GRAVES’ PATH TO AN FAA GOLD STANDARD
All the experts opine that the FAA needs help to reinvigorate its status as the GLOBAL AVIATION GOLD STANDARD. One such effort is described by the Chair of the House Committee on Transportation & Infrastructure. The bill is the BEST immediate legislative step toward that preeminent status. The goal’s real impact as analyzed by a policy institute needs some more specific remediation.
House Transportation & Infrastructure Committee Chair Graves has written (see below) an eloquent plea for the Congress to enact the Securing Growth and Robust Leadership in American Aviation Act (SGRLAAA HR3935). Given the contentious and even extraneous conflict that has accompanied the Senate’s consideration of the FAA Reauthorization bill, it is blasphemous to even intimate that the House Bill as written is less than immediately needing enactment.
That said, the 118th Congress should learn from the AEI paper (2nd article below) which recognizes the importance of the Boeing Commercial Aircraft Company’s SOFT AND ECONOMIC POWER to the US. The Chair referred to this issue in macro terms: The AEI author
“It’s clear that the large gap that once existed between american innovation in aviation and the rest of the world has significantly narrowed. China and other countries are beginning to rival us in the development and integration of new technologies.”
The AEI author makes a convincing case that there is some urgency to reinforcing America’s historic aviation advantage. SGRLAAA, all 841 pages, deals with a plethora of problems, really does not take on several contributing factors to the AEI analysis. Here are a few things for T&I to consider:
- SEC. 249. PART 135 AIR CARRIER CERTIFICATE BACKLOG recognizes that the FAA’s issuance of this category of flight, but the bill does not seek to solve similar delays in other agency processes. Without some inspection of the inner workings, it is difficult to point to the reason why—too much demand, too few inspectors, reluctance to issue delegations to qualified third parties. This is not GOLD level service.
- More relevant to Boeing’s and other OEM’s decreasing penetration of foreign markets, the FAA’s deteriorating global presence, a factor contributing to US’s diminishing stature. There was a time when the US regulator had representatives in major global sites. Their absence reduces the US’s influence with other CAAs. Congress might forget its disdain of federal employees posted in Brussels, Cologne, Singapore, etc. and reinstate these outposts of experts available to confer with their regulatory colleagues. Sharing how the US regulates actually helps US product sales. The FAA’s global presence is not GOLD level service.
- The Max 8 disaster was an unforgiveable Boeing failure. However, a fair assessment of the relationship between the FAA certification team and the OEMs’ engineers. There is a real need to upgrade the breadth and depth of the governmental engineers. Aviation, Boeing and others, are advancing to the leading edges of aerospace developments. An advanced engineering degree earned 5-10 years is no longer current and the FAA’s budget for staff education is woeful. Congress should address this imbalance between the federal and industry talent. The current technical competence is not GOLD level service.
Other Voices:
It’s Time to Add to the U.S.’s Rich Aviation History
T&I Chair Graves encourages Senate to pass FAA bill
U.S. Rep. Sam Graves (R-Missouri).
By REP. SAM GRAVES • AIN Special Contributor
November 17, 2023
November is National Aviation History Month when we celebrate our important figures and achievements in aviation—a quintessential American industry. From the Wright Brothers to the first nonstop flight around the world to the earliest example of a helicopter rescue, American aviators and engineers have set the global gold standard in aviation and pushed the boundaries of what was thought possible.
As chairman of the House Transportation and Infrastructure Committee and a professional pilot, I have made it a top priority to ensure the U.S. remains the world’s leader in aviation. One critical way to do this is by passing a comprehensive bipartisan bill to reauthorize the FAA.
Earlier this year, the House of Representatives overwhelmingly voted to ensure the FAA has the structure, resources, and direction it needs to ensure the continued success of American aviation. While the Senate was able to successfully confirm Michael Whitaker to lead the FAA, they have not yet passed their own version of an FAA reauthorization, delaying Congress’ ability to send a long-term bill to the President’s desk.
In June, a bipartisan group of Transportation and Infrastructure Committee leaders and I introduced H.R.3935, the SECURING GROWTH AND ROBUST LEADERSHIP IN AMERICAN AVIATION ACT.
This legislation seeks to reinforce the safety of our system by addressing the recent uptick in runway incursions to ensure the U.S. and the FAA remain the pinnacle of aviation safety. The bill also proposes to make smart and targeted investments in airport infrastructure and to improve the quality of commercial air service for passengers.
The bill will also make the FAA more efficient by making targeted changes to the organizational structure of the agency, and it will support our domestic aviation industry as it continues the United States’ long history of leading the world in aerospace innovation. By cutting unnecessary red tape and optimizing the safety testing and integration of new technologies, our bill delivers much-needed certainty to American innovators who rely on their partnership with the FAA to transform our skies and the way we travel.
H.R.3935 recognizes that the long-term success of the U.S. aviation system is built upon a strong general aviation (GA) foundation. The vast majority of our aviation professionals, including pilots and mechanics, get their start in GA, and our bill includes the first-ever GA title to address issues that have plagued the segment of the aviation industry for too long.
I am encouraged that my colleagues on both sides of the aisle in the House of Representatives recognize how critical a long-term FAA reauthorization bill is to the safe and efficient operation of civil aviation programs and the NAS. H.R.3935 passed the House with overwhelming bipartisan support, which speaks to the quality of this legislation and its promise to address the challenges currently facing the aviation industry.
This is a crucial time for American aviation. Reflecting on the United States’ rich aviation history, IT’S CLEAR THAT THE LARGE GAP THAT ONCE EXISTED BETWEEN AMERICAN INNOVATION IN AVIATION AND THE REST OF THE WORLD HAS SIGNIFICANTLY NARROWED. CHINA AND OTHER COUNTRIES ARE BEGINNING TO RIVAL US IN THE DEVELOPMENT AND INTEGRATION OF NEW TECHNOLOGIES.
A timely, comprehensive FAA reauthorization bill is essential if we, as a nation, are to remain the global leader in aviation. The world is watching, and so I encourage the Senate to move forward with consideration of a bill so that we can soon see a final bill enacted into law. America has always been at the forefront of aviation history, and we must work to ensure that we remain at the forefront of aviation’s future.
Rep. Sam Graves (R-Missouri) is the chairman of the House Transportation and Infrastructure Committee.
Xi Jinping’s Visit and the Power of American Aviation
November 17, 2023
Chinese President Xi Jinping made his first visit to the US since 2017 this week to attend the Asia-Pacific Economic Cooperation summit and meet with President Biden in person for the first time since the two leaders met in Bali last year. While most commentary will focus on the outcome of their discussions, ONE INTERESTING ASPECT OF XI’S VISIT THAT SPEAKS TO AMERICA’S ENDURING SOFT POWER ADVANTAGE OVER BEIJING IS THE FACT THAT XI TRAVELED TO SAN FRANCISCO ON A BOEING 747.
America’s aviation industry has been a tremendous source of both soft and economic power over the last century. In particular, Boeing’s aircraft revolutionized air travel and continue to comprise significant portions of many airlines’ fleets around the world. In China, there are large numbers of Boeing aircraft in the fleets of airlines such as Air China, China Southern Airlines, and Hainan Airlines. In the case of China Southern, data from FlightRadar24 as of November 17, 2023 shows that the airline has 161 examples of just one variant of the 737, not to mention the 777s and 787s the airline also operates.
Civilian airlines aside, the soft power of American aviation is further demonstrated by the fact that other countries trust American aircraft to transport their leaders. Besides China, India uses a Boeing 777 to fly Prime Minister Narendra Modi, and Argentina recently acquired a Boeing 757 to transport its president. Japan’s government used 747s for VIP transport before replacing them with 777s.
China has not been blind to the benefits of having a robust aviation industry, which is why it is moving to build up its own capabilities. In May of this year, China’s new C919 AIRLINER, which is designed to compete in the same market as Boeing’s 737 and Airbus’ A320, made its first commercial flight. While many of the C919’s critical components are currently supplied by western firms, China aims to replace these with indigenous Chinese parts. For example, China is developing a new jet engine, the CJ-1000A, to replace the current engine on the C919 which is produced by CFM International, a joint venture between France’s Safran Aircraft Engines and American GE Aerospace.
Despite China’s desire to build up its own aviation industry to compete with western firms, companies like Boeing have continued to engage in joint ventures with Chinese companies that place America’s edge in aerospace AT RISK. As a 2019 report by the US-China Economic and Security Review Commission notes, “JVs [joint ventures] are often the source of Chinese companies’ most technologically advanced and innovative procedures and products, acquired through technology transfer from their foreign JV partner.” Given this, Boeing’s joint ventures in China—which include a facility to produce composite parts for aircraft—risk undercutting the company’s and America’s long-term competitive edge.
It is not difficult to comprehend why Boeing may choose to continue in these engagements. Boeing’s 2022 Annual Report notes that China is an important market and warns that Boeing’s market share will suffer if it doesn’t receive orders from Chinese airlines. It also highlights that Boeing faces stiff competition in the global market. Furthermore, Boeing’s Commercial Market Outlook projects China will require over 8,500 new aircraft between now and 2042. In short, the potential gains from the Chinese market and the desire not to cede ground to rivals like Airbus will put pressure on Boeing to continue business as usual with China.
Yet, by chasing the Chinese market Boeing may be inadvertently undercutting itself. China hopes its indigenous aircraft will account for larger shares of the Chinese market in the future and will likely steer Chinese carriers towards purchasing more Chinese-made aircraft going forward. In September, China Eastern Airlines placed an order for 100 C919s, albeit at a steep discount. Moreover, given what we know about how Chinese joint ventures work, it is not unreasonable to presume that any knowledge Chinese companies gain from their collaboration with Boeing is being used to build up China’s aviation capabilities.
There are other markets Boeing could focus on instead of China. India’s aviation market is growing and, having eclipsed China as the most populous country, looks positioned to provide lucrative opportunities for years to come. This year Indian carriers Air India and IndiGo both placed massive aircraft orders to build up their fleets. Africa too holds potential, with Boeing forecasting significant growth in African air traffic.
America’s lead over Beijing in aviation will persist for the time being as China still has a wide gap to cross before it can mount real competition against western manufacturers. Companies like Boeing shouldn’t be helping Beijing cross this divide by partnering with Chinese aviation companies. If America’s edge in the aviation industry is to endure long-term, then it is time for American manufacturers to pivot from China.
