The FAA is no longer serving the interests of American aviation. Instead, it has become a bureaucratic weapon for globalist policies, DEI compliance, and political loyalty tests that undermine safety, innovation, and national security. At the heart of this crisis is Chris Rocheleau, a career bureaucrat whose tenure at the FAA has been marked by regulatory stagnation, allegiance to identity politics, and the preservation of the entrenched power structure. His appointment as Acting FAA Administrator is not about fixing the agency’s long-standing failures—it is about maintaining the status quo at the expense of American leadership in aviation.
When will we start putting American Interests first?
It’s a question that echoes through the hollow chambers of our institutions, where progress frequently grinds to a halt under the paralyzing weight of political loyalty. This isn’t just some abstract concern about partisanship or tribalism—it’s a deeply entrenched rot that undermines our industries and stalls our economy. It leaves our society ill-equipped for the challenges of tomorrow.
And nowhere is this more evident than in the repeated failures of government and regulatory bodies to foster sustainable innovation. Think about the Federal Aviation Administration’s (FAA) tepid approach to drone policy and advancements in aviation that prioritize American needs. Rather than establishing a progressive framework encouraging technological advancement, the FAA has been slow—almost reluctant—to implement reforms promoting the industry. Why? Because the current system is built to preserve the status quo and not disrupt it.
If political loyalty remains the currency of influence, innovation will always be left begging at the gates.
The Status Quo Is Why Our Nation is in Shambles
For too long, political loyalty has dictated policy priorities. Connections, favors, and ideological echo chambers have become more influential than visionary ideas grounded in science and expertise. This allegiance has perpetuated a complacent culture where industries rely on lobbying and relationships to nudge regulations in their favor—or, worse, block progress entirely.
Take, for example, the stagnation happening in the drone industry. The global potential of Unmanned Aerial Vehicles (UAVs) is staggering, from commercial uses like logistics and delivery to vital public services like disaster management. Yet, innovation in this space has been shackled in the United States. Regulatory barriers remain high, mainly because key players within the FAA appear more focused on preserving antiquated systems supported by entrenched interests than creating forward-thinking policies.
When President Trump announced Chris Rocheleau as the Acting FAA Administrator, it became immediately apparent that whoever orchestrated this decision was either woefully uninformed about the FAA’s long-standing structural failures or deliberately ensuring that one of the most entrenched figures of the unelected bureaucratic machine was elevated to a position of unchecked influence. I would bet money that Elaine Chao and Howard Lutnick lackeys like Brigham McCown are making such detrimental suggestions to President Trump. After all, Chao wrote a piece about taking Presidential Transition reigns, and Brigham loved it.

The Federal Aviation Administration has been plagued by institutional stagnation, regulatory overreach, and a revolving door of leadership prioritizing bureaucratic self-preservation over American aviation’s safety, efficiency, and competitiveness for decades. Instead of selecting a bold reformer capable of breaking this cycle, Rocheleau’s appointment signals an intentional reinforcement of the very system that has strangled American aviation innovation, delayed critical infrastructure upgrades, and prioritized globalist regulatory harmonization over U.S. air superiority.
Whether this recommendation stemmed from a genuine misunderstanding of the FAA’s deep-rooted issues or was an intentional maneuver by the shadowy fourth branch of government—the unelected bureaucracy—to install one of its most loyal enforcers, the result remains the same: the American people will pay the price. Rocheleau’s career is not one of reform but of entrenchment, ensuring that the agency remains beholden to international regulatory bodies, climate-driven policy constraints, and an institutional framework that serves political elites rather than the American public.
The Deliberate Sabotage of American Aviation: Corruption, Espionage, and the Betrayal Within the FAA
The United States is being strategically outmaneuvered in the drone and aviation sectors, and it is no accident—it is by design. While China, Turkey, and even emerging players in Africa aggressively expand their Unmanned Aerial Vehicle (UAV) industries, capitalizing on commercial logistics, military applications, and disaster response, U.S. innovation has been deliberately crippled. The regulatory barriers imposed by the FAA aren’t just bureaucratic inefficiencies—they are calculated obstacles designed to protect entrenched interests while allowing foreign adversaries to surge ahead.
At the heart of this stagnation is a web of industrial espionage, government complacency, and outright betrayal of American technological superiority. The ongoing black-market sale of U.S. aerospace and defense technologies—from Honeywell and Benchmark funneling gyroscopic navigation systems out of Dunseith, North Dakota, to China and other adversaries—exposes a deeper rot within our institutions. These systems, originally intended for U.S. military and commercial aviation, are now being tampered with, resold, and repurposed by hostile foreign entities, potentially compromising everything from missile guidance systems to military and civilian aircraft navigation. This has occurred under the watch of officials like North Dakota Governor Doug Burgum, whose inaction or complicity has allowed these illegal transfers to persist—a matter currently under active investigation.
Yet instead of addressing this national security crisis, we are installing Chris Rocheleau, a career bureaucrat with deep intelligence ties to the FAA’s post-9/11 operations, as the Acting FAA Administrator. This alone should send alarm bells ringing. Rocheleau was part of the FAA’s Intelligence Operations on September 11, 2001, which means he and his team were responsible for crafting the official narrative that followed. Suppose that monumental failure in aviation security was under his jurisdiction. Why would we place him in charge of the agency responsible for ensuring our airspace remains secure?
The answer is simple: because the failure is intentional. The unelected bureaucratic class has embedded itself so deeply within critical American institutions that it now actively works against U.S. interests—suppressing innovation, crippling industry leaders, and allowing adversaries to siphon our most sensitive technologies right out from under us. It’s as if we are at war with an enemy operating inside our government, and Chris Rocheleau is one of them.
We need knowledgeable, competent leaders—but not the same insiders who have spent decades systematically dismantling the FAA from within. The very survival of American aviation dominance, national security, and aerospace innovation depends on breaking the cycle of corruption, exposing the enablers of foreign espionage, and holding accountable those who have undermined our nation’s technological and military superiority for decades.

OBAMA’S PROTEGE
Lisa Ellman’s announcement confirmed everything I’ve been saying for years. I have warned about her influence time and time again, and everyone in the aviation industry knows that my concerns are 100% accurate. Her approach to drone policy is not about fostering American innovation or ensuring a competitive edge for the U.S.—it’s about consolidating control, catering to entrenched interests, and prioritizing global regulatory frameworks over national technological leadership.
[BACKGROUND ARTICLE ON ELLMAN]
Her overbearing influence is impossible to ignore for those who have followed her career. She has positioned herself as the ultimate gatekeeper in drone policy, determining who gets to innovate and who gets left behind. But the real question is: Where do her loyalties indeed lie? Regarding Unmanned Aerial Systems (UAS) and aviation advancements, her decisions often align more with globalist initiatives and corporate power plays than independent American innovators’ interests.
The drone industry has the potential to revolutionize commerce, defense, and infrastructure, but under Ellman’s watch, it has remained shackled by regulatory barriers that stifle competition and discourage breakthrough technologies. Instead of fostering an environment where entrepreneurs and engineers can thrive, she has ensured that only the most well-connected players can access the regulatory green light.
Even though Lisa Ellman is not officially in government, her influence over U.S. aviation policy is far more powerful than if she were, as she operates above the system—shaping regulations, controlling industry narratives, and dictating policy direction without the accountability of public office.
Her track record speaks for itself—whether through her deep ties to the Obama administration, her role in shaping drone regulations that overwhelmingly favor government oversight or her involvement in shaping international drone policy at the expense of American sovereignty. This is not someone advocating for innovation—this is someone ensuring that only a select few benefit from it.
Lisa Ellman’s role in drone policy isn’t just problematic—it is a direct threat to the future of U.S. aviation and technological independence. If her influence continues unchecked, the United States will fall further behind while foreign adversaries capitalize on the opportunities she has systematically obstructed at home.
The ongoing struggle between government risk aversion and American innovation is nothing new. Still, figures like Lisa Ellman and Chris Rocheleau have ensured that this conflict is not just bureaucratic inertia—it is a deliberate control strategy. These individuals dictate who gets a seat at the table, determining which advancements in drone technology and aviation policy can flourish and which are buried under layers of red tape, bureaucracy, and regulatory obstruction.

Ellman presents herself as an advocate for calculated risk and technological opportunity, but is her work about opening doors for American innovation, or is it simply a carefully curated narrative designed to maintain control, suppress independent growth, and reinforce a regulatory environment that benefits entrenched interests? Meanwhile, Chris Rocheleau, a man in FAA Intelligence on 9/11—the day of the greatest aviation security failure in U.S. history—has now been installed as the head of the agency responsible for aviation safety and oversight. His role in shaping the official narratives of that catastrophic event and subsequent cover-ups and failures should raise serious concerns.
Chris Rocheleau is a known Never-Trumper, and everyone at the DOT and FAA knows it—this is not a secret. Ted Cruz even called it out last year, openly stating that he would “let them tank” because of the FAA’s leadership failures under Pete Buttigieg’s revolving door policy. When I fired back at Cruz’s Chief of Staff, I made it clear that American lives were at risk because Buttigieg refused to hire a qualified candidate—especially a white man—to lead the FAA, leaving the agency rudderless and broken. Notably, Ellman was at the top of Pete’s list despite having no experience in general aviation matters. The failures weren’t just incompetence—they were intentional.
Chris Rocheleau not only supported what Buttigieg did—he thrived under it. He is a full-blown DEI rider, fully embracing the identity politics-driven destruction of FAA leadership while ensuring that true aviation experts were sidelined in favor of unqualified hires. He loathes President Trump and has made it clear through his words, actions, and alliances. Texts and emails are proving his disdain for Trump, confirming that his loyalties lie with the bureaucratic class that has systematically weakened U.S. aviation. Now, Trump’s enemies have maneuvered him into power, further ensuring that the FAA remains an agency in chaos—one that prioritizes globalist policies and political ideology over aviation safety and American dominance.
Who benefits from a crippled FAA? The answer is not hard to see.
Foreign adversaries like China, Turkey, and Africa are outpacing the U.S. in UAV and aviation innovation. Their rapid progress isn’t happening in a vacuum—it is happening while our government is actively stifling domestic advancements, driving American talent and investment overseas.
Industrial espionage and technology theft thrive in the absence of strong leadership. We already know that companies like Honeywell and Benchmark have been involved in the illicit sale of U.S. gyroscope navigation systems, with these components ending up in Chinese military applications and even our missile systems being tampered with. And all of this has happened under the oversight of figures like Doug Burgum, who have allowed these security breaches to continue.
A weakened FAA makes America dependent on foreign aviation standards and policies, allowing international regulatory bodies—heavily influenced by European and Chinese interests—to dictate the future of air travel, drone technology, and defense applications.
If the U.S. aviation industry collapses, the consequences for our economy and national security would be catastrophic:
ECONOMIC DEVASTATION
- $1.8 Trillion Impact – Aviation contributes over 5% of U.S. GDP; its failure would cripple commerce, logistics, and manufacturing.
- Millions of Jobs Lost – From pilots and engineers to airport workers and aerospace manufacturers, entire sectors would collapse.
- Supply Chain Breakdown – Air cargo moves billions in goods daily; disruptions would cripple businesses, delay critical resources, and drive inflation even higher.
- Foreign Domination – China, Europe, and emerging powers would fill the void, controlling global aviation standards, technology, and infrastructure while America loses influence and economic leverage.
NATIONAL SECURITY NIGHTMARE
- Weakened Air Defense – The FAA coordinates military airspace and national air defense; a failing aviation sector would compromise U.S. air superiority and homeland security.
- Foreign Dependence – America would rely on foreign aircraft, drone tech, and navigation systems, making us vulnerable to espionage, cyberattacks, and sabotage.
- Threats to Critical Infrastructure – A dysfunctional FAA makes it easier for adversaries to exploit our airspace, attack vulnerabilities, and disrupt vital operations.
- Erosion of Aerospace Leadership—The U.S. has led the world in aviation for a century. If we lose that edge, we surrender military and technological superiority to our enemies.
A crippled FAA and aviation sector means economic collapse, weakened defense, and global subservience. This is not just mismanagement—it is a national emergency.
THE FUTURE OF AVIATION
The United States has no major, domestically-owned green hydrogen fuel companies capable of supporting a transition to hydrogen-powered aviation. Every significant green hydrogen provider operating within the U.S. is either foreign-owned or heavily reliant on international supply chains. While the U.S. government and aerospace industry discuss the future of hydrogen-powered flight, the reality is that other nations are already decades ahead, actively developing the infrastructure needed to dominate this sector. Meanwhile, the U.S. remains locked into outdated fuel dependencies, with no meaningful domestic production or distribution network to support a large-scale aviation transition.
Africa, China, and the European Union have already begun deploying hydrogen fueling infrastructure, ensuring they will control the future of aviation energy markets. In Africa alone, multiple nations have established hydrogen fueling stations for aircraft, recognizing the strategic and economic advantages of being early adopters. Countries like South Africa, Namibia, and Egypt are rapidly integrating hydrogen into their energy sectors. At the same time, the European Union has committed billions to hydrogen development, ensuring their airlines will not only have access to clean fuel. Still, they will also dictate the global regulatory framework surrounding its adoption. Turkey and the Gulf States have invested in hydrogen fueling capabilities as they anticipate a post-jet fuel aviation era.
Suppose the rest of the world moves away from traditional jet fuel, transitioning to hydrogen as the only acceptable fuel for international flights. In that case, the United States will be decades behind and face critical industry failures. American Airlines will be forced to rely entirely on foreign suppliers, increasing operational costs and placing the entire U.S. aviation sector at the mercy of international energy markets. Without domestic hydrogen infrastructure, our aircraft could be restricted from landing in regions that mandate hydrogen fuel, effectively crippling U.S. airlines on the global stage. This is not just a matter of environmental policy but a national security and economic survival issue. Suppose the U.S. does not act swiftly to develop its green hydrogen production and fueling capabilities. In that case, we risk losing our aviation dominance, financial leverage, and ability to dictate air travel’s future.
Weakening American Air Travel Sovereignty
The FAA has enabled Delta Air Lines—once the flagship of American aviation—to transform from a national powerhouse into a global entity, systematically undermining U.S. dominance in the airline industry. Instead of reinforcing America’s control over its air travel sector, the FAA’s regulatory failures and strategic negligence have allowed Delta to become a “global partner” airline, aligning itself with foreign interests and international alliances rather than prioritizing American economic and strategic aviation superiority.
Through strategic partnerships, joint ventures, and foreign investments, Delta has diluted its American identity and repositioned itself as an international airline serving the interests of the global aviation cartel rather than maintaining U.S. leadership in the skies. Instead of ensuring that America retains control over its top airlines, the FAA has effectively permitted Delta to siphon U.S. aviation dominance into multinational agreements that make the airline beholden to foreign regulators, global trade groups, and non-U.S. business interests.
Delta’s Global Shift
Delta’s deep ties with Air France-KLM, Virgin Atlantic, China Eastern Airlines, and LATAM Airlines Group highlight how its priorities have shifted away from national loyalty toward global aviation consolidation. These partnerships erode U.S. control over international routes, fleet management, and aircraft procurement, making Delta’s operational strategies dependent on global alliances rather than America’s aviation policies and economic interests. The FAA’s failure to regulate these global expansions means Delta can funnel profits, assets, and influence into multinational agreements, effectively making it a global airline first and an American airline second.
FAA’s Role in Delta’s Shift Toward Global Control
Rather than reinforcing America’s aviation leadership, the FAA has stood idly by while Delta aligns itself with globalist aviation policies and foreign regulatory frameworks, pushing the airline further into international partnerships that diminish its national ties. The lack of strict oversight on foreign ownership stakes, operational agreements, and international fleet strategies has ensured that Delta no longer answers solely to U.S. economic and national security interests.
Moreover, Delta’s participation in pushing for carbon neutrality, green fuel mandates, and international regulatory compliance reflects how globalist priorities are now embedded into American aviation policy. As Delta shifts toward multinational operational control, the FAA’s regulatory failures continue to weaken U.S. air dominance, allowing foreign aviation policies to influence one of America’s largest carriers.
The Consequences of Delta’s Global Transformation
Delta’s shift from an American flagship airline to a global aviation player has significantly weakened U.S. airline sovereignty. Delta has diluted U.S. control over international travel, routing, and ticket pricing by aligning itself with foreign regulators and multinational airline alliances. Instead of maintaining an independent, America-first aviation strategy, the airline is subject to external pressures prioritizing globalist interests over national economic and strategic advantages.
This transformation has also led to increased foreign regulatory dependence. Rather than operating under a U.S.-centric aviation policy, Delta has deeply embedded itself within international airline regulations, forcing it to comply with foreign-dictated mandates that do not necessarily align with American interests or security priorities. This leaves U.S. aviation policy vulnerable to outside influence, where decisions about pricing, emissions standards, and operational priorities are increasingly being shaped by foreign entities rather than American oversight.
The security risks associated with Delta’s expansion into foreign partnerships—notably with state-backed airlines like China Eastern—are deeply concerning. By integrating with foreign aviation systems and operational infrastructures, Delta increases the risk of U.S. aviation data, logistics, and infrastructure being exposed to foreign intelligence gathering and economic manipulation. These partnerships blur the lines of national control, making it easier for adversaries to exploit vulnerabilities in U.S. aviation security protocols.
Perhaps most alarming is how Delta’s global shift threatens America’s control over transatlantic and transpacific routes. As the airline prioritizes multinational partnerships and foreign business models, the U.S. is losing its dominance in key global flight corridors. This shift leaves American travelers and cargo increasingly dependent on globalist-controlled airline structures rather than a U.S.-led aviation system. Without firm leadership and policy corrections, America’s ability to dictate the future of international air travel will continue to erode, handing strategic and economic leverage to foreign entities at the expense of national sovereignty.
By allowing Delta to shift from an American flagship carrier to a global airline power, the FAA has directly contributed to the erosion of U.S. air travel dominance. Instead of protecting and strengthening America’s position in global aviation, the FAA has allowed international alliances, foreign investments, and multinational aviation mandates to take priority over national interests. If this trend continues, America will no longer control its own airspace, air travel economy, or aviation security, as its largest carriers become more accountable to foreign regulatory bodies than to the United States itself.
Chris Rocheleau Should be Fired
Chris Rocheleau is a known Never-Trumper, and everyone at the DOT and FAA knows it—this is not a secret. Ted Cruz even called it out last year, openly stating that he would “let them tank” because of the FAA’s leadership failures under Pete Buttigieg’s revolving door policy. When I fired back at Cruz’s Chief of Staff, I made it clear that American lives were at risk because Buttigieg refused to hire a qualified candidate—especially a white man—to lead the FAA, leaving the agency rudderless and broken. The failures weren’t just incompetence—they were intentional.

Chris Rocheleau not only supported what Buttigieg did—he thrived under it. He is a full-blown DEI rider, fully embracing the identity politics-driven destruction of FAA leadership while ensuring that true aviation experts were sidelined in favor of unqualified hires. He loathes President Trump and has made it clear through his words, actions, and alliances. Texts and emails are proving his disdain for Trump, confirming that his loyalties lie with the bureaucratic class that has systematically weakened U.S. aviation. Now, Trump’s enemies have maneuvered him into power, further ensuring that the FAA remains an agency in chaos—one that prioritizes globalist policies and political ideology over aviation safety and American dominance.
Here are the policies and changes under Pete Buttigieg that DEI -Climate Change Chris Rocheleau fully supported. A transport advisory committee recommended that the FAA adopt gender-neutral terminology in aviation to promote inclusivity. They suggested replacing terms such as “airman” with “aircrew,” “cockpit” with “flight deck,” and “manned aviation” with “traditional aviation.”

The report argues that gender-neutral language fosters a more inclusive environment and aligns with international efforts to modernize aviation terminology. It also suggests using “they” instead of “his or her” to avoid reinforcing a gender binary.

Deputy FAA Administrator Bradley Mims said the agency will now review the recommendations. NASA, airlines like Japan Airlines and United Airlines, and international aviation bodies have already made similar language updates.

While proponents say this is a first step toward a more diverse workforce, critics argue that linguistic changes alone won’t address industry-wide recruitment and retention challenges. The FAA’s decision on these recommendations could set a precedent for broader aviation language reforms.

https://toresays.com/wp-content/uploads/2025/02/faa-verbiage.pdf
I stand by my statement in 2015:
To Make America Great Again we need to fire them all….including the janitors. ~Tore Maras
The FAA Administrator should be someone with a deep understanding of aviation policy, general aviation operations, and international regulations, not another career bureaucrat entrenched in big government. The agency needs a leader who prioritizes American aviation interests over political agendas—someone with real-world aviation experience, not just a history of pushing regulatory red tape. Instead, we are being handed Chris Rocheleau, a man who was not just part of the FAA bureaucracy but was one of its “FAA intelligence officers” when 9/11 happened—one of the greatest aviation failures in U.S. history. That alone should give the American people serious doubts about his leadership. If his role in shaping the official narratives of that event didn’t inspire confidence then, why should we trust him to lead the FAA now? Aviation policy is not about expanding government control—it’s about ensuring safety, strengthening U.S. aviation, and maintaining American dominance in global air travel. We need leadership that understands this at every level of aviation—not just someone groomed by the bureaucratic machine.
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