HR 2932, the CLEAR Skies Act, creates a tax credit for producing unleaded aviation gasoline in the U.S. The credit provides $1.25 per gallon in 2026, phasing down to $1.05 per gallon by 2030, for fuel that is lead-free, meets aviation standards, and is produced domestically. Producers must register with the IRS and certify compliance with these requirements to claim the credit. The bill also mandates a GAO study to analyze price differences between leaded and unleaded aviation fuel and whether the tax credit benefits end-users. This policy directly affects U.S. aviation fuel producers and aims to accelerate the transition from leaded to unleaded aviation fuel.
This bill modifies tax credits for clean fuel production under the Internal Revenue Code. It requires that feedstocks used for qualifying clean fuel must be produced in the United States (effective after 2024), directly affecting domestic biofuel producers who previously could use foreign feedstocks. It also excludes indirect land use change emissions from calculations when determining credit eligibility (effective after 2025), extends the clean fuel production credit deadline to 2034 (from 2027), and adjusts emissions factor rounding from 0.1 to 0.01 (effective after 2024). These changes aim to prioritize U.S. agricultural production and refine emissions accounting for tax credit purposes.
The AIRSHIP Act directs NASA to establish new research programs focused on airships, adding them to existing aeronautics research categories. It creates competitive grant opportunities for teams - including universities, industry, and government - to develop airship technology for sustainable cargo transport, disaster response, and humanitarian aid. The bill specifically amends federal law to require NASA to fund airship research alongside rotorcraft and fixed-wing vehicles. This affects NASA’s research budget and enables new collaborative projects, though it does not fund actual airship operations or mandate specific outcomes. The legislation aims to advance airship technology through federally supported R&D, without imposing new regulations or direct impacts on the public.
HR 2431, the "Don't Cut FAA Workers Act of 2025," prohibits the Federal Aviation Administration (FAA) from implementing mass layoffs for one year following a major aviation accident (defined as an accident causing a fatal injury within 30 days). It defines a "mass layoff" as eliminating 10+ employees at a single FAA location or 250+ employees total across the agency within 90 days. The bill requires the FAA Administrator to notify Congress before any such layoff and allows the agency to proceed only if Congress passes a joint resolution approving it within 60 days. This law directly affects FAA employees and ensures congressional oversight of workforce reductions after major aviation incidents.
HR 6267, the Aviation Supply Chain Safety and Security Digitization Act of 2025, directs the Comptroller General to study challenges in adopting digital documentation across the aviation supply chain. The study will examine barriers for manufacturers, repair stations, airlines, and brokers in using digital tools like electronic FAA Form 8130-3, as well as the FAA’s transition from paper records and physical signatures to digital systems. It requires a report within one year of enactment, including recommendations to encourage digital adoption industry-wide and accelerate the FAA’s shift to digital documentation. The bill does not create new regulations but aims to identify pathways for modernizing supply chain verification to combat counterfeit parts. The Transportation Secretary must respond to recommendations within 120 days of the report’s submission.
This bill requires all new Amtrak trains (purchased after enactment) to install baby changing tables in at least one restroom per train car, including in ADA-compliant restrooms. It mandates clear signage identifying these tables and defines a baby changing table as an elevated structure supporting children up to 30 pounds. The law directly affects parents traveling with infants on Amtrak, making diaper changes more accessible during train journeys. The requirement applies only to Amtrak-owned trains acquired after the bill becomes law.
HR 7191, the Fatigued Pilot Protection Act, requires the Federal Aviation Administration (FAA) to update regulations within 180 days of enactment. It mandates that existing flight and duty limitations and rest rules (currently under FAA regulations at 14 CFR Part 117) apply universally to all airline pilots and operators conducting scheduled passenger flights (under FAA regulations at 14 CFR Part 121). This ensures consistent rest requirements for flightcrew members across all airlines operating under Part 121, directly affecting pilots and airlines. The bill does not create new rules but extends the applicability of current rest standards to all relevant airline operations.
HR 6069, the RIDER Safety Act, directs federal funding for unarmed "transit support specialists" on public transit systems. These specialists are defined as staff who enhance rider safety through presence, engagement, and de-escalation - monitoring stations/vehicles, assisting riders, reporting threats, resolving minor conflicts, and connecting patrons to crisis services without police involvement. The bill amends federal transit grant rules to specifically allow operational funds for these roles, separate from traditional crime prevention funding. It directly affects public transit systems receiving federal grants under Sections 5338 or 5307, enabling them to hire and deploy this new type of safety personnel.
She Develops Regulations In Vehicle Equality and Safety Act or the She DRIVES Act This bill directs the Department of Transportation (DOT) to revise motor vehicle safety standards to require the use of certain anthropomorphic test devices (i.e., crash test dummies) and testing on female crash test dummies. Specifically, DOT must issue final rules to revise the current testing regulations to include specific adult male and adult female frontal impact and side impact crash test dummies. The final rules must establish or update the testing injury criteria based on real-world injuries and the greatest potential to increase safety. The injury criteria must include head, neck, chest, abdomen, pelvis, upper leg, and lower leg criteria for the crash test dummies. The final rules must also establish crashworthiness frontal and side impact tests for adult female occupants in all front seating positions that are currently tested for adult male occupants (as of the date of the bill's enactment). Further, DOT must promulgate a final decision notice to update the testing procedures for the New Car Assessment Program of the National Highway Traffic Safety Administration to require the use of these crash test dummies for frontal and side impact crashworthiness testing. Finally, DOT must submit reports to Congress that, among other things, identify timelines for DOT to incorporate additional types of crash test dummies into the regulations and identify testing devices used in other countries for similar crashworthiness standards.
Aviation Funding Solvency Act This bill provides continuing appropriations to the Federal Aviation Administration (FAA) if (1) an appropriations bill for the FAA has not been enacted before a fiscal year begins, or (2) a law making continuing appropriations for the FAA is not in effect. Specifically, the bill provides appropriations from the Aviation Insurance Revolving Fund at the rate of operations that was provided for the prior fiscal year to continue programs, projects, and activities that were funded in the preceding fiscal year. The FAA may use the balance of the fund, minus $1 billion. If the FAA determines that the amounts from the fund are insufficient to continue all programs, projects, or activities, then the FAA must prioritize compensation payments for employees of the Air Traffic Organization (e.g., air traffic controllers). The bill provides the appropriations until the date on which either (1) specified appropriations legislation for the fiscal year becomes law, or (2) a bill making continuing appropriations becomes law. Finally, the bill permanently extends the FAA Non-premium War Risk Insurance Program. This program provides aviation insurance without a premium to eligible air carriers at the request of the Department of Defense or another federal agency, provided that the agency agrees to indemnify the FAA from all losses covered under the insurance. Eligible air carriers include those whose operations are under a federal contract and are necessary for national security or to carry out U.S. foreign policy.
