Alert Act Takes Step Forward in House with ADS-B In Requirements

Comprehensive aviation safety legislation took a step toward full U.S. House of Representatives consideration after two key committees in the lower chamber unanimously approved their respective portions on Thursday. In a show of bipartisan support, the House Transportation and Infrastructure (T&I) Committee approved its portion of the Airspace Location and Enhanced Risk Transparency (Alert) Act of 2026 (H.R. 7613) by a 62-to-0 vote, while the House Armed Services Committee similarly approved 53 to 0.

The Alert Act is designed to address the breadth of the NTSB’s recommendations stemming from its investigation into the Jan. 29, 2025 midair collision between American Airlines Flight 5342 and a UH-60 Army Black Hawk helicopter at Ronald Reagan Washington National Airport (KDCA). It includes both civilian and military directives on a range of issues from the use of ADS-B In and other anti-collision technologies to air traffic controller training and helicopter route safety and separation requirements.

House T&I passage included an amended version that addressed some of the concerns of NTSB Chair Jennifer Homendy, who had stated that the earlier version did not go far enough and failed to universally mandate ADS-B In. Homendy instead backed the Senate aviation safety bill, the Rotor Act, which included such a mandate.

However, leading up to the vote, Homendy posted an NTSB statement on the social media platform X that, “We are grateful that they [the House committees] have sought out, seriously considered, and accepted the NTSB’s technical assistance,” and that the amended version would require actions that “would address our recommendations.”

The version passed on Thursday would require ADS-B In on all aircraft currently required to have ADS-B Out by the end of 2031. It further requires commercial airliners to upgrade straight to the next-generation airborne collision avoidance system (ACAS) Xa that uses ADS-B In data.

Meanwhile, Senate Commerce Committee leaders on both sides of the aisle still voiced objections after the votes on Thursday, saying in a joint statement that the Alert Act, “while ambitious in its goals, falls short on a strong and clear requirement for common-sense situational awareness technology recommended by the NTSB 18 times…Any legislation that is expected to pass both the House and the Senate will have to apply the strongest ADS-B In safety standards to all aircraft, civil and military, ensure accountability to broadcast ADS-B Out, and reform airspace rules to ensure an accident like the Flight 5342-PAT 25 collision never happens again.”

Senate leaders had reached an agreement with House Speaker Mike Johnson (R-Louisiana) to bring the Rotor Act up under suspension of the rules, meaning no amendments allowed, but that vote failed in February and had drawn objections from House T&I Chair Sam Graves (R-Missouri).

“The ALERT Act is a comprehensive package that addresses the probable cause and contributing factors of the tragic crash that occurred in our nation’s capital in 2025, and it addresses all 50 safety recommendations issued by the NTSB after their investigation,” Graves said after the committee vote on Thursday. “I appreciate the NTSB for working with us to ensure the legislation adequately addresses all of their recommendations that resulted from their thorough investigation of the accident.”

Rep. Rick Larsen (D-Washington) added: “After working with the NTSB, the committee members produced a bipartisan and comprehensive bill that will increase the safety of the flying public. I hope to continue productive conversations with all key stakeholders as we advance a safety package to the president.”

The Alert Act further drew praise from many aviation organizations, with National Air Transportation Association president and CEO Curt Castagna saying it reflects a “thoughtful approach to strengthening aviation safety and supporting faster deployment of critical safety technology.”

In addition, the Aircraft Owners and Pilots Association praised a measure that would strengthen and expand restrictions on the use of ADS-B data for investigations into pilots. “We appreciate the bipartisan work of the House Transportation and Infrastructure Committee and their willingness to listen to the concerns of hundreds of thousands of AOPA members from across the country—ADS-B is a safety tool,” said AOPA senior v-p of government affairs and advocacy Jim Coon. “Actions like today are why it is important for every general aviation pilot to be an AOPA member and to be engaged in the process. This fight is not over, and AOPA members will need to continue to engage with their congressional representatives.”