House aviation subcommittee presses FAA and industry on certification, infrastructure for advanced air mobility

Chairman Nels convened a House Transportation and Infrastructure Subcommittee hearing on advanced air mobility and said Congress must choose between embracing AAM innovation or falling behind internationally. Witnesses from Beta Technologies, Wisk Aero, Reliable Robotics and the National Association of State Aviation Officials described technical progress and regulatory gaps and asked for steady FAA certification timelines.

Kyle Clark, founder and CEO of Beta Technologies, said his company has pursued a stepwise certification path, securing part-level type certification and extensive flight testing. "We're not asking for this process to be easy," Clark said, "we're just asking ... for the goalpost to stay steady, for people to show up and be accountable, and for the FAA to meet their compulsory timelines." He emphasized early domestic applications for cargo and medical logistics before passenger operations and argued eVTOL aircraft can be quieter and safer than legacy helicopters.

Tyler Painter, CFO of Wisk Aero, described autonomy as an evolution of existing automation and said Wisk plans initial operations with remote supervision on predetermined routes. Painter urged the Electric Vertical Takeoff and Landing (eVTOL) Integration Pilot Program (EIPP) and the Center of Advanced Aviation Technology (CAT) in Texas to inform policy for autonomy and training.

Robert Rose, CEO of Reliable Robotics, outlined autonomy capabilities—continuous autopilot engagement, terrain-aware navigation and detect-and-avoid (DAA)—that he said could reduce the leading causes of fatal accidents in regional air cargo operations.

Greg Pecoraro of the National Association of State Aviation Officials urged formal FAA–state consultation, harmonized standards for charging and vertiport infrastructure, and reforms to the FAA nonprimary entitlement (NPE) grant program so smaller airports can plan and upgrade to support early AAM operations.

Members pressed witnesses on specific regulatory and practical issues: whether the FAA's SFAR for powered-lift aircraft covers pilotless operations; how the CAT and EIPP will support certification; workforce grant delays; and how to integrate AAM without overburdening already strained air traffic control. Several members said Congress must protect FAA funding and staff; Ranking Member Andre Carson and others referenced the proposed Aviation Funding Solvency Act to ensure safety employees are paid during shutdowns.

On infrastructure, witnesses told lawmakers that AAM can leverage existing general aviation airports and that needs are often limited to modest investments in chargers, tarmac repairs and permitting. State officials recommended national standards for charging equipment to avoid incompatible local installations.

The hearing recorded no formal votes. Chairman Nels secured unanimous consent to include witnesses' full statements in the record and to keep the record open for 15 days for additional materials and answers to submitted questions. The subcommittee adjourned with commitments to continued oversight and follow-up.

What happens next: committee members said they will continue oversight of FAA implementation of 2024 reauthorization provisions, monitor EIPP outcomes, and press for timely distribution of workforce grants and clear FAA certification timelines.