Floor Statements

Mr. Speaker, on this day, I missed a series of votes. Had I been present, I would have voted YEA on Roll Call No. 284 and YEA on Roll Call No. 285.

personal explanation

Mr. Speaker, I missed a series of votes today. Had I been present, I would have voted NAY on Roll Call No. 282 and YEA on Roll Call No. 283.

Mr. Speaker, I rise to honor the life and legacy of Dan Fordice, a veteran, businessman, accomplished warbird pilot, and patriot, who devoted his life to serving others, preserving our Nation's military history, and honoring America's veterans.

Dan approached every chapter of his life with a strong sense of duty and purpose. His 13 years of service in the United States Army and Mississippi Army National Guard shaped the leadership and patriotism he later brought to his family business, the construction industry, historic aviation, and his work supporting veterans. Throughout his life, Dan remained guided by his faith, his family, and his commitment to giving back.

Following his service, Dan continued his family's legacy at Fordice Construction Company, serving as Vice President until his retirement in 2023. He followed in his father's footsteps by serving as National President of the Associated General Contractors of America from 2022 to 2023. His leadership brought people together throughout the industry and ensured contractors of every size had a voice.

As an accomplished warbird owner and pilot, Dan demonstrated his deep appreciation for aviation history through the operation and preservation of World War II-era and other historic aircraft. He served on the Commemorative Air Force General Staff Board of Directors, proudly flew his P-51D Mustang, Charlotte's Chariot II, and helped return the original C-47 That's All, Brother to Europe for the 75th anniversary of D-Day. Through these remarkable aircraft, Dan helped bring history to life for countless Americans.

Dan's dedication to America's veterans extended far beyond the cockpit. He founded the Southern Heritage Air Foundation to preserve veterans' stories and educate future generations about their service and sacrifice. In 2013, he founded the Warrior Bonfire Program to support post-9/11 Purple Heart veterans through fellowship and opportunities for healing and recovery. Whether flying a historic aircraft, listening to a veteran's story, or leading the construction industry, Dan served others with conviction, compassion, and humility.

Mr. Speaker, I ask my colleagues to join me in honoring Dan Fordice for his service to our country, his leadership in the construction and aviation communities, and his lifelong dedication to America's veterans. His legacy will live on through the historic aircraft and stories he preserved, the veterans he supported, the organizations he helped build, and the countless people he inspired. My prayers are with his family and all who knew and loved him. May Dan have blue skies.

Mr. Speaker, I missed a series of votes today. Had I been present, I would have voted YEA on Roll Call No. 250 and YEA on Roll Call 251.

Mr. Speaker, I missed a series of votes. Had I been present, I would have voted YEA on Roll Call No. 234 and YEA on Roll Call No. 235.

Mr. Speaker, I missed a series of votes today. Had I been present, I would have voted NAY on Roll Call No. 212.

Mr. Speaker, I missed a series of votes today. Had I been present, I would have voted YEA on Roll Call No. 176, YEA on Roll Call No. 177, YEA on Roll Call No. 178, YEA on Roll Call No. 179, YEA on Roll Call No. 180, and YEA on Roll Call No. 181.

Mr. Speaker, I missed a series of votes today. Had I been present, I would have voted YEA on Roll Call No. 182, NAY on Roll Call No. 183, AYE on Roll Call No. 184, YEA on Roll Call No. 185, and AYE on Roll Call No. 186.

Mr. Speaker, I missed a vote today. Had I been present, I would have voted YEA on Roll Call No. 157.

Mr. Speaker, I rise today to celebrate the 100th birthday of Rear Admiral Wayne E. Meyer, United States Navy Retired, who is considered the Father of AEGIS, the greatest maritime Integrated Air and Missile Defense System in the world today. With nearly a hundred ships, this fleet is the longest warship construction program in our Nation's history and is the direct result of Admiral Meyer's singular leadership and pursuit of excellence.

Admiral Meyer's life began far from the sea, in Brunswick, Missouri, in 1926, the oldest child of Nettie and Eugene Meyer. During World War II, he enlisted in the Navy at the age of 17 and was immediately sent to the University of Kansas to earn a bachelor's degree in electrical engineering. He eventually earned a graduate degree in electrical engineering, a master's degree in aeronautics and astronautics, as well as numerous other diplomas and certifications.

Upon receiving his Navy commission, he spent his early Navy years on extensive sea duty assignments. Over 20 years, he served on seven ships and on fleet staffs, gaining invaluable experience with guided missiles newly being installed in Navy ships. He served in the Special Navy Task Force for Surface Missile Systems, leading the effort to transition the Navy's Air Defense Fleet from analog to digital. He then served as the Chief Engineer at the Navy Surface Missile Systems Engineering Station in Port Hueneme, California.

Ordered to Washington in 1970, he was the founding Project Manager for the AEGIS Weapon System Project, a major Research and Development program. In 1977, he became the first AEGIS Shipbuilding Project Manager, tasked to build the cruisers and destroyers that would take the AEGIS Weapon System to sea. All of this came at a time when Soviet cruise missiles and aircraft threatened to make our naval forces, especially aircraft carriers, irrelevant. AEGIS reversed that. His vision, initially designed for Fleet Air Defense in the open ocean, evolved to include operations in the littorals and ballistic missile defense, and was critical to our Navy's recent successes in defeating missile raids in the Red and Eastern Mediterranean Seas. Today, heavily armed, fast, multi-purpose AEGIS ships dominate the oceans as part of the United States' battle force.

Rear Admiral Meyer was famous for his zeal, unyielding principles, and unparalleled communication skills. Mantras such as, ``build a little, test a little, learn a lot,'' ``act like you're in charge,'' and ``what's the price of failure?'' are part of the DNA that he instilled into his AEGIS engineering staffs and exist today in the current AEGIS program offices and industry partners.

Retiring in 1985, Admiral Meyer stayed involved. He chaired numerous Navy advisory boards, the Ballistic Missile Defense Advisory Committee, and remained a valuable counselor as the ``Father of AEGIS.'' In 2006 the Navy named an AEGIS Destroyer, DDG 108, the USS Wayne E. Meyer in his honor.

While Rear Admiral Meyer passed away in 2009, his legacy lives on through the most capable Air and Missile Defense warships that cruise the world's oceans, to include DDG 108, the USS Wayne E. Meyer, a ship named in his honor. I would like to recognize him on the centennial of his birth, for his service to our Nation, and the legacy he left to the United States Navy, the most powerful Navy in the world. Godspeed Rear Admiral Meyer.

Madam Speaker, I move to suspend the rules and pass the bill (H.R. 7613) to require certain aircraft to be equipped with collision mitigation technology, to improve helicopter route safety and separation around airports, to update air traffic control processes and procedures, to address national airspace system safety in Department of Defense activities, and for other purposes, as amended.

Madam Speaker, I ask unanimous consent that all Members have 5 legislative days in which to revise and extend their remarks and include extraneous material into the Record on H.R. 7613.

Madam Speaker, I yield myself such time as I may consume.

Madam Speaker, on January 29, 2025, tragedy struck just a few miles from where we stand today, when an Army Black Hawk helicopter collided with American Airlines Flight 5342 as it approached Ronald Reagan Washington National Airport. Sixty-seven people lost their lives that night, all of the passengers and all of the crew on both aircraft.

Accidents of this magnitude demand careful, deliberate, and thoughtful consideration. Aviation incidents are rarely the result of a single failure. They are usually complex, with multiple contributing factors. Therefore, it is essential that we understand all the facts before legislating.

That is why we have the National Transportation Safety Board. Their job is to conduct an independent investigation, leaving no stone unturned, establish findings, determine the probable cause and contributing factors, and issue evidence-based safety recommendations.

If we act without that complete picture, we risk misdiagnosis and Congress missing the mark. After the NTSB issued its final report on February 17, I joined Transportation and Infrastructure Committee Ranking Member Rick Larsen, Armed Services Committee Chairman Mike Rogers, and Ranking Member Adam Smith to introduce the ALERT Act.

This is a bipartisan and comprehensive aviation safety reform bill. It addresses the probable cause, the contributing factors, and the NTSB's safety recommendations. In fact, the NTSB has stated that the bill that we are considering today addresses all 50 of the board's recommendations.

At its core, this legislation is about making our aviation system safer in a practical, straightforward, and meaningful way. It requires airliners to upgrade their collision avoidance technology by 2031 to a more advanced system, a system that is integrated, using ADS-B In, and that provides aural alerts with nearby traffic's clock position, relative altitude, range, and vertical tendency, and incorporates directional traffic symbols on visual displays.

For other aircraft required to have ADS-B Out, the bill requires ADS- B In-based collision prevention technology by 2031.

Further, the bill permanently closes the route being flown by the helicopter in this accident, helicopter route 4 along on the Potomac River, and updates helicopter route design requirements. This was what the NTSB identified as the root cause of this tragedy.

It also takes a hard look at the FAA's safety culture by requiring an independent audit by the Inspector General.

In addition, the legislation improves how data is collected and shared within and between the FAA and the Pentagon, so we can identify risks earlier and act on them.

We did not put this bill together in a vacuum. We worked closely with the NTSB, with stakeholders, and with the victims' families to make sure we got this right.

To those families, especially those who are here with us today: I know this has not been an easy process by any stretch of the imagination, but your strong advocacy for safety is why we continue to push for America to still remain the gold standard in aviation.

This bill now has 87 cosponsors. Both the T&I and Armed Services Committees marked up their respective titles, and each passed those titles unanimously, a strong, bipartisan signal that Congress is united and serious about strengthening aviation safety. H.R. 7613, as amended, that we are considering on the floor today combines the work of both committees.

At its core, this is about doing our job: ensuring our aviation system is as safe as it can possibly be and taking meaningful steps to help prevent a tragedy like this from ever happening again.

Madam Speaker, I urge support for the ALERT Act, and I reserve the balance of my time.

Madam Speaker, I yield 5 minutes to the gentleman from Alabama (Mr. Rogers), the chairman of the House Armed Services Committee.

Madam Speaker, I yield 1 minute to the gentleman from Michigan (Mr. Barrett).

Madam Speaker, I yield an additional 10 seconds to the gentleman from Michigan.

Madam Speaker, I yield 2 minutes to the gentleman from California (Mr. Obernolte).

Madam Speaker, I yield 1 minute to the gentleman from Pennsylvania (Mr. Bresnahan).

Madam Speaker, I yield 2 minutes to the gentleman from Kansas (Mr. Mann).

Madam Speaker, I yield myself the balance of my time.

Madam Speaker, in closing, I thank Ranking Member Larsen, Chairman Rogers, and Ranking Member Smith for their work on this critical piece of aviation safety legislation.

I also thank the staff on both the T&I and Armed Services Committees that worked tirelessly on this bill to make sure that we got it right. Specifically, I thank my front office staff, T&I Majority Staff Director Nick Christensen; Deputy Staff Director Abby Wenk; General Counsel Meghan Holland, as well as my subcommittee staff, former Aviation Subcommittee Staff Director Julie Devine, who has departed Congress after a decade of service; and Joseph Schmoll, Will Moore, and Archie Miller.

We needed to get this right. The American people and the flying public count on us to ensure that the National Airspace System, or the NAS, is the safest system in the world. I am proud to say that NTSB has confirmed that the ALERT Act, as amended, addresses all 50 recommendations issued by the National Transportation Safety Board.

On the Transportation and Infrastructure Committee, aviation safety remains our highest priority, and this bill upholds that commitment. We will continue to work with our colleagues in the Senate and ensure that we are sending a comprehensive safety bill to the President, and anything short of that would be a disservice to the flying public. I ask my colleagues on both sides of the aisle to come together and support this critical piece of safety legislation.

Madam Speaker, I urge support of the bill, and I yield back the balance of my time.

Madam Speaker, on that I demand the yeas and nays.

Mr. Speaker, I missed a series of votes today. Had I been present, I would have voted YEA on Roll Call No. 105.

Stated against:

Mr. Speaker, I missed a series of votes today. Had I been present, I would have voted YEA on Roll Call No. 106.

Accordingly (at 8 o'clock and 26 minutes p.m.), under its previous order, the House adjourned until today, March 27, 2026, at 9:30 p.m.

Mr. Speaker, I missed a series of votes today. Had I been present, I would have voted YEA on Roll Call No. 107 and AYE on Roll Call No. 108.

Mr. Speaker, I move to suspend the rules and pass the bill (S. 2503) to require all aircraft to be equipped with Automatic Dependent Surveillance-Broadcast In, to improve aviation safety, and for other purposes.

Mr. Speaker, I ask unanimous consent that all Members may have 5 legislative days in which to revise and extend their remarks and include extraneous material in the Record on S. 2503.

Mr. Speaker, I yield myself such time as I may consume.

Mr. Speaker, aviation has been in my blood for my entire life, and it continues to be something that I love very much.

In the middle of my family farm in Tarkio, Missouri, is the Gould Peterson Municipal Airport, which is named after my uncle. Growing up, when my brother and I weren't doing chores on the farm, we would do anything we could at the airport just to mooch a ride. That love of aviation and being a professional pilot has never left me.

When I came to Congress in 2001, I joined the Transportation Committee to work on these issues, and it has been extremely rewarding. Being a pilot has provided me with an invaluable insight into these issues.

Throughout the years, I have worked on several pieces of legislation that addressed safety gaps following unimaginable tragedies. Every aviation accident typically has multiple contributing factors. Too often, I have seen Congress act prematurely and in a way that fails to address multilayered causes of accidents in a comprehensive and consensus-driven manner, in some instances to the detriment of fostering sound safety policy that prevents unintended consequences.

That is why I have long believed that the best way to honor victims of aviation accidents is for Congress to wait until the NTSB completes its investigation so that Congress first has all the facts.

On January 29, 2025, an Army helicopter collided with an American Airlines flight while on final approach to Ronald Reagan Washington National Airport. The fatal collision claimed the lives of all 67 passengers and crew in both aircraft.

The NTSB, along with their Federal partners and law enforcement agencies, jumped into action that cold January night. Over the last year, the NTSB carried out one of the most impressive and comprehensive investigations that I have seen, and I thank the NTSB for their dedicated work over the past year.

The NTSB officially concluded its investigation and issued its final report last week, including numerous findings, the probable cause, and 50 recommendations to ensure that this doesn't occur again.

It is my deeply rooted respect for the NTSB's investigations and processes that has led me to believe that S. 2503 does not sufficiently or properly address the findings and recommendations of the Board.

That is why, last Friday, I joined together with Transportation Committee Ranking Member Rick Larsen, Armed Services Committee Chairman Rogers, and Armed Services Committee Ranking Member Smith to introduce the ALERT Act.

The ALERT Act is a comprehensive package of improvements that addresses all 50 safety recommendations issued by the NTSB. Unlike the bill before us today, the ALERT Act tackles all the identified root causes that led to this deadly crash.

Unfortunately, the ROTOR Act, or this piece of legislation, touches on only two of the NTSB's 50 recommendations and provides an overly prescriptive approach to mandating a specific technology, which is still largely under development, in a manner that can prove burdensome to some operators and create burdens to its adoption.

Mr. Speaker, I remind my colleagues that we have been down this road before. We have been in this position before. Congress mandated the exact technology prescribed in the ROTOR Act in 2012. Due to the lack of maturity of the technology and scalable applications that can benefit a broad range of operators, the mandate proved to be so unworkable that the body had to repeal that mandate in 2018.

Sadly, many of the considerations that led Congress to repeal that mandate still exist today. Don't just take my word for it. Listen to the words of an NTSB Board member, who said in their final report: ``While we laud ADS-B systems as an emerging technology in commercial fixed-wing and rotorcraft aviation that could have prevented this accident, it is still exactly that, an emerging technology. There are still technological barriers to implementing ADS-B In into the 5,500 commercial aircraft that are in the skies at any given moment.''

Mr. Speaker, let me be extremely clear. As a pilot myself, I unequivocally support the adoption of safety enhancement technologies, and I want to get this right. Ultimately, any successful directive or mandate from Congress will be calculated, scalable, and future-proof, not a blanket mandate that limits the aviation community to one technology. We tried this before, and it failed, leading to no tangible safety benefit.

Mr. Speaker, my greatest fear is that passage of this legislation today in its current form will unintentionally lead to an operational crisis in 2031 and force future Congresses to have the same debate on the need to repeal another unworkable government mandate.

It is that concern that informed the approach that we took in the bipartisan ALERT Act. By implementing a performance-based and technology-agnostic approach, aircraft would be able to be equipped with the appropriate collision mitigation system, thereby enhancing awareness for all.

Mr. Speaker, while I rise in opposition to this bill, I know that all Members of this body across the Capitol have a shared priority, and that is commitment to aviation safety. It was that shared priority that brought us together last Congress to pass the FAA Reauthorization Act of 2024, which was a landmark piece of legislation that is improving aviation safety and providing benefits to the flying public.

Here in the House, we will continue our legislative effort around the bipartisan ALERT Act to ensure that all NTSB recommendations are addressed, and that is coming.

Mr. Speaker, I reserve the balance of my time.

Mr. Speaker, I yield 5 minutes to the gentleman from Alabama (Mr. Rogers), the chairman of the House Committee on Armed Services.

Mr. Speaker, I yield 1 minute to the gentleman from Texas (Mr. Nehls).

Mr. Speaker, I yield an additional 30 seconds to the gentleman from Texas.

Mr. Speaker, I yield 1\1/2\ minutes to the gentleman from Missouri (Mr. Onder).

Mr. Speaker, I yield 1 minute to the gentleman from Kansas (Mr. Estes).

Mr. Speaker, may I again inquire about how much time is remaining.

Mr. Speaker, I yield 1\1/2\ minutes to the gentleman from California (Mr. Obernolte), who is also the Research and Technology Subcommittee chair.

Mr. Speaker, I yield myself the balance of my time.

Mr. Speaker, I have to ask the question: Why are we here?

With something this important, with something that has so much consequence, why hasn't the House been given any opportunity to be a part of this bill?

You have to ask the question, Mr. Speaker: Why are we running this on suspension where it can't be amended or it can't be made better? It makes absolutely no sense that with something this important that the House doesn't have any input whatsoever. I can't stress enough just how wrong that is.

As I noted before, I live and breathe aviation.

I have seen what happens when aviation goes wrong. I have lost several very close friends to accidents over the years, most recently at the Wings Over Dallas midair collision that occurred in 2022.

Throughout my congressional career, I have always believed in fostering sound policy with a carefully deliberative and consensus- driven approach. That approach is critical to getting the safety outcomes that we all desire.

Aviation policy is enormously complex and deserves the full deliberation of Congress to ensure that we get it right. It certainly deserves some House input into the legislation.

I am extremely disappointed that the House has been denied any opportunity to express its will on such a consequential piece of legislation. I am going to say it again: There has been no House input. I fear this will set a terrible precedent that the will of the House and the expertise of our committees will not be allowed an opportunity for meaningful input.

For these reasons and the reasons I stated previously, I will, regretfully, be voting against this legislation. I cannot say this enough: This is not a vote against safety. I continue to pray for the victims and their families, and I understand that they are motivated to prevent anyone else from having to experience what they are going through.

I simply want to get this right, and I believe that we can absolutely do that by allowing the House and Senate to work together to ensure a tragedy like this never happens again.

Mr. Speaker, I yield back the balance of my time.

Mr. Speaker, on that I demand the yeas and nays.