Regulations & Safety
US Lawmakers Propose Ending 52-Year Supersonic Flight Ban Over Land
Legislation seeks to modernize FAA rules for supersonic aviation using NASA and private-sector tech, addressing global competition and environmental concerns.
After more than half a century of silence at supersonic speeds over U.S. territory, lawmakers are proposing a dramatic policy shift that could redefine the future of high-speed civilian aviation. The Supersonic Aviation Modernization Act (SAM), introduced in May 2025, aims to repeal the 1973 Federal Aviation Administration (FAA) regulation that prohibits nonmilitary aircraft from exceeding Mach 1 over land. This move comes as a response to significant advancements in aerospace engineering, particularly in “quiet supersonic” technologies designed to mitigate the disruptive sonic booms that led to the original ban.
The proposed legislation is not just about speed, it’s about positioning the United States at the forefront of global aerospace innovation. With countries like China already investing heavily in next-generation supersonic platforms, U.S. lawmakers argue that maintaining the outdated ban could leave American manufacturers at a strategic disadvantage. In this context, the SAM Act represents a calculated attempt to modernize aviation policy while balancing environmental, economic, and public safety concerns.
As the debate unfolds, stakeholders from government agencies, private industry, environmental organizations, and the general public are weighing in on what could be a defining moment for commercial aviation in the 21st century.
The FAA’s 1973 ban on civilian supersonic flight over land, codified in 14 CFR §91.817, was a direct response to widespread public concern over sonic booms. These shockwaves, generated when an aircraft exceeds the speed of sound (approximately 767 mph at sea level), were not only loud but also capable of causing structural damage. During NASA’s 1964 sonic boom tests over Oklahoma City, 72% of residents reported being disturbed by the noise, and 4.3% claimed property damage.
While military aircraft continued to fly supersonically under restricted conditions, commercial ventures like the Concorde were limited to subsonic speeds over land. This restriction severely hampered the Concorde’s commercial viability, as it could not fully exploit its speed advantage on many routes. Environmental concerns, including high-altitude emissions and potential ozone layer depletion, further contributed to the public’s skepticism about supersonic travel.
In effect, the ban created a regulatory environment that discouraged innovation in supersonic aviation for decades. Only now, with significant technological advancements, is the conversation shifting back toward reconsidering these restrictions.
Supporters of the SAM Act argue that the ban has placed the U.S. at a competitive disadvantage in the global aerospace market. With the global supersonic aviation market projected to reach $70.54 billion by 2034, the stakes are high. Private companies such as Boom Supersonic have already invested heavily in research and infrastructure, including a $100 million manufacturing facility in North Carolina expected to create 1,700 jobs by 2030.
Internationally, competition is heating up. China’s COMAC C949 and Lingkong Tianxing’s Cuantianhou projects are pushing the boundaries of supersonic and suborbital flight, with ambitions to halve transcontinental travel times. These developments underscore the urgency for the U.S. to modernize its regulatory framework to keep pace with global innovation. Senator Ted Budd and Representative Troy Nehls, the bill’s sponsors, have emphasized that the U.S. must not fall behind in this new aerospace race. “To maintain our global leadership in aerospace innovation, we must modernize air travel by lifting the outdated ban on civil supersonic flight,” Budd stated.
“The race for supersonic dominance between the U.S. and China is already underway and the stakes couldn’t be higher, ” Senator Ted Budd NASA‘s X-59 Quiet SuperSonic Technology (QueSST) aircraft is a cornerstone of the current push to lift the ban. Designed to reduce the traditional sonic boom to a “sonic thump” of around 75 perceived loudness decibels (PLdB)—roughly equivalent to a car door closing—the X-59 leverages advanced aerodynamics and a 99.7-foot elongated fuselage to disperse shockwaves laterally. (space.com)
NASA plans to conduct community overflight tests between 2026 and 2027 to assess public tolerance for these quieter sonic events. The data collected will be submitted to the FAA by 2028 to inform future regulatory decisions. These efforts aim to replace the current speed-based restrictions with noise-based standards that reflect modern capabilities. (nasa.gov)
According to Larry Cliatt, NASA’s acoustics lead for the QueSST project, “We expect the X-59 sonic thump to be as low as about 75 perceived loudness decibels. That is a lot quieter than the Concorde, which was over 100 perceived loudness decibels.” (nasa.gov)
Private industry is also making significant strides. Boom Supersonic’s XB-1 demonstrator aircraft achieved Mach 1.3 in January 2025. By flying at altitudes around 60,000 feet and using the Mach cutoff effect, the XB-1 prevents shockwaves from reaching the ground, effectively eliminating the audible boom.
Boom’s next project, the Overture, is designed to travel at Mach 1.7 and aims to enter commercial service by the end of the decade. The aircraft will use similar boom-mitigation strategies and is being developed with sustainability in mind, including the use of sustainable aviation fuels (SAFs).
Blake Scholl, CEO of Boom Supersonic, views the SAM Act as a pivotal opportunity: “This is our Sputnik moment. If we don’t lead, someone else will.”
Despite the progress in noise reduction, environmental concerns remain a significant hurdle. Supersonic aircraft typically operate at higher altitudes, where emissions such as nitrogen oxides (NOx) can have a greater impact on the ozone layer. Additionally, these aircraft tend to emit more CO2 per passenger-mile than subsonic jets. NASA estimates that the X-59’s engines will emit approximately 20% more CO2 per passenger-mile. The International Council on Clean Transportation (ICCT) has warned that a fleet of 2,000 supersonic aircraft could contribute up to 0.1 gigatons of CO2 annually—about 1% of global aviation emissions.
To address these concerns, the International Civil Aviation Organization (ICAO) introduced new noise and emissions standards in 2025. However, enforcement across jurisdictions remains inconsistent, raising questions about the global viability of supersonic travel.
Even with quieter technology, gaining public acceptance is not guaranteed. NASA’s upcoming community response surveys will play a critical role in determining whether the public is ready to embrace supersonic flight once again. The FAA must also ensure compliance with the Aviation Safety and Noise Abatement Act, which defines 65 decibels as the threshold for significant noise.
From a legal standpoint, the FAA has the authority under 49 U.S.C. §44715 to revise noise regulations, but any changes must be justified through cost-benefit analyses that consider both economic and public welfare impacts. This means that even if the technology is ready, regulatory approval could still face delays.
Balancing innovation with environmental and social responsibility will be crucial as the FAA considers how to implement the SAM Act, should it pass into law.
The proposed repeal of the 1973 supersonic flight ban marks a turning point in U.S. aviation policy. With the convergence of technological readiness, legislative momentum, and growing international competition, the time may be ripe for a new chapter in commercial air travel. However, this transition will require careful navigation of environmental, regulatory, and societal concerns.
Ultimately, the success of supersonic aviation in the 21st century will depend on three pillars: establishing robust noise certification standards, investing in sustainable propulsion technologies, and fostering international regulatory alignment. If these challenges can be met, the dream of quiet, fast, and efficient air travel over land could soon become a reality.
What is the Supersonic Aviation Modernization Act? Why was supersonic flight banned in the first place? What are “quiet supersonic” technologies? Is supersonic flight environmentally friendly? When could we see commercial supersonic flights over land?
Lawmakers Push to Lift 52-Year Ban on Supersonic Flights Over Land
Historical Background: Why the Ban Exists
The Origins of the 1973 Supersonic Flight Ban
Economic and Strategic Implications
Technological Advances: Making Quiet Supersonics a Reality
NASA’s X-59 QueSST: Reducing the Boom
Boom Supersonic’s XB-1 and Overture
Environmental and Regulatory Considerations
Climate Impact and Emissions
Public Acceptance and Legal Framework
Conclusion: A New Era of High-Speed Travel?
FAQ
It’s a proposed U.S. law that would instruct the FAA to revise its ban on civilian supersonic flight over land, provided no sonic booms reach the ground.
The FAA banned it in 1973 due to concerns over loud sonic booms and property damage caused by shockwaves from aircraft breaking the sound barrier.
These are engineering innovations that reduce or eliminate the audible sonic boom, often through aircraft design and flight altitude strategies.
Not yet. Supersonic aircraft typically emit more CO2 and NOx than subsonic planes, but ongoing research aims to mitigate these impacts through sustainable fuels and engine efficiency.
If the SAM Act passes and FAA regulations are updated, commercial operations could begin in the late 2020s, pending aircraft certification and public acceptance.
Sources
Photo Credit: BoomSupersonic
Regulations & Safety
NJASAP Supports H.R. 7148 Enhancing FAA Funding and Aviation Safety
NJASAP applauds H.R. 7148 for securing FAA funding, staffing increases, and infrastructure upgrades to strengthen U.S. aviation safety and stability.
This article is based on an official press release from the NetJets Association of Shared Aircraft Pilots (NJASAP).
The NetJets Association of Shared Aircraft Pilots (NJASAP), the independent labor union representing more than 3,700 pilots who fly for NetJets Aviation, Inc., has issued a formal statement applauding the enactment of the Consolidated Appropriations Act, 2026 (H.R. 7148). Signed into law by the President on February 3, 2026, the legislation secures full-year funding for the federal government, averting the operational risks associated with government shutdowns.
According to the union’s statement, the passage of H.R. 7148 represents a critical victory for the stability of the National Airspace System (NAS). NJASAP leadership highlighted that the bill not only ensures continuous operation of essential agencies but also directs significant resources toward modernizing avionics infrastructure and addressing long-standing staffing shortages at the Federal Aviation Administration (FAA).
A primary focus of the NJASAP’s praise centers on the specific financial allocations designed to bolster the FAA’s operational capacity. The union noted that the legislation provides $13.71 billion for FAA operations, a figure intended to stabilize the agency’s day-to-day functions.
In its release, NJASAP emphasized the importance of the bill’s provisions for workforce expansion. The legislation funds the hiring of approximately 2,500 new air traffic controllers. This surge in staffing is aimed at mitigating the persistent shortages that have strained the air traffic control system, contributed to delays, and reduced safety margins across the network.
Additionally, the bill allocates resources for 54 additional aviation safety inspectors. NJASAP views these hires as essential for maintaining rigorous oversight within the industry.
Beyond operational staffing, the union highlighted the bill’s investment in physical and technological infrastructure. The Consolidated Appropriations Act allocates $4 billion to the Airport Improvement Program (AIP). According to the press release, these funds are designated for replacing aging radar systems and telecommunications infrastructure, as well as upgrading navigation and surveillance systems.
The union also drew attention to a $100 million allocation for the FAA Office of Aerospace Medicine. This funding is targeted at modernizing technology systems to reduce the backlog in pilot medical certifications, a bureaucratic bottleneck that has historically kept qualified pilots grounded for extended periods. On the policy front, NJASAP celebrated the inclusion of language explicitly prohibiting the privatization of the U.S. air traffic control system. The union has long opposed privatization efforts, arguing that the NAS must remain a public asset accountable to safety standards rather than profit motives.
Capt. Pedro Leroux, President of NJASAP, commented on the significance of the legislation in the official release:
“Congress has taken a decisive step to protect the safety and continuity of the National Airspace System by passing a full-year appropriation that prioritizes modernization, staffing and FAA readiness. As professional aviators who rely on these systems every day, we commend lawmakers for recognizing that airspace safety and stability are not optional, but are fundamental to the U.S. aviation industry.”
While the funding measures in H.R. 7148 benefit the entire aviation sector, they hold specific relevance for NetJets pilots. Unlike commercial airline pilots who primarily operate between major hubs with robust support infrastructure, fractional pilots frequently fly into a vast network of smaller, regional airports. The $4 billion investment in the Airport Improvement Program is therefore critical for maintaining safety standards at the diverse range of airfields utilized by business aviation.
Furthermore, the stability provided by a full-year appropriations bill is vital for long-term planning. Stop-gap funding measures often freeze training pipelines; by securing funding through the fiscal year, the FAA can proceed with the training of the 2,500 new controllers without interruption, a key factor in reducing system-wide congestion.
NJASAP Commends Congress on H.R. 7148 Passage, Citing Safety and Stability Wins
Strengthening FAA Operations and Staffing
Addressing the Controller Shortage
Infrastructure and Policy Protections
Aeromedical Reform and Privatization
AirPro News Analysis
Sources
Photo Credit: The NetJets Association of Shared Aircraft Pilots
Regulations & Safety
Garmin GHA 15 Height Advisor Receives FAA Approval for Certified Aircraft
Garmin’s GHA 15 Height Advisor, a radar-based altitude device, gains FAA approval for over 500 certified aircraft models, enhancing general aviation safety.
This article is based on an official press release from Garmin.
Garmin has announced that its GHA 15 Height Advisor, a radar-based altitude monitoring device, has received Federal Aviation Administration (FAA) Supplemental Type Certificate (STC) approval. Previously available only for the experimental market, this certification allows the installation of the device in over 500 models of Class I and Class II certified aircraft.
The approval marks a significant shift in the accessibility of radar altimetry for general aviation pilots. According to the company, the GHA 15 is available immediately at a price of $2,695. This pricing strategy positions the device as a cost-effective alternative to traditional radar altimeters, which have historically been priced significantly higher and reserved for business jets or commercial airliners.
The GHA 15 is designed to provide pilots with precise Height Above Ground Level (AGL) readings during the critical final phases of flight. While standard barometric altimeters rely on air pressure and can be subject to calibration errors or terrain variations, the GHA 15 uses radio frequency technology to measure the actual distance between the aircraft and the ground.
Garmin states that the device is capable of providing AGL data from 500 feet down to the surface. The system integrates with the Garmin GI 275 electronic flight instrument to display altitude data and generate audible callouts directly to the pilot’s headset. These callouts, such as “50 feet,” “20 feet,” and “10 feet”, are user-configurable and intended to assist pilots in judging flare height and landing timing.
“The GHA 15 provides a cost-effective solution that helps reduce pilot workload and provides confidence during the approach and landing phases of flight.”
, Garmin Press Release
The unit is a compact, all-in-one module that mounts to the underside of the aircraft fuselage. Weighing less than one pound (approximately 0.45 kg), the device is roughly the size of a deck of cards, minimizing the structural impact of installation. According to the technical details released by Garmin, the GHA 15 offers the following accuracy levels:
The FAA STC covers a broad range of single-engine and twin-engine piston aircraft (Class I and Class II). This includes popular general aviation airframes such as the Cessna 172, Piper PA-28, Beechcraft Bonanza, and Mooney M20 series. To function, the GHA 15 must be interfaced with a Garmin GI 275 electronic flight instrument. For experimental aircraft, the device remains compatible with the G3X Touch flight display.
The certification of the GHA 15 represents a notable development in the “democratization” of avionics safety features. Historically, radar altimeters (such as the Garmin GRA 55) have cost upwards of $7,000, placing them out of reach for the average private pilot. By offering a certified “Height Advisor” for under $3,000, Garmin is effectively bridging the gap between recreational flying and professional-grade situational awareness. We believe this technology will be particularly valuable in three specific scenarios:
It is important to note the distinction Garmin makes by labeling this product a “Height Advisor” rather than a TSO-certified radar altimeter. While it provides similar functionality, it is intended for advisory purposes and does not replace the higher-end equipment required for complex instrument approaches like CAT II or CAT III landings.
Sources: Garmin
Garmin GHA 15 Height Advisor Receives FAA Approval for Certified Aircraft
Bringing Radar Altimetry to General Aviation
Technical Specifications and Accuracy
Installation and Compatibility
AirPro News Analysis: The Democratization of Safety Tech
Sources
Photo Credit: Garmin
Regulations & Safety
Congress Approves $102.9B FY 2026 Transport and Housing Bill
The FY 2026 THUD Appropriations Act allocates $102.9B focusing on FAA modernization and housing assistance, rescinding CA High-Speed Rail funds.
This article is based on an official press release from the Senate Appropriations Committee and legislative summaries of the FY 2026 THUD Appropriations Act.
Following a brief partial government shutdown that spanned from January 31 to February 3, 2026, Congress has approved and President Trump has signed the Fiscal Year 2026 Transportation, Housing and Urban Development, and Related Agencies (THUD) Appropriations Act. The legislation, which provides $102.9 billion in total discretionary funding, marks a significant pivot toward stabilizing core Commercial-Aircraft infrastructure while enacting targeted cuts to specific rail initiatives.
According to the official summary released by the Senate Appropriations Committee, the bill allocates $77.3 billion to the Department of Housing and Urban Development (HUD) and $25.1 billion in discretionary budget authority to the Department of Transportation (DOT). Lawmakers framed the legislation as a “back-to-basics” measure designed to address immediate Safety concerns in the national airspace and protect essential housing vouchers.
Senator Susan Collins (R-ME), Chair of the Senate Appropriations Committee, emphasized the dual focus of the bill in a statement following its passage:
“It is critical that we make significant investments to modernize our air traffic control systems… We must also ensure that a greater supply of safe, affordable housing is available to communities throughout the country.”
, Senator Susan Collins (R-ME)
The Department of Transportation’s portion of the budget heavily prioritizes the Federal Aviation Administration (FAA), which receives $22.2 billion. This funding level reflects a consensus among lawmakers that the national airspace system requires urgent modernization following recent operational strains.
A central component of the FAA funding is a $4 billion allocation specifically for “Facilities and Equipment.” This investment is aimed at upgrading aging air traffic control (ATC) systems that have been prone to outages. Furthermore, to address chronic staffing shortages that have plagued the industry, the bill funds the hiring and training of 2,500 new air traffic controllers.
The National Air Traffic Controllers Association (NATCA) reportedly endorsed the measure, describing the staffing surge as a “critical lifeline” for maintaining safety standards. Additionally, the bill provides $4 billion in Grants-in-Aid for Airports to support physical infrastructure improvements. In a move described by Republican leadership as an effort to protect taxpayers from waste, the bill permanently rescinds approximately $929 million in unobligated federal funds originally designated for the California High-Speed Rail Authority. This rescission aligns with the administration’s focus on “America First” infrastructure projects, such as the $350 million allocated for bridge repair and $200 million for commercial truck parking projects under the Federal Highway Administration.
The Department of Housing and Urban Development (HUD) received a $7 billion increase over FY 2025 levels, bringing its total to $77.3 billion. The primary goal of this funding is to maintain existing rental assistance programs and prevent a wave of evictions.
The legislation directs significant resources toward Section 8 rental assistance:
While these measures were welcomed by housing advocates, the bill maintains “flat funding” for other key programs. The Community Development Block Grants (CDBG) remain at $3.3 billion, and HOME Investment Partnerships are held at $1.25 billion. Industry groups, including the National Low Income Housing Coalition (NLIHC), have noted that without inflation adjustments, the purchasing power of these programs effectively decreases, potentially slowing the development of new affordable housing supply.
The passage of the FY 2026 THUD Appropriations Act signals a clear legislative priority: stabilization over expansion. By decoupling this bill from the contentious Department of Homeland Security debates that triggered the shutdown, Congress has acknowledged that the U.S. aviation system is too fragile to be used as a bargaining chip.
For the Airlines industry, the funding for 2,500 new controllers is a victory, but it is a long-term fix; training these controllers will take years. In the immediate term, the $4 billion for equipment modernization is the more critical figure, as it addresses the technical failures that have caused ground stops and delays. Conversely, the rescission of California High-Speed Rail funds suggests that federal support for large-scale, state-specific rail projects will face high scrutiny under the current administration, with preference given to freight efficiency (truck parking) and bridge safety.
When was the bill signed into law? Does the bill cut housing benefits? What is the impact on Amtrak? Sources: Senate Appropriations Committee, Congress.gov
Congress Passes $102.9 Billion “Back-to-Basics” Transport and Housing Bill, Ending Partial Shutdown
Aviation Safety and Infrastructure Overhaul
Modernizing Air Traffic Control
High-Speed Rail Funding Rescinded
Housing Stability and Community Development
Protecting Rental Assistance
AirPro News Analysis
Frequently Asked Questions
The bill was signed by President Trump on February 3, 2026, effectively ending the partial government shutdown.
The bill increases funding for rental assistance vouchers to keep up with costs but flat-funds development grants like CDBG and HOME, which advocates argue is an effective cut due to inflation.
Amtrak receives $2.4 billion in total, split between the National Network ($1.6 billion) and the Northeast Corridor ($850 million).
Photo Credit: Montage
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