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Mr. Washington, can you tell me what airspace requires an ADS-B transponder? I'm not sure I can answer that right now. What are the six types of special use airspace on FAA charts? Sorry, I cannot answer that. What are the operational limitations for pilots under basic med? I'm not a pilot, but I think there are restrictions like high blood pressure. What causes an aircraft to spin or stall? Again, I'm not a pilot. What are the three aircraft certifications required by the FAA? One priority is to implement the certification act. What is the minimum separation distance for landing and departing airliners during the daytime? I don't want to guess on that. Are you familiar with the difference between part 107 and part 44809 for unmanned aerial standards? Yes, but I cannot explain the difference.

We're using systems that look 40 years old to monitor air traffic, and people are shocked this is state-of-the-art in 2025. A third of our systems are unsustainable due to challenges with spare parts, expertise, and funding. The audio is often garbled due to multiple aircraft on multiple frequencies. We use standardized phraseology and read-backs to ensure clear communication, but improvements are needed. There was a question if the helicopter heard the instructions, and NextGen aims to implement data communications for text-based communication between pilots and controllers. This digital capability reduces misreads and is a force enhancer, quieting the flight levels and improving communication. We will need more of this capability with increasing traffic.

A plane at Reagan National Airport was clipped on the wing by another plane around 12:45. A congressional member on the departing plane reported the incident. This follows a previous incident in January where a military helicopter collided with a commercial jet, resulting in 67 fatalities.

This morning, I spoke with the SOUTHCOM commander and the Joint Chiefs about our ongoing efforts at Guantanamo Bay. We're supporting the President's directive to secure a location for violent criminal illegals awaiting deportation. I also want to address last night's tragedy in Washington, D.C. At 8:48 PM, a UH-60 Blackhawk assigned to the U.S. Army Aviation Brigade at Fort Belvoir collided with a civilian airliner. The Army unit involved was Bravo Company, 12th Aviation Battalion. It was an annual proficiency training flight with an experienced crew using night vision goggles. The 12th Aviation Battalion is now under a 48-hour operational pause. An aviation safety investigative team is already in D.C. to determine if the aircraft was in the designated corridor and at the correct altitude. This is a horrible loss of life for the 64 souls on the airliner and the three soldiers. Our thoughts and prayers are with their families as we transition from rescue to recovery. We are actively investigating the cause and will provide updates as they become available.

We're seeing more close calls between planes on the runway, so the FAA held a summit to address it. They're calling it a safety call to action because, despite the US airline industry being extremely safe, there are major warning signs of serious breakdowns. The NTSB is investigating six incidents since January and says talking isn't enough. They've issued seven recommendations on runway collisions, some of which haven't been acted upon for over 20 years. Air traffic controllers are critically short-staffed, with 1,200 fewer certified professionals than ten years ago. One pilot and former FAA safety team representative thinks the summit was more about PR than substance. It seemed like they wanted to make everyone think that they're doing something, but it is not clear that much came out of the meeting.

The NTSB examined voice recordings of the Black Hawk helicopter and American Airlines plane collision and suggests the chopper pilots may have had bad information about their altitude. Cockpit computers may have shown two different altitudes; the pilot flying thought they were at 300 feet, while the instructor pilot thought they were at 400 feet. Air traffic control told them to go around the plane, but the Black Hawk crew may not have received the transmission to pass behind. The crash killed all 67 people aboard both aircraft. The NTSB also stated the helicopter pilots were likely wearing night vision goggles throughout the flight, but it is unknown if that impaired their vision. There is no indication the Black Hawk crew could have seen the impending crash.

Another aircraft mishap occurred recently involving a Learjet medevac flight that crashed shortly after takeoff from Northeast Philadelphia. The flight was routine until the pilots failed to communicate with departure control, indicating they were likely managing an emergency. The steep angle of the crash suggests the airplane may have stalled, possibly due to an improper center of gravity or engine failure. This incident follows another aviation accident, raising concerns about flight safety. However, it's essential to remember that flying remains safe, with millions of successful flights occurring regularly. Pilots are highly trained, and these accidents are unfortunate coincidences. As I prepare for my own flight tomorrow, I want to reassure everyone that the aviation system is reliable, and you can fly safely.

Have you ever flown a plane? No. Were you a military or commercial pilot? No. Have you worked for an airline or as an air traffic controller? No. Have you worked for a company that manufactures or repairs airplanes? No. The FAA administrator role requires specialized knowledge, which I lack. I have no experience in aviation safety, and it would be unwise to put me in charge. The public expects an FAA administrator to understand aviation safety, especially after incidents like the near collision at Austin's airport. It’s concerning that someone without aviation safety experience could be in such a critical position.

In runway 33, a helicopter obstructed an aircraft that was close to landing. We're trying to connect with Armin Kurty for his expertise on this situation, but for now, let's continue with John. Reports from an NBC affiliate indicate that four people were rescued from the water, though this information hasn't been independently verified.

I have an update from President Trump regarding the drones observed over New Jersey. After investigation, it has been confirmed that these drones were authorized by the FAA for research and other purposes. Many of the operators were hobbyists and private individuals flying for recreational reasons. The situation escalated due to public curiosity, but these drones do not pose a threat. With that, I will now open the floor to questions.

We've recovered the black boxes from the passenger plane and the military helicopter involved in the collision at the Washington airport. The military helicopter was also equipped with some form of recording devices, and those will be read either by DOD or by us. We have agreements to share data on those recorders. The crash killed all 67 people onboard the two aircrafts, making it the deadliest US air disaster in over two decades. The cause remains unclear. Forty bodies have been recovered from the Potomac River. The black box flight recorders from the passenger plane were also recovered and are being examined. Investigators have pledged to release a preliminary report within thirty days.

The NTSB released a minute-by-minute report on the midair collision near Ronald Reagan National Airport that killed all 67 people aboard the US Army helicopter and commercial airliner. The NTSB is investigating whether the Black Hawk helicopter provided pilots with bad data, including altitude information. Five minutes before the collision, the pilot flying indicated they were at 300 feet, while the instructor pilot indicated 400 feet. Investigators are also examining whether the helicopter crew heard two key messages from air traffic control. Three minutes before the collision, ATC alerted the helicopter that the airliner was circling to a different runway, but CVR data suggests this may not have been received by the Black Hawk crew. Seventeen seconds before the crash, ATC instructed the helicopter to pass behind the jet, but this transmission was interrupted. One second before impact, the airliner pulled up and started a turn. Investigators believe the Black Hawk pilots were wearing night vision goggles, and the NTSB will investigate how this may have impacted their ability to see the airliner.

The discussion centers on the government's lack of transparency regarding drone incursions over military bases and civilian areas. Michael Shellenberger points out inconsistencies in official statements, where authorities claim to be investigating while simultaneously asserting there’s nothing to worry about. He highlights numerous instances of unidentified drones over sensitive locations, questioning the military's control over U.S. airspace. Both Republican and Democratic representatives agree on the need for clearer authority and funding for detection systems to address these incursions. Shellenberger emphasizes that while there’s no evidence of foreign control over the drones, the government's failure to communicate effectively leads to misinformation and public concern.

A midair collision involving a commercial airliner is shocking, especially given the advanced technology in use, such as the Traffic Collision Avoidance System (TCAS). This system alerts pilots to nearby aircraft and instructs them to climb or descend to avoid collisions. The occurrence of this incident raises serious questions about safety protocols in aviation, particularly since it happened in 2025 when pilots are highly trained and technology is sophisticated. Investigators face a significant challenge in understanding how a commercial airliner collided with a military helicopter, specifically a Blackhawk, which is not commonly used by others. The situation is truly astonishing.

Regarding last month's mid-air collision at Washington National Reagan Airport, the Army helicopter involved may not have received the instruction to fly behind the American Airlines jet during its landing. According to the National Transportation Safety Board, cockpit recordings indicate the transmission was interrupted because the helicopter's microphone key was pressed simultaneously. This prevented the pilots from hearing the critical words "pass behind". The final report on the collision, which resulted in sixty-seven fatalities, is expected to take over a year to complete.

I anticipated a high number of near misses, but 15,000 is more than I expected. That means one in 62 landings at that airport were too close to a helicopter. We requested analytics from Secretary Duffy, and he acknowledged the need to analyze this data. This issue may be occurring at other airports as well. Flying is safe, and thousands of flights happen without incident. However, there are gaps that need to be addressed. It's crucial to share this data between the Department of Defense and the FAA. Pilots from the 12th Aviation were unaware they were contributing to these near misses because they hadn't been informed. This is something we need to work on, and I'm confident it will be resolved.

In runway 33, a helicopter unexpectedly interfered just as a plane was about to land. John, hold on; we’re trying to bring Arman Kurdi into the discussion for his expertise on this matter.

There have been multiple drone incursions over military bases and sensitive sites, including a recent two-week incident at Langley and another at Wright Patterson. These situations raise significant concerns about the identity and technology of the drones involved. Authorities like the FAA, DOJ, and Homeland Security need to better assess whether these drones are adversarial. While they claim there’s no evidence of foreign operation, the absence of evidence does not rule out potential threats. The drones at Langley evaded radar detection, highlighting the need for improved resources and answers. A letter has been sent requesting further information on this issue.

The speaker regrets not asking for a briefing on UAPs (UFOs) when they were acting secretary of defense. They recall being briefed on nuclear war and terrorism strikes, but they should have also requested information on UFOs. They believe it's possible that UFOs could be generated by life forms from another planet or from Earth. They mention that out of 241 anomalous incidents, 228 were determined to have explanations, but they are unsure about the remaining 13. The speaker believes that more information about UFOs will be revealed soon due to increased media attention. They express their dislike for being in the public spotlight but mention three topics they are willing to address publicly: Afghan refugee issues, Veterans Affairs, and Havana syndrome.

Chris Mellon, a former U.S. intelligence official with about twenty years of experience in the Defense Department and on the Senate Intelligence Committee, shared remarks in response to the UAP documentary Age of Disclosure. He references the documentary’s claim that the Air Force maintained a secret program in the 1990s to track UAP near Area 51 and other sensitive military facilities, a claim attributed to General James Clapper, former Director of U.S. Air Force Intelligence and former Director of National Intelligence. Mellon asks several pointed questions about whether that secret Air Force UAP program still exists today, where the data resides, and what the Air Force has learned. He critiques the Air Force for its handling of information requests from Congress. Specifically, he notes that when Congress sought UAP information in the 2020 intelligence authorization bill, the Air Force denied possessing relevant information beyond a handful of recently submitted, non-sensitive reports issued after DoD guidance in 2020 required all military components to report UAP sightings. Mellon contends that the Air Force brass appear to treat Congress with contempt, even if not legally unlawful, and he expresses belief that the secret Air Force UAP program described by Clapper, or a similar program, remains quietly active behind the scenes. He argues this could explain several anomalies in UAP reporting. Mellon highlights incidents to illustrate his concerns: - Air Force F-22s, despite superior sensors, did not report UAP operating in DoD training areas off the East Coast, while Navy F-18s routinely detected and reported UAP on the same ranges. - The USS Princeton radar data from the Nimitz/UAP case allegedly disappeared after U.S. Air Force officers visited the ship. - There are multiple instances where Navy data was reportedly removed by Air Force personnel. - Nimitz deck logs from the period of Princeton UAP tracking in 2004 are missing. - The Air Force has reportedly never reported UAP detected by its strategic radar systems, including solid-state phased array radars with vast range and coverage, even when UAP were detected for days directly in front of these emitters. - No NORAD UAP intercept cases from recent decades were submitted with the 2021 UAP report to Congress, including the well-known UAP incident over the Bush Ranch in Texas, where F-16 pilots reportedly were compelled to sign NDAs by the Air Force. - As recently as the previous year, the Air Force refused to provide NORAD UAP intercept data to DOD’s All Domain Anomaly Resolution Office in Congress. - There are no reports of UAP in space despite a substantial U.S. Air Force space surveillance capability. - The Air Force reportedly seized Navy sonar data obtained after an encounter by a U.S. nuclear submarine with an underwater UAP. Mellon concludes that the Air Force may be withholding UAP data by placing it in an obscure, highly secret “waived special access program” inaccessible to even the chair and ranking members of the intelligence committees, or by invoking authorities such as the Atomic Energy Act to justify concealing data. He suggests the Air Force could claim to be merely the executive agent for the CIA or the National Nuclear Security Agency, creating a potential reporting gap where one agency’s claim of responsibility shifts the burden, allowing the other to deny accountability. Mellon characterizes this dynamic as a possible exploitation of a fissure in the current congressional military and intelligence reporting framework, describing it as a “deep state” mechanism that avoids full congressional visibility into UAP information.

Why is there a classified briefing about hobbyist drones if they aren't military? I can't speak for Congress on that. We're sharing as much information as possible, but I don't have the details of the briefing to clarify what is classified. Rest assured, we are providing all the information we can based on what we know.

The speaker lists a range of substances—aluminum, barium, strontium, manganese, surfactants, polymer fibers, graphene—as elements allegedly present in breathable air, describing the situation as horrifying and implying widespread dispersion linked to coordinated programs. They claim that, ultimately, all roads lead to those who print the money, and assert that the coordinating entities behind these programs include the Department of Defense (DOD) and DARPA. The speaker states that there are documents proving the existence of these programs, including an 800-page United States Senate document from 1978 that outlines the scope and scale of the programs and calls for intergovernmental cooperation even between otherwise adversarial nations because of the cross-border ramifications of these programs. Regarding which country is the biggest player, the speaker identifies the United States of America, citing the size of the U.S. military. They claim the U.S. military has three times more aerial tankers—described as the primary aircraft used in these operations—than all other militaries in the world combined. The speaker then revisits the condensation trail narrative, labeling it as perhaps one of the greatest lies ever perpetrated on populations worldwide. They argue that all military tankers and all commercial aircraft are equipped with high bypass turbofan jet engines, defined as jet-powered fans, and that 90% of the air moving through those engines is not combusted. By design, the speaker says, this makes the engine nearly incapable of producing condensation trails except under rare and extreme circumstances, and those circumstances are diminishing each day due to warming in the troposphere. The speaker mentions that two former military pilots who fly private aircraft—described as important people—have contacted GongWatch.org. In both cases, these individuals were off the coast of the Pacific Northwest when their aircraft were forced into emergency auto descents because the outside air was 45 to 50 degrees above what it should have been. The air, according to the speaker, was not dense enough to carry those aircraft. The people who contacted GongWatch.org are described as very alarmed but very afraid to speak out.

I want to emphasize that the recent aviation incidents will likely raise concerns about FAA and air traffic control staffing. Even though a recent incident occurred in a Canadian air traffic control tower, the discussion about potential staff cuts at the FAA, under the previous administration, is relevant. The FAA has been expressing concerns about being understaffed in critical positions, particularly air traffic control, for years. While air traffic control may not be affected by staff cuts so far, other positions related to maintaining critical equipment may have been cut. All of these recent incidents will feed into concerns about the safety of the air traffic system going forward, at least on this side of the border.