Floor Statements

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.

Mr. Speaker, I move that the House do now adjourn.

The motion was agreed to; accordingly (at 5 o'clock and 16 minutes p.m.), under its previous order, the House adjourned until tomorrow, Tuesday, February 24, 2026, at 10 a.m. for morning-hour debate.

Mr. Speaker, I missed a series of votes today. Had I been present, I would have voted YEA on Roll Call No. 57 and YEA on Roll Call No. 58.

personal explanation

Mr. Speaker, I rise to recognize Mr. Clark D. Thomas, a special employee of the USDA Rural Development--Missouri State Office, who recently retired after many dedicated years of service.

Mr. Thomas was a remarkable civil servant for nearly six decades and deserves recognition for such an exemplary career in federal service. Clark began his federal service with the former Farmer's Home Administration on June 5, 1967. His federal service spanned 58 years, 3 months, and 25 days until his retirement on September 30, 2025. During his federal career, Clark served two years active duty in the Army as a First Lieutenant and was deployed to Vietnam. Upon returning from Vietnam, Clark continued his federal service at Farmer's Home Administration and then USDA Rural Development. During his tenure as a Program Director, a role he served in until his retirement in September 2025, Clark was responsible for more than 3,700 obligations totaling more than $2.4 billion in assistance to rural Missouri communities and businesses.

Over the course of Clark's 58 years of service to the state of Missouri, many changes have occurred, but his consistent dedication remained. From water programs to broadband deployment, Clark made sure rural communities had the infrastructure needed to thrive. The unwavering support Clark received from

his wife, Donna, and his daughters, Tammy and Traci, was also instrumental in him achieving such a successful career.

Mr. Speaker, I proudly ask you to join me in recognizing Clark Thomas for his long tenure of service to the citizens of the State of Missouri, and in thanking him for being an outstanding public servant. I wish him all the best in his retirement.

Mr. Speaker, I missed a series of votes today. Had I been present, I would have voted YEA on Roll Call No. 13, YEA on Roll Call No. 14, and YEA on Roll Call No. 15.

personal explanation

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 on H.R. 3898.

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

Mr. Chair, I am proud to rise in support of H.R. 3898, the Promoting Efficient Review for Modern Infrastructure Today Act, or the PERMIT Act, which will make permitting processes under the Clean Water Act more efficient, consistent, and transparent while continuing to protect our Nation's water quality.

Our Clean Water Act permitting regime is broken.

When it takes up to 18 months to receive a permit under just the Clean Water Act to build a pipeline, dam, road, pond, or home, something is simply wrong.

When wastewater utilities are being sued by radical environmentalists because the EPA didn't give them a permit they could trust, something is wrong.

When one State can weaponize the Clean Water Act to stop a pipeline that would allow citizens in other States to move off heating oil in the winter to a cheaper and more reliable source of energy, for reasons not remotely related to water quality, something is wrong.

When the Federal Government is allowed to write water quality standards that no one can afford without passing on costs to the ratepayers, or for which the technology to achieve such standards isn't even available in this country, something is wrong.

I believe that regulations should be simple to understand, achievable, and easy to follow. Good process often leads to good decisionmaking, more consistent outcomes, and prosperity, and that is what this bill seeks to achieve.

The partnership between the private sector, States, and the Federal Government envisioned by the Clean Water Act has worked to improve water quality nationwide. This is a very good thing. We all share the goal of achieving clean water. However, 50 years after its passage, the Clean Water Act needs modernization. It is just as simple as that.

This bill makes commonsense reforms, such as clarifying the section 401 process to stop it from being weaponized; codifying longstanding, bipartisan exemptions from the definition of waters of the United States; placing clear timelines on judicial review for permits; and increasing transparency in the development of water quality standards.

It also directs the Corps to eliminate the backlog of outstanding section 404 permit applications and jurisdictional determinations and eliminate duplicative and unnecessary permitting processes for areas such as pesticides, aerial fire-retardant use, and so much more.

The bottom line is that without reforming the Clean Water Act, America cannot efficiently build roads, bridges, pipelines, ponds, dams, levees, airports, homes, farms, and other infrastructure that we need.

This bill acknowledges that we can both protect our natural resources and allow for development that benefits everyone in this country. Because of this, H.R. 3898 enjoys support from a wide range of stakeholders, from water utilities to energy developers, the construction industry, farmers, and Main Street businesses.

I urge my colleagues who support commonsense solutions to vote in favor of H.R. 3898.

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

Mr. Chair, I yield 3 minutes to the gentleman from Georgia (Mr. Collins), the Water Resources and Environment Subcommittee chair and the bill's sponsor.

Mr. Chairman, before I yield, I would like to point out that in the Transportation and Infrastructure Committee, we can disagree, oppose, debate, and we remain friends both within our parties and across the aisle. I am proud of the committee for that, both the minority and the majority side. In fact, I am very proud of that aspect.

Mr. Chairman, I yield 2 minutes to the gentleman from Utah (Mr. Owens).

Mr. Chairman, I yield 2 minutes to the gentleman from Missouri (Mr. Burlison).

Mr. Chairman, I yield 2 minutes to the gentleman from California (Mr. LaMalfa), who is the Western Caucus chairman.

Mr. Chair, may I inquire as to the time remaining.

Mr. Chair, I yield 2 minutes to the gentleman from Ohio (Mr. Taylor).

Mr. Chair, I yield 2 minutes to the gentleman from Indiana (Mr. Shreve).

Mr. Chairman, I yield 2 minutes to the gentleman from Minnesota (Mr. Stauber).

Mr. Chairman, I yield 2 minutes to the gentleman from Florida (Mr. Patronis).

Mr. Chairman, I yield 2 minutes to the gentleman from Colorado (Mr. Hurd).

Mr. Chairman, I yield 2 minutes to the gentleman from North Carolina (Mr. Rouzer), the chairman of the Subcommittee on Highways and Transit.

Mr. Chairman, in closing, H.R. 3898 is critical to achieving more efficient, predictable, and useful permitting for many important projects by streamlining and improving the Clean Water Act's permitting process.

As has been stated, H.R. 3898 will support everyday Americans in every district across this Nation by making commonsense reforms to the Clean Water Act, unleashing America's ability to increase transparency in the development of water quality standards.

It also directs the Corps to eliminate the backlog of outstanding section 404 permit applications and jurisdictional determinations, eliminates duplicative, unnecessary permitting processes for areas such as pesticide in aerial fire retardant use, and so much more.

The bottom line is, we cannot effectively build roads, bridges, pipelines, ports, dams, levies, airports, homes, farms, and many, many other important infrastructure projects.

This bill is a product of hard work by many members of the Committee on Transportation and Infrastructure. In particular, I thank Representatives Rick Crawford, David Rouzer, Doug LaMalfa, Pete Stauber, Dusty Johnson, Burgess Owens, Eric Burlison, Jeff Hurd, Jefferson Shreve, Dave Taylor, and Jimmy Patronis, who all contributed provisions to this bill.

I especially thank the chairman of the subcommittee, Mike Collins, for working with me on this. He has shown extraordinary leadership in developing this very important issue. I do thank the gentlewoman from Michigan for her friendship in this process, and I would urge support for the bill.

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

Mr. Speaker, I rise today in support of S. 1071, the National Defense Authorization Act of 2026, which includes the Coast Guard Authorization Act of 2025, bipartisan legislation to authorize appropriations for the Coast Guard for fiscal years 2026 and 2027.

This bill will allow the Coast Guard to continue its vital missions of defending our maritime borders, saving lives at sea, and ensuring safe and reliable maritime commerce.

The measure also builds upon the historic $25 billion investment the Coast

Guard received in reconciliation, providing necessary oversight and much-needed support for the service's ongoing efforts to recapitalize its cutter and air assets, shoreside facilities, and its IT capabilities.

As the Coast Guard faces increasing demand for its services, the bill authorizes the service to grow to 55,000 Active-Duty members by 2027 and supports the training, assets, and programs necessary to attract, retain, and advance the personnel needed to carry out the Coast Guard's missions.

To that end, this bill ensures that the morale, well-being, and safety of our Coast Guard personnel are prioritized from the day they enter boot camp to the day they retire.

In line with President Trump's efforts to rebuild America's maritime capacity, this bill strengthens America's maritime base, including provisions that streamline the merchant mariner credentialing process and laying the groundwork for the responsible deployment of new technologies at sea.

Through this legislation, the United States Coast Guard will possess the assets and personnel it needs to execute its safety, enforcement, and national security missions.

Finally, I thank the committee's ranking member, Rick Larsen; Coast Guard and Maritime Transportation Subcommittee chairman, Mike Ezell; and Ranking Member Salud Carbajal for their hard work on this legislation.

Mr. Speaker, I urge my colleagues to support S. 1071.

Mr. Speaker, I missed a vote today. Had I been present, I would have voted YEA on Roll Call No. 310.

Mr. Speaker, I missed a series of votes.

Had I been present, I would have voted YEA on Roll Call No. 286, YEA on Roll Call No. 287, and NAY on Roll Call No. 288.

personal explanation

Mr. Speaker, I rise today to recognize Frank Esten Cook III and his service to his country. Frank was born in Washington, D.C. on March 25, 1963, and passed away in Richmond, Kentucky on September 13, 2025. He was an avid outdoorsman, boater, and hunter.

Frank was a U.S. Army veteran and served his country as a commissioned officer. His first love, however, was serving as a non- commissioned officer as a Blackhawk helicopter Crew Chief with the 160th Special Operations Aviation Regiment (SOAR).

In 1994, Frank was awarded Night Stalker Soldier of the Year for Outstanding Individual Contribution to Army Special Operation Aviation. This award was sponsored by Robertson Research Group, Inc.

Frank was tough in every sense of the word, but he also cared deeply for his friends, family, and country. He would give you the shirt off his back, if you really needed it. He taught his family the value of being tough and rolling with what life gives you. He was fond of the saying ``rub some dirt on it, you'll be fine'', which carries weight with everyone who knew him.

Frank took immense pride in being a Night Stalker. These men and women are some of the best rotary wing aviator crews in the world. Frank's attention to detail, his skills, and his tenacity drove him to join this elite regiment.

Frank was very proud of both of his sons, Frank E. Cook IV (Frankie) of Jersey City, NJ and Anthony Guidi of Aloha. OR. As Frankie says, ``My dad wouldn't want anyone to cry over him.'' So today Mr. Speaker, we won't cry over him but rather honor this man as a veteran, a father, a brother, a son, and an American.

Mr. Speaker, I missed a series of votes today. Had I been present, I would have voted YEA on Roll Call No. 265 and YEA on Roll Call No. 266.