This article is based on an official press release from the Transport Workers Union (TWU) and supplementary data regarding the House Transportation & Infrastructure Committee hearing. See the original release for full details.

TWU Demands Human Dispatchers and Airline-Grade Maintenance for AAM Sector

Ahead of a pivotal congressional hearing on the future of aviation, the Transport Workers Union (TWU) has issued a strong call for the Advanced Air Mobility (AAM) industry to adopt the rigorous safety and labor standards currently applied to commercial airlines. In a press release issued December 2, 2025, the union argued that the emerging sector, comprising electric air taxis and powered-lift aircraft, must not be permitted to bypass established safety protocols regarding aircraft maintenance and operational control.

The demands come just one day before the House Transportation & Infrastructure Committee is scheduled to convene for the hearing titled “America Builds: The State of the Advanced Air Mobility (AAM) Industry.” With industry leaders from companies such as Wisk Aero and Beta Technologies set to testify, the TWU is positioning itself as a check against what it views as a potential erosion of safety standards in favor of automation and cost-cutting.

The Push for Certified Human Dispatchers

A central pillar of the TWU’s position is the requirement for certified aircraft dispatchers in AAM operations. Currently, many AAM operators are preparing to launch under Federal Aviation Administration (FAA) Part 135 rules, which govern commuter and on-demand operations. Unlike Part 121 rules, which govern major commercial airlines, Part 135 does not strictly mandate the use of certified dispatchers who share joint responsibility for a flight alongside the pilot.

According to the TWU statement, removing this layer of oversight introduces unnecessary risk into the national airspace. The union contends that dispatchers provide a critical “second set of eyes,” monitoring weather patterns, fuel calculations, and operational hazards independent of the flight crew.

“The TWU insists that AAM operations must utilize certified aircraft dispatchers to ensure a critical layer of safety in complex urban environments.”

This demand places the union in direct conflict with the business models of several AAM developers. Companies like Wisk Aero are pursuing fully autonomous aircraft that utilize ground-based “Multi-Vehicle Supervisors” rather than traditional dispatchers or onboard pilots. The TWU argues that replacing certified human professionals with automated systems or less-regulated oversight roles compromises the safety redundancy that the flying public expects.

Closing the Maintenance Loophole

Beyond operational control, the TWU is urging lawmakers to enforce strict maintenance standards for the AAM fleet. The union expressed concern that without explicit legislative guardrails, AAM operators might utilize third-party or foreign repair stations that lack the oversight required of major U.S. carriers.

The TWU supports the application of the Global Aircraft Maintenance Standards Act to the AAM sector. Their primary objectives include:

• Mandatory Certification: Ensuring all mechanics working on AAM aircraft hold FAA Airframe & Powerplant (A&P) certifications.
• Preventing Offshoring: Closing regulatory loopholes that could allow operators to outsource maintenance to facilities with lower safety and security standards.
• Standardization: Importing Part 121 commercial airline maintenance standards rather than creating new, potentially more lenient categories for powered-lift aircraft.

Andre Sutton, the International Vice President and Air Division Director for the TWU, emphasized that the advancements in aviation technology should not come at the expense of the skilled labor and safety protocols that have made U.S. aviation the safest in the world.

Regulatory Context: The SFAR 120 Landscape

The timing of the TWU’s demands is significant. In late 2024, the FAA finalized the “Integration of Powered-Lift” Special Federal Aviation Regulation (SFAR), also known as SFAR 120. This rule serves as the interim governing framework for AAM operations for the next decade, effective January 2025.

While SFAR 120 integrates powered-lift aircraft into the national airspace, it largely places them under Part 135 operational rules. This regulatory classification allows for more flexibility than the Part 121 rules used by major airlines like American or Southwest. By lobbying Congress during the “America Builds” hearing, the TWU appears to be seeking legislative intervention to “toughen” these requirements, effectively asking Congress to supersede the FAA’s recent regulatory framework.

AirPro News Analysis: The Labor vs. Automation Clash

The conflict between the TWU and the AAM industry represents a fundamental divergence in vision for the future of flight. For AAM developers, the economic viability of “air taxis” relies heavily on high-frequency, low-cost operations. Business models from companies like Joby Aviation and Archer Aviation depend on keeping operating costs significantly lower than traditional helicopters or regional jets. Adding the regulatory burden of Part 121, including certified dispatchers and strictly domestic, unionized maintenance crews, could threaten the projected margins of these early-stage companies.

Furthermore, the presence of Wisk Aero at the December 3 hearing highlights the industry’s long-term goal of removing the pilot entirely. The TWU’s insistence on human-centric roles (dispatchers and mechanics) serves a dual purpose: it acts as a safety argument in the public eye while simultaneously attempting to secure future jurisdiction for union labor in a sector designed to minimize headcount. As the industry moves toward autonomy, we expect this friction between legacy labor standards and novel operational concepts to intensify.

Frequently Asked Questions

What is the main difference between Part 135 and Part 121 operations?
Part 121 governs scheduled air carriers (major airlines) and requires the highest level of safety, including certified dispatchers and strict maintenance schedules. Part 135 governs commuter and on-demand flights (like private jets and air taxis), allowing for more flexible operational control and maintenance rules.

Why does the TWU want certified dispatchers for air taxis?
The TWU argues that dispatchers provide essential independent oversight, monitoring weather and logistics, that enhances safety. They believe removing this role to save costs increases risk, especially in dense urban airspace.

Who is testifying at the December 3 hearing?
Witnesses scheduled to appear before the House Transportation & Infrastructure Committee include Kyle Clark (CEO of Beta Technologies), Tyler Painter (CFO of Wisk Aero), Robert Rose (CEO of Reliable Robotics), and Gregory Pecoraro (CEO of NASAO).

What is the Global Aircraft Maintenance Standards Act?
It is legislation supported by the TWU intended to close loopholes that allow U.S. airlines to outsource maintenance to foreign repair stations that may not meet the same security and drug-testing standards as U.S. facilities.

Sources

• Transport Workers Union