Aviation/Airlines/Airports

Defense, aerospace, hypersonics, rocket engine propulsion policy and appropriations.

Transportation, Housing and Urban Development Appropriations Act, Infrastructure issues; Airport Improvement Program (AIP) grants, Contract Tower Program; and Passenger Facility Charges (PFC), Monitor Grant Opportunities.

PILOT AND AIRCRAFT PRIVACY ACT (PAPA) (S 2175/HR 4146) Seek support from congressional offices in opposing PAPA legislation. Legislation prohibits the ability of an airport sponsor to use ADS-B data for purposes of assessing or otherwise imposing a fee issues with legislation and impact on airports. e on any commercial or GA aircraft owner or operator. The Port does not currently use ADS-B data to collect landing fees at HIO, TTD, or Atlantic at PDX. At Port airports landing fees are through FBOs or directly from based aircraft operators (Nike, Columba, Ochoco) Prohibits officials from initiating an investigation of any person based exclusively on ADS-B data. Requires a public-use airport to disclose the following information prior to imposing a takeoff or landing fee on any GA aircraft: Efforts taken to reduce non-airside related expenses; Efforts taken to obtain revenues from sources other than GA aircraft; Total cost estimate of the airside safety projects that the airport sponsor plans to undertake, the amount or percentage of the fees imposed on GA aircraft that will be used to pay for such project, and an estimated timeline to collect such amount; and An assessment of the impact of any fees on the health and vitality of GA and on pilots, students, charities, and businesses that support or rely on GA in the area of the airport. Compliance would take resources most likely partially paid from landing fees causing more pressure of GA airport revenues. Requires revenue derived from takeoff or landing fees to only be used for airside safety projects. There is more safety critical airport infrastructure than just airside safety projects. Takeoff/landing fees are needed to fund safety-critical airport infrastructure projects. Congress has mandated that airport sponsors assess fees for operator use of runways and taxiways, as appropriate, to ensure the airport is self-sustaining. Takeoff/landing fees are a critical source of revenue for airports, especially for smaller airports with limited revenue-generating option available: Most GA airports have minimal opportunities to generate revenue from non-aeronautical sources. FBOs are often operated by the private sector. 82nd and AIRPORT WAY FUNDING Make delegation aware of our $25 million Better Utilizing Investments to Leverage Development (BUILD) Grant Program application and welcome any additional funding through surface transportation legislation. Airport Way, averaging 58,000 vehicles a day, is among Oregons busiest roadways. The Ross Island Bridge, by comparison, serves 56,000 a day. Because Portland International Airport (PDX) sits at the end of a cul-de-sac, every person traveling to PDX must use this intersection, regardless of mode of transportation. The challenge of growing congestion at this intersection was identified in the 2010 Airport Futures Master Plan. As it stands, the signals cannot keep up with demand at peak times - of which there are at least five in a 24-hour period. The solution planned reduces competition for the signal by elevating only the eastbound three lanes of Airport Way and merging northbound left-turners with westbound traffic without a traffic signal. The total project cost is approximately $120 million. The Port BUILD grant application will be for $25 million. We will be seeking additional funding in the Surface Transportation Act and plan to cover the remainder with Port funding. PDX is nearly back to pre-pandemic travel volumes and nearly 10,000 people work there. Every person accessing the using this intersection is getting somewhere with urgency - so it is critical that we address the bottleneck as we continue to grow. SEISMICALLY RESILIENT RUNWAY Make delegation aware of importance to entire region (including SW Washington) and challenges given total cost and limitations in existing programs. The Port has invested nearly $1M in study and design. Significant federal and state financial support will be required to fund the construction - estimated between $400M and $500M, depending on schedule and closure scenarios. Although the Port has had some success in authorizing new federal dollars for the project by expanding eligibility of the Airport Improvement Program (AIP) to include investments mitigating seismic disasters, awards from this program would probably only be in the few tens of millions in any given year and the airport will have competing projects for these critical funds. Recommended is a minimum usable length of 7,500 feet to support emergency response and long‑term recovery after a major seismic event. The remaining portion of the 11,00ft runway would be rebuilt during recovery. A 4,500‑foot length runway could support emergency response shortly after a seismic event. FAA Met with FAA to better understand new process regarding rehab projects and consultation regarding NMFS.

Artificial Intelligence and Airline Safety

Real ID, reopening the U.S. to international travelers, FAA Reauthorization.

FAA safety issues, Aerial Application Research

ATC Modernization, Aviation Workforce Development Grants, Cargo Manifest legislation, ADB-IN requirements and possible legislative action.

ATC Modernization, Transportation Appropriations, FAA Airport closure issues

Everything, with a primary focus on promoting social welfare for business capital for new businesses and jobs, and economic development, and then other supplementary areas.

Policies, regulations, and appropriations related to unmanned aircraft systems commercial deployment and airspace integration.