Let Experienced Pilots Fly Act
- Sponsor
- Sen. Graham, Lindsey [R-SC]
- Committees
- Commerce, Science, and Transportation Committee (primary)
- Last action
- Apr 30, 2026
Bottom line
The 'Let Experienced Pilots Fly Act' aims to address pilot shortages and retain experienced aviators by raising the mandatory retirement age for commercial pilots to 67, with an optional extension to 70 for specific charter operations, while maintaining strict medical oversight.
What it actually does
This bill amends title 49, United States Code, to increase the mandatory retirement age for pilots engaged in multi-crew commercial aviation operations under Part 121 (major airlines) from 65 to 67 years of age. It also provides an option for certain Part 135 (charter) turbojet operators to implement an age restriction of 70 years. The bill includes provisions for non-retroactivity, liability protection, and specific medical standards for older pilots.
Proponents argue
Supporters argue that raising the retirement age for pilots is a crucial step to mitigate the ongoing pilot shortage, particularly in regional aviation, by allowing highly experienced and medically fit aviators to continue contributing. They contend that modern medical advancements and rigorous health screenings ensure that older pilots can safely perform their duties, and that retaining this expertise enhances overall aviation safety and efficiency.
Opponents contend
Opponents might express concerns that increasing the pilot retirement age could potentially impact safety, citing age-related physiological changes, even with medical certifications. They may also argue that extending careers for older pilots could slow down career progression for younger pilots, potentially exacerbating recruitment challenges in the long term by making the profession less attractive.
The bill is concise and straightforward, allowing for a quick and comprehensive read, providing ample time for evaluation.
Section 2, amending 49 U.S.C. 44729(a)
Increased Retirement Age for Part 121 Pilots
This provision raises the mandatory retirement age for pilots serving in multi-crew operations under Part 121 of title 14, Code of Federal Regulations (which governs major airline operations), from 65 to 67 years of age. This change is automatic and applies to all eligible pilots in these operations, except where prohibited by foreign or international airspace regulations.
Supporters argue
Proponents argue this change directly addresses the pilot shortage by retaining highly experienced aviators, ensuring continued operational capacity for airlines, and leveraging the expertise of pilots who are still medically fit to fly. They highlight that the previous increase to age 65 was successful and that this further adjustment reflects improved health and longevity.
Critics contend
Opponents, while acknowledging the need for pilots, might raise concerns about the potential for age-related health issues, even with medical checks, to impact safety. They could also argue that extending the careers of older pilots might inadvertently slow down career progression for younger pilots, potentially discouraging new entrants.
Tradeoffs
The provision balances the immediate need to retain experienced pilots and address workforce shortages against potential concerns regarding age-related safety factors and the career pipeline for new pilots.
Section 2, amending 49 U.S.C. 44729(a) and (b)(2)
Optional Age 70 Limit for Specific Part 135 Turbojet Operations
This section allows air carriers operating under Part 135 (charter and on-demand operations) that meet specific criteria (holding management specifications under Part 91, Subpart K, and performing at least 75,000 turbojet operations in 2019 or any subsequent year) to elect to prohibit pilots from serving after attaining 70 years of age. This election takes effect one year after written notice to the FAA and cannot be terminated.
Section 2, amending 49 U.S.C. 44729(d)
Non-Retroactivity and Protection for Compliance
This provision clarifies that pilots who reached age 65 before the bill's enactment cannot serve as a pilot for an air carrier unless they were already employed as a required flight deck crew member on the enactment date, or are newly hired without credit for prior seniority. It also grants liability protection to air carriers for actions taken in conformance with these age standards, shielding them from employment law claims related to age.
Section 2, amending 49 U.S.C. 44729(f)
Medical Standards and First-Class Medical Certificate Duration
This provision stipulates that pilots will not be subjected to different, greater, or more frequent medical standards or examinations based solely on age, unless the FAA determines it is necessary for safety based on new data. However, it mandates that any pilot aged 60 or older serving in covered operations must hold a first-class medical certificate, which will expire after six months.
This subsection states that upon the date of enactment of the 'Let Experienced Pilots Fly Act,' subsections (d) and (e) of section 121.383 of title 14, Code of Federal Regulations, 'shall be deemed to have been amended to increase the age listed in such subsections to 67 years of age.'
Section 2, 49 U.S.C. 44729(c)
Why it matters:This is a standard legislative practice to ensure immediate regulatory effect upon the bill's enactment, bypassing the potentially lengthy and complex administrative rulemaking process that would otherwise be required for the FAA to update its regulations.
Case for: Ensures that the new age limit for Part 121 pilots takes effect immediately upon the bill becoming law, providing clarity and avoiding delays that could prolong pilot shortages or create uncertainty for air carriers and pilots.
Case against: Some might argue that bypassing the formal rulemaking process, even for a direct statutory amendment, reduces opportunities for public comment and detailed agency review, which are typically part of regulatory changes.
Estimated impact: Ensures the new age limit for Part 121 pilots takes effect immediately upon the bill's enactment, affecting all current and future pilots in these operations.
This subsection mandates that any amendment to a labor agreement or benefit plan of an air carrier, required to conform with the new age requirements and applicable to pilots represented for collective bargaining, 'shall be made by agreement of the air carrier and the designated bargaining representative of the pilots of the air carrier.'
Section 2, 49 U.S.C. 44729(e)
Why it matters:This is a standard legislative practice designed to respect and uphold existing collective bargaining agreements and processes. It ensures that changes impacting unionized employees' terms of employment are negotiated rather than unilaterally imposed, protecting labor rights.
Case for: Protects the integrity of the collective bargaining process, ensuring that changes to pilot employment terms, including those related to retirement age and benefits, are mutually agreed upon by air carriers and pilot unions, thereby fostering stable labor relations.
Case against: While protecting labor rights, this requirement could potentially delay the full implementation of the bill's benefits for some unionized pilots if labor negotiations are protracted, creating a lag between the law's enactment and its practical application for certain workforces.
Estimated impact: Affects the timeline and process for how the new age limits are integrated into employment contracts and benefit structures for unionized pilots across the industry.