Mr. Chairman, I thank the gentleman very much for yielding time. Let me first say that the administration enthusiastically supports the work of Chairman Graves and Ranking Member Larsen for the great work that they have done. This is good…
Mr. Chairman, I thank the gentleman very much for yielding time. Let me first say that the administration enthusiastically supports the work of Chairman Graves and Ranking Member Larsen for the great work that they have done.
This is good for America. This is good for Houston, Texas, and it is good for Texas. I have two airports in the region, including Hobby International Airport and Bush Intercontinental Airport, and Ellington Field that see some commercial flights.
It is good that we will get between $3.35 billion and $4 billion to help in the airport funding program of which I saw about 40 to 80 million come to our Bush Intercontinental Airport in the last couple of weeks.
It is important to have the flexibility to deal with environmental issues, and, of course, it is extremely important to have a $45 million training program for a pipeline for pilots, aviation maintenance, and aviation manufacturing. Why? Because schools like Texas Southern University that uniquely has one of the only HBCUs training of pilots program will be able to do more and fill that pipeline with pilots.
In addition, we respond to the assaults that have been occurring against employees and crew, and respond by an employee assault prevention response plan, which is extremely important.
We did this during 9/11, but now we are looking at more secondary cockpit barriers that will be more important. As well, we want to make sure that we have a task force of air carriers.
This bill is for airlines and airports, but it is for the traveling public, as well. It deals with air law enforcement, aviation labor unions, and others to be able to work together.
I am excited about the Bessie Coleman Women in Aviation Advisory Committee to encourage more young women to become pilots, as we need more pilots every single day.
The matter that I worked on as a member of the Committee on Homeland Security, finally we set standards for foreign aircraft repair stations, so that when our American airlines are overseas, they are subject to the same standards of American repair stations. We were very concerned about that after 9/11.
Mr. Chairman, let me dwell on an amendment that I offered to get through the backlog of pilots that are now well after they have been off for some medical reason and the backlog of getting them back into the stream of flying is taking long. We need to look at that because these are perfectly able pilots, but they are still on medical leave.
I also want to ensure that we have mental health relief for our pilots, like 29-year-old Chris Daniel, who was doing well, but after the pandemic began experiencing depression. Chris' doctor suggested treatment for his depression, but as a pilot, he was too afraid to go.
Mr. Chair, I rise today to speak in support of H.R. 3935, the Securing Growth and Robust Leadership in America Aviation Act of 2023.
The Securing Growth and Robust Leadership in American Aviation Act helps maintain America's gold standard in safety, fosters innovation, strengthens and diversifies the U.S. aviation workforce, and invests in resilient and sustainable infrastructure.
This is an important bill that I offered an amendment to help improve through the Rules Committee, the Jackson Lee Amendment.
While the Rules Committee did not make my amendment in order, it is important to highlight what it would have done and what is still needed to assist and strengthen aviation in our country.
In particular, the Jackson Lee Amendment would do the following:
Implement the creation of the Aviation Medical Innovation and Modernization Working Group and a report on recommendations from the Working Group on the evaluation of the conditions an Aviation Medical Examiner can issue. Improve and reform to the Special Issuance process, including whether, after initial medical certification by the FAA, renewals can be based on a medical evaluation and treatment plan by a pilot's treating medical specialist with concurrence from the pilot's Aviation Medical Examiner, in addition to other measures that will help ease the process and remove the backlog for when pilots return from medical leave.
It would pilot a mental health task group to develop and provide recommendations related to supporting the mental health of aircraft pilots.
Finally, my amendment requests a report that would provide recommendations for best practices in detecting, assessing, and reporting mental health conditions and treatment options as part of pilot aeromedical assessments.
The Jackson Lee Amendment would have strengthened this legislation by keeping the health and safety of airline pilots at the forefront.
Mr. Chair, let's help our pilots be strong medically and mentally, and let's make this the best aviation system in the world.
Mr. Chair, I include in the Record an article from Scientific American.
[From Scientific American, Nov. 22, 2022]
We Need To Change the System That Keeps Pilots From Seeking Mental
Health Care
(By William R. Hoffman)
By 29 years old, Chris Daniel felt he had it all: a wife,
two beautiful children and fulfillment of his lifelong dream
of becoming a U.S. airline captain. But in the spring of
2022, after years of flying, Chris knew something was not
right. Shadows from his past
were reemerging, strained by post-COVID travel demand and
long, taxing weeks on the road. Years earlier, Chris's
physician had suggested that his low mood and trouble
sleeping might be symptoms of mild depression. But like many
pilots, he balked at the idea. If a doctor diagnosed
depression or if he sought help, Chris assumed he would never
be able to fly again. Seeking help seemed unthinkable because
losing flying was akin to losing everything; being a pilot
was who he was.
Chris's story is not unusual. While mental health symptoms
are common in airline pilots, getting help can affect their
ability to work in a big way. Airline pilots are required to
meet certain medical standards in order to maintain an active
flying status, and disclosing a new symptom or condition to
the Federal Aviation Administration (FAA) puts them at risk
of losing, usually temporarily, their ability to work and
fly. This is particularly true for mental health symptoms.
The FAA bars pilots from the cockpit if they report seeking
regular talk therapy for even mild anxiety or depression;
this may last for months and sometimes even years based on
the assumption they pose an unacceptable risk to safety. In
fact, pilots find themselves among only a handful of
professions that require disclosure of any encounter with the
health care system, including mental health visits.
While it makes sense to ground a pilot in distress, the
current system often fails to recognize the dynamic and often
situational nature of mental health symptoms and often drives
pilots from seeking care. Time off the job can have negative
repercussions such as loss of pay and need for recurrent
training, and the expenses of additional medical evaluations
required by the FAA often fall onto the pilot. All of these
together result in a population of pilots working the fleet
who are suffering in silence and fearful to get the help they
need. We must rethink the system that drives pilots from
attending to their mental health and change what seeking
mental health care services means in aviation.
Data my group and others have gathered are beginning to
reveal the scope of this problem. Our findings demand
attention. In our recent study of more than 3,500 U.S.
pilots, 56 percent reported behavior that we classify as
avoiding health care (for example, getting health care
outside the traditional system to avoid its documentation)
specifically because they feared the loss of their clearance
to fly. Interestingly, 26 percent of pilots reported that
they had withheld information during their FAA health
checkups for the same reason: the fear of losing their
medical clearance. This is sometimes called ``losing their
wings.''
In a sister study, more than half of pilots in our sample
had something they felt needed to get checked out--maybe it
was mental health related, perhaps a knee injury, or even
just a rash--but waited or decided against it because they
worried about their career. While our studies focused on
overall health care, we suspect this finding also applies to
mental health.
Many pilots have reasonably good access to health care.
This includes health insurance, paid time off and sometimes
other union protections. Instead, these data suggest a
barrier exists because pilots are asked to weigh the benefits
of seeking help against the professional costs that they
alone bear. How bad does mild anxiety need to become to
warrant a prolonged absence from work? For most pilots,
very bad.
The growing demand for pilots in our travel-hungry, COVID-
endemic world is likely to make this problem more
complicated. The Bureau of Labor and Statistics projects
18,100 new pilot jobs each year for the next decade,
precipitated by the continued growth of air travel. As
compensation has soared in 2022, more is being asked of
pilots, including longer and more frequent trips to keep pace
with passenger demand, This is in the context of other
airline professions--such as maintenance and administrative
staff--facing major personnel shortages, placing further
strain on a system already operating at its limits. Higher
demand on pilots can lead to additional time away from family
and friends, leading to an even greater need for mental
health care services. Simply put, pilots' need for mental
health care is likely to only grow in the coming years.
While on the surface it might seem that increasing the pool
of pilots would ease the situation, more pilots won't fix the
existing challenges in the system. Flight training programs
are expanding, and some airlines are taking the unprecedented
step of establishing their own training programs. But, while
class sizes are growing, they are being filled by a younger
and more diverse generation of student pilots who may not be
as willing as their predecessors to quietly suffer. In fact,
emerging data suggest the willingness of current pilots (who
are still largely in the 40-to-60 age range) to avoid health
care for job security may not be as true for the next
generation.
``Younger pilots are different from past generations and
are more willing to identify as needing help when it comes to
their mental health,'' John Dulski, 21, an aviation student
at the University of North Dakota and advocate for aviation
mental health reform, told me during a recent phone call.
``Many are more willing to choose to get care at the risk of
stepping away from flying.'' The answers to why such a
phenomenon is occurring remains an open question that our
research group is trying to understand. Could it be related
to social media lowering the stigma of mental health or the
influences of growing up through the pandemic? We hope future
research will reveal the answer.
A new generation of Gen Z airline pilots more open to
stepping away from flying to seek mental health care services
may only further strain the shortage of pilots. But more
importantly, it should call for industry to rethink what it
means for an airline pilot to be mentally fit and what
services they should be able to receive while still working
the fleet. We can all agree that safety in aviation should be
the foundation for meaningful change. Certainly, a pilot with
a severe mental health condition shouldn't be flying. But the
opportunity lies for pilots with mild symptoms. These are
high performing professionals who are perhaps facing one of
life's usual stressors--a divorce, a family death or even
just the chronic stress of the job. How might we rethink a
system that enables this group to seek mental health care
services in hopes of sidestepping a diagnosis that could go
on to fully pull them from flying?
One answer is clear. The FAA should change policy to permit
pilots with mild symptoms to seek professional regular, and
if needed prolonged, talk therapy without loss of their
medical certification. Such a change would have major
benefits for people on both sides of the flight deck door,
including treatment to prevent symptom worsening, and regular
pilot assessment by a professional mental health provider.
Recognizing that mental health is on a dynamic spectrum and
that many pilots could benefit from talking to a professional
mental health provider at some point in their career has the
potential to keep pilots flying healthy while also increasing
safety in the system. Pilot unions and airlines should fuel
this movement by raising awareness about the problem their
pilots face and by lobbying for an alliance of stakeholder to
determine how best to safely enact this change. While credit
is due to the FAA for recently making several positive policy
changes related to mental health, there is still work to do
and time is of the essence.
Chris Daniel never did get help for his mental health
symptoms, and despite an excellent flying record, he died of
suicide in June 2022. While we believe suicide is relatively
rare among pilots, this extreme outcome is in part why we
must create positive change. With the use of appropriate
supervision and reevaluation, aviation's safety culture
should shift to thinking of mental health care services as a
marker for wellness and prevention instead of risk and
disease. This change would not only benefit pilots, but also
the 2 million U.S. passengers who trust the aviation system
every day.