Or so says the FAA. See the memo here, and the headlines below.

Colorado CBS News: This Colorado airport has most safety incidents in the country, FAA memo states

The Daily Mail: Beautiful airport is most dangerous in America, according to terrifying FAA document

AV Web: FAA Safety Memo Flags Colorado Airport Risks: FAA safety memo ranks Rocky Mountain Metropolitan Airport highest in incidents nationwide.

Denver 7 News: Rocky Mountain Metropolitan Airport leads nation in safety incidents, pushing FAA to make changes

The Denver Gazette: Colorado airport was leading country in safety incidents – and it wasn’t DIA

Prairie Mountain Media: Rocky Mountain Metropolitan Airport had highest number of safety-related incidents in nation, FAA memo says

Boulder Reporting Lab: FAA memo shows Rocky Mountain Airport tops nation for safety incidents

Colorado Public Radio: The airport with the most safety incidents in the country is on the Front Range (and it’s not DIA)

Fox 31 Denver: FAA: Rocky Mountain Metropolitan Airport leads airspace system for safety incidents

See entire Federal Register notice here.

AGENCY:
Federal Aviation Administration (FAA), Department of Transportation, and Transportation Security Administration (TSA), Department of Homeland Security.

ACTION:
Notice of proposed rulemaking (NPRM)

SUMMARY:
This action proposes performance-based regulations to enable the design and operation of unmanned aircraft systems (UAS) at low altitudes beyond visual line of sight (BVLOS) and for third-party services, including UAS Traffic Management (UTM), that support these operations. The FAA Reauthorization Act of 2024 directs the development of this proposed rule. This proposed rule is necessary to support the integration of UAS into the national airspace system (NAS). This proposed rule is intended to provide a predictable and clear pathway for safe, routine, and scalable UAS operations that include package delivery, agriculture, aerial surveying, civic interest, operations training, demonstration, recreation, and flight testing. TSA proposes to make complementary changes to its regulations to ensure it can continue to impose security measures on these operations under its current regulatory structure for civil aviation.

DATES:
Send comments on or before October 6, 2025.

From Oregon Aviation Watch:

March 7, 2025

On 2/21/2025 Rep. Stephen Lynch (D-MA), co-chair of the Congressional Quiet Skies Caucus, introduced H.R.1484 - To direct the Administrator of the Federal Aviation Administration to enter into appropriate arrangements with the National Academies of Sciences, Engineering, and Medicine to provide for a report on the health impacts of air traffic noise and pollution, and for other purposes.
The following information was provided by Rep. Lynch’s office.

Take Action
Contact your federal representative. Ask them to co-sponsor H.R.1484. A list of the current co-sponsors is available here. 
In addition, if your representative is not already a member of the Congressional Quiet Skies Caucus, ask them to join. The Quiet Skies Caucus “seeks to raise awareness on the issue of aircraft air and noise pollution and find meaningful solutions to the problem.”

 February 8, 2025

Filed electronically through the Federal Register, Docket ID: FAA-2024-2531

Thank you for the opportunity to submit this comment regarding the FAA’s Request for Comment on the Modernization of Pilot Schools (Docket ID: FAA-2024-2531). This comment is jointly authored and submitted by the Aviation-Impacted Communities Alliance (AICA), Save Our Skies Alliance, and Groton Ayer Buzz.

AICA represents over 90 groups nationwide, including Save Our Skies Alliance, and Groton Ayer Buzz, all of which actively advocate at both local and national levels for effective measures to reduce aviation noise and its health impacts on communities.

The modernization effort presents an opportunity to advance pilot training while ensuring all stakeholders—including impacted communities—are meaningfully considered. As stated in the Federal Register notice, the FAA has encouraged public input on innovative ideas, methods, and solutions that could significantly impact pilot school training, and we appreciate the opportunity to contribute. Many of our recommendations align with ongoing industry-supported efforts to enhance training, safety, and community engagement. Strengthening these measures will further the FAA’s commitment to operational excellence while fostering transparency and accountability. We urge the FAA to adopt these recommendations as it modernizes Part 141 to benefit both aviation and the communities it serves.

Firstly, we endorse the City of Phoenix Aviation Department’s comment (Comment ID FAA-2024-2531- 0003)1 which highlights the importance of improving communication with and recognition of impacted communities. Additionally, we recommend key initiatives to strengthen the modernization efforts to reflect a holistic approach to safety, operational excellence, and community well-being:

1. Incorporating Noise Abatement Training – Enhance pilot education on noise-sensitive operations in accordance with Advisory Circular 91-36D to minimize community impact.
2. Optimizing Training Efficiency – Continue work to reduce student dropout rates by improving resource allocation, streamlining training programs, and minimizing unnecessary environmental impacts.
3. Integrating Competency Assessments into Flight Hour Requirements – Encourage the reevaluation of the 1500-hour rule through a competency-based framework that improves student outcomes and professional readiness.
4. Increasing Transparency – Consider requiring flight schools to publish graduation rates and safety track records, providing clearer insights into program effectiveness, helping students make informed decisions, and promoting accountability within the industry.
5. Enhancing Flight Training with Historical Accident Analysis – Further strengthen curriculum with most current data-driven insights and advanced technologies to improve pilot competency and overall flight safety.
6. Leveraging Innovation – Continue to advance modern technologies and training methods to enhance efficiency, improve pilot proficiency, and reduce community impacts from outdated systems.
7. Ensuring Balanced Stakeholder Inclusion and Community Engagement – Strengthen collaboration with impacted communities to enhance transparency, reduce conflicts, and create a more efficient, safe, and community-conscious training environment that benefits both pilots and the aviation industry.

We recognize that flight school training fulfills a fundamental role in preparing the next generation of pilots and influences the quality of life in communities across the country. As the FAA advances this initiative, we encourage a balanced approach that enhances pilot proficiency while promoting transparency, accountability, and thoughtful noise mitigation strategies. We appreciate the opportunity to contribute to this discussion and look forward to continued engagement in shaping a framework that benefits both the aviation industry and the communities it serves.

Respectfully submitted,
Darlene Yaplee, President and Co-founder, Aviation-Impacted Communities Alliance (AICA)
Save Our Skies Alliance
Groton Ayer Buzz

CC:
Members of the Quiet Skies Caucus
Members of the Aviation-Impacted Communities Alliance

See letter in its entirety here.

The Path to Unleaded Avgas: A Critical Transition for Aviation – Fall 2024 Update
Notice Number: NOTC4142

Eliminate Aviation Gasoline Lead Emissions (EAGLE)

Fall 2024 Update
The aviation community has long recognized the need to eliminate lead emissions from piston-engine aircraft, a goal set to be achieved by the end of 2030 through the leadership of the Eliminate Aviation Gasoline Lead Emissions (EAGLE) initiative. This ambitious endeavor brings together government and industry partners committed to finding a safe and reliable unleaded aviation fuel that is viable throughout the aviation supply chain.

As the general aviation community works toward this goal, the role of aircraft owners cannot be overstated. They are, after all, the ultimate end-users of any new fuel, and their buy-in will be critical to its success.

This transition is about more than meeting regulatory requirements—it’s about ensuring that aircraft owners feel confident in the safety and reliability and availability of the new fuel. The solution must be robust enough to meet the diverse needs of the piston-engine fleet, ranging from the World War II era planes to modern helicopters.

Currently, there are three promising unleaded fuel candidates. Their developers are pursuing either the Fleet Authorization (FA) under the Piston Aviation Fuels Initiative (PAFI) or the traditional Supplemental Type Certification (STC) process via an approved model list (AML). Both pathways ensure that engines and aircraft can safely operate on the new fuel, however, regardless of the path to approval to use in the aircraft, consumer acceptance will hinge on more than FAA approval.

Fuel developers must not only prove their products’ safety and compatibility with the existing fleet but also demonstrate to key industry stakeholders that their product is reliable. Aircraft owners need assurance that switching to a new fuel won't void manufacturer warranties. They also need to be confident that it won't cause damage to paint, electronics, engine components or fuel systems. The aviation supply chain will need assurances as well. This next fuel must be produced, distributed, stored, possibly comingled with other fuels, pumped, and consumed without causing damage or requiring significant equipment modifications. Industry stakeholders understand that any new fuels must meet the needs of aircraft owners and be compatible with production, distribution and dispensing systems.

EAGLE has worked diligently over the past 18 months to keep stakeholders informed, providing updates on the progress of key unleaded fuel developers. General Aviation Modifications Inc.'s (GAMI) G100UL and Swift Fuels’ 100R are advancing through the STC process.  GAMI has already secured a broad Approved Model List (AML) STC for its fuel in 2022 for piston engines and airplanes. Recently, the FAA granted Swift Fuels its first STC for the use of its 100R in Cessna 172 R & S model aircraft powered by Lycoming IO-360-L2A engines, with many additional engines and airframes being evaluated for approval in the weeks ahead. LyondellBasell/VP Racing’s UL100E is progressing through the PAFI pathway, having completed about 25 percent of critical materials compatibility and full-scale engine detonation and performance testing. Both Swift Fuels and LyondellBasell/VP Racing have also begun working through ASTM International on the development of an industry consensus production specification for their respective fuels. 

The recent updates from EAGLE provide optimism. To learn more visit: flyEAGLE.org (See Stakeholder Meetings) Progress is being made, and general aviation’s path to acceptance of unleaded fuel continues.

Congress and the FAA’s commitment to this initiative is underscored by the 2024 FAA Reauthorization, which supports the continued availability of 100-octane low-lead (100LL) avgas until the end of 2030, or when a certified unleaded alternative is available at airports. (Alaska, a state heavily reliant on piston-engine aircraft, has been given a slightly extended timeline protecting continued availability of 100LL through the end of 2032). However, the collaborative industry/government EAGLE goal is clear: the elimination of leaded aviation fuel by the end of 2030.

General aviation is moving to ensure a safe, reliable transition to unleaded avgas without jeopardizing the operational safety of the piston-engine fleet. Aircraft owners must stay informed and engaged as this transition unfolds. It is important that they educate themselves on any restrictions that may accompany an STC and comply with any OEM directives that may be issued.  They are the key players in this process, and their comfort with these new fuels will drive this monumental shift.

It is not enough for the FAA to approve these new fuels. The industry—from aircraft owners to fuel distributors to FBOs that dispense fuel and aircraft manufacturers that provide continued operational support—must accept them. Safety, reliability, and commercial viability must guide this transition, ensuring that by the end of 2030, piston-engine aircraft can take to the skies with unleaded fuel that is dependable. The future of general aviation depends on it.

The Eliminate Aviation Gasoline Lead Emissions (EAGLE) initiative is a comprehensive public-private partnership consisting of the aviation and petroleum industries and U.S. government stakeholders, and a wide range of other constituents and interested parties, all working toward the transition to lead-free aviation fuels for piston-engine aircraft by the end of 2030 without compromising the safety or economic health of the general aviation industry. To learn more, visit: https://flyEAGLE.org/

September 16, 2024 Press Release

Washington, DC - Congressman Tom Suozzi (D - Nassau, Queens) led a bipartisan group of 40 members of the House, sending a letter (attached) to Transportation Secretary Pete Buttigieg and FAA Administrator Michael Whitaker urging the agencies to prioritize community engagement as they implement airplane noise provisions in this year’s FAA Reauthorization Act. The letter supports the Aviation-Impacted Communities Alliance's (AICA) July letter to the Transportation Secretary "seeking sufficient representation for FAA committees and community feedback provisions in FAA Reauthorization Act of 2024." 

Suozzi is Vice-Chair of the Congressional Quiet Skies Caucus. "Airplane noise is an issue today in part because the FAA has continually failed to consider community input over the years. On the heels of the bipartisan passage of the FAA Reauthorization Act of 2024, we urge the FAA to ensure robust community participation throughout the implementation of the Reauthorization's airplane noise provisions," Suozzi stated. 

Members of airport-adjacent communities as far as 20 miles away from a major airport have long known what the FAA has only recently acknowledged: that aviation noise poses a far greater daily nuisance and health risk than originally anticipated. Studies show that aviation noise disrupts sleep, causes chronic stress, and leads to a higher risk of cardiovascular disease, hypertension, and mental illness. These risks, combined with the FAA's past failures to recognize the effects of its aviation noise policies, underscore the importance of incorporating community feedback into policy conversations.

"I hear from D.C. residents almost daily about the negative impact of aircraft noise on their lives, despite the airspace restrictions related to being the nation’s capital," said Congresswoman Eleanor Holmes Norton (D-DC). "The noise can be damaging to health and quality of life and can even harm the structural integrity of homes. As a co-chair of the Quiet Skies Caucus, I am pleased to join my colleagues to urge the FAA to consider feedback from representatives of airport-adjacent communities when making policy determinations."

“Greater Boston neighborhoods and surrounding towns have been continuously impacted by airplane noise that has disrupted their daily lives for years,” said Congressman Stephen Lynch (MA-08). “It is very concerning that many areas, from South Boston to Dorchester to Milton and the South Shore, are disproportionately impacted by their exposure to airplane noise and poor air quality.  We cannot allow our most burdened areas to continue to be subjected to the increased health risks that come with living in close proximity to the FAA’s designated flight paths. It is vital that the communities that suffer the most have the opportunity to provide input as the FAA begins to implement the airplane noise provisions included in the FAA Reauthorization Act of 2024.”

“I’m proud to represent communities around Chicago’s O’Hare airport. With that comes the responsibility of listening to residents who are understandably frustrated about excessive airplane noise, which can impact both mental and physical health. This Congress, I worked with my colleagues to include critical provisions in the bipartisan FAA Reauthorization bill to ensure communities impacted by airplane noise can provide feedback to the FAA. I urge the FAA to implement these provisions quickly so communities impacted by airplane noise can have a voice,” said Congressman Mike Quigley (IL-05).

 In addition, Suozzi encouraged the FAA to prioritize the formation of the Aircraft Noise Advisory Committee (ANAC) to meet the statutory deadline of November 12, 2024. The FAA and local airport authorities receive thousands of noise complaints every month, making it clear that the agency's current noise policies are not working for airport-adjacent communities. It is essential that the FAA move quickly to establish the ANAC so that communities can experience relief sooner rather than later. 

Since taking office in 2017, Suozzi has been navigating the complex maze of the Federal Aviation Administration (FAA), trying to sort out the jurisdictional issues. In 2017, he became Vice Chair of the Congressional Quiet Skies Caucus. 

 Over the years, Suozzi testified several times before congressional hearings, chaired multiple meetings with relevant federal agencies, and secured significant noise and safety provisions in the FAA Reauthorization Act of 2018. 

In 2019, Congressman Tom Suozzi brokered multiple deals with the FAA Eastern Regional Office to alter arrival procedures for JFK runway 22L/R. Under this procedure, aircraft landing on runway 22L/R must remain at or above 3,000 ft until they are within 15 miles of the airport. Air traffic controllers implemented this guidance, and airplane noise impacts decreased. However, the guidance was inexplicably abandoned 18 months later. Airplanes are now flying at altitudes closer to 2,000 ft at distances over 15 miles away from JFK, needlessly disrupting residents' daily lives once again.

 In July, Suozzi and local Republicans met with FAA and Port Authority officials to discuss a new plan to evaluate "continuous descent final approach" protocols to optimize noise reduction and to "reevaluate a procedure maintaining a minimum of 3000' altitude on approach to 22L/R at JFK." 

Last month, Tom Suozzi, joined by state and local officials, wrote a strong letter to Administrator Michael Whitaker and Regional Administrator Marie Kennington-Gardiner of the Federal Aviation Administration (FAA) to consider alternate approach procedures for flights into John F. Kennedy International Airport (JFK). The current procedures bombard Long Island communities with unsustainable noise loads and must be modified as soon as possible.