I want to thank the panelists for your patience. Thank you for being here and being with us and were looking forward to your testimony. Rather than go through the record well start. Thank you. So first of all, id like to thank the committee for the extraordinary work that you did with all of the stakeholders to get a longterm faa reauthorization bill passed. It had been a long time since that had happened and everyone came together, and the votes that you received, we are 393 in the house and 93 in the senate. This is a clear mandate to move forward with very important safety provisions for our Aviation System. Among those was our issue of ten hours rest for Flight Attendants. Now, this is an issue of safety, health and equality. Safety, we had been raising the flag on this issue for more than 30 years, identifying Flight Attendant fatigue, getting through other faa reauthorization bills the commission of fatigue studies, seven in fact that determined that Flight Attendant fatigue does exist and the best way to combat it is rest. Yet, still here today we dont have that in place. Health, harvard conducted a Flight Attendant health study and the results of those studies were published in the summer of 2018. It determines that Flight Attendants have on average between 50 and 400 greater rates of cancer than the public even though they are a more healthy population, and one of those factors that contributes to cancer to the greater rates of cancer is interrupted rest. Equality, we are the only country in the world with aviation regulations that do not harmonize Flight Attendant and pilot rest. This is an issue of equality. So we worked with you very closely to write language that would make it very clear and very simple and i believe you were very clear with the deputy administrator earlier that it was intended that the rule would be changed within 30 days. Simply changing one character 8 hours to a two character 10 hours to address Flight Attendant fatigue, the major mitigating factor that can address Flight Attendant fatigue by increasing that minimum rest by two hours. For whatever reason that did not happen. We had a Government Shutdown, a grounding of the 737 max, and just now, right before this hearing, days before this hearing, we have an announcement of a rule making. Now, i appreciate the attention of the newly confirmed administrator dixon on this issue, but there is not a need for a rule making on this. This has been litigated. It has been heard. It has been studied. There is a determination that this is a safety loophole in our Aviation System and it needs to be fixed. Flight attendants do not understand how you can write such clear language and not get this in place. We have been negotiating with the airlines to put this in place in the meantime and we have successfully negotiated three new contracts that have the ten hours rest in each of those contract negotiations, miami air, frontier and psa. The ten hours rest was implemented within a matter of weeks and there was no cost associated with it in the negotiations. Delta airlines, hours after the rulemaking process was announced, announced that they would be implementing the ten hours rest as defined in the law by the february bid month, this coming february bid month, demonstrating that this can be done in a very short period of time. This is not complicated. We still have Flight Attendants who are out there reporting to us that they have forgotten how they traveled home, how they drove home from their trip. They were pulled over by the police saying they were driving as though they were impaired when only moments later they were conducting very serious safety functions that the faa currently says they were safe to perform but they were impaired. Others have written to us, why do we have to go through drug testing when the faa has rest rules that has us impaired doing our work. Others say, i had a medical emergency on board, i had a long day and a short night and thank goodness there were medical personnel on board because i didnt have the mental capacity to address this or to address the conflicts between passengers or to conduct cpr to save a life. This is serious. Were Safety Professionals. Were aviations First Responders. Fatigue exists. You gave very specific instruction to the faa and this needs to be implemented right away. We are talking with the faa. This rulemaking will move forward but we would ask that you do everything in your power to get this to be expedited. I did hear the deputy administrator talk about an emergency order of rule making. This seems to be a topic that is ripe for that. So thank you very much. Id like to talk on many more provisions and answer your questions throughout the testimony. Thank you. Now turn to captain fox representing alpa. Five minutes. Thank you chairman larson, Ranking Member graves, chairman dephase yoe. Thank you for that last question to captain elwell. Specifically, the faa does have what they need right now to implement the rule. They just have not implemented the rule on secondary barriers. That work was done in 2009 by a regulatory piece that they use for an Advisory Committee. The works done. It covers 50 seats up to triple 7s and 787s. Theyre just stalling and not implementing the rule. Im proud to represent more than 6 3,000 members of the Airline Pilots association which is the Worlds Largest noninvolvemental aviation safety commission. We commend this committee for its leadership in guiding congress to pass a strong, safety focused and forward thinking reauthorization. The true test of success however will be how and when the executive branch implements these life saving advances. Frankly, we are deeply dismayed by the lack of followthrough. A few weeks ago the United States recognized the 18th anniversary of the attacks of 9 11. Mandating the insulation of secondary barriers is one of the most important, cost effective, security enhancements identified after the attacks. In the reauthorization, Congress Called for the faa to issue a rule mandating these barriers for newly manufactured passenger aircraft by october 5th, 2019. Rather than issuing the order as congress intended, the faa has bowed to a blatant stall tactic promoted by special interests and created an Aviation Rulemaking Advisory Committee which like i just said they have already done in 2009. Secondary flight barriers are already protecting u. S. Airlines. I know because ive flown the boeing 757 at united equipped with these security devices. The standard established at the faas request in 2009 is effective. No more study is needed. Alpa thanks the 110 u. S. House members including lawmakers on this committee who signed a letter leaving no doubt that they expect the faa to meet their deadline. We have the data. We know it works. Its time to implement the law. In addition, the faa reauthorization also prescribed the automatic acceptance of voluntary safety reports obtained through the Aviation Safety Action Program or asap. Asap is a nonpunitive Safety Reporting Program that allows front line employees including pilots to voluntarily report safety issues. Right now weeks pass before these reports are reviewed, requiring their automatic acceptance means Safety Information will be reviewed more quickly, potentially preventing accidents. We have been waiting three years for the faa to publish an advisory circular requiring automatic acceptance of these reports. Again, we know what works. Lets implement the law. In addition, the reauthorization directs the faa to update its requirement for Airline Pilots to wear oxygen masks above certain altitudes. Because of hygiene concerns and a priority on using masks only in emergencies, the International CivilAviation Organization established an altitude standard of above flight level 410, a change that alpa supports. The reauthorization directs the faa to issue new regulations consistent with the iko no later than october 5, 2019. Again, we know what works and we urge the faa and the u. S. Airlines to act. Airline pilots are pleased that the faa authorization maintains lifesaving pilot qualification and training regulations. Thanks to this committees leadership, these rules have helped ensure that the United States has not had a single wno due to a Pilot Training issue in the past decade. Alpha pilots will spare no effort to weaken these requirements. Through the affiliation with the International Federation of Airline Pilots association, we are proactively engaging to establish a review of pilot qualification and training standards given todays complex operating environment. We know, as do our passenger, that the presence of at least two fullyqualified and highly trained, contributes to a proactive risk predictive Safety Culture and its because the u. S. Transportation system is so safe. Clearly, congress has the interest of the traveling public at heart in passing this faa reauthorization and others should follow your lead and implement as it is intended. We know that for our passenger, our crews and shippers, every day a delay is one too many. Thank you for the opportunity for me to be here today. Thank you, captain fox. I recognize the other greg walden from the Small Uav Coalition. Thank you. Chairman larsen, chairman defazio, Ranking Member graves and members of the subcommittee. Thank you for the opportunity to testify on the Unmanned Aircraft system subtitle. I am here behalf of the Small Uav Coalition whose numbers have been involved in every working group and Industry Partnership the faa has established with the u. S. Community. Coalition members represent the innovative cuttingedge technological leadership that is poised to enable ubiquitous commercial uas operations. We commend congress to implement the policy road map for uas integration. It address the development for the secure regulatory framework. We also thank you for including two provisions to lift the twoyear hold on uas rule makings and we free the faa to move forward with remote id that will apply to all uas operators. We all encourage that the rule so far delay is now under review at omb. Both have demonstrated remote id on the standard which could be implemented today without implementing costly infrastructure or equipage. With respect to unmanned Traffic Management or otm, Coalition Members have been working in partnership with nasa for several years when we first urged congress to have reauthorization. In 2016, you created the twoyear Pilot Program and with the 2018 law, the program is now under way. Unfortunately, the utm deployment has progressed slowly. While they are implementing uta capability, it must support on the framework to do so. As for the certification, we support 807 which is delivery operations and operation of drones over 55 pounds. The law directs the fda to set up a process to address riskbased standards and we find much promise in this provision, but it will take time to work through its complexity. Right now we support the Risk Assessment operation or soara which is a process initially created by the Rule Authority that goes by the moniker jaris and we support the faas mosaic and rule making project and developing the tight certification process for the operations that relies primarily on the demonstration of reliability and durability. We strongly endorse the u. S. Integration Pilot Program and many Coalition Members are participating in one or more programs and have had positive experience. On the other hand, we have other reports that suggests success has been uneacven. We believe it must remain in four specific areas, aircraft, airmen, air carriers and airspace. The faa must retain its authority over u. S. Operations at any altitude. At the same time, state and local governments possess land use and other Police Powers and these authorities can coexist particularly with Technical Solutions like utm we support the requirement that recreational operators pass on an aeronautical knowledge test and we expect other operators that would otherwise elect not to go to a center to go online. Unif rptly, they did not meet the april deadline for the test and they got off to a slow start. We certainly hope the faa can begin offline testing by the end of this year. The coalition supported extending counter u. S. Authorities to dhs and doj. We believe the guidance required by section 1602 should be in place before counter u. S. Authority is exercised, for the same reason, we believe its premature to extend these authorities to airports or state and local governments. The commercial u. S. Industry is international in reach and its thus, very important that the United States assume its Global Leadership role. We urge the faa to continue to engage with a k. O. And jaris which has developed an effective framework for complex uas operations and adopted a work plan to address utm air Traffic Control interface and autonomous operations and the uas flight rules. The fa reauthorization act of 2018 was a major milestone and we asked this committee to continue its vigorous oversight to ensure the directives of the 2018 law is addressed in the timely manner. Thank you for the opportunity to testify today and i look forward to your questions. Thanks for your testimony, and i now turn to mark baker, the president of naopa. Thank you. Ranking members graves and members of the subcommittee. Thank you for the opportunity to discuss important provisions of last years reauthorization act and aircraft owners and pilots and the general Aviation Community. The aaopa represents over 300,000 pilots and aircraft owners across the United States. We are fortunate to have a very engaged members in every state and Congressional District across the country. I am fortunate to have had the privilege to fly in the nation for over 40 years. Its an amazing system, modern and the envy of the world and this committee has a lot to do with that. I would like to commend the committee mr. Baker, if you can pull it closer. Thank you. I would like to thank and commend the committee for its work in passing the bipartisan fiveyear faa reauthorization. Public law 255514 for what it includes and what it does not include and correctly and positively impact general aviation. Id like to give a special thanks to Ranking Member sam graves for his leadership on several provisions in the act. Thousands of. Unlick u unpublic airports collect 170 Million People each year. General aviation contributes 200 billion annually to the nations economy and produces 1. 1 million jobs. With the support of this commit, congress has appropriated an additional 1 billion of discretionary funds in the fiscal year of 2018 to meet the demand of infrastructure needs and another in fiscal 2019. Speaking for myself and on behalf of those who fly in and out of smaller airport, we appreciate that sport. For many private aircraft owners, they occur in airport hangars include building and maintaining aircraft. It has long advocated for changes for the definition of aeronautical activity and hangars. Section then 1 codifies that maintenance can be realized. Several other provisions are important to the general Aviation Community including section 556 which requires the faa to increase the duration and the general aviation and aircraft registration from three years to seven years and this is a common sense provision that would reduce the ownership that it strongly supports. Section 518 will keep the registry open should a Government Shutdown occur in the future which will have a positive impact on general aviation and registration requirements. We also support chairman defazios funding stability act which ensures that all faa activities are funded in the event of a shutdown. Section 582 requires payment of history flights which will help to continue to track aviation with the future workforce for the Aviation Community. Speaking of our future workforce, congress and this committee specifically have programs through section 625. This was a top priority for aopi. The pilot Education Grant program and the air force Grant Program were each authorized at 5 million per year for the next five years. We remain hopeful that the appropriations process will move forward and that it will be fully funded. Aopa has a leadership role in developing the future aviation workforce through the aopa High School Initiative in providing s.