serve. The COVID-19 pandemic
has showcased just how critical GA airports are to the NAS, and with
continued support from Congress, the future for GA airports is brighter
than ever.
I am grateful for the opportunity to provide these views of the
general aviation airport community on how we can maintain and grow GA
operations across the country. On behalf of AAAE and all my colleagues
at GA and commercial services airports around the country, we look
forward to working with this subcommittee as you gear up for the next
FAA reauthorization bill. Thank you for your consideration and the
opportunity to testify.
Mr. Larsen of Washington. Thank you very much. I appreciate
it very much.
I now turn to Jim Viola from the Helicopter Association
International. You are recognized for 5 minutes.
Is that microphone turned on, please?
Mr. Viola. Thank you. Chairman Larsen----
Mr. Larsen of Washington [interrupting]. And then if you
could pull the microphone right--there you go.
Mr. Viola. Closer?
Mr. Larsen of Washington. There you go.
Mr. Viola. Chairman Larsen, Chairman DeFazio, Senior Member
Graves, and members of the subcommittee, thank you for your
leadership and for holding this hearing today. I appreciate the
opportunity to provide testimony today.
Every day, vertical flight serves the public good. The
unique capabilities of vertical flight mean we can accomplish
missions that no other aircraft can. Our members perform
various services, including air medical, law enforcement,
firefighting, heavy construction, urban air mobility, and more.
For example, helicopter air ambulance operators transport
roughly 1,000 injured or critically ill patients every day.
Ensuring the safety of those who fly is always HAI's top
priority. Air safety management system, or SMS, is vital to
reducing accidents and ensuring that every person understands
they are responsible for safety.
HAI's SMS program allows all operators and maintenance
providers to elevate their safety. HAI supports requiring SMS
programs for all operations carrying passengers for hire and
strongly recommends that all aviation operations implement an
SMS program.
One of the most significant safety projects we have
undertaken is co-leading the Vertical Aviation Safety Team, or
VAST. It is an expansion of the International Helicopter Safety
Team, and I am honored to serve as a co-adviser with Miguel
Marin, who represents the International Civil Aviation
Organization. And VAST is a public-private initiative designed
to enhance safety in the vertical flight industry worldwide.
Our programs for safety are designed also for future
aircraft. HAI has been an early supporter of AAM and UAS
technology. Our members have been operating in vertical mode
for 75 years. It makes complete sense for our members to
embrace and use this new technology. We strongly support the
development, certification, and safe integration of AAM and UAS
aircraft into the National Airspace System.
The FAA must have an effective yet flexible certification
system that enhances flight safety and enables the swift
recognition and adoption of new technologies, while
facilitating a user-friendly process that is economically
viable. Investment in AAM infrastructure, along with the
improvements in the certification process, will ensure that the
United States remains as a world leader in aviation.
Today, helicopters are performing many urban air mobility
missions that future AAM aircraft will do. To remedy future
roadblocks for AAM, we must solve current pinch points for the
vertical flight.
Airspace congestion resulting in reduced access to low-
level IFR routes is of serious concern for current helicopter
operations. So too is the access to the ground infrastructure.
We must increase vertical flights' ground and air access points
or face a detrimental impact on the future success of AAM.
We must always consider community compatibility. HAI's Fly
Neighborly program is a voluntary initiative for employing
noise mitigation technology and increasing effective community
communication.
On June 24, HAI partnered with the Eastern Region
Helicopter Council, introducing a helicopter noise complaint
system for the Washington, DC, metro area. Using available
flight tracking data, the systems will accurately identify
likely aircraft generating the concerns.
Just flying safely and in compliance with the regulations
is not enough. We must also fly neighborly. It is in the best
interest of everyone.
HAI is dedicated to reducing greenhouse gas emissions from
aircraft and developing and using sustainable aviation fuel.
Incentivizing SAF and investing in sustainable aviation
initiatives are essential steps Congress should take.
Another important environmental issue is the transition to
lead-free aviation fuel. The Eliminate Aviation Gasoline Lead
Emissions, the EAGLE initiative, as mentioned earlier, lays out
a plan to transition to lead-free aviation fuels by the end of
2030. HAI is committed to this partnership.
Due to the pandemic-related economic disruptions, many
seasoned pilots and technicians retired early. Congress, the
FAA, and industry stayed focused and recognized that developing
the next generation of pilots and mechanics requires a long-
term commitment. We appreciate Congress' creation and funding
of the Aviation Workforce Development Grant program in the 2018
FAA Reauthorization Act, and HAI strongly encourages continued
support of the grants program.
HAI also encourages congressional support for the
innovative State programs that enable outreach and education to
students to get started in the aviation industry.
Management of the Federal spectrum policy remains an issue
also of high concern for general aviation.
In coordination, we look for a long-term solution and
replacements of the safety-critical equipment.
I thank the committee again for the opportunity to provide
the perspective of the vertical flight industry, and I look
forward to our work together on these important issues. My full
comments are offered for the record, and I welcome any
questions.
[Mr. Viola's prepared statement follows:]
Prepared Statement of James Viola, President and Chief Executive
Officer, Helicopter Association International
Chairman Larsen, Ranking Member Graves, and Members of the
Subcommittee, I want to thank you for holding this hearing on the state
of general aviation. I appreciate the opportunity to provide testimony
today on the vertical flight industry.
I have been involved in aviation for more than 35 years and have
flown more than 70 types of aircraft, both helicopter and fixed-wing,
military and civilian. I began my aviation career in the US Army, with
the majority of my flying done as a special operations helicopter
pilot. I later joined the Federal Aviation Administration (FAA), where
I most recently served as director of general aviation safety
assurance.
I now serve as president and CEO of Helicopter Association
International (HAI). As the professional trade association for the
international vertical flight industry, HAI represents more than 1,100
companies and over 16,000 industry professionals in more than 65
countries. Each year, HAI members safely operate more than 3,700
helicopters and remotely piloted aircraft approximately 2.9 million
hours. HAI is dedicated to the promotion of vertical flight as a safe,
effective method of commerce and to the advancement of the
international vertical flight community.
Throughout my career, I have been dedicated to safety and the
continued development and refinement of safe aviation operations.
Serving the Public Good
The unique capabilities of vertical flight--the ability to land and
take off from practically anywhere, the maneuverability, and the
ability to hover or fly at very low speeds--mean we can accomplish
missions that no other aircraft can. Another way we differ from fixed-
wing aircraft is that our operations are conducted at lower altitudes
and at slower speeds.
Every day, vertical flight serves the public good. Our members
perform services including air medical, law enforcement, firefighting,
heavy construction, utility patrol and maintenance, urban air mobility,
and more. And our industry is expanding, bringing onto the flight deck
exciting technology such as advanced air mobility (AAM) and electric
vertical takeoff and landing (eVTOL) aircraft.
All over the country, from densely populated cities to oil rigs 200
miles offshore, helicopters are used to save lives, serve and protect
American citizens, and support critical industries in demanding
environments--and many of those missions are conducted from start to
finish without the use of airports.
As just one example of how vertical flight serves the public good,
consider air medicine. Helicopter air ambulance (HAA) operators
transport roughly 1,000 injured or critically ill patients every day.
Up to 50,000 of the more than 300,000 people transported by HAA
operators during 2021 were transported from off-airport or unimproved
areas.
Commitment to Safety
Ensuring the safety of those who fly--whether pilots, crews, or
passengers--is always HAI's top priority. HAI has worked with safety
advocates worldwide to address continued safety improvements for the
vertical flight industry. We worked with the US Helicopter Safety Team
to produce the award-winning ``56 Seconds to Live'' education program,
and we have a long history with our own Land & LIVE program, which
encourages pilots to make precautionary landings when flight conditions
deteriorate. HAI's Safety Management System (SMS) Program allows
operators and maintenance providers to elevate their safety--
effectively and affordably.
A safety management system (SMS) is a formal approach to managing
safety and risk, including organizational structures, accountabilities,
policies, and procedures to identify and control risk. The four
components of an SMS--safety policy, safety risk management, safety
assurance, and safety promotion--work together in providing a safety
culture. An SMS is vital to reducing the number of accidents in our
industry, ensuring that every person in an organization, agency, or
business understands that they are responsible for safety.
HAI's SMS Program services allow users to verify their compliance
with current and future international and domestic regulations. While
not all civil aviation authorities currently require SMS programs for
all operators and maintenance providers, HAI and the National
Transportation Safety Board (NTSB) have recommended the development and
adoption of safety reporting systems that allow for data to be
collected and analyzed and corrective action taken where necessary.
HAI has partnered with providers to offer scalable SMS solutions to
member businesses. Additionally, the association supports requiring SMS
programs for all operations carrying passengers for hire. HAI strongly
recommends that all aviation operations, not just those carrying paying
passengers, implement an SMS program. HAI is pleased to have just
recently expanded the scope of its SMS Program by partnering with the
Aircraft Electronics Association (AEA) to provide the latter's SMS for
aircraft maintenance at no additional cost to HAI members.
Last fall, HAI announced a partnership with the Air Charter Safety
Foundation to make the foundation's aviation safety action program
(ASAP) available to HAI members. An ASAP helps flight operators
identify and reduce possible flight safety concerns and mitigate risks.
It's an easy, open, self-reporting initiative offering third-party
facilitation, tracking, and recommendations for corrective action so
operators can enhance their overall safety culture.
In March, HAI announced a partnership with Swiss company NGFT
Solutions to offer an all-new flight risk assessment tool (FRAT) module
to HAI members. This safety tool's simple question-and-answer format is
designed to help operators objectively and truthfully evaluate the
potential risks of an upcoming flight and any aerial work sites. Once
the possible risks are identified, mitigation prompts help operators
think through strategies to reduce the risk and make flying safer.
Since introducing its scalable SMS Program for helicopter operators
to members last year, HAI has expanded its tool chest of safety
products to include the ASAP, FRAT, and now, the Maintenance SMS
Program for aviation.
One of the most significant safety projects we've undertaken is co-
leading the Vertical Aviation Safety Team (VAST). I'm honored to serve
as a co-advisor for this group with Miguel Marin, representing the
International Civil Aviation Organization (ICAO). VAST is a public-
private initiative to enhance worldwide flight-operations safety in all
segments of the vertical flight industry. Team members comprise
international regional safety teams; safety authorities, including
civil aviation authorities (CAAs); and other industry stakeholders that
work to improve global vertical flight safety. VAST's vision is a
global vertical flight community with zero fatal accidents achieved
through cooperation and collaboration.
In the past, international aviation safety information has tended
to stay within separate organizational and national silos. VAST intends
to break down these silos so that aviation safety information can flow
freely globally. To achieve this end, VAST is engaging its regional
safety teams to receive, integrate, harmonize, and distribute aviation
safety data, programs, and recommendations worldwide. Additionally,
VAST serves as an arbiter between the regional safety teams to ensure
collaboration on and coordination of these initiatives, as well as the
sharing of final output.
International regional safety teams, which consist of national and
industry stakeholders, are formed to improve the safety of civil
vertical takeoff and landing (VTOL) operations in their respective
national airspace systems.
In addition to national civil aviation authorities such as the US
FAA and the CAAs of the United Kingdom, Sudan, and Colombia, aviation
safety authorities include jurisdictional agencies, such as ICAO and
the European Union Aviation Safety Agency (EASA), and nationally
recognized safety organizations such as the NTSB in the United States,
the Transportation Safety Board of Canada, and the Transport Accident
Investigation Commission in New Zealand.
Other industry stakeholders include original equipment
manufacturers (OEMs), training providers, aircraft operators, service
providers, and vertical flight industry associations such as HAI, the
European Helicopter Association, and the Association for Uncrewed
Vehicle Systems International.
VAST has five chief goals:
1. Establish the organization as the world's most trusted source
for vertical flight safety information and resources
2. Establish working groups to represent key segments and issues
relevant to the global VTOL industry
3. Formalize leadership positions, working groups, and advisory
roles for participating organizations and individuals
4. Identify, collect, harmonize, and deliver centralized access to
safety information and resources from participating stakeholder
entities
5. Provide and coordinate a forum where regional safety teams,
safety authorities, and other industry stakeholders can work together
on vertical flight safety issues.
Safety is at the heart of everything we do at HAI. Not only are our
safety programs meant for our members operating helicopters today; our
programs are designed for future aircraft, as well.
Technology
The vertical flight industry offers an invaluable societal benefit
that AAM aircraft will only amplify once the necessary regulatory
framework is implemented. HAI is excited to see the work our
manufacturers are doing to develop the aircraft of tomorrow while
they're building the helicopters that are conducting those futuristic
missions today. Engine OEMs are working to develop powerplants for
these aircraft, and there are a variety of companies looking at
alternative fuel sources, from batteries to hydrogen.
HAI has been an early supporter of AAM and UAS (uncrewed aircraft
system) technology and sees them as a new business opportunity for the
helicopter industry. Our members have been and will remain heavily
engaged in these operations in the coming years. Many have already
established UAS business lines within their organizations.
Our members have been operating vertical flight missions for nearly
75 years. AAM is a new vertical lift mode of transportation, and it
makes complete sense for our members to embrace and use this new
technology. We strongly support the development, certification, and
safe integration of AAM aircraft into the National Airspace System
(NAS).
AAM can expand the unique capabilities of vertical flight and
benefit many people. The FAA must have an effective yet flexible
certification system that not only ensures flight safety but also
enables the swift recognition and adoption of new technologies while
facilitating a user-friendly process that is economically viable.
Investment in AAM infrastructure today along with improvements in the
certification process will ensure that the United States is prepared to
meet the transportation needs of tomorrow as well as remain a world
leader in aviation.
Airspace
Today, helicopters are performing many urban air mobility (UAM)
missions that future AAM aircraft will do. To evaluate future
roadblocks for AAM, we must investigate current pinch points for
vertical flight in terms of access to airspace and ground
infrastructure. Airspace congestion resulting in reduced access to low-
level instrument flight rules (IFR) routes is of serious concern for
current helicopter operators. So, too, is access to heliports.
Multimodal transportation access points are vital for the future
success of AAM. Using various forms of transportation, passengers must
be able to easily access heliports or vertiports to, in turn, ferry
them to the larger hubs of the airlines. Reducing access points either
on the ground or in the air will have a detrimental effect on the
success of AAM.
Additionally, not only AAM technology but all new aviation devices
must be safely integrated into the NAS. Helicopter pilots use
instruments, radios, and their eyes to avoid other aircraft, and
remotely piloted aircraft or completely autonomous aircraft must have
the capacity to detect aircraft operating around them. Our members'
flight profiles and the missions they fly place them all over the
nation in varied environments at various altitudes. From corporate
helicopters flying out of high-density urban metroplexes to remote
heli-logging operations, utility repair work, or firefighting missions,
helicopters perform operations in a variety of situations and
locations.
UASs must be able to avoid other aircraft, both crewed and
uncrewed, while facilitating the ability of those aircraft to see,
sense, and avoid the UASs. Additionally, all aircraft in the NAS need
to conform with the fundamental principles of ``right of way'' and not
deflect all responsibility and liability to crewed operators. Altering
the right-of-way hierarchy is not, and never should be, a mitigation
for an uncrewed system's inability to detect other aircraft in the
airspace.
Community Compatibility
Whether it is the helicopter of today or tomorrow's AAM, vertical
flight operations should always consider our responsibility for
community compatibility. HAI's Fly Neighborly initiative is a voluntary
noise reduction program that seeks to create better relationships
between communities and helicopter operators by establishing noise
mitigation techniques and increasing effective communication. Just
flying safely and in compliance with regulations is not enough. We must
also Fly Neighborly; it is in the best interest of everyone.
As part of HAI's work on Fly Neighborly, we also work with other
stakeholders to help mitigate helicopter noise. On Jun. 24, HAI,
partnering with the Eastern Region Helicopter Council (ERHC),
introduced a new helicopter noise initiative for the Washington, D.C.,
metro area. We established a helicopter noise complaint system for
individuals in and around the region to share their concerns. HAI and
ERHC aim to work with the D.C. community to review and process noise
complaints and use this data to help mitigate helicopter noise. We
understand that affected residents desire immediate answers to their
noise questions and complaints. Using available flight tracking data,
the system will accurately identify likely aircraft generating concerns
and all associated data. The new initiative focuses on airport and
aircraft noise complaint-management solutions, noise abatement-
procedure compliance monitoring, and related government and community
affairs.
Sustainability and Environment
HAI is dedicated to reducing greenhouse gas (GHG) emissions from
aircraft, and the development and use of sustainable aviation fuel
(SAF) offers a promising opportunity to reduce the aviation sector's
environmental footprint. SAF remains a more expensive option than
conventional jet fuel and is not yet commercially viable at scale in
the current market. Government incentives are needed to boost the
commercial viability of SAF and establish the United States as a global
leader in aviation sustainability. Imposing a long-term performance
based SAF tax credit will accelerate production and use of SAF across
the general aviation industry. Incentivizing greener alternatives to
conventional jet fuel and investing in sustainable aviation initiatives
are essential steps in building the aviation industry of tomorrow.
Another important environmental issue is the transition to lead-
free aviation fuel. In February, HAI joined leaders of aviation and
petroleum groups in committing to an initiative laying out a clear plan
to transition piston-engine aircraft to lead-free aviation fuels by the
end of 2030. The Eliminate Aviation Gasoline Lead Emissions (EAGLE)
initiative calls for an industry and government partnership to expand
and accelerate the actions and policies necessary for a viable high-
octane unleaded replacement for the current 100 octane low-lead
aviation gasoline (100LL), without compromising the existing US
transportation infrastructure system, aviation safety, and the economic
and broader public benefits of general aviation.
This initiative is the right thing to do for the environment and
the economic health of our industry. HAI is committed to this
partnership and applauds the broad public-private partnership that has
come together enabling industry and government to accelerate a
solution. The vertical flight industry is eager to work with all
stakeholders to advance the EAGLE initiative.
National Parks Overflights Advisory Group (NPOAG)
HAI has grave concern with how the FAA and the National Park
Service (NPS) is handling the implementation of the air tour management
plans (ATMPs) for the 23 eligible national parks. Our concerns relate
specifically to the transparency of the completion process, operational
safety, and economic considerations of the plan.
On May 1, 2020, the US Court of Appeals for the DC Circuit ordered
the FAA and the NPS to file a proposed plan within 120 days for
bringing all 23 eligible parks into compliance with the National Parks
Air Tour Management Act of 2000 (NPATMA) within two years and submit
quarterly updates on the two agencies' progress.
On Aug. 31, 2020, the FAA and the NPS submitted the proposed plan
to the Court. The plan outlines the approach and steps the agencies
will take to meet the Court order and comply with the NPATMA.
Throughout the plan, the actions reflect coordination of government-to-
government Tribal consultation and other interagency coordination but
excludes the National Parks Overflights Advisory Group (NPOAG).
The plan makes no mention of the NPOAG's role. The NPOAG was
established in the NPATMA to provide advice and counsel with respect to
commercial air tour operations over and near national parks. The FAA's
proposed schedule to accomplish the plan, with its heavy focus on
interagency coordination while omitting the NPOAG, creates a concern
regarding the transparency of the overall process.
Excluding critical stakeholders like the NPOAG in this process
resulted in plans for the initial parks that contain clear safety
concerns. The plans for the first parks lack consideration of very
basic aeronautical safety factors. If this flawed process produces such
results for parks with less traffic, we have significant concerns
regarding the plans yet to be released for the other parks with more
complex airspace activity.
While it is the Court that imposed the two-year deadline on the
FAA, the agency cannot sacrifice its first priority of maintaining
safety in the NAS. Rushing to complete the project, without the NPOAG's
input on safety considerations, has already produce shortcomings that
will compromise the NAS. While the proposed plan allows for notice and
comment, not involving the NPOAG to help develop the best framework
possible for the plan is extraordinarily problematic.
The draft plan severely curtails the economic viability of the air
tour industry by limiting flight allocations. To our knowledge, there
have been no economic studies undertaken to determine the impact on the
industry and broader aviation community. Air tours offer a low-impact
approach to experiencing the beauty of our nation's national parks.
Additionally, air tours provide those with disabilities an opportunity
to interact with the parks in ways they could not otherwise. Cutting
air tours without regard to economic considerations will cripple a
fragile industry trying to recover from the pandemic.
Congress established its vision and intent for air tours over the
nation's parks by enacting the NPATMA. This legislation was a product
of the consensus work performed and recommendations made by the
National Parks Overflights Working Group. Congress and stakeholders,
working together, created the road map for the development of the
ATMPs, which is now being ignored in the rush to complete all the plans
within two years.
It is clear from the plans already introduced that the overall
strategy is to cut back flights to such a degree that it is no longer
economically feasible for air tour companies to stay in business. This
shortsighted process ignores the opportunities that exciting new
technologies that promise quieter flights, such as electrical aircraft,
can deliver. By removing airspace access for today's aircraft, the FAA
and NPS are removing airspace access for future generations using
quieter technologies.
This process has shut out the voice of safety experts and excluded
important economic considerations. I strongly urge the FAA and the NPS
to immediately engage with the NPOAG on the development of these plans.
The industry is willing to work with other stakeholders, the FAA, and
the NPS to develop a plan that benefits all involved.
Workforce Development
Due to pandemic-related economic disruptions, many seasoned pilots
and technicians retired early over the past year. This has only
exacerbated the shortage of the skilled personnel the industry needs to
operate safely and efficiently. Congress, the FAA, and industry must
stay focused and recognize that developing the next generation of
pilots and maintenance technicians requires a long-term commitment.
We appreciate Congress setting up the Aviation Workforce
Development Grants programs in the 2018 Reauthorization Act and
likewise express gratitude for the funds made available for the
programs. The grants have encouraged collaboration between schools,
aviation companies, unions, and government to find new solutions to
overcome the existing skills gap and help more Americans pursue
aviation careers. That, in turn, will contribute to the long-term
efficiency of the nation's aviation system, the industry's global
competitiveness, and the nation's overall economic health. HAI strongly
encourages continued support of the grants programs.
HAI also encourages congressional support for innovative state
programs that enable outreach and education to students to get started
in the aviation industry. The Utah Rotor Pathway Program (URPP) serves
as a first-in-the-nation model for education and training programs
preparing high school students for STEM careers in rotary-wing
aviation. We provide students with an avenue to earn college credits
and learn skills specific to rotary-wing aviation while participating
in technical classes and hands-on learning experiences at the
secondary-school level.
The URPP connects rotorcraft industry professionals with high
schools, flight schools, and universities to offer benefits such as
mentoring, internships, and job interviews upon students' completion of
their rotary-wing aviation programs. The URPP also connects the next
generation of helicopter pilots and mechanics with the exciting world
of vertical flight. HAI is working to expand this program into other
states.
5G
On June 17, the FAA identified a path forward for part 121 aircraft
operating in the current 5G environment. Airlines, manufacturers, and
suppliers have been urged to retrofit radio altimeters on the current
US fleet by July of 2023. As part of the arrangement, Verizon and AT&T
have agreed to extend some of the voluntary mitigations that have been
in place since 5G was deployed in January of this year. These
mitigations will expire in July of 2023, as new wireless providers
enter the 5G market. Part 121 aircraft without the necessary filter
retrofits or radio altimeters replacements will lose access at airports
around the country.
As mentioned in the House Transportation and Infrastructure
Subcommittee's hearing on ``5G Deployment and Aviation Safety'' earlier
this year, FAA has placed primary focus on developing near-term
solutions for the airlines because of the generally higher level of
criticality on certain part 121 operations. Shortly after 5G was
deployed, FAA partially granted HAI's petition for exemption which
allow air ambulance operators to use safety-enhancing night vision
goggles in areas where the aircraft's radio altimeter could be
unreliable due to 5G C-band interference as identified by NOTAMs.
Operators must comply with specific conditions and limitations. Similar
to aircraft operating under part 121, helicopters can perform day and
night operations that do not require the use of a radio altimeter. The
FAA has also made progress on alternative means of compliance (AMOCs)
for rotorcraft, but much work remains to be done to ensure all
rotorcraft operations can safely continue unimpeded by 5G-related
restrictions.
HAI is pleased to participate in the FAA's regularly occurring 5G
Roundtable discussions, which bring together aviation and
telecommunications stakeholders with the intended purpose of
identifying and implementing solutions that lead to a safe coexistence.
HAI also appreciates the ability to participate in weekly, FAA-hosted
meetings that are focused exclusively on solutions for rotorcraft.
It is HAI's understanding that the FAA has received a low number of
verified 5G incident reports from helicopter operators. Nevertheless,
we understand that new towers will go live each month and that new
entrants will also add to the complexity of an already difficult
situation. We remain committed to working with this committee, FAA,
FCC, as well as other aviation and telecommunications stakeholders to
identify workable solutions that maintain safety and minimize
disruptions to the national airspace system. Respectfully, we request
the members of this esteemed committee consider reforms to spectrum
management policy that provide enhanced transparency, efficiency, and
interagency coordination on long-term solutions that do not require
multiple costly retrofits or replacements.
While the US rotorcraft fleet has not been tasked with meeting the
FAA's ambitious retrofit schedule for part 121 aircraft, new minimum
operational performance standards (MOPS) for radio altimeters are being
considered that could have significant implications for helicopters.
HAI firmly believes it is imperative for FAA to consider performance-
based solutions that account for the broad range of rotorcraft mission
and safety profiles. As FAA continues to develop near- and long-term
solutions and requirements to mitigate the safety concerns related to
5G interference with radio altimeters, there must be complete
transparency, ample timing for industry adoption, and sufficient
resources for implementation.
Conclusion
I thank the committee, again, for the opportunity to provide the
perspective of the vertical flight industry and look forward to
continuing our work together on these important issues. I welcome any
questions.
Mr. Larsen of Washington. Thank you.
I now turn to Pete Bunce, president and CEO of General
Aviation Manufacturers Association.
You are recognized for 5 minutes.
Mr. Bunce. Thank you, Chair Larsen.
And to Ranking Member Garret Graves and to Chair DeFazio
and Ranking Member Sam Graves, thanks for holding this hearing.
And, Chair DeFazio, thank you for your lifelong commitment
and career-long commitment to aviation. We are all going to be
proud to have you looking down on us with your portrait and
making sure we continue on and working across the aisle,
because this committee has truly been one that has been
bipartisan in nature, and that has been so important to our
industry and allowing us to be able to thrive as we have.
But I am here to tell you that, today, I have never seen a
time where the manufacturers and maintenance organizations are
under such tough times. And you mentioned a few of those in
opening remarks.
If we look at our workforce, had you and this committee not
passed the Aviation Manufacturing Jobs Protection Act during
the pandemic, we would have lost a lot of our skilled
workforce. And even with that, we are down 20 percent in
virtually every one of our factories in both maintenance
technicians, manufacturing technicians, and also engineers.
In addition to that, we need some help in the next
reauthorization. The section 625 grants that you passed in the
last reauthorization were focused toward pilots and maintenance
professionals. We need that expanded to manufacturing
professionals. Workforce is absolutely critical to us.
We have also talked about supply chain. And the impact of
supply chain on our industry is a little different than other
industries, because the FAA is so immersed in that process. So,
it is very difficult to switch out things.
Mr. DeFazio, a company in your State, all they did is
switch out an LED landing light from one to a new manufacturer.
It took them 8 months to get a response from the FAA to be able
just to switch out one light bulb for another, and then the FAA
told them they were going to have to recertify the system.
Fortunately, they changed their mind on that one, but that
is what industry is facing right now when we try to go and deal
with the supply chain shortage. And also, a lot of our
companies are having to spend a lot of their engineering time
just trying to source things, like chips and that, from
throughout the industry.
But probably the most debilitating thing that I have seen
right now, and it is a perfect storm, is really what I am
seeing with the FAA. In my 17\1/2\ years of doing this, I have
never seen us have the bureaucracy grind the industry to almost
a halt. And what has happened now is, it is that perfect storm.
You have a lot of the engineers and technical experts at
the FAA are brandnew to their jobs. Forty percent have less
than 3 years of regulating. Then they are working at home. Now,
when they are working at home, they can't collaborate together,
they can't talk to one another, so, they are sending written
notices to each other that just slows down the process.
But worse than anything else is the funnel all goes now to
FAA legal, and that funnel is clogged. And a lot of it is self-
inflicted wounds. So, policy and guidance has virtually stopped
coming out of the agency, and we have to have policy and
guidance to be able to provide the innovative, technical
solutions that start to reduce pilot error, and that equates
directly to safety.
If you want to improve general aviation safety, you have
got to let technology advance, and we can't be having these
self-inflicted wounds of everything having to go through the
funnel, including very technical standards that legal review
doesn't do anything but change ``glad'' to ``happy,'' add a few
commas in there, and put it in legalese language the technical
experts don't have a chance to really understand. So, it is a
true problem that we have out there.
Issue resolution is also something very important. You
called for that in the last reauthorization. It started to
happen before the pandemic. It has virtually died right now. We
have to have a process. As I mentioned to this committee
before, if you get five engineers in the room, you get seven
different opinions because they will argue with themselves, and
we have to have a process where we have a review that moves up
the chain, somebody can make a decision.
Now, we have very good people that have been put in very
responsible positions within the FAA, but we have got to allow
them to make those decisions, and feel confidence that they can
do that.
Finally, in the last reauthorization, you talked about the
SOCAC and the importance of having industry specialists to
advise the FAA on policy that they are doing. The SOCAC
virtually has not been active, it hasn't produced anything, it
hasn't been tasked with anything. We have got to reenergize
that process.
We are talking about advanced air mobility. We will have a
chance to talk about that a little more. That technology is
dependent upon us being able to get through the system
expeditiously, and one of the problems is, right now, with
traditional aviation manufacturing being halted by a lot of the
process in the FAA, how are we ever going to have global
leadership as we move into this new world?
So, I look forward to your questions. Thank you.
[Mr. Bunce's prepared statement follows:]
Prepared Statement of Peter J. Bunce, President and Chief Executive
Officer, General Aviation Manufacturers Association
Chair Rick Larsen and Ranking Member Garret Graves, on behalf of
the General Aviation Manufacturers Association (GAMA) and its member
companies, thank you for convening today's hearing which focuses on the
opportunities and challenges facing general aviation. For general
aviation manufacturers and the industry overall, this is a
transformative time, and it is very exciting to be with you as we work
together to plot and navigate the industry's future path.
We want to state the deep appreciation we have for this Committee
and the United States Congress for their support of the general
aviation industry. We look forward to working with you, House
Transportation and Infrastructure Chair Peter DeFazio and Ranking
Member Sam Graves, members of the House Aviation Subcommittee, and the
membership of the full committee on issues of critical importance to
the future strength of the United States (U.S.) general aviation
segment and the broader aviation ecosystem. I also want to take this
opportunity to thank Chair DeFazio for his leadership and dedication on
aviation issues during his service on this committee and in Congress.
GAMA represents more than 140 of the world's leading manufacturers
of general aviation airplanes, rotorcraft, engines, avionics,
components, and related services and technologies. GAMA members are
also providers of maintenance and repair services, fixed-based
operations, pilot and maintenance training, and aircraft management.
Additionally, GAMA represents companies in the emerging sector of
advanced air mobility, which includes the development of vertical take-
off and landing aircraft as well as electric propulsion, hydrogen-
powered aircraft and autonomous systems for civil purposes. GAMA
companies have facilities in 47 U.S. states and 15 countries. A recent
economic impact study determined that the general aviation industry
supports $247 billion in economic output and 1.2 million jobs in the
U.S.\1\
---------------------------------------------------------------------------
\1\ General Aviation's Contributions to the U.S. Economy, 2018
Price Waterhouse Coopers Study on behalf of Aircraft Electronics
Association (AEA), Aircraft Owners and Pilots Association (AOPA),
Experimental Aircraft Association (EAA), General Aviation Manufacturers
Association (GAMA), Helicopter Association International
---------------------------------------------------------------------------
State of General Aviation Manufacturing
The general and business aviation industry has endured a great deal
since the outset of the COVID-19 pandemic. We have faced numerous
challenges and our resiliency was tested, but our manufacturers
actively managed their way through with a focus on the safety of our
employees, the growth of our businesses, and relations with customers.
As we begin to come out of the pandemic, we are seeing that our
industry is alive with new aircraft, avionics, engine, and electric
motor developments with a keen eye on the future.
On behalf of the general aviation manufacturing industry, I want to
thank you for the U.S. Small Business Administration Payroll Protection
Program (PPP) and the Aviation Manufacturing Jobs Protection (AMJP)
Program which assisted manufacturers and maintenance providers,
especially small and mid-size businesses, impacted by the pandemic. In
particular, the AMJP payroll assistance program, a fifty-fifty cost
share program between employers and the federal government, focused on
protecting workers and strengthening a fragile supply chain and we
deeply appreciate the leadership role of Chair Larsen and Rep. Ron
Estes (R-KS) in these efforts. Funding from this program assisted
employees in 43 states and Puerto Rico, illustrating the breadth and
scope of U.S. aviation manufacturing.
GAMA's latest General Aviation Aircraft Shipments and Billings
Report, which was released in late February, showed that our industry
began to recover in 2021. While not back to pre-pandemic numbers,
overall, when compared to 2020, all aircraft segments--airplanes and
helicopters--saw increases in aircraft deliveries for a total value at
$26.7 billion, an increase of 9.8 percent. Currently, total aircraft
shipments are converging on figures that were seen before the outset of
the pandemic with one exception: piston airplane training airplanes
which are seeing delivery rates exceeding numbers we have not seen
since the first half of the last decade.
During the pandemic, GAMA conducted a member company survey and 70
percent of the survey respondents reported supply chain issues and our
members continue to face challenges in this area. Our industry's supply
chain constraints mirror those of the broader economy, including
logistics of sourced parts such as computer chips, higher than usual
churn in employee turnover, and de-risking each supplier through active
engagement by our member companies. We also see operators flying at
higher levels, for some segments exceeding operations seen in 2019,
which places further demand on supporting operators with parts to
support the overhaul and regular maintenance of the fleet as hours are
being added.
We applaud the leadership of this committee for the recent
introduction and Committee passage of the ``Aerospace Supply Chain
Resiliency Task Force'', which would identify and assess risks as well
as detail best practices and mitigations to help protect the U.S.
aerospace supply chain against future disruptions.
Addressing Certification, Validation and Regulatory Issues
GAMA also recognizes the congressional engagement and work that
culminated in the passage of the Aircraft Certification, Safety, and
Accountability Act (ACSAA). An effective, reliable certification
process is critical for safety and the industry's ability to deliver
new aircraft and technologies to the U.S. and global market. We want to
work with the Committee as you evaluate the implementation of ACSAA
especially given FAA delays, as an example, in promulgating a safety
management system rule for manufacturers. We suggest the following
areas of focus:
Forty percent of the employees in the FAA Certification
Office have less than three years of direct certification experience,
which underscores the workforce challenges being faced. Given this,
GAMA believes emphasis must be placed at the project level to ensure
FAA has an adequate level of staff resources, including appropriate
training. This emphasis will be particularly needed to improve safety
oversight and ensure timely consideration of projects.
FAA should more effectively utilize the Safety Oversight
and Certification Advisory Committee (SOCAC) to help facilitate
implementation as well as to look at other improvements for the
certification process.
Getting product to the international marketplace has also
faced impediments. FAA recently stood up an International Validation
Branch, but it lacks resources and staffing to engage with other
foreign authorities and fully develop tools, such as metrics and
validation workplans, to facilitate both incoming and outgoing
validation projects. These investments and improvement activities are
critical to ensuring the effectiveness of bilateral agreements and
validation of product into the global marketplace.
A contributing factor to the slow certification of
product has been significant delays in the promulgation of rulemaking,
policies, and guidance. There is currently a large backlog of technical
standards, policy memos, orders, and advisory circulars. These delays
are impacting all facets of aviation and frustrate industry and
policymakers alike. There is a lack of transparency and accountability
in this process, and it is hindering safety, security, and U.S.
advancements and competitiveness. A congressionally directed study may
be warranted to look at process improvements including consideration of
best practices from other regulatory authorities.
Additionally, FAA must develop a more effective issue
resolution process so that projects are not held up unnecessarily and
the right group of technical experts are brought together to resolve
any differences or technical questions.
Advancing Workforce Development--FAA and Industry
Tied closely to certification improvements, collectively both the
FAA and industry need a strong workforce to meet the safety
expectations of the flying public and industry growth. The FAA has
recognized the ongoing challenge to identify and attract talent into
key safety positions and has maintained an Aviation Workforce Plan in
their attempt to address these needs. However, the agency needs to
continue to explore training opportunities and financial incentives as
well as partnering with industry to better develop a strong workforce
for both industry and FAA. Finding highly qualified individuals in
evolving technology is difficult, but especially those in technical
fields that are rapidly advancing in discovery and application, such as
modeling, flight crew interface (human factors), system safety,
software, artificial intelligence, and computer science. Industry would
be interested in working with FAA and Congress on initiatives to help
attract these integral, technical skills or other knowledge-sharing
opportunities that could be of benefit to both FAA and industry
personnel and advance safety oversight and technical understanding.
The FAA also addresses their workforce needs by utilizing
designees. These individuals and organizations in the aviation industry
are authorized to conduct examinations, perform tests, and issue
approvals and certificates on behalf of the FAA. Regardless of whether
these tasks are performed by FAA employees or designees, we suggest the
FAA be directed to establish minimum standards or credentials
applicable to all individuals that are making these examinations,
performing tests, and/or issuing approvals on behalf of the FAA.
An important complement to workforce efforts at FAA is attracting
and retaining a competent and capable workforce for the aviation
industry and at our member companies. This is particularly troublesome
as our industry is currently struggling to fill technically skilled
jobs to operate, maintain, and manufacture aircraft. This workforce
challenge will become even more acute as aviation evolves through
innovation, which will require a workforce that is more diverse and
with broader competencies or new skill sets.
The 2018 FAA Reauthorization provided the Department of
Transportation with the authority to provide up to $10 million in
grants to facilitate workforce development of pilots and maintenance
providers (Section 625).\2\ Our membership believes the scope and
funding for these programs needs to be significantly expanded,
particularly given our understanding that demand for this funding has
been significant. We also believe the program should specifically
include manufacturing workers as an area of focus. In addition, Section
625 should be modified to measure results and provide feedback from
participants, engage school counselors more directly in aviation
workforce efforts, and facilitate training to teachers on how to start
and conduct a successful aviation education program. Attention should
also be paid to track how a program applicant will connect students
with either jobs or the next step in the education process (for
example, from high school to college or a technical school) to sustain
a pipeline of talent to the industry long-term and emphasize activities
that engage, educate, and equip participants to directly feed into the
aviation sector.
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\2\ FAA Reauthorization Act of 2018 (P.L. 115-254)
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Finally, we would like to highlight that this is the ten-year
anniversary of GAMA's Aviation Design Challenge. The challenge has had
over 600 teams participate, representing over 400 high schools from 48
states and has inspired many students to get involved in general
aviation and/or pursue a college degree or career path related to the
sector. In August, the winning team from upstate New York will travel
to CubCrafters based in Washington State to participate in a week-long
aviation manufacturing experience, which includes hands-on exposure to
the production of aircraft. Our second-place team from Washington State
will participate in a two-day STEM lab camp which creates a fun,
engaging learning environment through the hands-on training of a flight
simulator and fosters interests in STEM outside the classroom.
Addressing Piston Fleet Fuel
The FAA has joined with aviation and petroleum industry
stakeholders to work toward transitioning to lead-free aviation fuels
for piston-engine aircraft by the end of 2030. The Eliminate Aviation
Gasoline Lead Emissions (EAGLE) initiative will expand and accelerate
government and industry actions and investments as well as establish
the necessary policies and activities to permit both new and existing
general aviation aircraft to operate lead-free, without compromising
aviation safety and the economic and broader public benefits of general
aviation.
We recognize that this is very ambitious, and each of the
organizations involved are fully committed to EAGLE's success with work
well underway. A key component of the EAGLE initiative will include an
assessment of airport infrastructure needed to foster distribution of
any certified and commercially viable replacement unleaded fuel or
fuels.
The importance of this initiative to general aviation and U.S.
general aviation infrastructure cannot be overstated. There are more
than 13,000 different airports which service the roughly 170,000 piston
engine general aviation fleet. While we have been working to find a
safe high-octane unleaded avgas for some time, we expect the
Environmental Protection Agency to move forward with an endangerment
finding this year which will trigger regulatory activity to ban leaded
avgas. The clock is ticking, and we need to move quickly so that
manufacturers have time to design, develop, certify, and build products
that can operate safely on whichever unleaded fuel or fuels reach the
market. In the interim, the safety and viability of general aviation
will be dependent on continuing the provision of 100 low lead avgas at
airports until an unleaded solution is identified and widely available.
The EAGLE initiative launched in February of this year. In March,
all interested stakeholders participated in a kick-off meeting to
discuss and guide EAGLE's efforts. We had a second stakeholder meeting
last month to review progress and solicit engagement from all
interested parties, and a third stakeholder meeting is being planned
for mid-November. Working groups will meet throughout the year, and we
expect to have at least three large stakeholder meetings each year to
review progress and solicit additional input. In addition, at this
year's EAA AirVenture show in Oshkosh, Wisconsin, governmental and
industry leaders will participate in a panel discussion to give an
overview of the initiative to all interested attendees and media. This
type of outreach is critical given the breadth and scope of this
initiative and its importance.
Progressing Aviation Sustainability
GAMA's membership is also committed to sustainability efforts. In
2009, GAMA and the International Business Aviation Council (IBAC)
jointly announced the Business Aviation Commitment on Climate Change
(BACCC) \3\, a program to address the industry's carbon emissions,
through three main objectives:
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\3\ https://gama.aero/wp-content/uploads/GAMA-IBAC-Joint-Position-
on-Business-Aviation-Tackling-Climate-Change-1.pdf
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Reducing CO2 emissions 50 percent by 2050 relative to
2005;
Improving fuel efficiency 2 percent per year on average
from 2010 until 2020; and
Achieving carbon-neutral growth from 2020.
The industry achieved a 1.9 percent annual improvement in fuel
efficiency on average since 2010, in line with our goal of a 2 percent
improvement. At the time the BACCC was released, business aviation had
already seen a 40 percent improvement in the fuel efficiency of our
aircraft over the past 40 years.\4\ The industry recently evaluated
progress on meeting these goals and found that mainly through
technology improvements and alternative fuels we are on track to meet
the long-term goal of reducing CO2 emissions by 50 percent in 2050
relative to 2005 levels.
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\4\ https://gama.aero/wp-content/uploads/GAMA-IBAC-Joint-Position-
on-Business-Aviation-Tackling-Climate-Change-1.pdf
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After reviewing our progress toward meeting these objectives, the
business aviation community committed itself to more aggressive goals.
In October 2021, a renewed effort to address climate change was
announced with an updated goal of net-zero carbon emissions by 2050.\5\
The three primary objectives were also refreshed and include:
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\5\ https://ibac.org/app/ibac/files-module/local/documents/
Declaration%20on%20NZE%202050
%20210922%20Final.pdf
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Achieve net-zero carbon emissions by 2050.
Continue to improve fuel efficiency 2 percent per year on
average from 2020 to 2030.
Commit to carbon-neutral growth beyond 2020.
We are also strong proponents of current FAA programs such as the
Continuous Lower Energy, Emissions, and Noise (CLEEN) Program as well
as the Aviation Sustainability Center (ASCENT). By way of background,
CLEEN is a cost-sharing effort with industry which aims to accelerate
technology maturation that will reduce noise, emissions, and fuel burn
and enable the aviation industry to expedite integration of these
technologies into current and future aircraft. ASCENT is a coalition of
16 leading U.S. research universities and more than 60 private sector
stakeholders conducting research to reduce aviation's environmental
impact. These two partnerships have made significant contributions to
address climate change within aviation and we look forward to
leveraging their work further.
GAMA is also supportive of efforts to accelerate the uptake,
distribution, and use of sustainable aviation fuels (SAF) through a
blenders tax credit as well as a grant program to facilitate the
production, transportation, or storage of SAF. We are also encouraged
by work on legislation that proposes a grant program, with 30 percent
of grants going to entities focused on developing, demonstrating, or
applying low-emission aviation technology, and 70 percent of the
funding dedicated to producing, transporting, or storing SAF.
In addition, we believe policymakers should build and expand upon
existing airport programs to address future aircraft development and
allow more communities to benefit from low emission technologies.
Specifically, a focus on issues like airport infrastructure needs,
operations, maintenance, ground support, and emergency preparedness to
facilitate these technologies will be critical and merit consideration.
Clarifying existing Airport Improvement Program (AIP) eligibility and/
or expanding the Voluntary Airport Low Emissions (VALE) program's
eligibility as well as possible funding needs should be evaluated as we
move to the airport of the future that will help facilitate further
economic and environmental benefit of new propulsion and other
technologies.
Facilitating Advanced Air Mobility
It is very encouraging to see Congress placing a priority on the
growth of advanced air mobility (AAM). We are on the cusp of
transforming the future of human flight with the introduction of
electric and hybrid powered aircraft into the national airspace system.
The support of Congress will be instrumental in the emergence of AAM
and its facilitation of additional transportation options, job
creation, economic growth, further environmental sustainability, and
advancement in aerospace technology. Through proper planning and
infrastructure preparation, and close cooperation with the FAA on
enabling rulemaking, we can lead the way in this promising new sector.
GAMA continues to support enactment of the ``Advanced Air Mobility
Coordination and Leadership Act'' and value the leadership of Vice-
Chair Sharice Davids (D-KS) and Ranking Member Garret Graves (R-LA) in
moving this forward. Passage this year of the legislation will allow
for valuable work and input to be undertaken in the coming months that
could help inform the FAA reauthorization legislation next year and
develop critical policies to uplift the future of AAM.
We also support ``The Advanced Aviation Infrastructure
Modernization (AAIM) Act'' sponsored by Chair Rick Larsen (D-WA) and
Ranking Member Garret Graves (R-LA). As these vehicles move through the
certification process, concurrent planning for their infrastructure
needs should be contemplated to facilitate the needed local planning
and infrastructure to prepare for future operations, and the AAIM Act
is intended to encourage this collaboration. This is also increasingly
relevant as regulators and industry work to define consensus standards
on vertiports which would serve as an additional infrastructure
capability that is envisioned for use by AAM aircraft.
Recently, the FAA shared with AAM applicants a shift in the
certification process pathway for AAM aircraft. GAMA and its member
companies have expressed concerns about what this decision might mean
for type certification and operational approvals, and we continue to
engage with the FAA to understand and mitigate the implications of this
decision. One significant area, given the new FAA pathway, is the
development and publication of a Special Federal Airworthiness
Regulation (SFAR), which is critical to enabling civil AAM operations
and pilot licensing. The FAA has committed to completing the SFAR by
the end of 2024 and it is important that they deliver on this timeline.
To accomplish this, FAA must work in close collaboration with industry
stakeholders as well as other government agencies involved in the
rulemaking process. It is our hope that Congress will conduct oversight
and hold the FAA accountable for meeting its stated timelines.
Finally, GAMA is concerned about delays in naming advanced air
mobility representatives to the FAA's Advanced Aviation Advisory
Committee (AAAC). This past year, the FAA made the decision to evolve
the charter and activities of the former Drone Advisory Committee into
the AAAC and incorporate AAM into their deliberations. Critical to this
change was the FAA commitment to approaching equal representation from
the advanced air mobility sector to the AAAC since AAAC overall is
currently lacking in such representation. We would appreciate any
oversight the Subcommittee can provide in this area.
Managing and Coordinating Spectrum Use
Our membership utilizes spectrum and supports efforts to ensure its
availability to meet aviation demands and satisfy operational and
safety needs. The clear lack of coordination amongst industry and
government stakeholders to consider all impacts of spectrum use and
facilitate desired outcomes negatively impacts aviation and broader
stakeholders, including those in the telecommunications sector seeking
to deploy and utilize spectrum. Our belief is there is merit in
stronger intergovernmental coordination and consultation to ensure that
the full views of the Department of Transportation and FAA, are
considered and addressed moving forward. This, coupled with increased
dialogue with the aviation sector is essential to ensure safety and
operations during the deployment of new spectrum.
Conclusion
In closing, on behalf of GAMA and our membership, I want to thank
Chair Larsen and Ranking Member Graves for convening this hearing. It
is an exciting and transformative time for general aviation which holds
the promise of safety, jobs, innovation, sustainability, and
competitiveness benefits. GAMA looks forward to working with you to
help ensure this progress especially as we look towards FAA
reauthorization in 2023.
Mr. Larsen of Washington. Thank you very much.
I will now turn to Tim Obitts of the National Air
Transportation Association. You are recognized for 5 minutes.
Mr. Obitts. Thank you for the opportunity to speak.
And, Chair DeFazio, thanks for being a friend to general
aviation businesses. You will be missed, but I am sure you are
going to be around.
And thank you, Chair Larsen and Ranking Member Graves and
the other Ranking Graves, for having this opportunity to speak.
National Air Transportation Association members are
aviation businesses that serve the general aviation communities
as FBOs, part 135 91K air carriers, MROs, fuel suppliers,
flight schools, and fixed-wing aeromedical. The vast majority
of these members are small businesses, middle-class Americans
who have a passion for aviation and want to serve their
communities by providing essential services.
These businesses serve as a gateway to their communities,
providing vital, once again, essential services to the public.
NATA members have, by and large, weathered the storm of COVID,
and business has increased over pre-COVID levels due to their
passion and can-do attitude.
I would like to thank you, this committee, for your
tireless efforts in helping many aviation businesses along this
uncertain journey through the CARES Act. However, there are
warning indicators now that we need to address proactively if
we want general aviation to continue to thrive. I will address
these.
To be certain, NATA is committed to working with you and
your staff as we look forward to the upcoming FAA
reauthorization. So, the state of general aviation business is
simply this: In short, business is up. During COVID, interest
in general aviation grew, with an increase of new entrants
taking flying lessons and more passengers recognizing GA as a
means of safe, reliable, secure, and without delay travel.
Communities started to recognize the many services GA
provides through medical, fire, rescue, emergency, mercy
missions, cargo, and passenger travel, as many were cut off
from the outside world. General aviation airports and aviation
businesses serving them became an important life line to the
community.
Even with the uptick, we have not seen a full return of
corporate travel. And over the last couple of months, we have
seen a flat line to a slight dip in some parts of the country
in fuel sales.
What are these indicators that are problematic? The cost of
insurance for aviation business and pilots has significantly
increased, if not doubled. We have a workforce shortage and
increase in wages. The selection pool has grown smaller, maybe
in part due to the fear of applicants failing drug tests. Costs
for training as a pilot or A&P mechanic has increased and the
feeder system by our Armed Forces has slowed.
You have heard about the logistics supply chain problems.
Difficulty in getting through the redtape to build hangars and
making improvement in airports is a real problem. In fact, the
cost for improvements to airport and building hangars and other
improvements has increased nearly 50 percent. Delay in
receiving parts for maintenance. Antiquated rules and
regulations and delays in certification with over 500
applications currently pending at the FAA as part of their
backlog.
Workforce shortage and lack of allocated resources at the
FAA of the 4,825 members and employees that serve there, with
many of the talented and knowledgeable leaving, with more at
risk. So, we have a risk of brain drain at the FAA.
We have an attack on airports related to environmental
issues: PFAS, 100 Low Lead, carbon emission, and noise. Efforts
by special interest groups to privatize the ATC and make it not
readily accessible for all loom on the horizon.
Illegal charter competes with legitimate part 135 and part
91 air carriers, creating a real safety issue. New technologies
like AAM will put demand on a limited space at urban GA
airports. We have to figure out how to integrate.
And finally, an aging population of small aviation business
owners with limited entrants with the same experience and
passion.
The upcoming authorization offers an opportunity for us to
modernize FAA and innovate, and create efficient programs and
wise investments so that general aviation will continue to
thrive. I know my friends here on the panel will address ways
to modernize as well, and we have already heard some, and we
are willing to work with your staff to think with you.
We need to foster private enterprise investment to airport
infrastructure through hangars and other improvements. We need
to invest in the FAA and recruit a capable workforce. We need
to enforce the laws you have authorized FAA to implement and
get rid of the antiquated rules and regulations that no longer
makes sense and cause a quagmire. We need Congress to invest in
sustainability, provide greater support for programs like the
FAA ASCENT, and speed up the ASCM process as technology and new
pathways are discovered.
Finally, we need to fund apprenticeship programs for
mechanics and line service workers as we try to grow our
workforce.
I look forward to answering any of your questions. Thank
you.
[Mr. Obitts' prepared statement follows:]
Prepared Statement of Timothy R. Obitts, President and Chief Executive
Officer, National Air Transportation Association
Chairman DeFazio, Ranking Member Graves, Chairman Larsen, Ranking
Member Graves, and distinguished Subcommittee Members:
The National Air Transportation Association (NATA) has been the
voice of aviation businesses for 82 years. In 1940, general aviation in
the U.S. was at risk. With the looming threat of war, the U.S. Army
sought to ban all flights by privately owned aircraft in the national
airspace. That year, 83 charter members representing all types of
general aviation businesses unified as a singular voice to successfully
tell Congress and the Administration to keep the airspace open to this
important industry.
Today, NATA represents nearly 3,700 aviation businesses across a
broad cross section of the industry, including fixed base operators,
Part 135 air carriers and fractional ownership companies, air medical
operators, flight schools, maintenance repair stations, aviation fuel
suppliers, and airport sponsors at general aviation airports.
Fixed Base Operators
Fixed base operators (FBOs) are the primary service and fuel
providers to general aviation aircraft operators, as well as to many
public essential services such as law enforcement, EMS, and fire
management. Some FBOs also provide maintenance, flight instruction, and
aircraft management, rental, charter, and sales. FBOs at many Part 139
commercial airports perform line maintenance, cabin cleaning, and
baggage handling for Part 121 commercial, passenger, and cargo airline
customers.
General Aviation Fuel Suppliers
NATA represent all of the nation's major general aviation fuel
suppliers who provide aviation businesses with Jet A and Avgas,
refueler trucks, financing for fuel infrastructure, contract fuel,
sustainability programs, and other logistical services.
Airports
One of NATA's fastest-growing membership categories is general
aviation airports. Our nation's 4500 general aviation airports are
vital economic engines, serving as arrival and departure points for
economic developers and components for local manufacturing; supporting
agricultural, law enforcement, and fire-fighting missions; and
providing access to critical medical care, especially in remote
communities. By contrast, scheduled air carriers fly only to those
places where the economics of operation justify service, approximately
500 airports nationally.
Maintenance/Repair Stations
The term ``repair station'' refers to a maintenance facility that
has a certificate issued by the Federal Aviation Administration (FAA)
under 14 CFR Part 145 and is engaged in the maintenance, preventive
maintenance, inspection, and alteration of aircraft and aircraft
products. Another more general term used throughout the industry is
MRO, referring to repair stations as maintenance, repair, and overhaul
facilities.
Flight Training
Across the country, accredited universities and colleges integrate
flight training curriculums under 14 CFR 141 into the academic
requirements for a degree in aviation science, educating the next
generation of aircraft captains. In addition, many FBOs and independent
flight instructors provide flight training under 14 CFR Part 61.
Part 135 On-Demand Air Charter
One of the most important contributions of general aviation is
providing on-demand transportation for freight and passengers,
especially to airports that have no scheduled commercial air carrier
service. Most operators using general aviation aircraft in a for-hire
passenger and/or cargo capacity are certificated to operate under 14
CFR Part 135 and conduct numerous types of missions, including medical
flights.
Fractional Ownership Companies
For those who do not need the use of an airplane full time,
fractional ownership plans offer the benefits of private aviation,
including on-demand transportation, high service levels, and an
excellent safety record.
As the term fractional implies, participants are brought together
to buy into a specific airplane, with each holding a fractional share
entitling them to usage of that airplane on a predetermined hourly
basis, normally over a 12-month period. The day-to-day operational
management of the aircraft involved in a fractional plan is carried out
by the plan's operator who is responsible for the acquisition and
management of the aircraft on behalf of the shareholders. This operator
also provides flight crews and takes charge of maintenance and
scheduling.
Aeromedical Services
Approximately 250 organizations in the U.S. are currently engaged
in the transport of seriously ill or injured people to hospitals for
emergency care. Air medical transport saves lives by bringing more
medical capabilities to the patient than are normally provided by
ground emergency medical services, along with faster transit times to
the appropriate specialty care location--services not typically
provided by commercial air carriers.
Since its founding, NATA has represented the interests of these
general aviation businesses before Congress and the federal agencies by
advocating for sound legislative policies and a consistent regulatory
framework that collectively maximizes safety and success. The
Association's advocacy is driven by its policy committees, which
convene thought-provoking industry leaders to examine contemporary
issues and pursue solutions to prioritize safety and economic
viability. To that end, the Association's ongoing major policy
initiatives include a campaign to end illegal air charter activities;
efforts to reform outdated fire protection standards and remove PFAS
chemicals from aircraft hangars; the approval of a safe, drop-in
unleaded fuel for piston aircraft; and the advancement of innovations
to reduce the industry's environmental impact, such as sustainable
aviation fuel and advanced air mobility.
The Association is not only focused on advocacy, but also on
elevating the safety and professionalism of the industry. NATA's Safety
1st program is the industry standard for training general aviation
support personnel with over 10,000 users at 761 locations. Safety 1st
empowers organizations and training administrators with flexible tools
to customize learning pathways that meet the requirements of their
unique operating environments and the specific learning needs of their
team members. The Safety 1st Training Center's unique approach to
learning blends online content and assessment with locally provided on-
the-job training and practical skills assessment. Since 2008, Safety
1st has trained over 40,000 individuals on topics such as misfuelling
avoidance, aircraft movement and ramp safety, regulated hazmat
handling, and flight coordinator training.
NATA also is represented on numerous working groups with U.S.
Customs and Border Patrol and the Transportation Security
Administration on issues pertaining to general aviation security.
My testimony today will focus on the current state of general
aviation as we emerge from the COVID-19 pandemic, recognizing
challenges facing our industry as well as opportunities to ensure we
maintain a healthy, thriving aviation ecosystem--one that meets today's
needs and is prepared to embrace tomorrow's innovation.
Throughout the COVID-19 pandemic, general aviation proved its
national value by continuing to deliver vital essential services when
commercial aviation shut down. Part 135 air carriers and general
aviation airports provided critical medical transport, supported
essential law enforcement and firefighting services, transported
testing and vaccine supplies, facilitated business travel to maintain
economic growth, and kept remote communities safely connected.
After a devastating dip in private air travel during the first
months of the pandemic, Part 135 business jet operators matched 2019
activity by early summer of 2020 and eventually surpassed the previous
year's pace--a trend that continued throughout 2021 as the pandemic
persisted. Private flying activity continues to exceed expectations in
the post-pandemic economy, with a 20 percent increase in North American
business jet travel in the first quarter of this year. There are signs
of a slight slowdown in growth, however: recently released numbers for
June show just 7 percent growth.\1\
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\1\ ``Weekly Bulletin on Global Business Aviation Activity,'' WINGX
ADVANCE, July 7, 2022, https://wingx-advance.com/wingx-bizav-weekly-
bulletin/.
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Illegal Charter Activity
This increased flight activity presents great opportunity for
general aviation and aviation businesses. But its combination with a
significant number of new entrants into the 135 market, an economic
downturn, and substantial workforce challenges across the industry has
led to a dangerous uptick in illegal charter activity. Since 2018, NATA
has led the charge against illegal charter operations, which pose a
safety risk to the flying public and distort the market for legitimate
Part 135 air carriers. NATA's Illegal Charter Task Force has an active
partnership with FAA to raise public awareness, educate operators on
regulatory compliance, and develop reporting tools for suspected
illegal activity. NATA is also proud of its work to facilitate industry
and agency discussions, assist in developing stakeholder resources, and
empower enforcement by advocating for increased actionable data.
In 2021, illegal charter activity reported to the ``Avoid Illegal
Charter'' hotline and website increased by 54 percent compared to the
previous year, confirmation of the pervasive nature of this threat
despite our efforts to raise awareness. NATA also has concerns about
inconsistent investigation and enforcement by Flight Standards District
Offices, as well as the backlog of appeals to the National
Transportation Safety Board (NTSB). The lack of data on outcomes of
reported suspicion of illegal charter activity make it difficult to
gauge the scope of these issues; therefore, we believe the release of
annual data breaking down reports by source and aggregating outcomes
would assist both the FAA and industry in combatting this problem. In
addition, FAA needs increased resources to consistently investigate and
expand enforcement, while NTSB needs resources to adjudicate the
backlog of appeals once charges have been made.
Certification Backlog
Just as FAA lacks sufficient workforce to consistently investigate
reports of illegal charter activity, the Agency's workforce also
struggles to process air carrier, aircraft, and airmen certifications
in a timely manner. Currently, FAA's certification queue numbers over
500 applications--in recent years, that number has risen above 1000. As
a result, it can take up to two years for a prospective operator to
obtain a 135 certificate, deterring legitimate new entrants to the
industry and increasing the risk of regulatory noncompliance.
Today, you'll hear of challenges created by deficiencies in the
aviation industry workforce--concerns that NATA shares wholeheartedly
as our member businesses struggle to hire and retain pilots,
maintenance technicians, fuelers, ground handlers, and other skilled
workers. While the tempo of business aviation activity continues to
trend upward, the lack of skilled labor and meager supplies of aircraft
parts, coupled with the FAA's struggles to process a backlog of
certification applications, is causing severe operational challenges.
As a safety sensitive workforce, FAA's aviation safety inspector
numbers are controlled by Congress and the Agency must report year end
workforce numbers to Congress annually. At first blush, the current
report of 1,825 aviation safety inspectors appears to be insufficient
for the Agency to adequately perform its safety duties. NATA believes
it is important that FAA emphasizes prioritizing its certification,
accident investigation, and safety oversight resources. NATA strongly
recommends the FAA also partner with industry to conduct a thorough
assessment of the current certification process and average length of
time from application to certification. Analysis of such data will
allow the Agency to more effectively allocate resources and streamline
the certification process without compromising safety.
The increase in general aviation traffic across the nation has also
attracted increased attention from industry critics. As news articles
amplifying concerns about PFAS contamination, lead emissions, and noise
appear with increasing regularity, both industry and government must be
proactive about identifying and implementing common sense policies that
reduce general aviation's environmental impact without sacrificing
safety, essential services, or economic viability.
PFAS Chemicals
With the Environmental Protection Agency (EPA) in the process of
designating PFAS chemicals as hazardous substances, there is much
discussion about how to end the use of such ``forever chemicals'' at
airports and how to protect Part 139 airports from litigation--but the
conversation needs to include general aviation airports and their
tenants, as well. Until recently, the National Fire Protection
Association (NFPA) 409: Standard on Aircraft Hangars--which is the
primary standard for hangar fire protection and is referenced by the
international building code (IBC), the international fire code (IFC),
and state and local statutes, ordinances, and regulations--required
most modern general aviation hangars to have automatic foam fire
suppression systems installed.
Yet a 2019 study performed by NATA and the University of Maryland's
Department of Fire Protection Engineering Studies found costly risks to
the environment, human health, and operational budgets associated with
accidental foam discharges. Combining the frequency of incidents and
the damage per incident over the 16-year study period, the cost of
accidental foam discharges annually is on average $6.4 million, while
the cost for foam discharges in response to fire is $1.7 million.\2\
NATA successfully advocated for revisions to the 2022 edition to exempt
Group II hangars from the foam requirement and has created resources to
help aviation businesses avoid foam, but the process and cost of PFAS
remediation in existing hangars is prohibitive for many small
businesses, with estimates frequently topping a million dollars.
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\2\ Mike Milke, ``Review of Foam Fire Suppression System Discharges
in Aircraft Hangars,'' (National Air Transportation Association),
accessed July 9, 2022, https://www.nata.aero/assets/Site_18/files/
NFPA%20409/UMD%20Report%2011-12.pdf.
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There is no easy solution to the problem of PFAS on airport
properties, but it is in the interest of all parties--airports,
associated businesses, and the public--to streamline the process of
removing unnecessary foam fire suppression systems in aircraft storage
hangars and to work toward FAA approval of a fluorine free alternative
in cases where foam is necessary. AIP funds or a separate grant program
should be administered by FAA to help remediate PFAS-containing foam
from the property of federally obligated airports, allowing airport
sponsors to partner with private tenants to accomplish this. In
addition, any federal exemption for litigation should be expanded to
include not only Part 139 certified airports, but also airport
sponsors, hangar owners, landlords and lessees at public use airports
who were required to install and maintain foam fire suppression systems
by local authorities.
Emissions
Equally threatening to the future of general aviation is the
environmental impact of 100 Low Lead (100LL) fuel. NATA and other
leading general aviation organizations are partnering with FAA on the
EAGLE initiative to find an unleaded fuel solution for the entire
piston aircraft fleet by 2030. Adequate resources must be directed
toward this effort. We must also ensure the availability of leaded
Avgas until an alternative is widely available, for both safety reasons
and to maintain the piston aircraft used to train the next generation
of pilots.
NATA is committed first and foremost to safety, so we are in the
process of developing training to avoid misfuelling, as well as
publishing a white paper on safe fueling with alternative fuels. As the
primary advocate for the FBOs that sell aviation fuel and provide
fueling services, NATA also seeks funding to help businesses procure
the temporary infrastructure necessary to offer both 100LL and an
alternative unleaded fuel (which serves only a portion of the piston
aircraft fleet and represent approximately a quarter of Avgas fuel
sales) until a single, fleet-wide, drop-in unleaded replacement fuel is
identified. Most businesses will not see a return on the $500,000
investment required to secure an alternative fuel tank and refueler
truck; therefore, we believe public/private partnership is warranted.
Our combined efforts on these fronts will help minimize general
aviation's environmental impact, prove to the public our commitment to
sustainability, and enable us to maintain the existing general aviation
fleet.
Sustainable Aviation Fuel
Equally vital to our industry's sustainability goals is the
proliferation and adoption of sustainable aviation fuel (SAF), which
offers a lifecycle greenhouse gas (GHG) emissions reduction of up to 80
percent compared to conventional, petroleum-based jet fuel. NATA is a
founding member of the Business Aviation Coalition for Sustainable
Aviation Fuel, where I serve as chairman of the steering committee.
Together, NATA and our fellow Coalition members have successfully
educated stakeholders and created a demand within our industry for SAF;
now we are pursuing legislative and regulatory policies to help scale
up SAF production to meet that demand. All sectors of aviation have
coalesced behind legislation to create a blender's tax credit for SAF,
which would help level the playing field with more established
biofuels. Equally important is the removal of regulatory roadblocks
that prevent the inclusion of proven SAF technologies and feedstocks in
the EPA's renewable fuel standard (RFS). We must ensure that outdated
government policies and guidelines do not hinder technologically
viable, commercially scalable SAF pathways and prevent the use of
readily available raw feedstock that utilizes existing infrastructure,
or we risk losing those technologies to other countries and forfeiting
our nation's leadership in this emerging industry.
For example, under EPA's current interpretation of the statute
underlying the RFS, producers effectively cannot utilize feedstock
derived from wildfire prevention management activity on federal lands.
The aviation community and SAF producers have been urging EPA to work
in partnership with the U.S. Forest Service to correct the current
regulatory disconnects, expanding a readily available SAF feedstock for
inclusion in the RFS while contributing to wildfire risk reduction and
sustainable forest management. This is just one example of the need to
align federal policy to support SAF--a clean, domestic energy source
with proven efficacy to reduce our industry's emissions while utilizing
existing infrastructure.
Advanced Air Mobility
Not all aviation innovations will be implemented with existing
infrastructure, however. Rapidly evolving technological advances in the
development of electric aircraft promises that the next generation of
flight will be viable more rapidly than expected. AAM has the potential
to reduce noise and emissions, to speed up cargo and medical transport
in rural areas, to facilitate urban mobility without added congestion.
But is our aviation infrastructure prepared to support advanced air
mobility? NATA believes both urban and rural general aviation airports
offer logical space for newly designed vertiports to host eVTOL
aircraft, and that our FBO members are poised to provide services to
this emerging market with the proper preparation.
With the Advanced Air Mobility Coordination and Leadership Act and
the Advanced Aviation Infrastructure Modernization Act, this
Subcommittee has taken small but critical steps toward preparing our
national air space for eVTOL innovation. We believe more aggressive
steps are necessary to help aviation businesses plan for AAM
implementation, as well. NATA's members will be supporting,
maintaining, fueling, and operating this next generation of aircraft,
but many are seeking guidance on the infrastructure necessary to do so
safely and successfully. We look forward to partnering with industry,
Congress, and the FAA to move this technology forward and help
stakeholders prepare for its adoption.
General Aviation Airports
At the center of almost every issue raised today is our nation's
system of general aviation airports, which supply an essential lifeline
to rural America. NATA's member businesses operate at nearly 4,500
airports located in thousands of communities, many of which are not
served by commercial aviation. The aviation activity in these cities
and towns creates good paying jobs, economic activity, and
connectedness. General aviation airports and associated businesses also
support EMS, agriculture flights, police work, Border Patrol, executive
transport, cargo transport, flight schools, vocational schools,
research, powerline patrol, pipeline patrol, conservation efforts,
firefighting, construction, seismic work, sightseeing, organ transport,
non-emergency medical transport, and the list goes on. It is critical
that the next FAA Reauthorization recognize the value of maintaining
and modernizing the infrastructure that supports these essential
services. Therefore, NATA asks Congress to expand the Contract Tower
Program and adjust AIP entitlements to equip general aviation airports
to grow in line with industry demand.
Air Traffic Control System
The United States maintains the safest and most successful air
system in the world, and NATA looks forward to working with this
Subcommittee to ensure that excellence continues with the next FAA
Reauthorization. To the end, we oppose any efforts by special interest
groups to gain control of the air traffic control system so that it
remains available to all users.
NATA is optimistic that general aviation will continue to grow and
flourish across the country as industry and government partner
together. Thank you for convening today's hearing and for your
thoughtful consideration of the issues raised.
Mr. Larsen of Washington. Thank you very much.
I will now turn to Greg Pecoraro, president and CEO of the
National Association of State Aviation Officials. You are
recognized for 5 minutes.
Mr. Pecoraro. Chairman Larsen, Chairman DeFazio, Ranking
Member----
Mr. Larsen of Washington [interrupting]. Try to get that
microphone closer to you, if you can.
Is the microphone on? The light is on. Grab the table, pull
the table toward you.
Mr. Pecoraro. Chairman Larsen, Chairman DeFazio, Ranking
Member Graves, and members of the subcommittee, my name is Greg
Pecoraro, and I represent the National Association of State
Aviation Officials, the men and women in State government
aviation agencies in all 50 States, Guam, and Puerto Rico.
I am glad to offer a few thoughts on the issues that
concern these State aviation professionals as you look towards
reauthorization. We appreciate your recognition of the
importance of general aviation and its network of 3,000
federally funded airports.
Through the Airport Improvement Program, Americans in every
part of the Nation have an access point to aviation. GA
airports are vital to business and personal transportation,
public safety and emergency response, agriculture, and just-in-
time delivery of important materials, critical parts, and
medical supplies.
NASAO is grateful for all Congress has done recently to
keep the Nation's aviation industry alive and to begin
rebuilding and improve our aviation infrastructure, but we are
here to show you the need for more.
Additional funding for AIP is needed to clear the $14
billion backlog of priority AIP-eligible projects needed
through 2025 for GA and other nonprimary airports. GA airports
need these funds for the critical construction and repair of
runways, taxiways, and other AIP-eligible projects.
Looking forward, GA airports must transform into greener,
more sustainable, and more resilient facilities, and improve
their multimodal connections. Better connections to an improved
national electric grid are also vital as airports facilitate
electric vehicle charging, ground support equipment, and on-
airport clean power generation in LEED certified facilities.
To sustain the existing system and meet future needs, NASAO
urges Congress to increase AIP investment by $250 million each
year over the next 5 years to a new authorization of $4
billion.
GA airports depend on the nonprimary entitlement program
for minimal level of capital funding, because many often don't
receive discretionary funding. Unfortunately, the NPE program
hasn't changed since its inception in 2001, so, it only
provides $150,000 a year. This by itself doesn't cover the cost
of nearly any capital projects and has to be accumulated over a
period of years to cover the costs of a real pavement project,
which today starts around at $1 million.
In fact, many airports are unable to access these funds
because they can't come up with the matching funds, and the
unused money goes back to the FAA, where it is often
reallocated to commercial airports, contrary to the purpose of
the program. If the NPE program is to provide airports real
help in making improvements, the program must be updated.
NASAO encourages Congress to increase the minimum NPE grant
to $250,000 per year and correspondingly increase State
apportionment to ensure that an increase in NPE does not
further reduce State apportionment funds. Unspent funds should
also remain in the State for reallocation to other GA airports.
As we prepare for a new era of aviation, GA airports will
be the first staging grounds for these emerging technologies.
Connecting urban, suburban, and rural areas in a new way that
is cleaner, quieter, and more efficient is exciting, and can
revolutionize how many people will access and use the aviation
system, but only if these opportunities are made broadly
available across the Nation.
Before this new era can launch, many questions need to be
answered. It is vital that Congress support integration of
these new technologies by tasking the FAA with establishing a
national standard to address AAM airspace coordination and
control. Established standards will enable the system to expand
more rapidly as AAM aircraft become certified, while
maintaining the appropriate level of safety. Federal
expectations and rules for this new technology must be
developed and shared with all stakeholders soon. And it's
critical for State and local governments to be part of the
conversation in integrating these technologies into the larger
transportation system.
Now that you have begun in a serious way to rebuild
America's airports, we encourage you to finish the job. Fix the
airports we have and begin developing the airports of the
future. Increase AIP funding and reform the NPE program. Invest
in the future by facilitating the development of aviation
infrastructure ready to capitalize on emerging technologies.
NASAO appreciates the opportunity to share our views, and
we look forward to working with you. I am happy to answer any
questions you may have.
Thank you.
[Mr. Pecoraro's prepared statement follows:]
Prepared Statement of Gregory Pecoraro, President and Chief Executive
Officer, National Association of State Aviation Officials
Chair Larsen, Ranking Member Graves, and members of the
Subcommittee on Aviation, thank you for holding today's hearing on the
``State of General Aviation''. My name is Greg Pecoraro, and I have the
privilege of representing the National Association of State Aviation
Officials, or NASAO. For more than 90 years, NASAO has represented the
men and women in the state government aviation agencies serving the
public interest in all 50 states, Guam and Puerto Rico. Like you, in
your roles on this committee, we serve the public interest. The views I
share with you today are those of state aviation professionals who are
public servants across the nation.
The Role of State Aviation Agencies
State aviation agencies continue to play an important role in
managing the National Aviation System (NAS). Within that network, the
role of states in managing and promoting aviation as a vital access
point to the entire transportation network is not as widely known as
that of the Federal Aviation Administration (FAA). State aviation
agencies, through NASAO, participate in several memorandums of
understanding with the FAA and other federal agencies to create
cooperative efforts to manage the NAS. Ten states administer block
grants for FAA Airport Improvement Program (AIP) grants to general
aviation airports, many others act as channeling states \1\ for the
FAA, and most states provide funds to help meet the matching
requirements for FAA AIP grants.
---------------------------------------------------------------------------
\1\ State channeling of federal airport grants occurs in various
forms within numerous states. Normally, when an airport is in a
channeling act state, the sponsor submits payment request information
to the state, who then submits the request to the FAA. In this case,
the FAA makes payments to the state, and the state then distributes the
payment to the sponsor. In some cases the state may also provide
technical oversight and review, which may include state submittal of
grant applications and/or closeout requests. This is based on state
enabling legislation, rather than federal law. In many cases, the state
also signs the grant agreements. Channeling agreements based on state
enabling legislation do not need approval from the FAA Airport District
Office (ADO). AIP Handbook, Chapter 2, https://www.faa.gov/airports/
aip/aip_handbook/?Chapter=2
---------------------------------------------------------------------------
Many state aviation agencies assume inspection authority for
general aviation airports. Many states operate runway inspection and
other aviation safety programs. A few states own and operate airports,
both in and outside the National Plan of Integrated Airport Systems
(NPIAS). Unlike the FAA, which is solely focused on safety, state
aviation agencies are also engaged in supporting an aviation system
that is both the safest in the world and a vital contributor to strong
and vibrant local economies. Looking to the future of aviation, many
states are already actively engaged in managing uncrewed aircraft
systems (UAS) and advanced air mobility (AAM) initiatives.
State aviation agencies work closely with the general aviation
airports in their states. General aviation airports often lack the
staffing and expertise available to larger airports and rely on their
state aviation agencies for a wide range of technical support and
guidance, as well as for assistance in interacting with the FAA. State
aviation agencies are also important resources for state pilot
communities and many aeronautical businesses.
Federal Support for Robust Aviation Funding
NASAO deeply appreciates the funding Congress provided during the
pandemic to support all airports, in particular general aviation
airports, to keep vital goods and services flowing throughout the
country. NASAO is also grateful for the Infrastructure Investment and
Jobs Act (IIJA), which provided much needed funding for airports and
associated infrastructure, however additional investment at the federal
level is needed to clear the over $40 billion backlog of priority AIP-
eligible projects needed between 2021 and 2025 \2\, invest in planning
and infrastructure for emerging aeronautical technologies, and support
a greener more environmentally sustainable aviation system. Of the $40
billion, the FAA indicates that $14 billion are for planned AIP-
eligible projects at general aviation, reliever, and nonprimary
commercial service airports.
---------------------------------------------------------------------------
\2\ Federal Aviation Administration, National Plan for Integrated
Airport Systems (2021-2025), p. 28, https://www.faa.gov/airports/
planning_capacity/npias/current/media/NPIAS-2021-2025-Narrative.pdf
---------------------------------------------------------------------------
While overall AIP levels have not changed in nearly ten years,
costs certainly have. Recent inflationary pressure has aggravated the
situation even more.
Currently, the nation's general aviation airports have unmet needs
for construction, repair, and maintenance of runway, taxiways, and
other AIP eligible projects. Hangars and maintenance facilities are all
in need of renovation and repair. Looking to the future, general
aviation airports must transform into greener, more sustainable
facilities, as well as increase their connection to a multi-modal
transportation system. Better connections to an improved national
electric grid are vital as airports need to facilitate electric vehicle
(EV) charging, electrification of ground support equipment, on airport
clean power generation, and LEED certified facilities. Maintaining the
existing system and transformation to meet these future needs will
require significant federal support.
To sustain the existing aviation system and meet future system
needs, NASAO urges Congress to provide robust aviation funding by:
Increasing AIP investment by $250 million each year over
the next five years to a new authorization of $4 billion.
Raising and indexing the $4.50 Passenger Facility Charge
(PFC) Cap. If the PFC cap were raised, commercial airports would be
able to collect and use PFC revenue for airport infrastructure and
forgo their AIP entitlements. This would result in a greater share of
AIP entitlement funds to general aviation airports, who have fewer
options to raise airport revenue.
Nonprimary Entitlement Program Reform
We also suggest that Congress look at how to reform the Nonprimary
Entitlement (NPE) program to better meet the needs and realities of
nonprimary airports. The NPE program provides up to $150,000 annually
from AIP to general aviation, reliever, and nonprimary commercial
service airports for critical projects that would otherwise go
unfunded. However, in today's environment, these annual NPE grants are
so small that they must be carried over for a period of years to
accumulate up to $600,000 to go toward an airport project. More
meaningful paving projects start at $1 million today. If the NPE
program is to provide most airports with a meaningful opportunity to
make improvements, the program must be reformed to ensure that these
airport projects are moving forward.
NASAO encourages Congress to consider increasing funding for
general aviation airports by increasing the maximum amount an airport
may receive from NPE from $150,000 to $250,000 per year and
correspondingly increase State Apportionment to ensure that an increase
in NPE does not further reduce State Apportionment funds.
Enhancing the State Block Grant Program
Block Grant States (BGS) play a critical role in the development
and maintenance of airport infrastructure on behalf of the FAA for
eligible general aviation airports within their states. The BGS have
been instrumental in administering annual AIP grants and COVID relief
funds and will continue to be instrumental as they prepare to
administer the Infrastructure Investment and Jobs Act funds. The BGS
have taken on these responsibilities to meet the needs of general
aviation airports in their states. However, with more tasks and
responsibilities being shifted to BGS, this has exhausted BGS staff and
has been done without any additional funds and resources. NASAO
encourages Congress to provide these states with administrative relief
as they execute federal airport grants on behalf of the FAA, like other
federal transportation block grant programs. More broadly, NASAO
believes it is critical for the FAA to work more collaboratively with
the states in addressing current and future program needs.
Infrastructure Investment and Jobs Act Implementation
As with any initiative of this tremendous size and scope,
challenges with IIJA implementation were sure to arise. NASAO has
created a working group of state aviation professionals from across the
country to review the IIJA and its impact on state aviation programs.
Many of these discussions are centering around technical details and
the need for clarifications in how the FAA is implementing the law. We
hope that sharing these issues will assist the FAA in working with
states and local airport sponsors in meeting the goals of the IIJA. We
plan to complete this review over the next few months and share our
findings with the FAA and Congress in hope of collaborating on
developing some adjustments.
Ensuring Air Service to Small Communities
Since its inception, the Essential Air Service (EAS) program has
provided a vital link for many otherwise unserved communities to the
nation's airways. Unfortunately, rising costs and the ongoing shortage
of commercial airline pilots have disrupted service to many of these
smaller communities. It is critical for Congress to continue to
maintain its commitment to access to aviation for all Americans by
fully funding the EAS program.
Unfortunately, one of the impacts of the pandemic for some
communities that ``graduated'' out of the EAS program found that the
conditions that supported stable aviation access have eroded or
disappeared. NASAO supports allowing those communities that
successfully exited EAS and were then locked out of EAS due to
provisions in the FAA Modernization and Reform Act of 2012 (P.L. 112-
95) to rejoin the program to help restore scheduled air service that
has been reduced or suspended as a result of the pandemic. Allowing
these communities to be eligible to receive EAS assistance would ensure
they continue to have access to the national air transportation system
and give them the opportunity to reestablish their markets.
Preparing for New Era of Aviation
AAM and UAS have the potential to create incredible opportunities
within aviation. General aviation airports are most likely to benefit
immediately from their promise to open up new markets and expand access
to small communities. The prospect of connecting urban, suburban, and
rural areas, some of which are not conveniently served by surface
transportation, or underserved by existing aviation activities, in a
new way that's cleaner, quieter, and more efficient--is exciting to us
all, and can revolutionize how many people access the aviation system.
But before this new technology can launch and disrupt existing
transportation systems, many questions need to be answered. The FAA has
a lot of work to do in certifying aircraft and finalizing criteria for
their landing facilities. We still don't know how we will integrate AAM
with other aviation activities and the larger transportation network or
manage public access and security for AAM and UAS facilities and
aircraft. We also need to address how AAM activities will contribute
financially to the maintenance of the aviation system. To the extent
that they use publicly funded infrastructure, use services, require
inspections, and require regulation, AAM and UAS activities should pay
some share of these costs, just as other users of the system do.
And of course, as excited as some of us in aviation are about these
new technologies, much work must be done by industry and governments to
develop a broader public awareness and acceptance of this new
aeronautical activity.
State aviation agencies have an important role in this exciting
future. State and local governments can and must play their part in
managing the integration of these emerging technologies into the larger
transportation system. Land use and siting decisions, multi-modal
transportation planning, adaptation of existing infrastructure and
development of new facilities, integration into existing airspaces, and
local acceptance of new modes of flight and their facilities will all
require close cooperation and planning at the state and local levels.
Unfortunately, many state and local aviation and planning agencies are
understaffed and already facing heavy workloads. It is vital that
Congress provide funding to assist in planning for integration of these
new technologies, both on and off the airport, including development of
vertiports. Congress can support integration of these new technologies
by:
Tasking the FAA with establishing a national standard to
address AAM airspace coordination and control informed by the ongoing
work of the Advanced Aviation Advisory Committee, an aviation
stakeholder led advisory committee that provides advice and
recommendations to the FAA on UAS and AAM integration issues. Allowing
for third party providers operating under the guidance of the FAA and
the established standards would enable the federated system to expand
more rapidly as AAM aircraft become certified while maintaining the
appropriate level of safety.
Enacting H.R. 5315, the Drones Infrastructure Inspection
Grant (DIIG) Act, to support the efforts of state, local and tribal
governments to capitalize on the benefits of using drone technology to
inspect aging infrastructure while investing in workforce development
programs to bolster the workforce of the future. We greatly appreciate
Representatives Greg Stanton and Garret Graves for their leadership and
the Committee for its support in advancing this important legislation.
Directing the FAA to establish an outline for a
constructive Federal regulatory framework for drone integration
strategies that supports the application of a low-altitude drone
activity and require the FAA to work collaboratively with states to
develop an acceptable framework.
The Greening of General Aviation
Creating a greener and more sustainable aviation system has been
challenging due to some of the industry's particular technical needs.
While advances in aircraft design and manufacturing have continued to
reduce emissions and lower noise, aviation remains one of the hardest
modes of transportation to turn green. However, general aviation
airports have an opportunity to not only transform as part of a greener
aviation system, but also to become more multimodal as EVs and AAM will
eventually become more commonplace.
State aviation agencies and airport sponsors need assistance with
this transformational challenge. They will need to access expertise and
funding to plan for airport transformation, charging for eVTOL
aircraft, electrification of ground support equipment, on airport clean
power generation, and EV charging for airport parking facilities.
Congress should encourage and fund the development and implementation
of these solutions by directing the FAA to develop plans and policies
and identify how to make federal funding available to support both on
and off airport development for AAM. With both electric and hydrogen
propelled aircraft in development, it is critical that the FAA start
planning how it will support airports and off airport transportation
nodes with these new infrastructure needs.
Additionally, the aviation industry faces significant hurdles in
its quest for clean and sustainable fuel for aircraft of all types.
General Aviation urgently needs an acceptable 100LL drop in replacement
fuel standard given the growing concerns over the environment and
impending action by the Environmental Protection Agency (EPA). This
will require both incentives to produce and distribute meaningful
quantities of a replacement fuel within the United States and easing
the path for permitting the required refining and production
facilities. Similar to the ongoing discussions on sustainable aviation
fuels (SAF), our aviation system will be more resilient if we act now
to address the 100LL replacement fuel and SAF. NASAO supports the joint
FAA/aviation industry/fuel producers' effort known as the Eliminate
Aviation Gasoline Lead Emissions (EAGLE) Initiative.
Provide Federal Support for PFAS Clean-up Efforts at Airports
A growing problem amongst general aviation airports, as well as
commercial airports, is their use over many years of fire suppression
products containing PFAS, or per- and polyfluoroalkyl substances in
aqueous film-forming foam (AFFF). For decades, AFFF containing PFAS has
been used extensively at airports throughout the world to protect the
safety of passengers, crew and others.
The FAA has long required airports to train with and use AFFF fire
suppression systems. Airports are faced with difficult choices when
called upon to extinguish fires using the only FAA-approved
firefighting foams, thereby potentially contaminating the watershed,
and potentially being subject to environmental enforcement actions.
Airports should not be held liable for PFAS contamination as a result
of complying with a federal requirement. NASAO urges policymakers to
review and provide liability protections for all airports faced with
this challenge.
In addition to providing liability protections, NASAO urges
Congress and the FAA to swiftly implement federally assisted clean-up
programs for PFAS contamination at airports stemming from the FAA-
required use of firefighting foams containing PFAS. Direct Federal
support of airports (separate from the Airport Improvement Program) is
needed to accelerate the clean-up process at contaminated sites.
Conclusion
Chair Larsen, Ranking Member Graves, and members of the
Subcommittee, the nation's state aviation professionals deeply
appreciate the opportunity to share their views on the ``State of
General Aviation'', and the value you place in their professional
judgments on the needs of the industry.
We ask you to remember that more investment is needed to keep the
United States in the forefront of aviation. Although Congress has
provided a much needed influx of funding for aviation infrastructure,
there is still an enormous unmet need to repair and maintain existing
general aviation airports, as well as a need to begin planning and
developing the sustainable airports of the future.
Thank you for this opportunity to appear today, and NASAO looks
forward to continuing to work with this Committee as you consider
important policy changes in the upcoming FAA reauthorization bill.
Mr. Larsen of Washington. Thank you very much.
And I will turn to Ed Bolen, president and CEO of National
Business Aviation Association. You are recognized for 5
minutes.
Mr. Bolen. Well, thank you, Chairman Larsen and Chairman
DeFazio. Thank you for all that you have done. As my friend
Pete Bunce said, your lifetime of service has made a meaningful
difference, and we are grateful for that.
And, Ranking Member Graves, thank you for your tremendous
effort in Tarkio and helping us have an opportunity to see
general aviation in action and underscore the fact that
bipartisanship allows general aviation to thrive in the United
States.
And I really want to focus on that, because in the opening
remarks, you have talked about the importance of general
aviation to our Nation's job base. The fact that we create a
huge number of jobs and provide economic development,
particularly in small towns and rural communities in those
large States, we provide access to the world economy, and we
are always there for humanitarian efforts.
And so, I want to thank this committee for the leadership
it has shown. The United States is the world leader in all
aspects of aviation, but nowhere is that more clear and evident
than in general aviation.
This committee has been enormously important in our ability
to promote general aviation. You have recognized that access to
airports and airspace is fundamental to our Nation's
transportation system and to our economy.
In the FAA reauthorization bill that was passed in 2018,
you ensured that the public's airspace would be overseen by the
public's elected Representatives, you. You made sure that we
had fair and equal access to airports and airspace, and allowed
that economic development and the job growth to take place.
Fortunately, since that bill was passed, we have achieved a
major milestone on the modernization of the ATC system. January
1, 2020, we moved forward from a ground-based radar system to a
satellite-based system, ADS-B, augmented with ground stations.
Today, the U.S. has the most robust ADS-B system anywhere in
the world.
But that did not represent an ending point on our
modernization journey. It is simply a milestone. We have got
more work to do, but fundamental to that success is ensuring we
always have fair and equal access to airports and airspace.
I want to touch on a little bit about some of the key
points that you have brought forward, and that is our ability
to constantly improve the safety of the system. Safety is part
of the reason that our system is able to grow and thrive. We
have to be safe and we have to be perceived to be safe. That
means that we need to continue to focus on things like the
ASIAS program, which general aviation is participating in. It
also means we need to use tools like SMS, safety management
systems, but to do so in a way that is consistent with
operations.
Safety management systems are an important tool, but they
have to be scalable and they have to be usable, and that is a
key part as we move forward.
I also want to point out that Congress has historically
recognized that getting on a general aviation aircraft should
not mean giving up your right to privacy. What we have seen
since passage of the last FAA Reauthorization Act is we have
privacy ICAO addresses and programs that limit aircraft data
displays, but technology is moving fast and we need to move
faster to make sure that there is a right to privacy reflected
in those movements.
We also see that technology is coming together in new and
different ways. We saw that with the rollout of 5G. I think
that there are important conversations that are taking place
between this committee, the FAA, and the telecoms. I think we
are moving through finding balances, but we need to be very
vigilant about that.
Also talking about the new technologies has been touched on
a great deal by everyone that we have advanced air mobility
coming forward, this ability to use distributed electric
propulsion to get people where they need to be when they need
to be there. Congress and this committee introduced legislation
and passed legislation to advance this advanced air mobility
industry with planning and construction grants. We want to do
more, and we want to do better.
And then, finally, let me underscore the importance of
workforce development. In the last FAA authorization bill, you
called for the Women in Aviation Advisory Board, you created a
youth task force at the FAA, and clearly we all recognize that
in order for us to go forward, those recommendations have to be
made real. We need to recruit the best and the brightest to our
industry, and there are underrepresented parts of our society
in the aviation workforce that need to be a priority as we move
forward.
[Mr. Bolen's prepared statement follows:]
Prepared Statement of Ed Bolen, President and Chief Executive Officer,
National Business Aviation Association
Chairman DeFazio, Ranking Member Graves, Subcommittee Chairman
Larsen, Subcommittee Ranking Member Graves, and members of the
Subcommittee on Aviation, thank you for holding this hearing to address
the state of our nation's general aviation industry. On behalf of the
National Business Aviation Association's (NBAA's) 11,000-member
companies, we are pleased to testify at this hearing.
With the current authorization of the Federal Aviation
Administration (FAA) expiring a little more than a year from today,
this hearing comes at a crucial time for our industry. We appreciate
the work this Subcommittee is already doing to engage with all
stakeholders on priorities for a long-term FAA reauthorization bill in
2023, and we look forward to a robust discussion.
NBAA's members, many of which are small businesses, rely on general
aviation aircraft to meet some portion of their transportation needs.
These aircraft provide connectivity to communities in nearly every
congressional district, many of which do not receive airline service.
While those airlines serve only around 500 airports, business aviation
can reach 5,000 airports, located in places some people have never
heard of. This unique American idea of connecting each other--no matter
where we live and work--doesn't make headlines, but it supports 1.2
million American jobs and $247 billion in economic output.
As the Subcommittee knows, general aviation is an essential
American industry that has long led the way in innovations that
generate new technologies and new ways of thinking. We led the way in
GPS, a transformative navigation and safety technology. We led the way
in winglets and other technologies that drive safety and efficiency.
These and other advancements make aviation safer, more secure, and
sustainable and ensure that our country will remain the world's leader
in aviation five, 10, and 25 years from now.
General Aviation's Flight Path Disrupted by COVID-19
Given that this hearing focuses on the state of general aviation,
it is vital to understand the impact of recent events on the sector,
including the COVID-19 pandemic.
As with all aviation segments, the pandemic was devastating for
general aviation. By March 2020, there were severe economic
consequences for various businesses, from aircraft operators to
airports and aviation manufacturers. Teterboro airport--which supports
nearly 5,000 jobs and generates more than $1 billion in economic
impact--witnessed a near standstill in operations, impacting families,
small businesses, and the local community.
In the pandemic's early months, workers were furloughed or let go,
including in the U.S. aircraft maintenance industry, which lost 50,000
jobs. In addition, pilots struggled to obtain essential documentation
required for flight, including medical certificates. Flight departments
faced challenges in trying to keep their airplanes qualified for
airworthiness. Flight-training facilities were largely shuttered,
causing delays in recurrent training and closing the pipeline for
future pilots.
The work of Congress in passing the Coronavirus Aid, Relief and
Economic Security (CARES) Act was critical in providing needed relief
to the general aviation community and aiding the sector's recovery.
Leading up to the passage of the CARES Act, NBAA worked with members of
this Subcommittee to ensure that general aviation commercial operators
were eligible for the same relief programs as the major airlines.
Thousands of small air charter operators that did not have access to
capital markets were in desperate need of relief, and with your
leadership, the Payroll Support Program provided a sense of certainty
during very uncertain times.
For the aviation supply chain, the Aviation Manufacturing Jobs
Protection Act provided critical relief for employees in the aerospace
supply chain at risk of furlough due to pandemic-related slowdowns and
closures. Thanks to this legislation, general aviation manufacturers
and suppliers could retain their highly-skilled workers and weather the
worst of the pandemic.
In short, congressional action in a crisis moment helped general
aviation to be on a flight path to recovery--there is strong demand for
new employees, and our industry is serving small towns and communities
across the country. We also see strong demand in the new and pre-owned
aircraft markets, with historically low numbers of used and new
aircraft available for purchase.
While the post-COVID moment has challenged business aviation with
supply-chain snags and other concerns facing all sectors, the most
important consideration is that aviation workers are back on the job,
and in some cases, we are even seeing a return of worker shortages
among pilots and other aviation professionals. The general aviation
community recognizes the critical role of congressional leadership in
passing the CARES Act to make this recovery a reality.
A Focus on America's Continued Aviation Leadership
During previous testimony before this Subcommittee, NBAA has
underscored that while the U.S. has the world's largest, safest, most
efficient, and most diverse aviation system, we must continually
improve and enhance the air traffic control (ATC) system to maintain
this leadership role. Through effective oversight by Congress and the
public, we are making tremendous progress on new technologies that have
brought improved efficiencies and safety enhancements to our system
while preserving fair and equal access for all users.
For example, the successful implementation of Automatic Dependent
Surveillance-Broadcast (ADS-B) marked a significant positive turning
point in our nation's aviation history, transitioning our ATC system
from ground-based radar to satellite-based navigation coupled with
signal-enhancing ground stations. This technology, and ADS-B equipage
across the fleet, is enhancing situational awareness for air traffic
controllers and bringing new efficiencies to the national airspace
system, making the United States a model for the rest of the world.
While legacy, ground-based radars take anywhere from 5 to 12
seconds to update an aircraft's position, ADS-B equipment now provides
controllers with precision GPS position data on aircraft almost every
second--enabling ATC to identify and resolve hazardous situations more
quickly. At more than 450 general aviation airports, ADS-B provides
surveillance coverage at significantly lower altitudes than previously
possible using radar, improving safety and access to small communities.
Also, through Performance Based Navigation, GPS, and the Wide Area
Augmentation System, general aviation operators can conduct safe
approaches to more airports in bad weather, providing reliable
connectivity to small towns and rural communities.
As we continue moving forward with ATC advancements, which the FAA
projects can deliver $100 billion in benefits through the 2030s, NBAA
is partnering with FAA leaders and this Subcommittee to advance our
shared goals for a next-generation ATC system that is safe, efficient,
and overseen by Congress. While we still have work to do in
accommodating expected growth and new entrants, now is not the time to
allow private interests to control our nation's ATC system. For these
reasons, NBAA has always been steadfast in supporting the advancement
of our aviation system that allows all stakeholders equal and fair
access to airports and airspace.
As we move towards the 2023 FAA Reauthorization, we know that this
Subcommittee will prioritize policy solutions that provide a long-term
reauthorization and offer funding certainty to the agency while
requiring detailed reporting requirements and enhanced oversight. These
policies should include metrics on cost-benefit data supporting
modernization programs and the status of critical milestones and
deliverables. Working with Appropriators in Congress to secure flexible
multi-year funding authority for the FAA operations account has also
proven helpful and should be considered in the future.
Through our support of the Aviation Funding Stability Act of 2021,
we are also committed to maintaining financial stability for the FAA by
allowing the use of funds from the Airport and Airway Trust Fund (AATF)
during lapses in government funding. Although taxes continue to be paid
into the AATF throughout government shutdowns, the FAA is prohibited
from using any funds to continue operations or pay the agency's
dedicated employees during that time. Passage of this bill would
provide the agency additional flexibility to use trust fund revenues
for continued operations during government shutdowns or other funding
lapses.
NBAA also firmly believes that the current system of trust fund
taxes, which are simple to collect and administer, is the proper way to
support the Airport and Airway Trust Fund (AATF). The fuel tax and the
percentage tax on airline tickets and charter flights do not require
the government to issue invoices or institute complex recordkeeping
systems that a per-flight user fee would require. In our opinion,
maintaining the AATF and associated taxes provides funding stability
for the FAA and is the best approach to funding our future aviation
infrastructure and modernization needs.
Aviation Safety Always an Imperative
Since NBAA's founding in 1947, safety has been at the core of our
mission. Currently, we are working with the FAA, the National
Transportation Safety Board (NTSB), and the industry on initiatives
developed with our government partners to improve general aviation
safety.
Those engagements include expanding general aviation participation
in the FAA's Aviation Safety Information Analysis and Sharing (ASIAS)
program, which is a conduit for exchanging safety information, so that
data can be aggregated and analyzed, and the results used to identify
root causes of accidents and enhance safety. General aviation operators
are now a growing part of the ASIAS program, and the safety data is
used to proactively identify risks and drive positive safety changes
across the general aviation community.
In addition, the COVID-19 pandemic brought to light increasing
stresses on the aviation community and the toll on pilots' mental
health, a critical component to ``Fitness for Duty'' and aviation
safety. NBAA is concerned that FAA aeromedical certification
regulations and policy severely dissuade pilots from seeking clinical
treatment for mental health conditions. We believe that early
intervention with mental health conditions, among all health
conditions, makes for the best outcomes in the lives of pilots as well
as in aviation safety.
We look forward to working with this Subcommittee and the FAA to
define better the mental health cases that require disclosure to the
FAA or trigger its review. This includes providing additional pathways
for Aviation Medical Examiners to issue airmen medical certificates,
minimizing the wait times of FAA reviews, researching and identifying
other pharmacological treatment options that can safely be used in the
aviation environment, and better defining the need for neurocognitive
testing in some cases. Collectively these efforts should reduce
barriers to treatment and get pilots the help they need, maintain
pilots' livelihoods, aid employers in understanding the readiness of
their workforce, and enhance safety.
Safety Management System (SMS) implementation also continues to be
a significant focus for business aviation, and our industry is
committed to the positive improvements these programs bring to an
operator's safety culture. Through voluntary SMS programs, including
the International Standard for Business Aircraft Operations (IS-BAO),
operators are safer, more efficient, and utilize data to achieve
continuous safety improvements.
At the same time, NBAA is concerned that upcoming FAA mandates for
Federal Aviation Regulation (FAR) Part 135 on-demand air charter
operators and Part 145 repair stations could take a ``one size fits
all'' approach to SMS that is overly prescriptive and not scalable to
smaller companies. As the FAA develops these regulations, the agency
must recognize the diversity of the business aviation community, with
its unique challenges and operating models. NBAA wants to be engaged in
the regulatory process, which should involve a look at existing
industry standards as part of the solution to achieving regulatory
compliance. Importantly, we know this collaborative approach will
result in a regulatory framework that enhances safety and allows
operators to create a SMS program that addresses their operational
needs.
NBAA is engaged with the FAA on airport surface safety by
supporting initiatives to reduce wrong surface incidents and mitigate
runway incursions. This May, the FAA released new hotspot symbology and
Arrival Alert Notices as the culmination of a multi-year, collaborative
effort with the industry.
General aviation continues to actively engage in critical safety
concerns related to 5G telecommunications networks operating from 3.7-
3.98 gigahertz (GHz), commonly referred to as the C-band. Beginning in
2015, NBAA and a broad coalition of aviation stakeholders raised
detailed safety concerns about the potential for 5G interference with
radio altimeters. We appreciate the Subcommittee's continued attention
to this critical matter.
The mitigations to ensure that 5G power levels around many of the
nation's airports remain lower than allowed by telecommunications
providers have been extended beyond the initial 6-month implementation
period and will continue to stay in place for the near term. Currently,
only some of the business aviation fleet have alternate means of
compliance, allowing them to continue all-weather access to most
airports. For a significant portion of our fleet, there is not yet an
approved retrofit solution to upgrade the radar altimeter with filters
to protect from 5G interference. Over the coming months, we
respectfully request that the FAA dedicate the necessary resources to
approve alternate means of compliance or the radar altimeter
modifications needed for the general aviation fleet to safely operate
across our nation's entire airport network.
Finally, in the 2018 FAA Reauthorization, Congress directed the FAA
to modify supplemental oxygen requirements under Part 121 of the FARs.
This change increased the flight level (F.L.) threshold (i.e.,
altitude) from FL 250 to 410 (i.e., from 25,000 to 41,000 ft) when the
remaining pilot at the aircraft controls must wear an oxygen mask when
the other pilot leaves their seat. However, this change did not provide
relief to air charter operators under Part 135 of the FARs.
Safety experts have determined that more limited use of oxygen
masks below FL 410 does not adversely affect safety because of the
extremely low risk for aircraft depressurization at altitudes above FL
250. Also, applying this change to FAR Part 135 operations would
harmonize FAA regulations with International Civil Aviation
Organization standards. We encourage the Subcommittee to engage with
the FAA on modifying the applicable regulations for oxygen use in air
charter operations.
Respecting the Privacy, Safety and Security of General Aviation Flights
Another priority for our sector is ensuring that the privacy,
security, and protection of someone traveling on a general aviation
flight is not compromised by anyone, anywhere in the world with an
internet connection. We firmly believe that no one should be required
to surrender their safety, security, and business intelligence because
they board an aircraft, just as people's movements aboard airlines,
railroads, and other systems are not the business of cyber-stalkers.
The general aviation community has fully complied with the FAA's
ADS-B mandate. While this is a critical cornerstone technology for our
ATC system, incorporating ADS-B into flight operations has produced
unintended privacy and security concerns.
To simplify the complicated simple, we're seeing how unencrypted
signals that provide an aircraft's flight identification, precise
position, and other detailed data are used to widely broadcast to the
public the real-time location positioning of general aviation aircraft.
This situation presents serious security concerns for companies and
individuals who are simply using their aircraft in business or for
humanitarian flights. The result is often flight-stalking of Americans
on social media or tracking websites that post aircraft movements in
real-time.
Individuals who have received threats are in danger because their
real-time movements and travel plans are available to the public.
Competitors can track where a business aircraft is flying, presenting
industrial security concerns. This means that to protect passengers and
operators of general aviation aircraft, the FAA must do more to
prioritize the development of additional security measures.
For example, the FAA should expedite its work to improve the
Privacy ICAO Address (PIA) program, which allows operators to obtain a
random ``aircraft address'' code, which can provide additional
security, and isn't tied to publicly available FAA aircraft
registration records.
The FAA should also explore the limitations to the PIA program,
which is severely limited because the codes cannot be used for
international flights or even extended for overwater operations in the
United States. The FAA is also limited in how frequently it can issue
random aircraft addresses, meaning that members of the public can link
an address to a specific aircraft before the operator can obtain a new
address.
We respectfully request that this Subcommittee work with the FAA to
improve the PIA program, including allowing third-party flight plan
service providers to issue privacy aircraft addresses more frequently.
Also, the FAA should work internally and with international partners so
that privacy addresses can be utilized for all flights. The FAA also
must plan for the future by studying how to encrypt ADS-B signals from
aircraft, developing relevant equipage standards, and engaging with
affected stakeholders for a more effective privacy solution.
An Industry's Commitment to Sustainability
As we think about the state of general aviation, we also know that
the future of flight needs to be more sustainable than ever. NBAA and
our partners in general aviation are sharply focused on reducing the
sector's already minimal carbon footprint.
For example, through the Business Aviation Commitment on Climate
Change, our industry has pledged to achieve net-zero CO2 emissions by
2050. This goal builds on our 40-year record of leading the way toward
a continually decreased carbon footprint, through fuel-saving
technologies, from winglets to highly efficient engine technology and
advanced avionics, to other world-leading innovations.
To achieve our 2050 goal, business aviation has a broad-based view
of sustainability, including zero-emission electric aviation,
sustainable aviation fuel (SAF), optimized GPS technology, utilizing
sustainable airport infrastructure, and other strategies.
NBAA has also launched a Sustainable Flight Department
Accreditation Program to recognize and encourage business aviation
community members to take significant sustainability actions. This
comprehensive accreditation will stimulate, document, and audit how
operators are making widespread investments and progress towards a
carbon-neutral future.
With aviation widely recognized as one of the most challenging
transportation sectors to decarbonize, we know that SAF, a low-carbon
synthetic jet fuel derived from sustainable feedstocks, will be crucial
to meeting emissions reduction goals. SAF can reduce lifecycle
greenhouse gas emissions by up to 80% compared to conventional jet
fuel.
Everyone understands the promise of this groundbreaking technology:
NetJets, one of the largest business aircraft operators, has committed
to purchasing 100 million gallons of SAF over the next ten years.
Signature Flight Support, the world's largest chain of Fixed Based
Operators, has SAF available at a growing list of general aviation
airports and has supplied more than 6 million gallons of renewable fuel
since 2020.
Despite these impressive accomplishments, the SAF market is still
in a nascent stage and requires long-term incentives to meet growing
demand, as we have seen with nearly all carbon technologies in the
transportation sector. We appreciate the Subcommittee's leadership in
supporting H.R. 3440, the Sustainable Skies Act, and want to underscore
that the blender's tax credit contained in the bill is specifically
aimed at incentivizing the production of SAF, representing the most
important action that Congress can take to support decarbonization of
aviation.
Policies like the blender's tax credit are crucial to achieving the
Administration's goal of 3 billion gallons of SAF by 2030 and 100% SAF
by 2050, representing an estimated 35 billion gallons. Building a
thriving domestic SAF industry is crucial to our energy security and
will put airports and operators on a path to achieving their shared
sustainability goals.
Of course, the need to continue moving forward with new aviation
fuels extends beyond the consideration of SAF production. That's why
NBAA is a full partner in the general aviation community's Eliminate
Aviation Gasoline Lead Emissions (EAGLE) initiative, which aims to lay
out a roadmap to transition piston-engine aircraft to lead-free
aviation fuels by the end of 2030. The most important element to this
initiative is its collaborative approach, which brings all stakeholders
together to determine what is necessary to find a viable high-octane
unleaded replacement for 100 octane low-lead aviation gasoline (100LL)
without compromising the existing U.S. transportation infrastructure
system and general aviation safety.
As sustainable technologies advance, the business aviation
community is committed to being a leader and an early adopter. Our
broad industry goal for net-zero emissions by 2050 and more detailed
goals for Sustainable Flight Department Accreditation participants
provide a measurable framework for emissions reductions. Through forums
such as the Business Aviation Coalition for Sustainable Aviation Fuel
and our support of a SAF blender's tax credit, we have the framework to
decarbonize the aviation sector together, and we look forward to this
Subcommittee's continued support.
Embracing the Future of Aviation
America has always pioneered in aviation, and our industry
continues to lead as we develop transformative technologies such as
electric aviation, new propulsion technologies including hybrid and
hydrogen, and Advanced Air Mobility (AAM). Today, distributed electric
propulsion systems are being harnessed for electric vertical takeoff
and landing (eVTOL) aircraft, which will revolutionize our aviation
system and create new use cases for general aviation airports.
Incredible advances are being made in next-generation battery
technology. As a result, AAM will advance the nation towards
sustainable, zero-emission aerospace and open new transportation
opportunities to move people between and within urban, suburban, and
rural areas.
AAM has the potential to directly connect communities that legacy
infrastructure investments may have left behind. The technology will
improve mobility, leverage existing public transportation systems,
create workforce opportunities, reduce congestion, and support
emissions reductions. According to a recent Deloitte study, AAM has the
potential to create nearly 300,000 jobs and become an annual $115
billion market by 2035.
Thanks to the work of Chair Larsen, Ranking Member Graves, their
staff, and members of this Subcommittee, we are proud that H.R. 6270,
the Advanced Aviation Infrastructure Modernization Act, was recently
passed by the House. The AAIM Act authorizes funding to plan for and
eventually build critical new AAM infrastructure by leveraging existing
public transportation facilities to support AAM operations and
fostering engagement programs to introduce the latest technologies to
diverse communities. This legislation will position the United States
to maintain its global leadership in aviation while providing the tools
to create thousands of new green jobs for our skilled aviation
workforce. We look forward to collaborating with Senators Moran and
Padilla on the Senate version of the AAIM Act (S. 4246) so that this
legislation can advance in both chambers.
Expanded aviation charging infrastructure will be another crucial
element to achieving the benefits AAM can bring to diverse communities.
Without the necessary charging infrastructure in place, it is difficult
for private businesses and individuals to be confident enough to switch
to cleaner, electric aviation. We have seen a similar dynamic with the
transition to electric vehicles in automobiles, and policymakers have
responded appropriately by providing tax incentives for businesses and
individuals and grants and formula funding for state and local
governments to install E.V. charging stations.
The Alternative Fuel Vehicle Refueling Property Tax Credit (section
30C of the Internal Revenue Code) allows for a 30% tax credit for the
cost of any qualified alternative fuel vehicle refueling property,
which includes electric vehicle charging stations and hydrogen
refueling stations. Recognizing the challenges posed by climate change
and the need to accelerate the transition to a decarbonized future, the
Administration and Congress have released proposals to enhance and
extend the section 30C tax credit for E.V. charging stations.
NBAA and our AAM Roundtable support a simple technical change to
modernize the section 30C tax credit to ensure that the critical
investments necessary for AAM, or electric aviation, charging
infrastructure are covered and similarly deployed. Leveraging private
investment with an expanded Sec. 30C tax credit is key to the
successful rollout of charging stations for electric aviation across
our existing network of more than 5,000 public-use airports.
Finally, we applaud the FAA's dedication and progress on crucial
aircraft certification, air traffic operations, vertiport, and flight
standards requirements to facilitate AAM operations. NBAA's AAM
Roundtable members appreciate the FAA's goal of setting clear,
performance-based standards for the industry that don't compromise on
safety. As part of the upcoming FAA Reauthorization, we look forward to
continued dialogue on how the agency can utilize the existing
regulatory structure to facilitate the safe introduction of these
technologies. Providing general aviation with certainty for aircraft
certification, airspace integration, operational approvals, airport
investment, and infrastructure standards development is a critical
element in the United States remaining a global leader in aviation.
As the FAA works towards a Special Federal Aviation Regulation
(SFAR) that will enable commercial AAM operations and pilot licensing,
we ask that this Subcommittee closely monitor the agency's stated goal
of completing the process by December 2024. The first aircraft type
certification for an AAM aircraft is expected shortly, and companies
are progressing towards Part 135 operations, so the timely completion
of the SFAR, with engagement from industry stakeholders, is crucial for
the successful launch of commercial service.
Investing in Our Nation's Airports and Protecting Access
Airports and heliports are economic engines for the communities
they serve and provide critical air transportation links for residents,
visitors, and businesses. NBAA members and the general aviation
industry have a shared interest in airports, heliports, and future
vertiports being good neighbors to the communities surrounding these
facilities and ensuring their viability and accessibility. We are
committed to and stand behind targeted and effective measures to
address aviation noise concerns.
Unfortunately, in recent years we have observed an increase in
efforts to impose mandatory, precedent-setting local restrictions that
contradict decades of federal policy and would have detrimental impacts
on the national air transportation system. The New York State Assembly
recently passed a bill that targets business aviation and helicopter
operations in New York City and throughout the state, which NBAA and a
coalition of industry groups have opposed. Similar legislation is being
contemplated at the city and federal levels. Several other
municipalities throughout the nation are also considering various
parochial access restrictions to curtail flights.
We encourage the Subcommittee to monitor these developments closely
and support the FAA in its mission, including fully implementing the
Airport Noise and Capacity Act of 1990 (ANCA). Your continued support
of federal grant-based and deed-based obligations, and compliance with
ANCA and other aviation statutes and regulations, play an essential
role in preventing a patchwork of local operational restrictions and
possible airport and heliport closures. We must commit to investing in
and protecting our irreplaceable aviation infrastructure, especially at
this critical juncture, as new entrants, including AAM with eVTOL
aircraft, prepare to take flight.
Federal investment in airports ensures their viability. Federal
dollars allow for airports, especially smaller facilities, to remain
affordable for general aviation use. Without this vital investment,
many local municipalities would not be able to maintain the
infrastructure that links their community to the rest of the country
and to the world.
We commend the Subcommittee for supporting the Airport Improvement
Program (AIP) and numerous airport relief and investment packages it
has recently championed. As future airport funding and investment
opportunities arise, we encourage the Subcommittee to maintain its
focus on investing in our general aviation airports, which are the
backbone of our air transportation system.
Building the Aviation Workforce
For general aviation to continue growing and supporting
communities, we must address significant workforce challenges,
including the shortage of qualified pilots and technicians. According
to the Boeing company, more than 600,000 new pilots and technicians are
needed to address projected growth in the next 20 years.
NBAA has taken the lead on several fronts to address workforce
shortages, including working with Chairman Larsen, the late Congressman
Don Young, Congresswoman Angie Craig, Senator Gary Peters, Senator Dan
Sullivan, and Senator Catherine Cortez Masto on the introduction of
H.R. 3310 and S. 1681, the Promoting Service in Transportation Act,
which was passed into law through the Infrastructure Investment and
Jobs Act (IIJA).
Through targeted public service announcements authorized by the
Transportation Workforce Outreach Program in the IIJA, we will start a
new dialogue on transportation careers, focusing on the availability of
advanced technology and good-paying jobs today. With continued growth
and demand for STEM workers, we must remain competitive by educating
students about the exciting innovations and technologies under
development in the transportation industry. We support the full $5
million appropriation for this program and appreciate the efforts of
this Subcommittee with House Appropriators.
Moving toward the upcoming FAA Reauthorization, we look forward to
building on programs from the 2018 FAA bill, including grant programs
to support the education of future aircraft pilots and the recruitment
of much-needed aviation maintenance technicians. Carefully reviewing
and adopting recommendations of the Youth Access to American Jobs in
Aviation Task Force and the Women in Aviation Advisory Board will be an
excellent starting point for additional workforce provisions.
At our largest event, NBAA-BACE, we host a ``Careers in Business
Aviation Day'' that provides workforce development programming as part
of the ``Collegiate Connect'' initiative. We continue these efforts at
NBAA's regional events and targeted educational programs by offering
student-focused programming to educate young people about the many
career opportunities in business aviation. Through partnerships with
non-profit organizations, NBAA is also helping to expose, recruit and
retain new professionals from underrepresented communities. These
initiatives will help to ensure that the industry remains competitive
and reflects a more diverse workforce.
NBAA also actively sponsors targeted initiatives to attract,
develop and retain underrepresented segments of the population. This
includes our sponsoring partnership with The Red Tail Flight Academy,
whose volunteer leaders focus on recruitment that bolsters diversity
within the aviation industry, including free training for future
pilots. We are pleased that this program, inspired by the Tuskegee
Airmen, graduated its first class of future leaders last month. We are
also a proud partner with Flying Classroom, a program launched by
aviation pioneer Barrington Irving that aims to teach all students
about careers in Science, Technology, Engineering, and Mathematics.
Conclusion
This hearing and similar discussions with policymakers in the
coming months will serve as the building blocks for a successful and
inclusive FAA Reauthorization process. The general aviation community
appreciates the work of this Subcommittee on the 2018 Reauthorization,
which set the stage for many of the next-generation developments we are
witnessing. Our industry looks forward to continued engagement as we
develop policy solutions that safely embrace new aviation technologies
and maintain the role of the United States as the world leader in
aerospace.
General aviation is witnessing historic technological advancements,
from advanced biofuels to electric aviation and AAM, which will connect
communities to sustainable transportation options. NBAA appreciates
this Subcommittee's continued leadership, and we welcome the
opportunity to testify at this critical hearing.
Mr. Larsen of Washington. Thank you, Mr. Bolen.
Now I will turn to Member questions, and we will start with
the chair of the full committee.
Representative DeFazio, you are recognized.
Mr. DeFazio. Thanks, Mr. Chairman. And thanks to everyone
for their testimony.
Mr. Bunce, I've got to tell you, you sounded a lot like me
when you were talking about the FAA bureaucracy. There are some
people who have raised issues, you know, Phil Washington
doesn't have a tremendous amount of aviation experience. What
that place needs is a manager, and this guy is a manager. I
mean, the things he did with L.A. Metro, innovative stuff, the
tunnel boring, the subways, amazing things, on time, under
budget.
I am looking forward to someone who will actually shake
that agency up. When Administrator Dickson came in, we had this
conversation, but unfortunately, I would say he kind of got
sidelined by COVID and then obviously all the problems with
Boeing and the MAX, and he really didn't get to do the things
he had intended to do in terms of unstovepiping that agency and
unclogging the plumbing.
The comments about the legal were really interesting, and
that should be fairly easy to deal with. I mean, why does
technical data have to go through legal? I will certainly be
bringing that up with Mr. Washington when I talk to him later
this week prior to his, hopefully, approval by the Senate.
So, thanks for that. That is always good. And I am going to
ask him to sit down with you, too, and with all of you, in
fact, as a group to hear about these things.
Now, Mr. Bolen, the 5G issue, I just spent quite a bit of
time talking to Acting Administrator Nolen yesterday about this
issue, and I fear we are not really quite resolved yet on this
issue as we move forward.
We don't have an agreement on permanent measures yet, and I
am sure a lot of your members are struggling with trying to get
the filters or the new altimeters or whatever they are going to
need. I know there is a fear that you are going to have to do
it twice. I raised that with him. We need to know what the
longer term is going to be with these new--all the entrants are
coming. We have already got the big entrants, now we've got a
whole bunch of other entrants coming in.
And other countries have adopted measures that we need to
adopt, and I want you to all help us advocate for it with
permanent areas of protection, lower power, deflection of the
antennas, and other things that will not cripple this industry.
It will still be allowed to provide the service, but it is
doable, it is being done in other countries, we should be able
to do it here.
Unfortunately, we have created the ``wild West'' when it
comes to the FCC and the deregulation of the industry, and
nowhere else in the world have they allowed that. So, those
really aren't questions, but they are a couple of observations,
if anybody wants to opine on those a little bit for a minute. I
have got 2 minutes left.
Ed, do you want to go ahead?
Mr. Bolen. You are exactly right about the situation
related to 5G. We have a temporary situation, but we have
permanent challenges. And working together I think we are
encouraged that the telecom and the FAA have shared a lot of
data. We have learned a lot more, but we are in a situation
where we have got to find ways to move forward on a permanent
basis, and the power, the direction, all of those things have
proven to be effective.
And I think you are right, we need to move from temporary
agreements to permanent solutions that do facilitate the
benefits of safe aviation operations and the benefits inherent
in state-of-the-art network systems.
Mr. Bunce. Chair DeFazio, I would only add, though, that
this is just the tip of the iceberg. This is going to happen
again and very soon. So, our GPS is going to be interfered
with. You are very familiar with the Ligado situation.
Mr. DeFazio. Yes.
Mr. Bunce. But as spectrum becomes more precious and they
start being adjacent to our spectrum, our systems take so long
to certify, it is going to happen again.
And, really, if you look at what NTIA did not do in the
process--the FAA told them this was going to happen, but it was
like they were shouting in the woods and nobody was listening,
and there was no coordination between the FCC and FAA.
So, if we can do anything in Government, it is to start
getting these agencies to work together. And I know that is
going to take commerce committee involvement and Senate
commerce and everything, but we have got to be able to solve
this spectrum issue, because it is going to happen again and
again.
Mr. DeFazio. A good observation.
I did have a good conversation with the current Chair of
the FCC, and she recognized the fact that--the lack of
coordination that went on under the last administration and is
committed to doing better. But it would be better if we could
have a formal MOU or something else between these agencies,
which will be something that we have to deal with the commerce
committee on.
So, thank you for those observations.
Mr. Larsen of Washington. I thank the chair.
I am going to move to Representative Graves for 5 minutes.
Before I do, just an update on votes. It is now looking to be
11:30 to 11:45 when votes are called, just for Members'
awareness.
With that, Representative Graves of Louisiana for 5
minutes--sorry, what I meant to say was Representative Graves
of Missouri for 5 minutes.
Mr. Graves of Missouri. Thank you, Mr. Chairman.
Mr. Larsen of Washington. Like you, I get them mixed up all
the time.
Mr. Graves of Missouri. We look so much alike.
Thank you, Mr. Chairman. And I would ask unanimous consent
that my opening statement be included in the record.
Mr. Larsen of Washington. Without objection.
[Mr. Graves of Missouri's prepared statement follows:]
Prepared Statement of Hon. Sam Graves, a Representative in Congress
from the State of Missouri, and Ranking Member, Committee on
Transportation and Infrastructure
Thank you, Chair Larsen and Ranking Member Graves, and thank you to
our witnesses.
I had the pleasure of meeting with many of today's witnesses at the
General Aviation Town Hall we hosted this past weekend in my hometown
of Tarkio, Missouri. As I made clear to many of you in Tarkio, now is
the right time to be having conversations about the challenges the
general aviation community faces, especially as we approach next year's
FAA reauthorization bill. Only by working together can we make certain
that general aviation thrives for future generations of Americans to
enjoy.
For those who might not be as familiar with this industry, the
general aviation fleet is comprised of business jets, fixed-wing piston
engine aircraft, rotorcraft, lighter-than-air, and light sport
aircraft. That's a diverse set of aircraft, each with its own varying
levels of pilot training and certification.
General aviation is much more diverse than pilots taking joyrides
or people flying in corporate jets. The general aviation community
includes rural and remote puddle jumpers, crop dusters, air ambulances,
aerial firefighting, air tourism, living history flights, and more.
General aviation is where all aviators, even airline pilots, get
their start and build their experience.
And general aviation manufacturing has paved the way for the
modern-day jetliner through advancements in engineering and technology.
Put simply, without general aviation, there simply would be no
aviation industry. It is the common denominator shared by all aviators.
It underpins the success of the modern-day aerospace system as we know
it. Our Nation's aviation industry cannot thrive unless our Nation's
general aviation community also thrives.
As such, Congress has a vested interest in making certain that
general aviation remains robust and healthy.
From ensuring student pilots make the leap to private pilot, to
educating grade-school students about well-paying careers in aviation,
to ensuring airspace access in rural communities, to improving aviation
safety, we must ensure that the general aviation community has the
tools and resources that it needs to flourish for decades to come.
Here in Congress, the General Aviation Caucus--one of the largest
caucuses--plays a key role in tracking the needs of the general
aviation community and raising awareness on key issues. I appreciate
the Caucus' work and know its members will remain engaged on these
issues.
I look forward to hearing from our witnesses today about how we can
work together to address the challenges the general aviation community
faces. Thanks again, Mr. Chairman, for holding today's critically
important hearing.
Mr. Graves of Missouri. One thing I didn't hear about today
was the success of BasicMed and how that has impacted the pilot
community. And I know we have some 70,000 pilots that have
taken advantage of it, and safety hasn't been compromised.
And the question is probably more for Mr. Baker, but I
encourage anybody to chime in.
You might, for the benefit--because I know a lot of us
worked on that, and it was implemented back in 2017, but we
have new Members on the committee. You might just briefly
explain the impact it has had on the general aviation community
and what we might be able to do to expand it, for that matter.
Mr. Baker. Thanks, Sam. That has been one of the biggest
wins in general aviation in the last 50 years--70,000 people
jumping into that in the last 5 years.
We did the safety look-back. No discernible difference
between that and third-class medical, at all, zero, from a
safety perspective.
If anything, I think it is an opportunity to revisit it and
look at, how could we expand it? People have been safely flying
up to five passengers in these aircraft around the country. We
are working hard to get Canada to receive BasicMed as an
alternative medical, crossing the border. We got it done in
Bahamas and Mexico now and most of the Caribbean.
So, the opportunity to take another look at it and say,
this has been really a successful program to lower the cost,
having pilots work with their own doctors to find out what they
need to do to make sure they make the decisions every day
before they fly that they are safe to fly with that conditions
or whatever they have.
And I am really proud of this bipartisan event that
occurred and was signed into law in 2016 and has resoundingly,
for certain, improved the value of aircraft and the access to
these 5,000 airports in a big way.
Mr. Viola. I think that now is a good time to tie that to
workforce development as well, because there are people that
knew how hard it was to get through the medical process, and
now, with knowing that they can do BasicMed to get things
started, they can get involved in aviation. So, I think it even
helps there as well.
Mr. Graves of Missouri. Well, that was the one thing that I
wanted to point out. And it is something I am going to be
working with some of the newer Members to explain it to them
and why it is so important and what it has done to impact and
help, when it comes to a lot of those pilots that just simply,
kind of, faded away, and now they have come back.
So, thank you, Mr. Chairman. I appreciate the opportunity.
Mr. Larsen of Washington. I thank the gentleman. He yields
back.
I recognize myself for 5 minutes.
The first question I have is for Mr. Rozansky regarding AIP
funding to meet infrastructure needs.
Specifically, have you all looked at how advanced air
mobility infrastructure needs will impact the investment
decisions that airports will be making?
Mr. Rozansky. Thank you, Chair Larsen.
Yes, we have taken a preliminary look at how advanced air
mobility may impact our long-term capital planning. At this
point, however, there are more questions than answers.
There are even several AAM developers working very closely
throughout the State of Florida. And with our close proximity
to urban centers like Miami-Fort Lauderdale, we believe we will
see some early adoption.
But the electrical grid infrastructure remains the biggest
single question mark. What sort of voltage needs are there?
What qualifications do the personnel on the ground need to
have? Are they going to be replaceable battery packs, or do
aircraft have to sit on the ground charging? Do you need more
ramp space?
So, we have started to contemplate those needs, but without
clear standards on the development of vertiports yet from the
FAA--which they are moving in that direction. They have issued
an engineering brief here lately, although I understand an
advisory circular on vertiport design may not come about until
2024, if I recall correctly.
So, we are eagerly awaiting that guidance and talking to
some of the developers of these systems, but I think it is
still a bit of an evolutionary process.
Mr. Larsen of Washington. Yes. Thank you.
I would note that Representative Davids and Representative
Graves are cosponsors of a bill to develop a coordinating
council. And then Representative Graves and I are cosponsors of
a bill on planning and infrastructure, with a lot of support
from folks. Both have passed the House, and, again, waiting on
the Senate to act. But we are trying to push these issues
forward, because I think we need to begin the planning.
So, Mr. Pecoraro, the same question for you from the
aviation officials side, on the public side. How are you all
thinking about infrastructure specific to AAM?
Yes, sorry about the--we will get the microphone fixed at
the break. Sorry.
Mr. Pecoraro. Thank you, Mr. Chairman.
As Mr. Rozansky said, I think that a lot of the challenges
right now that we face at the State and local level on this is
knowing what the standards are going to be. Is there going to
be--just like with charging your cell phone--is there going to
be one standard for charging, or are there going to be multiple
different types of attachments that people are going to need to
be able to charge various types of aircraft?
It is important for the FAA to come forward with that kind
of standard and a lot of other types of standards like that to
be able to make that case. States can't plan, airports can't
plan, local airport sponsors can't plan unless they know what
all of these technical standards are going to be.
So, we very much appreciate the work that you have done in
trying to push this forward and make some of these funds
available. When the standards are available, we will be able to
start making those kinds of plans. Because it is coming very
rapidly, as you know.
Mr. Larsen of Washington. Yes. One of those issues where we
had hoped the FAA may not be able to be ahead of the technology
but at least be closer to where the technology is, as compared
to the experience we had with UAS.
Mr. Pecoraro. And I would just say that the FAA's new
office of AAM and UAS is, I think, working hard on these
issues, and they are doing a good job of reaching out to States
these days to try and incorporate us into the conversation. But
things have to move a little faster.
Mr. Larsen of Washington. Sure. Thank you.
Mr. Bunce, I could probably ask anyone here on the panel
this question about this relationship between the desired
investment in SAF, or sustainable aviation fuel, and the leaded
fuel issue within GA.
Is there a nexus here between GA's adoption of--or, as we
move forward on EAGLE and in SAF, how are you all thinking
about that, as equipment manufacturers?
Mr. Bunce. Well, Chair Larsen, I think there is a nexus. We
are learning more as we dive into this. And, actually, my
colleague Tim Obitts went out to NREL just recently, and we are
hearing some very promising things, that there may be the
feedstocks of waste products that are out there to be able to
convert methane into aviation gasoline for piston aircraft.
And, obviously, we know that has a lot of nexus with
sustainable aviation fuel.
So, the more that we get in--and that is why EAGLE is so
important and we are all partners in this, is because the more
we see all the tentacles, we know how complicated it is, but we
are starting to be able to tap into things like the Department
of Energy, who has vast resources, that want to help us with
SAF but also maybe now with leaded fuel.
Mr. Larsen of Washington. That is great. Thank you.
And I will turn to the other Representative Graves, from
Louisiana, for 5 minutes.
Mr. Graves of Louisiana. Thank you, Mr. Chairman.
Mr. Chairman, now that Ranking Member Sam Graves is here, I
want to reiterate what I said earlier. I do appreciate the
ranking member hosting us over the weekend and pulling the
aviation panel together. That was remarkable. I do have to
question his judgment, flying a 1940s aircraft upside down, but
whatever.
But I also want to apologize to all of you. We had a
Natural Resources Committee markup that is scheduled during
this time that I am quite certain was done intentionally, but
it is not going to stop me from offering amendments. So, I
apologize for having to depart earlier and, unfortunately,
again later today. My good friend--well--good friend, Chairman
Grijalva.
In any case, Colonel, thanks again for being here.
Back in May, at the emissions hearing, we talked a little
bit about some of the changes that the FAA has made in the
certification process for advanced air mobility aircraft.
I wanted to ask you, could you talk a little bit about
collaboration with the FAA and industry on their efforts now on
the Special Federal Aviation Regulation, the SFAR, that they
are doing now? Can you talk about just collaboration with you
or with industry on the development of the SFAR?
Mr. Bunce. If we go back, Chair Graves, a few years, we
went for 5 years trying to certify basically an airplane that
had a vertical takeoff capability. And we had begged the FAA
for the last 3 years of that process to codify it, to write it
down to a procedure. And as the last Administrator left, the
decision was made to change the way we are going to certify
these aircraft.
That was a very nontransparent process, but what I will say
now is that they have come to us and said, we want
transparency, we want to work with industry. And so, they sent
a team over. We got all the companies that are in AAM together
to be able to listen to what they had to say from both flight
standards and cert. And then they tasked us to come back to
them with a very detailed ``this is what needs to be in this
SFAR,'' which is a basic rulemaking, to be able--and it is an
aggressive schedule.
They have to get it done now. They have committed to the
end of 2024. And we know that the FAA is very behind on
rulemaking. So, it is aggressive. We are going to submit that,
along with HAI and our other sister associations, to the FAA
this week.
But the importance in this process will be twofold. One is
that they keep the collaboration and the communications open
with industry through the process and they don't go into ex
parte where they won't talk to us. And there are ways that
legal can allow them to do that by putting things on the
docket.
But probably more important to me is that they listen to
you, they listen to Congress. And if you hold their feet to the
fire on getting this SFAR done, you ask the questions, ask for
progress reports, and let them know this is very important, we
don't lose in the process.
We do know that, when they shifted gears, the U.K. and
Brazil now went with EASA. They went with the Europeans and
their forum. So, unless we get this right, our chance for
global leadership in this area is gone.
Mr. Graves of Louisiana. Thank you. That raises very strong
concerns about some of the uncertainty there.
Mr. Bolen, I want to thank you for some of your input. And,
over the weekend, we heard, kind of thematically, feedback from
many folks about just concerns about the FAA, about lack of
decisionmaking, lack of leadership, and what I would probably
refer to as just kind of inept management over there.
I wanted to ask, from your perspective, your members'--the
lack of certification, the lack of regulations, and just the
lack of decisionmaking, can you talk about how that is
affecting some of the folks that you represent?
Mr. Bolen. Well, I think, as it has been pointed out, there
are a lot of new people in their position at the FAA. And what
we are hoping is that people quickly establish command of the
issues and the processes and find ways that we can embrace new
technologies, new processes, so that we can constantly advance
the state of safety, and finding ways to do so that are
thoughtful, thorough, but are able to yield real safety
benefits.
I know there are countless examples, and we talked about
many of those in Tarkio. One of the things that I think is
important for our industry has been high-altitude supplementary
oxygen. We have a petition for rulemaking that is in. And I
think that is a good example of how frustratingly long the
rulemaking process is. We put in a petition. It may lead to
rulemaking. It may take years.
But we have an opportunity with new technologies to
increase compliance, to increase safety, and to solve a lot of
the challenges that we have. One of the benefits of business
aviation is a lot of times we can fly above the rest of the
traffic, and this would help us be able to do that more
efficiently and effectively.
Mr. Graves of Louisiana. Thank you.
Mr. Chairman, I have questions for some of the other panel
members, but I will be submitting those for the record.
Thank you. I yield back.
Mr. Larsen of Washington. Thank you very much.
The Chair will recognize Representative Davids of Kansas
for 5 minutes.
Ms. Davids of Kansas. Thank you, Chairman Larsen, and thank
you to Ranking Member Graves for holding this hearing. I think
you are getting my note right now.
So, I was fortunate enough to host Chairman Larsen in my
district last week just before Ranking Member Graves' Tarkio
airshow. I am sorry I missed you guys there. And we had an
aviation roundtable, actually, and we had an opportunity to
hear from quite a few local and national stakeholders from the
general aviation community about the workforce, needed Federal
investment, and challenges that folks are facing right now.
And one of those issues--and, actually, this kind of
dovetails on what we were just talking about a second ago. One
of those issues is that of aircraft and equipment
certification, international validations with folks like EASA.
And, of course, we have a thriving aerospace supplier
network in Kansas City, including Garmin. And their businesses
unquestionably have been hampered with these validation hangups
and in discussion and negotiation.
So, I am curious. Of course, we have established
relationships with a lot of regulating authorities for the sole
purpose of expediting these types of certifications with some
reciprocity. And so, I am curious about the slowdown.
Mr. Bunce, I was hoping maybe if you could share a little
bit, not just about why you think we are seeing these
bottlenecks--because I know we have heard a little bit about
that--but also if there is something that you think we should
be doing there or can be doing.
Mr. Bunce. Representative Davids, we are seeing it in both
directions. So, we have these bilateral safety agreements. The
one that is talked about the most is between us and the
Europeans, but we have them with the U.K., we have Brazil, and
Canada. Our industry is global, so, we have to be able to
validate products back and forth.
But as we went through all the difficulties with the MAX,
it really made validation a lot tougher. And what our
perspective is, that, of course, the leadership at the FAA and
EASA and the European Commission all say, ``Hey, we trust the
bilateral, we trust each other's safety competencies,'' but
when it gets down to the technicians and validating new
products, that is not happening.
And there is some reciprocity between the organizations,
that if we ask a lot of questions about how EASA certified a
program, then the European technicians do the exact same thing,
and it is bogging down the process. We are talking years, now,
that it is taking to validate products.
And then, if you don't see this cooperation and a workplan
that is built upfront, then you have problems with other
countries, such as with Canada, which is not working well at
all.
So, we had an agreement with the Europeans that produced a
workplan upfront. That is not being followed. The workplan is
not happening.
There is also an office that you called for in the last
reauthorization to be able to man up the validation office in
the FAA. That is very slow to mature right now, and they need
training.
So, right now, validation is not working very well in any
direction.
Ms. Davids of Kansas. Thank you. I appreciate that.
And I also appreciate all of the work that all of you are
doing.
I do want to just mention--it has been discussed a bit--the
efforts that we are making and that you all are making around
general aviation. The advancements can have such a big impact
on economic development. And I know folks have already been--
Mr. Baker, you brought that up earlier.
And I have seen it at home. I was just at the Miami County
Airport in Kansas, and an extension of the runway there would
allow for additional economic development that would be good
for the entire region. Their hangars have long waiting lists.
There are a couple of businesses there that have--they don't
even advertise and they have a year-out wait to get some of
their customers serviced.
So, I just appreciate the work you guys are doing around
that.
And, with that, I will yield back, Chairman.
Mr. Larsen of Washington. Thank you.
I recognize Representative Massie of Kentucky for 5
minutes.
Mr. Massie. Thank you, Mr. Chairman.
Mr. Bunce, at first I wasn't sure, as an engineer, how to
take your comment that if you put five engineers in a room you
will get seven answers, but I have decided that you are just
characterizing them as overachievers. And I don't need any
further comment on that.
But you did elucidate several of the problems that are
facing general aviation today. I want to give you a chance to
offer some solutions. I know you have already mentioned some
already, but if there are some other solutions that we might
take into consideration, please give them to us.
Mr. Bunce. Well, thank you, Mr. Massie. And our mutual
friend Dan Schwinn, I am sure, would be agreeable to the
disagreement between engineers.
Mr. Massie. Well, if one of the five engineers is from MIT,
just take his answer.
Mr. Bunce. There you go.
Mr. Massie. OK.
Mr. Bunce. But one of the solutions, I think, is: You can't
fix it unless you measure it. And what we are seeing in some of
the aircraft certification offices out there is, pre-pandemic,
we got response time from the FAA down to about 30 days, on the
average. We have one ACO that just told a company it is now 120
days before we are going to get back to you on when we go and
put an issue paper forward and they have to respond to it.
Now, 120 days. Think about that. Four months. How can we,
as industry, deal with something like that? Because you have a
burn rate because you are not selling any product while you are
trying to develop it. And just to get this back-and-forth
answer, whether it is 90 days or 120 days.
So, what we can do? More resources for them. But, also, try
to cut down this response time, and be able to say, ``OK, are
you measuring it, FAA? We want a report back to this committee
on what you are doing to fix that.''
And a lot of it is processes. And I think, if the new
Administrator is confirmed there, that is one thing we hope he
takes on as a task, is looking at his processes across the
agency and saying, ``OK, how can we right this ship and get
this flightpath corrected so that we can help industry
innovative?'' Because innovation relates directly to safety.
Mr. Massie. I think in a couple years you are going to look
like a prophet, talking about the spectrum issue and mentioning
that there are going to be further conflicts that are going to
come up. I mean, it is inevitable.
The value of the spectrum, if you look at the prices at the
auctions, have increased by two orders of magnitude since the
1980s and the 1990s when these systems were first developed.
And our ability, engineering-wise, to segment that spectrum has
increased by an order of magnitude.
Can you tell us where some of the other collisions you
think are going to happen? Not arbitrary. I mean, these are
driven by the markets and by the value of the spectrum. But you
mentioned another one, GPS, that might occur?
Mr. Bunce. Yes, sir. If you think about a GPS satellite, I
think it is operating at a very low wattage rate. It is 210
watts, or whatever. So, it is like a light bulb out in space.
So, it takes very little to overwhelm our receivers.
And receivers, in both the airlines and civil aviation, we
may have a receiver that was one of the earlier generations of
GPS versus some of the later ones, where the filters are not as
good. So, once they start transmitting right next to our
spectrum, they are going to interfere. And then we are going to
have to spend a lot of money, or we will be regulated from
certain type of approaches if we don't get that fixed.
Now, one thing that the satellite receiver folks got
through the big sale of the spectrum--I think it was an $80
billion sale--was part of it was compensation for them to help
migrate away so that they wouldn't have the impact from the 5G.
And I think, as we look to sale of spectrum, which, you are
exactly right, is precious--and we want the U.S. to move
forward. We are not trying to fight that. But if it is going to
affect us in aviation, which takes years and years to certify a
new product, is there a way to compensate that and think ahead
of time so we can have the widgets available to be able to have
a rapid plug-in to new aircraft or existing aircraft, but also
have a way to help compensate folks that have to do that?
Mr. Massie. I am going to give other folks a chance to
answer this question.
We know there is a shortage of chips, and that is affecting
general aviation. Are there shortages of other things that
people could let us know about that are going to affect GA?
Mr. Rozansky. Member Massie, if I may, regarding workforce,
the Contract Tower Program is suffering from a significant
shortage of viable workforce, some of which--a culmination of
factors, some of which driven by recruitment to the FAA staff
towers.
Secondly, the wages are out of alignment with Department of
Labor. And I know there has been an effort on this
subcommittee, which we greatly appreciate. So, some controllers
are making difficult financial decisions, what is best for them
and their families. And the CONTRACT Act would go a long way
towards helping those efforts.
Coordination with the FAA on a transition of a recruitment
from a contract tower, backfill vacancies, go to the FAA, would
help a great deal. It is all part of one NAS.
Mr. Massie. Thank you. My time has expired. It wasn't the
answer I anticipated, but it was a good answer. Thank you very
much.
I yield back.
Mr. Larsen of Washington. Thank you very much.
I now turn to Representative Johnson of Georgia for 5
minutes.
Mr. Johnson of Georgia. Thank you, Mr. Chairman, for
holding this hearing.
And thank you to all of the witnesses for your time and
your testimony.
Lead is a neurotoxin with harmful developmental effects in
children. Over 25 years ago, lead was banned from all road
vehicles due, in part, to the severe health consequences of
lead exposure.
Today, aviation fuel for piston-engine aircraft is our
country's main and primary source of lead emissions. And the
link between piston-engine aircraft and blood lead levels have
never been stronger. Recent research shows a correlation
between high levels of lead in children's blood in relation to
proximity to airports.
We have heard testimony today about the joint Government
and industry Eliminate Aviation Gasoline Lead Emissions, or
EAGLE, initiative, which would remove lead from piston-engine
aircraft fuel by 2030. The EAGLE initiative is long overdue and
is critical to reducing lead exposure to all Americans.
Mr. Bunce, are you and the manufacturers you represent
confident that the EAGLE initiative will succeed?
Mr. Bunce. Yes, sir. We are confident.
Mr. Johnson of Georgia. At last month's stakeholder
meeting, what progress was discussed? And were any concerns
raised about the program, the initiative?
Mr. Bunce. I thought that we were able to really get an
organizational structure in place that allows very good
cooperation between the industry associations, the pillar leads
of the four pillars that we have in the EAGLE initiative, two
of which are industry-led, two of which are FAA-led, and the
collaboration and actually the ability to be able to go toward
a certification of a fuel.
Remember, the FAA has never done this. We certify the
engines to operate on a fuel. The FAA has never certified an
actual fuel.
But I think my colleagues would agree, the last meeting set
the stage for us to be able to explore improved avenues to be
able to accelerate the process to get to testing so we can do
what is called a fleetwide approval of a fuel or multiple fuels
that can satisfy the entire fleet.
Mr. Johnson of Georgia. Thank you.
Helicopter air ambulances fly at low altitudes and fly in
and around communities with potentially high 5G traffic.
Mr. Viola, how has 5G interference impacted helicopter
operations since the 5G rollout began?
Mr. Viola. Congressman, thank you for that question.
We have worked hand-in-hand with our operators, and we have
actually put in an exemption, especially on the air ambulance
providers, because we knew that they couldn't be shut down. So,
there are some additional risk mitigations that we had to
address in order to operate without those radar altimeters in
that area.
Other than that, there are some areas that we are working
through. And I think as you heard earlier today, the goal is to
not have to continually do retrofits, but actually come up with
policies and procedures that will enable us to do one-time
fixes and then work on the spectrum issues with policy again to
make sure that it is not that we are playing catchup in the
aviation industry with safety concerns but that we are laying a
safe future as we bring in this future technology.
Mr. Johnson of Georgia. Thank you.
Mr. Bunce, are there any actions that you recommend
Congress to take to ensure success of the EAGLE initiative?
Mr. Bunce. Thanks, sir. Showing interest from this
committee on progress would be very beneficial and helpful to
us. And I know you all care about this, as we do. And so, just
continually pulsing the FAA.
But also encouraging the FAA to work very closely with
other Federal agencies, like I mentioned earlier, the
Department of Energy and others, to be able to help us find a
solution would be very beneficial to us.
Mr. Johnson of Georgia. OK. Thank you.
I have no further questions, and I yield back.
Mr. Larsen of Washington. Thank you.
The Chair recognizes Representative Mast of Florida for 5
minutes. Representative Mast.
Mr. Mast. Thank you, Mr. Chairman.
Mr. Bunce, obviously everybody likes you, but you can throw
me in that lot as well. I like you as well. Good to see you
here today.
I wanted to talk to you all a little bit about the flavor
of the summer, I guess I would call it, the flavor of the
summer. Any of us that have flown, we have all felt the delays.
Whether it is for weather, whether it is because of those that
are in the towers and the shortages there, whether it is pilot
shortages, we have felt it.
But I think we touched on it just a couple of questions
ago, what's going on in the towers; it was touched upon.
Competitive wages, it was touched upon, the shortages there.
I just want to hear a little bit more about how general
aviation is affected by the shortages in the towers, the
contract towers and otherwise. Whoever might be the best person
to discuss that, I would be curious to hear a little bit more
on that.
Mr. Bolen. Well, this is Ed Bolen with the National
Business Aviation Association.
I think it is inherent for the broad aviation community to
constantly work and communicate what the needs on the system
are.
And, clearly, staffing has been a front-burner issue in
several press stories, whether it is staffing at airports, in
control towers, with various airline operations. That has been
a big challenge as we, as a community, went through the
pandemic and trying to come back in terms of that.
There are programs in place that we can try to leverage to
minimize operations, increase efficiencies. We have a dual AFP
program that we are using in places. So, I think there are
opportunities there. And we have had, particularly in Florida,
important meetings that have taken place in Jacksonville to
explore those opportunities and to continue the dialogue.
But you are touching on something that is really important.
Staffing, workforce issues are a challenge throughout the
industry. It came up earlier that there were supply-chain
issues. The workforce issues are every bit as pressing and
deserve a great deal of attention.
Mr. Mast. Thank you. I appreciate your comments. It is
something that we all feel, and I know it is felt in different
segments. I would just point out this: I think it is something
for us to discuss certainly as a committee and subcommittee
more broadly.
You mentioned moving off of COVID, moving from COVID. My
understanding of it right now is that FAA is still requiring a
10-day quarantine for people testing positive with COVID. And
the CDC guidelines, as an example, I want to say, is half that
from when your symptoms end. So, right there, that is a
staffing issue. It doesn't solve everything, but it is
certainly a piece of it.
We should also be looking at, as well, the individuals that
are being moved on from Government service because of an
unwillingness, for any hosts of rightful reasons, to not get a
COVID vaccine. If that is affecting the FAA workforce as well,
that is something that we should be looking at as well, making
sure that individuals are not being kicked out of Government,
whether it be the military or the FAA or any other Government
agency, for choosing to not get a vaccine. I think that is
something we should be looking at as well.
With that, Mr. Chairman, I have no further questions, and I
yield the remainder of my time.
Mr. Larsen of Washington. Well, thank you, Representative
Mast.
At this point, I would like to recognize Representative
Payne for 5 minutes.
Mr. Payne. Thank you, Mr. Chairman, and thank Ranking
Member Graves for having this committee hearing today.
Let's see. Mr. Baker, in your testimony, you mentioned that
the commercial aviation industry will need 600,000 new pilots
over the next 20 years. AOPA's website estimates that it costs
between $6,000 and $12,000 to earn your initial pilot
certificate. It can cost thousands more to earn a commercial
pilot certificate.
How can we, as Congress, make sure that this cost is not a
barrier to producing the pilots we need for the general
aviation sector?
Mr. Baker. Thank you for the question.
Yes, we recognize that fuel costs have gone up, and the
basic license, as you said, is between $8,000 and $12,000, at a
minimum, today for an average student.
Now, we also believe that a lot of the simulator work that
can be accomplished is a real positive, and there is movement
to get more of those credits put forth. But, as you also
recognize, to get all the way to a commercial license with the
hours, the 1,500 hours, is a very expensive proposition.
Now, part of that is that there is a big need for flight
instructors. Flight instructors are making a reasonable wage
today, and for those that have the ability and the
consciousness to be a flight instructor, there is a good
opportunity there.
But maybe there is a potential that we have to look at for
how are we going to finance or allow loans or some other ways
to get these young people access to get to those very highly
experienced levels that make them the safe pilots, good pilots,
that we need to consider.
Mr. Payne. OK.
Also, given its diversity of aircraft within the aviation
community, does the cost to train some aircraft differ than the
cost of training for other aircraft? And does this impact those
from lower income situations?
Mr. Baker. It certainly does. The unmanned part of this
thing can be a lot lower cost, for certain. But we don't know
exactly where that is headed to, when you start to have
unmanned carried passengers, and where that is all going to
lead to and what kind of certifications that are going to be
required. That is something that we need to work closely with
the FAA and the regulator on, to figure out what is the
standard that is going to be required at some future date when
that becomes a reality.
But I would tell you that I believe that the numbers that
Boeing continues to print out there, which is 600,000 pilots
for just the airline world in the next 10 or 15 years, is a
really big number. And we are not at a level where we can
support that level of accreditation. We don't have enough
designated pilot examiners today. We have 700-and-some
examiners. We need 1,500 examiners from the FAA. And it has
been really a slow move to get that up to a number that I think
is going to help us get to the 50,000 pilots a year that this
country needs to produce.
Mr. Payne. OK. Thank you----
Mr. Viola [interrupting]. I would like to answer that
question also, when you talk about the differing cost of
certification for pilots.
When you look at the rotorcraft community, it is going to
be a little more expensive than the airline, or the airplane.
So, as you look at funding for part 141 schools and such, make
sure that any limitations that you put on there may affect the
actual aircraft that they are getting qualified in.
Mr. Obitts. And--Mr. Obitts here with NATA--with regard to
the eligibility, we are hearing from our flight schools that
they are having issues related to student loans and also use of
GI bills. So, that should be looked at as well.
Mr. Payne. Thank you.
Mr. Bunce, we are expecting a similar demand for trained
aircraft mechanics in the future that we are expecting as for
pilots. What are your members doing to help train the next
generation of aircraft manufacturers and mechanics?
Mr. Bunce. Well, Member Payne, we are extremely supportive
of the efforts that our colleagues at AOPA, AEA, and our other
associations are doing to build a pilot workforce.
But, also, if we make advanced air mobility happen, that is
going to be a feeder for the airlines. Because these pilots
will be able to fly in what is called part 135 type of
operations. So, they will need a commercial ticket, but they
can use that flight time that they mature in advanced air
mobility to be able to go and build up to the 1,500-hour rule.
So, we consider advanced air mobility a real enhancer to
aviation.
Also, if you think about an electric aircraft as a trainer,
where you are doing a lot of the basic work of just landing and
taking off, if you can do that much more cheaply with an
electric motor, you reduce cost dramatically.
Mr. Payne. Well, thank you. And my time----
Mr. Larsen of Washington [interrupting]. The gentleman's
time has expired.
Mr. Payne. Yes. I yield back.
Mr. Larsen of Washington. Thank you very much.
The Chair recognizes Representative Balderson of Ohio for 5
minutes.
Mr. Balderson. Mr. Chairman, thank you very much.
Mr. Bunce, thank you for being here today. And I also want
to talk about the supply-chain issues you described in your
testimony.
I want to go back to a question that Mr. Massie asked--
didn't get the answer, but he had a great answer--about
workforce development, but on the semiconductor issue. Does
this really factor in to the general aviation supply issue? And
can you expand on the importance that these chips play in
general aviation and why it is crucial we expand our domestic
production?
Mr. Bunce. Absolutely, sir.
I spoke to one company in North Dakota the other day. So,
their chip sourcing went from a chip that was basically a $7.50
chip to now over $780 per chip. And this is for a piece of
equipment that they sell that a lot of us use in our aircraft
here that only sells for about $2,800. So, think about a chip
that costs that much. And he absolutely refuses--he is having
to suck it up instead of putting a $700 surcharge.
What other companies are having to do is, they are having
to take chips and put their engineering teams onto being able
to modify the boards to work with a different type of chip. But
then that has to go back through the FAA processes.
And not only that, but then the aircraft manufacturer has
to certify that wherever that chip came from, that they have
the quality-control processes to be able to have it go into an
aircraft. The automotive industry doesn't have those
restrictions.
So, it is a true problem. And having more chips available
here in the U.S., I think, is a national strategic priority.
Mr. Balderson. Thank you. Great answer, and I couldn't
agree with you more. And there was a letter sent off by the
Commerce Secretary and Secretary Austin today too that talked
about this same issue. So, thank you very much for that answer.
Mr. Bunce, today it was announced that the Consumer Price
Index is at 9.1 percent. What impact has this record inflation
had on the general aviation manufacturing industry?
Mr. Bunce. Sir, I didn't hear you well. You are talking
about the inflation rate and the impact on the industry?
Mr. Balderson. Yes. I apologize. The rate hit 9.1 today.
What effect has this record inflation rate had on the general
aviation manufacturing industry overall?
Mr. Bunce. It is tremendous. And remember, the lead lag in
taking orders and fulfilling the orders at a certain cost point
when your suppliers now as you are building--and we have what
is called a book-to-bill ratio that is out there about 2-2\1/2\
years. So, as you are accepting aluminum or fiber and
everything, you are having to pay this increased inflationary
cost in addition to having to pay increased labor cost, but you
still made a contractual price to your customer.
So, it is reducing the margins that our manufacturers have
out there. And, eventually, for the next orders that they take,
you have to start passing those increases along. So, it is
having a big impact.
Mr. Balderson. All right.
Thank you very much for your answers.
And, Mr. Chairman, I will yield back my remaining time.
Thank you, sir.
Mr. Larsen of Washington. Thank you.
Just a heads-up: They called votes on the floor just now.
So, we will continue with questions, and--sorry, I can't see
that far--we will go with Congresswoman Norton.
You are recognized for 5 minutes.
Ms. Norton. Thank you, Mr. Chairman.
Mr. Viola, as one of the chairs of the Quiet Skies Caucus,
I am particularly concerned with the effects of helicopter
noise on the lives of my constituents here in the District of
Columbia. Helicopter noise is a major concern, not only in my
jurisdiction, but in the national capital region.
What steps do you believe the Federal Aviation
Administration and helicopter operators should take to reduce
helicopter noise?
Mr. Viola. Thank you for that question.
And whether the helicopter, today or tomorrow, we are
talking about AAM. And I mentioned earlier the societal good
that vertical flight brings to society, with the emergency air
ambulance and others. And we understand that we do need that
community compatibility.
And so, we do offer the Fly Neighborly initiative, which is
a voluntary noise-reduction program, as we continue to work
with communities such as yours. And then, as part of that, we
look to the stakeholders to see what we can do, how we can
operate with a reduced noise footprint.
Of course, the future aircraft have that promise. And we
look forward to keeping open the ability to operate inside the
cities today as we get that future technology that will enable
us to operate even more quietly and more friendly.
But, in June, we were down here with the Eastern Region
Helicopter Council, and we introduced a new noise initiative
for Washington, DC. We established a noise complaint system for
individuals in and around the region to share their concerns.
HAI and the Eastern Region Helicopter Council aim to work with
the DC community to review and process the noise complaints and
then use this data to help mitigate the noise.
Using available flight tracking data, we will be able to
accurately identify aircraft that are participating or not
participating, and some of the measures that we are trying to
work with you and other Government officials with to try to
focus that increased community compatibility.
So, just flying safely in compliance is not enough. We want
to be neighborly. And we hope, with the advancements in
technology that are coming, we will continue to get safer so we
can continue to use vertical flight into the cities in the
future.
And you have heard some of the other panel members here,
with the technology, with the electric aircraft and others,
that will come. So that we keep access is very key at this
point.
Ms. Norton. Thank you. That is useful.
Continuing with you, the Government Accountability Office
conducted a study of helicopter noise in the national capital
region and recommended that the Federal Aviation Administration
develop a mechanism to exchange information with all helicopter
operators in the national capital region.
Now, I understand the Helicopter Association International
and the Eastern Region Helicopter Council, in cooperation with
the FAA, are doing a test of such a mechanism this summer. How
will the information gathered by this mechanism aid in the
reduction of helicopter noise in the national capital region?
Mr. Viola. Yes, ma'am. Thanks for that question.
I think that, as you asked as well, it is a test program.
We are looking to make sure that we correlate the noise issues
that are coming in and the locations and the aircraft. And then
that is when we will use the technology to see if there is a
way, based on what aircraft, when, and locations.
And we are working with the FAA and other agencies to make
sure that we can get a clear picture of what is going on today
and then plan the future and work with the community to
continue to increase the compatibility.
Ms. Norton. Mr. Rozansky, I want to thank you for bringing
up aircraft noise in your testimony, which negatively impacts
the lives of our constituents. It affects their sleep, health,
and quality of life.
The 2021 FAA Neighborhood Environmental Survey indicated
individual and community annoyance with aircraft noise has
considerably increased.
Could I ask you, what tangible actions can FAA and airports
take to engage with their communities to reduce aircraft noise
and aircraft noise annoyance?
Mr. Rozansky. Thank you, Member Norton. That is a topic I
cited extensively in my complete written testimony.
The Naples Airport Authority has been an industry leader in
noise-abatement efforts. We are currently in the midst of our
fourth part 150 noise study, in part as a result of the
dramatic growth in private-jet activity that we have seen, but
because so many who come to our community are seeking that
quality of life you refer to.
So, it is a balance amongst all the stakeholders. We
certainly strive to preserve and promote a healthy and robust
aviation system, providing great access to and from our
community, but while also protecting the quality of life of the
folks who live nearby the airport. And----
Mr. Larsen of Washington [interrupting]. Thank you for your
comments.
Mr. Rozansky. I am sorry, Chair?
Mr. Larsen of Washington. Time has expired.
Mr. Rozansky. Oh, my apologies.
Mr. Larsen of Washington. Thank you.
Thank you, Congresswoman Norton.
We are going to now turn to Representative Nehls for 5
minutes.
Mr. Nehls. Thank you, Mr. Chairman.
And thank you to all the witnesses who have testified here
today.
Mr. Bolen, eVTOL aircraft will provide a quiet alternative
to conventional aircraft. Companies like Lilium [holding up a
photo]--a beautiful picture here we have; looks like something
from ``The Jetsons.'' Companies like Lilium have announced that
they will sell their eVTOL aircraft to individuals and
businesses, allowing general and business aviation to reap
these benefits.
What should the FAA be doing to prepare the eVTOL aircraft
to join the general aviation fleet?
Mr. Bolen. Well, the eVTOL have an enormous promise for our
Nation and for the world. They will enable us to take the next
step in on-demand air mobility, getting people where they want
to be when they need to be there and doing it safely, securely,
and sustainably.
I think a lot of us at this table recognize that, a lot of
times in aviation, some of the most unpredictable part of that
is getting from a city center to an airport. So, this will
complement the airline and business aviation as we move
forward.
We also have an opportunity, particularly here in the
United States, where we have over 5,000 public-use airports, we
have an opportunity to ensure that that infrastructure, which
has been so invaluable to growing general aviation, is able to
serve the eVTOL community.
I think we have already talked about at some length the
certification issues that we have challenges with and are
working through. As we begin to see the introduction into
service, we are going to need to look at the operations, and
that will include airport operations, vertiport operations, but
also air traffic operations, and making sure that the FAA, the
community, is all coming together to understand what challenges
we have and what opportunities we have, making sure we get this
right.
Because, as you take the technology industry and the
aviation industry, if we can bring the best of both together,
we are going to have a safe, secure, sustainable industry that
is going to provide enormous benefits for all of humankind.
Mr. Nehls. Thank you. That is good news. Great to hear.
Mr. Baker, we have all read or personally experienced the
delays in commercial flights ongoing throughout the Nation. Can
you detail some of the efforts the FAA has taken recently to
address the air traffic controller shortage?
If you would give me 1 minute, because I have one more
question.
Mr. Baker. Sir, the issue that all of air traffic control,
all workforce is really real, in my opinion. And that is one of
the reasons we kicked off this 4-year high school program. It
starts in the 9th grade, goes to the 12th grade. Twelve
thousand kids took it this last year. As we look forward to the
registrations this year, we will be in 45 States, in over 500
high schools.
And what I believe the objective should be: We should be in
1 of every 10 high schools. We should be at 2,500 high schools
with a free education program to show pathways in aviation,
including controlling.
Mr. Nehls. Thank you.
Last question. Mr. Viola, I read in your testimony about
the alarming situation ongoing for our air tour operators at
several of our national parks. It seems the FAA and National
Park Service are rushing to meet a court-ordered deadline but
have opted to exclude critical stakeholders like the National
Parks Overflights Advisory Group.
As you mention, air tour operators offer people with
disabilities and often the elderly an opportunity to view and
enjoy some of our Nation's most treasured landscapes they
otherwise would not be able to see.
I have also been told that some of these air group
operators in the off-season help the Federal Government fight
wildfires and other natural disaster events.
Do you have any suggestions on how we can help alleviate
this issue?
Mr. Viola. Thank you very much for that question and
pointing out that issue.
In 2000, the NPATMA was established by Congress. That is
really all we need to do, is follow what was established by
Congress. There was a court order in 2020 that drove the two
agencies together, and they basically went underground, the
National Park Service and the FAA, and they are now processing
all that information on their own.
What you had required in 2000, as Congress, was for
industry to work together. And the solutions we were working
were, what aircraft were making what noise? What altitudes? We
were actually trying to work together to make sure that we
could continue to have access for the public.
And as you probably hear as well with your constituents,
anytime I tell people that the National Park Service is trying
to prevent all overflights, they are shocked, because they have
actually gone out and participated and were able to view our
beautiful parks from the air.
So, I think going back and looking at the NPATMA, what was
established in 2000, and ensure that cooperation happens.
Mr. Nehls. Well, thank you, Mr. Viola. And you have my
commitment, I will continue to look into this.
Mr. Viola. Thank you.
Mr. Nehls. I yield back.
Mr. Larsen of Washington. Thank you.
Before I go to Representative Titus from Nevada, just a
quick administrative update. We will go to Representative
Titus, we will recess, and then we will come back. There are
two votes. We are in the middle of one right now. So, after the
recess, it shouldn't be any more--well, famous last words--any
more than 30 minutes, I would guess less than that. And we will
come back and we will see if there are any other Members who
have questions.
So, I would ask for your patience, but to wait for us to
come back, if you don't mind.
But, before that, we will go to Representative Titus.
You are recognized for 5 minutes.
Ms. Titus. Thank you, Mr. Chairman.
I just wanted to share some figures with you that are good
news before I ask my questions.
Compared to pre-pandemic levels, general aviation traffic
is up 20 percent at the Henderson Executive Airport in southern
Nevada, and it is up 7 percent at the North Las Vegas Airport.
And this is thanks largely to a number of events that have
occurred in Las Vegas--the draft, the football draft, and the
Pro Bowl, and the opening up of Raiders stadium. We think that
is going to increase even more as we look towards the Super
Bowl and also Formula 1 races. So, this is a very important
part of the economy and the tourist sector in southern Nevada.
Now, going back to the previous question, many of the
people who come to Las Vegas know that it is more than just the
bright lights on the strip. They like to look at our
surrounding areas.
And so, I am interested in the work that you are doing with
the national parks, Mr. Viola, as well. Because I think there
are 23 national parks, and I just wonder what impacts you think
this plan is going to have on the helicopter tourism industry
out of Las Vegas, many of whom fly over Lake Mead or the Grand
Canyon.
Mr. Viola. Yes. Thank you very much for that question.
Yes, that is a problem. And we are trying to highlight that
right now, that the plans, as they are being put together,
without going through the NPOAG, without having industry input,
are very concerning to being able to put a lot of those people
out of business.
So, yes, we would love to follow up on this topic and
provide as much detail as you would like to hear, ma'am.
Ms. Titus. Thank you. I would like to do that.
And there is no ability to have local government input or,
say, the convention center input? It is just strictly behind
closed doors with the National Park Service?
Mr. Viola. Yes, the technique they are using is, they have
done some open meetings, but you will see by the meetings or if
you watch one of them on YouTube, they are really not taking
any questions. Some of your constituents have actually written
in and provided additional documents, and they have not been
acknowledged. So, it is not a good thing that is going on right
now in that area.
Ms. Titus. Well, I would appreciate if you would work with
me to see if we can't at least have some voice in there.
Mr. Viola. Yes, ma'am. We will reach out and connect and
ensure that we work together on this.
Ms. Titus. Well, thank you.
And one other thing I would like to ask you: I am the
cochair of the Unmanned Systems Caucus, and we have been
hearing about some unauthorized drones who interfere with the
helicopters, especially when they are fighting fires.
Could you kind of address that, of how we can be sure that
only authorized drones are in that airspace, and they don't
interfere with any operations you all might be engaged in?
Mr. Viola. Yes, ma'am. So, currently, when we have
firefighting operations going on, the FAA will put out a
temporary flight restriction in those areas. But what happens
is, it ends up being the participants or the ones that are
qualified to fly the UAS will stay out of those areas.
So, what we do have is, we have nonparticipants or people
that aren't flying in accordance with the rules that are
actually interfering. They are interfering with firefighting,
and they are also interfering with air medical. And nothing
better that they try to do is to launch a UAS so they can get a
look at an accident scene.
So, we are really trying to do some public awareness and
working with the FAA on ways to prevent or have some counter-
drone capability, so when there are some public safety issues
going on, such as firefighting and/or air ambulance emergencies
going on, that we can somehow help keep those out of the area.
Ms. Titus. Is there anything this committee can do to help
you in that, or is it just strictly you and the FAA? Anything
Congress can do? I mean in the reauthorization.
Mr. Baker. Say the question again. I am sorry, I couldn't
hear it.
Mr. Viola. The question was, for anyone here, as we are
trying to keep the unauthorized-drone activities from becoming
a safety hazard to general aviation, they just don't understand
that there is other aviation that is out there.
Mr. Baker. Yeah, we are certainly very concerned about some
of the drone usage, and we want a safe integration of that
airspace. We believe in drones; we think it is the right thing
for our economy. But it has to be done with a detect-and-avoid
for general aviation, not put the burden on the small aircraft
below 400 feet. It doesn't work that way.
Mr. Bunce. And there does need to be civil penalties. Just
like if somebody points a laser at a pilot, that is a safety-
of-flight issue. And if we hit one of these drones out there
with an aircraft or a rotorcraft, it is different than a bird.
That battery can come through the windscreen and be very
dangerous. So, we have to enforce the airspace rules.
Ms. Titus. Well, maybe you can work with us on the caucus
to see if we can come up with something that helps both sides.
Thank you, Mr. Chairman. I yield back.
Mr. Larsen of Washington. Thank you very much.
So, since they have called for votes on the House floor,
the committee will recess, and we will restart the hearing as
soon as the last vote is over.
Again, there are two votes. One, the time is out, but there
are 350 people left to vote, so, it will be a little bit as we
rush over--I am sorry, 330 people. So, 20 people voted in the
time I said that.
So, we will be back. I guarantee I will be back, and then
we will make an assessment then. So, I really do appreciate the
indulgence of the panel.
And, with that, the committee will be in recess.
[Recess.]
Mr. Larsen of Washington. I call the committee to order.
We will continue with Member questions. The Chair calls on
Representative Auchincloss from Massachusetts for 5 minutes.
Mr. Auchincloss. Thank you, Chairman. I appreciate letting
me waive on to the committee to ask these questions.
In the commercial aviation sector, my constituents and
indeed someone who commutes back and forth between Boston and
Washington, me, have been really very significantly disrupted
by staffing shortages in the commercial airlines and the flight
delays that has led to. We are seeing that commercial airlines
are scheduling flights that are almost guaranteed to not be
able to fly because of the lack of pilots and staff, which is
really not an acceptable business practice.
I know that some of my colleagues on the Republican side of
the aisle have asked about the impact of staffing shortages in
general aviation, and I would like to continue that line of
questioning.
Mr. Baker, as you mentioned, the shortage of air traffic
controllers has been causing delays for an extended time, and
the FAA is working to increase controller staffing. Can you
shed some light on factors that have led to staffing shortfalls
within the industry?
Mr. Baker. So, there is clearly an opportunity for young
people to join aviation right now, and you can tell by the
average wages that are going up in all sectors in aviation. The
demand is high and the supply is not enough. And one of the
reasons why we have our high school programs is to introduce
young people into aviation in 9th, 10th, 11th, 12th grade, and
we look forward to growing that program significantly.
We do know that the FAA has had some recruiting going on
for air traffic controllers and had big turnout for people that
did apply for the jobs, but it takes them a long time to get up
to speed to run one of the bigger sectors in the ATC centers of
that traffic.
So, in other words, there is a long lead time to have an
employee and an experienced employee ready to take on those
roles. So, we believe and have seen in every sector, including
general aviation where there is a shortage of flight
instructors and others, maintenance workers, in general
aviation as well. But we continue to be working through that
and people are attracted to aviation, fortunately, because it
is a fun and interesting industry.
Mr. Auchincloss. Can you, and others can also jump into
this, can you speak about work that both general and commercial
aviation could do to diversify and make more resilient and
widen the pipeline for new talent coming in to this industry?
And what help the airlines should be giving to invest in
this new pipeline, given that they have used buyouts and early
retirements during the pandemic, despite more than $50 billion
in Federal aid; whether they need to be making investments now
to replenish and strengthen and make more resilient that
staffing shortfall, both for pilots and also, as you have said,
for designated pilot examiners, who I know are another shortage
area.
Mr. Baker. So, one of the things that we have recorded in
our high school program thus far in the last 5 years is that 40
percent or more of the kids taking these programs come out of
underrepresented groups, minorities. Twenty-five percent are
young women. Both sectors are underrepresented in the aviation
working world today.
So, creating the pathways and interests and showing them
that they can, too, be participating in this world and we need
them is really a big part of our high school initiative. And I
think that is the first place you get that done.
Mr. Auchincloss. We are talking about 5- to 10-year
projects, I know. You don't train a pilot or an air traffic
controller or a DPE overnight, nor would I think anybody would
want you to.
We are facing a summer of disruption right now, and I see
an analogy here with healthcare, where we have got significant
shortages in healthcare staffing acutely felt in Massachusetts
where a big cause of that has been a lack of immigration. We
are 2 million immigrants short of where we were supposed to be
based on pre-pandemic trajectories.
I would be interested to hear from you or from any of your
colleagues here at the witness table, what can we do to
increase the number of certified immigrants coming to the
United States who could help staff the airline industry in the
short term?
Mr. Rozansky. Regarding Federal contract towers--and thank
you for the question--the contractors are not able to develop
their own workforce. They must rely on federally certified air
traffic controllers trained only by the FAA.
They are developing a business case for how they could help
develop the pipeline starting in contract towers, which may
very well include a more diverse workforce, kind of the next
generation of those that are underrepresented. They would still
have to be trained and certified by the FAA, but as of right
now, and this is a big item that could be included in an
upcoming FAA reauthorization, having the contract tower
operators help develop their own workforce would be a huge
initiative in that direction.
Mr. Auchincloss. Well, I would certainly encourage in this
reauthorization that both general and commercial aviation think
about how we can expand and diversify the training pipeline,
and also how we can look to immigrants and other nontraditional
populations for help in the short term, because we can't take
much more of the disruptions that we are seeing in the airports
across the United States.
Thank you, Chairman.
Mr. Larsen of Washington. Thank you, Representative.
I understand Representative Van Drew has logged on. If
Representative Van Drew has logged on. To the folks at home,
just give us a few minutes--a few moments. It will not be a few
minutes. Just a moment.
If I can get a clear message from staff on the--OK. We
understand he is logged on and we are just trying to get him
up. So long as everyone is comfortable with silence. There you
go.
Representative Van Drew, you are recognized for 5 minutes.
Dr. Van Drew. Good morning. Actually, good afternoon by
now.
Thank you to Chairman Larsen and Ranking Member Graves for
holding today's hearing on the state of general aviation.
General aviation encompasses many different sectors, but
today, I would like to focus on the advanced aviation
technologies of unmanned aircraft systems, we know it as UAS,
and advanced aviation mobility, AAM.
My district in South Jersey is home to the William J.
Hughes Technical Center where cutting-edge research is
happening in the UAS office and in the AAM program. This
committee, the FAA, and the aviation stakeholders community are
in conversation to determine how to best structure Federal
organizations and policies so that these industries may grow in
a safe and an efficient manner.
With next year's FAA authorization around the corner, this
hearing is an excellent opportunity to publicly explore how we
can improve the Federal Government to unlock the potential of
advanced aviation.
I offer my questions to three of our witnesses: Jim Viola
of Helicopter Association International, Pete Bunce of the
General Aviation Manufacturers Association, and Mark Baker of
the Aircraft Owners and Pilots Association.
My question is this: Is the FAA's current approach to
rulemaking and certification for UAS and AAM operations
satisfactory? If not, please elaborate on the ways that you
would improve the FAA's approach from both an organizational
and a policymaking standard.
Mr. Viola, please respond first, followed by Mr. Bunce, and
Mr. Baker. And I will yield the remainder of my time for these
responses.
Thank you so much, Chairman.
Mr. Viola. Thank you, Congressman, for that question. It is
a very important question, indeed, with the FAA's ability to be
flexible with certification and also ensure the safety. I
really think that I would recommend a top level look at even
what the FAA mission statement is today, and then see what it
is we are requiring of them.
We all talked workforce issues today. The FAA, as a
Government agency, also has a workforce. I think you will hear
some other peers here talk about the growth of Government as
well as the industry side. I think there is a lot of work that
we can do on the industry side to help keep the FAA at a
smaller, more oversight capability without all the necessity
for growing a workforce that tries to keep up with the rapid
pace of technology.
Mr. Bunce. Representative Van Drew, I would add that we are
supportive of a technology office at the FAA, but the purpose
of that office needs to be to break down the stovepipes in the
lines of business.
We learned through the Garmin Autoland system, where
somebody with an incapacitated pilot can push a button and an
airplane will land autonomously, that the Air Traffic
Organization wasn't involved in the development, or the right
people from the ATO weren't involved, and that really hampered
and caused that program to be 7 years long.
What we would be very wary of is if we went and separated
out like this certification directorate and pulled people out
of there to just work that one segment, because it is
interdependent with the aviation industry that we already have
established.
Take fly-by-wire or take the autonomy that is already being
built in the aircraft, they need to rely on that expertise to
be able to go and make advanced air mobility work. So, we have
got to make the stovepipes work together, but we don't want to
bust up the stovepipes.
Mr. Baker. Adding to that only would be the general
expectation that when it becomes rulemaking, it is not
expedited at all. We have been working and waiting for the
MOSAIC, which is an update for the aircraft's certifications
for, I think, 6 years in that rulemaking effort. It is
basically on the shelf. We are standing by for the LODA
rulemaking. It is not a good process when it goes and just sits
and doesn't have the urgency and the timelines associated with
it. So, that is our, kind of, feeling about it.
Dr. Van Drew. OK. Well, I thank you, and I am disappointed
to hear the last statement, but understanding where you are
coming from. Hopefully, we will do better with the rulemaking
and move forward. I mean, this is obviously the cutting-edge
technology that is going to bring us into the future.
So, with that, I will yield. And, Chairman, once again,
thank you.
Mr. Larsen of Washington. Thank you, Representative Van
Drew.
The Chair recognizes Representative Perry of Pennsylvania
for 5 minutes.
Mr. Perry. Thank you, Mr. Chairman.
And for the folks that are testifying here today and
answering some questions, my questions will be for Mr. Baker.
When we left, we were talking about the EAGLE, I guess,
initiative or what have you. Seems like everybody here loves
it. I just want to go on the record. I guess we are forcing you
to love it. I don't love it. I don't know that it is any good.
I've got a lot of questions and concerns about it.
Now, even you said, some of you said, somebody here said
that we have never done this with a fuel before. Right? We have
never done--there might be a reason for that, right? And the
unintended consequences, the gentleman from New Jersey, my
colleague from New Jersey, talked about the cost of going to
flight school, especially for people that have a hard time
coming up with the money to learn. It is expensive. I don't
necessarily think the costs that I heard here are actually
reflective of the true cost of the whole thing. At the same
time, we are promoting stuff like this, which I am not a rocket
scientist, all right, but this raises the cost for everybody,
right?
So, you talk about making it affordable; at the same time,
this very committee--of course, you all have to be committed to
it because we told you you've got to be, right? So, I am not
picking on you.
But for Mr. Baker, Santa Clara County has unilaterally
prohibited the sale of 100 Low Lead, right? And it violates
their AIP grant assurances and increases the risk of
misfueling. And I wonder if you can comment on that situation,
if left unaddressed and other municipalities or political
enclave seek to do that, and if it poses a particular threat to
the general aviation industry overall, and particularly to
things like disaster relief, emergency operations, search and
rescue, or particular law enforcement issues.
And then, finally, in that regard, what should this
Congress and the FAA do about that?
Mr. Baker. It is a great question. I thank you for that
one.
We are really concerned about the slippery slope of letting
these individual airports violate their agreements and decide
that they are going to only carry one type of fuel and not
another type of fuel, which is a huge safety concern. If an
airplane gets misfueled, the engine will detonate. It will
become a problem and the airplane is going to come down.
The request that we put into the FAA and the FAA legal
group is to say, you can't violate those grant assurances and
you must keep all this fuel available. The FAA has not been
able to come to agreement with Santa Clara County----
Mr. Perry [interrupting]. Has not been able to or is
unwilling to enforce? Like, they enforce their will on the rest
of us around here, right? I mean, you go install the wrong
floor in your 1947 Bonanza and see what happens to you.
So, tell me if they can't or they won't.
Mr. Baker. The response was, it is complicated. And I know
that. If it was easy, we would have solved it a long time ago.
But it is a very important safety issue. And I believe that the
regulator, who is in charge of safety aviation in this country,
should take that at the paramount most important part first,
that if we get this misfueling done, and it will happen, it is
a big problem.
Mr. Perry. Is there something--look, we are in the Aviation
Subcommittee. I thank the gentleman for calling the hearing.
This is an important issue. These are important issues.
What should we be doing about it? Like, I will tell you I
have already had concerns about the program. I don't know what
is wrong with the 100 Low Lead. If we want alternatives, OK,
God bless it. Let the market work that out.
There is a whole bunch of aircraft out there that use them,
that use 100 Low Lead. And, I guess, if we are going to go back
to the cost of flight school, I guess we are going to change
every single engine in every one of these GA community
aircraft. Like, what can this committee, what should this
Congress be doing about this situation?
Mr. Baker. In the urgency of asking the FAA to respond to
make sure that we do not lose 100 Low Lead till the transition
is complete. We support the transition. It is the right thing
to do long term. We need to hold the refineries, and I think
they will be competitive with the current price of fuel,
because there is only one supply of Low Lead, by the way, the
lead in the world [inaudible] supply chain.
Mr. Perry. Right. Even when you say that, with all due
respect, you say, make sure the suppliers provide it, as we
force it to be phased out; the market isn't doing this. This is
self-imposed regulatory ideology and policy coming from the
Government. And you are saying, we are going to force you to
keep making it, even though your market is diminishing and even
though we are telling you we are going to destroy your market
for doing this.
What do you think that is going to do to the price of 100
Low Lead?
Mr. Baker. I believe that the opportunity for the
alternative fuel to be made by the current refineries is high,
and so, they will have an opportunity to change over to that
other fuel. It is the right thing to do. But I will also tell
you, we need the time to make that transition safely or we are
going to risk a very significant part of the aviation's
ecosystem.
Mr. Perry. I thank the gentleman.
I yield.
Mr. Larsen of Washington. Thank you, Representative Perry.
That concludes our hearing. I want to thank the witnesses
for their testimony. The comments and insights have been very
informative and very helpful.
So, I ask unanimous consent the record of today's hearing
remain open until such time as our witnesses have provided
answers to any questions that may be submitted to them in
writing. And I know a few Members have questions for the
record.
I also ask unanimous consent the record remain open for 15
days for any additional comments and information submitted by
Members or the witnesses to be included in the record of
today's hearing.
So, without objection, so ordered.
And, with that, the subcommittee stands adjourned.
[Whereupon, at 1:01 p.m., the subcommittee was adjourned.]
Submissions for the Record
----------
Prepared Statement of Hon. Eddie Bernice Johnson, a Representative in
Congress from the State of Texas
Thank you, Chairman Larsen and Ranking Member Graves, for holding
today's hearing on the state of general aviation. I would also like to
thank our outstanding witnesses for testifying before us today.
General aviation airports don't get the same attention as
commercial airports but play a critical role in our aviation system.
Like most businesses, general aviation has faced significant challenges
from the pandemic, but has shown resilience and a focus on growing to
meet the future needs of the industry.
I'm proud to represent the Dallas Executive Airport which provides
corporate and private travel, numerous aviation services, flight
training, and facilities for law enforcement. Dallas Executive also
serves as a reliever airport for Love Field and plays an important role
in the North Texas aviation system.
I look forward to hearing from our witnesses on the health of the
general aviation system and learning what we can do to help support the
industry.
Letter of July 27, 2022, to Hon. Rick Larsen, Chairman, and Hon. Garret
Graves, Ranking Member, Subcommittee on Aviation, from Hon. Jennifer
Homendy, Chair, National Transportation Safety Board
July 27, 2022.
The Honorable Rick Larsen,
Chairman,
Subcommittee on Aviation, Committee on Transportation and
Infrastructure, United States House of Representatives,
Washington, DC 20515.
The Honorable Garret Graves,
Ranking Member,
Subcommittee on Aviation, Committee on Transportation and
Infrastructure, United States House of Representatives,
Washington, DC 20515.
Dear Chairman Larsen and Ranking Member Graves:
As Chair of the National Transportation Safety Board (NTSB), I want
to thank you for your leadership to help ensure the safety of general
aviation, and respectfully submit this letter for the record regarding
the July 13, 2022, hearing, ``The State of General Aviation.''
As you know, the NTSB is an independent federal agency charged by
Congress with investigating every civil aviation accident in the United
States and significant events in other modes of transportation--
highway, rail, marine, pipeline, and commercial space. We determine the
probable cause of the events we investigate and issue safety
recommendations aimed at preventing future occurrences.
The vast majority of our investigations involve general aviation
accidents, and those investigations have contributed to the improved
safety of general aviation over the years. In fact, since 2010, 96
percent of all NTSB investigations were in the aviation mode, and of
those, 94 percent were in general aviation, meaning that general
aviation investigations account for roughly 90 percent of our
investigations. In 2020, our Office of Aviation Safety opened 1,139
investigations; 1,085 were in general aviation.\1\
---------------------------------------------------------------------------
\1\ 2021 data is not yet available.
---------------------------------------------------------------------------
Recent Safety Trends in General Aviation
Since 2001, the rate of fatal accidents in general aviation
operations has generally trended downward. In 2001, the fatal accident
rate per 100,000 flight hours was 1.274, and although it has been as
high as 1.381 (in 2005) and as low as935 (in 2017) over the last 20
years, in 2020, the rate was 1.049. Although the safety of general
aviation has improved in the last decade, we do see areas where
additional effort is needed.
For example, in March 2021, we released a report discussing the
ongoing safety issues associated with revenue passenger-carrying
operations conducted under Title 14 Code of Federal Regulations (CFR)
Part 91 for general aviation.\2\ These operations include the
following:
---------------------------------------------------------------------------
\2\ NTSB. Enhance Safety of Revenue Passenger-Carrying Operations
Conducted Under Title 14 Code of Federal Regulations Part 91.
Washington, DC: NTSB. AAR 21/03.
---------------------------------------------------------------------------
certain nonstop commercial air tour flights
sightseeing flights conducted in helicopters and hot air
balloons
nonstop intentional parachute jump flights
living history flight experience sightseeing flights
glider sightseeing flights
air combat/extreme aerobatic experience flights and tour
flights conducted under the premise of student instruction or training
flights
The NTSB has long been concerned that these operations, which carry
thousands of passengers for compensation or hire each year, are not
held to the same maintenance, airworthiness, and operational standards
as air carrier, commuter, and on-demand operations. Members of the
public who pay to participate in Part 91 revenue passenger-carrying
activities are likely unaware that these operations have less stringent
requirements than other commercial aviation operations. Although Part
91 revenue passenger-carrying operations are diverse, the need for
greater safety requirements and more comprehensive oversight applies to
all of these operations. As a result of our Part 91 investigation, we
made six new recommendations and reiterated four previous
recommendations to the Federal Aviation Administration (FAA).
These recommendations were derived from numerous investigations
NTSB investigated between 2016 and 2019, including accidents in
Honolulu, Hawaii; Lockhart, Texas; Mokuleia, Hawaii; Windsor Locks,
Connecticut; Morrisville, Vermont; Four Corners, California; Poipu,
Hawaii; and New York, New York. These eight accidents alone resulted in
45 fatalities, 6 serious injuries, and 4 minor injuries, and the NTSB
remains concerned that the safety issues identified in each of these
accidents continue to occur at multiple Part 91 revenue passenger-
carrying operators; as a result, safety improvements are needed to
avoid placing future passengers at risk. Our recommendations and their
statuses are enclosed.
In brief, we identified four categories of safety deficiencies that
still must be addressed, which we wanted to bring to your attention as
you consider legislation to reauthorize the FAA.
The Need for an Appropriate Framework for Part 91 Revenue
Passenger-Carrying Operations. The operating rules for Part 91 general
aviation, which include revenue passenger-carrying operations, do not
require operating certificates, operations specifications, FAA-accepted
general operations manuals, FAA-approved training programs, or FAA-
approved maintenance programs, all of which are required for Part 135
commuter and on-demand operations, including most commercial air tours.
Because Part 91 revenue passenger-carrying operators are not required
to have initial and recurrent pilot training programs, the operators
have no formal method to determine if pilots are adequately prepared
for the responsibilities associated with the company's operations.
Our review demonstrated that the FAA should be implementing
one level of safety for all commercial air tour operators, especially
given the longstanding safety concerns in this area. In addition, to
address other Part 91 revenue passenger-carrying operations, we
recommended that the FAA develop national safety standards, or
equivalent regulations, for revenue passenger-carrying operations that
are currently conducted under Part 91. These standards, or equivalent
regulations, should include, at a minimum for each operation type,
requirements for initial and recurrent training and maintenance and
management policies and procedures.
The Need to Address Regulatory Loopholes and Omissions.
The FAA created certain exceptions to Part 91 rules that allow some
operations to be conducted outside of the scope of regulatory and
oversight requirements that apply to operations conducted under an
operating certificate. However, some Part 91 revenue passenger-carrying
operators have exploited specific exceptions in federal regulations by
carrying revenue passengers for purposes other than the exceptions
intended, allowing them to avoid more stringent regulatory
requirements. For example, two of the accident flights reviewed for
this report were inappropriately operating under the student
instruction exemption, even with the knowledge of the local FAA office.
The NTSB recognizes that other regulatory loopholes and
omissions might also exist. Therefore, the NTSB recommends that the FAA
identify shortcomings in 14 CFR 119.1(e) that would allow revenue
passenger-carrying operators to avoid stricter regulations and
oversight and to address these loopholes as part of a new framework for
Part 91 operations.
The Need for Increased Federal Aviation Oversight. Part
91 revenue passenger-carrying operators are not subject to the same
level of FAA oversight and surveillance as Part 135 operators. The NTSB
concludes that the FAA's oversight and surveillance of Part 91 revenue
passenger-carrying operations do not ensure that these operators are
properly maintaining their aircraft and safely conducting operations.
The FAA needs to provide its inspectors with sufficient guidance to
pursue more comprehensive oversight of Part 91 revenue passenger-
carrying operators. Such guidance and oversight could help ensure that
these operators are properly maintaining their aircraft and safely
conducting operations.
The Need for Safety Management Systems. Operators need to
establish safety management systems (SMSs). An SMS is an effective way
to manage and mitigate risks in aviation operations; the FAA has
described them as a ``formal, top down business-like approach to
managing safety risk.'' The four components of an SMS are safety
policy, safety risk management, safety assurance, and safety promotion.
Only Part 121 air carriers (generally larger airlines and regional
carriers as well as cargo carriers) are currently required to
incorporate an SMS, but the FAA has only encouraged voluntary SMS
implementation beyond Part 121 operations.
Part 91 revenue passenger-carrying operators would benefit
from an SMS to ensure that operational risks are sufficiently
mitigated. In addition, FAA oversight of SMSs for passenger revenue-
carrying operations currently conducted under Part 91 is critical for
ensuring that mitigations are in place to address potential safety
hazards.
General Aviation and Reauthorization of the NTSB
Our investigations often find safety issues or identify trends that
are important to improving aviation safety, as well as provide
information to the flying community about lessons learned.\3\ That is
one of the reasons why it is so important that we have reduced our
backlog of investigations open for more than 2 years by more than 75
percent, to 78 from 440, since the start of 2022. We anticipate
reducing this backlog to zero by the end of the fiscal year. To achieve
this, we established a process that filled open investigative and
technical review positions to support the mission; triaged
investigations that were ready for expedited completion through
reassignment; used reemployed annuitants to broaden the pool of report
reviewers in the short-term while creating a longer-term solution;
enhanced employee performance standards; and developed quality metrics
and a means to track them for all investigations.
---------------------------------------------------------------------------
\3\ In 2022, to date, we have issued 10 recommendations as a result
of general aviation accident investigations. These recommendations
concern carbon monoxide sensors, hazardous icing conditions in Alaska,
and technical issues with particular models of aircraft.
---------------------------------------------------------------------------
As you know, I came before the committee earlier this year to
discuss our proposal to reauthorize the NTSB. The goal of our
reauthorization proposal is to right-size the agency over time and to
ensure that our employees have the right skill set. This year, our goal
is to grow by about ten percent, increasing our staffing to roughly 412
full-time equivalent positions. Our reauthorization proposal
anticipates adding roughly 15 people per year through 2027, in addition
to filling the vacancies that will occur through retirements and
separations. These 75 total positions do not even fill one-half of the
identified needs in our agency. In fact, our staff identified the need
for an additional 192 positions over the next 5 years. Of those
positions, more than 20 percent are in our Office of Aviation Safety.
The vast majority of these new investigators in OAS would investigate
general aviation accidents.
I welcome the opportunity to further discuss these safety issues
and recommendations with the Committee. In addition, I appreciate the
Committee's consideration of our reauthorization proposal, which would
allow the NTSB to hire more staff to meet the expanded need for
transportation investigations, including those related to general
aviation.\4\ Please do not hesitate to contact me if I may be of any
assistance to you.
---------------------------------------------------------------------------
\4\ NTSB. National Transportation Safety Board Draft
Reauthorization Act of 2022. Washington, DC: NTSB.
---------------------------------------------------------------------------
Sincerely,
Jennifer Homendy,
Chair, National Transportation Safety Board.
Enclosure
Recommendations Regarding Revenue Passenger-Carrying Operations
Conducted UnderPTitle 14 Code of Federal Regulations Part 91
------------------------------------------------------------------------
Number Status Recommendation
------------------------------------------------------------------------
A-21-9.......................... Open-- TO THE FEDERAL
Acceptable AVIATION
Response. ADMINISTRATION:
Develop national
safety standards,
or equivalent
regulations, for
revenue passenger-
carrying
operations that
are currently
conducted under
Title 14 Code of
Federal
Regulations Part
91, including,
but not limited
to, sightseeing
flights conducted
in a hot air
balloon,
intentional
parachute jump
flights, and
living history
flight experience
and other vintage
aircraft flights.
These standards,
or equivalent
regulations,
should include,
at a minimum for
each operation
type,
requirements for
initial and
recurrent
training and
maintenance and
management
policies and
procedures.
------------------------------------------------------------------------
A-21-10......................... Open-- TO THE FEDERAL
Acceptable AVIATION
Response. ADMINISTRATION:
Identify
shortcomings in
Title 14 Code of
Federal
Regulations
119.1(e) that
would allow
revenue passenger-
carrying
operators to
avoid stricter
regulations and
oversight in
operations that
include, but are
not limited to,
air combat/
extreme aerobatic
experience
flights and tour
flights operating
as student
instruction,
nonstop
commercial air
tour flights
operating as
aerial
photography
flights, and
glider
sightseeing
flights; after
these
shortcomings are
identified, use
that information
to add other
types of flight
operations to the
national safety
standards, or
equivalent
regulations,
requested in
Safety
Recommendation A-
21-9.
------------------------------------------------------------------------
A-21-11......................... Open-- TO THE FEDERAL
Acceptable AVIATION
Response. ADMINISTRATION:
Revise FAA Order
8900.1, Flight
Standards
Information
Management
System, to
include guidance
for inspectors
who oversee
operations
conducted under
any of the living
history flight
experience
exemptions to
identify
potential hazards
and ensure that
operators are
appropriately
managing the
associated risks.
------------------------------------------------------------------------
A-21-12......................... Open-- TO THE FEDERAL
Acceptable AVIATION
Response. ADMINISTRATION:
Develop and
continuously
update a database
that includes all
of the revenue
passenger-
carrying
operators
addressed in
Safety
Recommendations A-
21-9 and -10 to
facilitate
oversight of
these operations.
------------------------------------------------------------------------
A-21-13......................... Open-- TO THE FEDERAL
Acceptable AVIATION
Response. ADMINISTRATION:
Require safety
management
systems for the
revenue passenger-
carrying
operations
addressed in
Safety
Recommendations A-
21-9 and -10.
------------------------------------------------------------------------
A-21-14......................... Open-- TO THE FEDERAL
Acceptable AVIATION
Response. ADMINISTRATION:
For the revenue
passenger-
carrying
operations
addressed in
Safety
Recommendations A-
21-9 and -10,
provide ongoing
oversight of each
operator's safety
management system
once established.
------------------------------------------------------------------------
A-19-28......................... Open-- TO THE FEDERAL
Acceptable AVIATION
Response. ADMINISTRATION:
Require all
commercial air
tour operators,
regardless of
their operating
rule, to
implement a
safety management
system.
(Reiterated).
------------------------------------------------------------------------
A-19-30......................... Open-- TO THE FEDERAL
Acceptable AVIATION
Response. ADMINISTRATION:
Revise Order
8900.1, Flight
Standards
Information
Management
System, to
include guidance
for inspectors
who oversee Title
14 Code of
Federal
Regulations (CFR)
Part 91
operations
conducted under
any of the 14 CFR
119.1(e)
exceptions to
identify
potential hazards
and ensure that
operators are
appropriately
managing the
associated risks.
------------------------------------------------------------------------
A-19-31......................... Open-- TO THE FEDERAL
Unacceptable AVIATION
Response ADMINISTRATION:
Develop and
implement
national
standards within
Title 14 Code of
Federal
Regulations (CFR)
Part 135, or
equivalent
regulations, for
all air tour
operations with
powered airplanes
and rotorcraft to
bring them under
one set of
standards with
operations
specifications,
and eliminate the
exception
currently
contained in 14
CFR 135.1.
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A-17-45......................... Open-- TO THE FEDERAL
Unacceptable AVIATION
Response ADMINISTRATION:
Analyze your
current policies,
procedures, and
tools for
conducting
oversight of
commercial
balloon
operations in
accordance with
your Integrated
Oversight
Philosophy,
taking into
account the
findings of this
accident; based
on this analysis,
develop and
implement more
effective ways to
target oversight
of the operators
and operations
that pose the
most significant
safety risks to
the public.
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- CHRG_chrg-117hhrg50471_chrg-117hhrg50471.htm
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- 406,069 bytes
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