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US Federal Aviation Administration

US Federal Aviation Administration News

Keeping up to date with the latest changes in aviation regulations requires the user to actively visit all the web sites relating to his or her aircraft, airspace, regulations and safety issues. In this space we provide pages with news feeds from the major aviation authorities, saving you time and you need to visit only one place.

The news feed below presents the latest information from the US FAA. Make sure to check these feeds as they might be appropriate to your flying activities.



Latest Regulatory News

News and updates to FAA regulatory information, including formal publications, regulations and guidance material.

US Federal Aviation Administration
  • News and Updates - FAA Air Traffic Report Fri, 21 Jul 2017 08:50:05 EST

    Today's Air Traffic Report:

    Thunderstorms are forecast across much of the country today and could delay flights in Albuquerque (ABQ), Chicago (MDW, ORD), Cincinnati (CVG), Denver (DEN), Miami (MIA) and Salt Lake City (SLC). Low clouds may slow traffic this morning in Los Angeles (LAX), San Francisco (SFO) and Seattle (SEA). Gusty winds are expected in the New York area (EWR, JFK, LGA) this afternoon.

    Pilots: Check out the new Graphical Forecasts for Aviation (GFA) Tool from the Aviation Weather Center.

    For up-to-the-minute air traffic operations information, visit fly.faa.gov, and follow @FAANews on Twitter for the latest news and Air Traffic Alerts.

    The FAA Air Traffic Report provides a reasonable expectation of any daily impactsto normal air traffic operations, i.e. arrival/departure delays, ground stoppages, airport closures. This information is for air traffic operations planning purposes and is reliable as weather forecasts and other factors beyond our ability to control.

    Always check with your air carrier for flight-specific delay information.

  • News and Updates - FAA Shares Data on New Safety Standards Fri, 14 Jul 2017 19:23:45 EST

    July 14 - The Federal Aviation Administration (FAA) met with members of the aviation community earlier this week to share data on new standards the agency developed to improve safety at U.S. airports during inclement weather.

    Since the implementation of theTakeoff and Landing Performance Assessment (TALPA) recommendations on October 1, 2016, a more standardized method of reporting runway conditions has produced significant safety improvements.Airport and aircraft operators now share common criteria when they communicate airport conditions and runway friction.The new reporting method includes standardized terminology and a streamlined reporting format that are used for all airport or aircraft operations across the U.S.

    The FAA introduced TALPA last October to reduce the risk of runway overrun accidents and incidents due to runway contamination caused by weather. U.S. airports, air carrier flight crews, dispatchers, general aviation pilots, and air traffic controllers began using the new TALPA standards that month. Earlier this week, the FAA presented an analysis of the first winter season of TALPA use that incorporated field condition Notices to Airman (NOTAMS) published between October 2016 and April 2017. During the meetings, industry provided valuable feedback.

    The participants discussed best practices for using the Runway Condition Assessment Matrix (RCAM) to assess and report field conditions via the NOTAM system. RCAM translates runway contaminants into a condition reporting format that can be used to determine estimated braking action so that airport and aircraft operators can make more informed and safer operational decisions. The forum gave the FAA and industry an opportunity to discuss how to improve the TALPA process for future winter seasons.

  • News and Updates - FAA and Singapore Sign Aviation Safety Agreement Thu, 13 Jul 2017 14:27:09 EST

    SINGAPOREThe Federal Aviation Administration (FAA) signed a milestone Maintenance Agreement Guidance (MAG) yesterday with the Civil Aviation Authority of Singapore (CAAS). The agreement allows for mutual surveillance conducted on certified repair stations located abroad for each of the agreement partners.

    It provides guidance for the implementation of the previously agreed-upon Maintenance Implementation Procedures (MIP). In cases where there are sufficient certificated facilities in both partner countries, MIPs may reduce the number of surveillance activities, free up inspector resources for the authorities, and reduce the regulatory burden on industry. There are 58 FAA-approved repair stations located in Singapore.

    The MAG furthers the MIP agreement signed by FAA Administrator Michael Huerta and CAAS on February 16, 2016. That agreement was the first of its kind in Asia and reduces costs by allowing the reciprocal acceptance of Singapore and the United States surveillance of maintenance work.

    The MIP and MAG permits reliance on each others surveillance systems to the greatest extent possible while maintaining safety. Agreements such as the MIP allow for greater efficiency and ultimately save valuable industry and authority resources. The FAA and the CAAS have agreed to conduct surveillance on each others behalf to ensure compliance with the respective regulatory requirements for maintenance and the applicable Special Conditions. Both agreements build on the 2004 U.S-Singapore Bilateral Safety Agreement (BASA) which has benefitted both countries by saving time and reducing costs in aircraft design and manufacturing.

    FAA Assistant Administrator for NextGen James Eck and Executive Director for International Affairs Carey Fagan are participating in the World Civil Aviation Chief Executives Forum this week in Singapore as part of the agencys continued collaboration with Association of Southeast Asian Nations (ASEAN) member states.

    As part of the strong U.S.-Singapore bilateral relationship, the FAA and the CAAS also partner under Singapores Air Traffic Management Center of Excellence to expand understanding and build Air Traffic Management capacity in the region.

  • News and Updates - FAA Offers Dream Job Opportunity Thu, 06 Jul 2017 08:29:51 EST

    July 6- The Federal Aviation Administration (FAA) announced today that it will be accepting applications from candidates for entry-level air traffic controller positions starting tomorrow, from July 7-14, 2017.

    The job vacancy announcement for the highly competitive position of Air Traffic Control Specialist (Trainee) will be available on the federal governments official job site, USAJOBS.gov.This announcement is expected to be open for seven days, and the agency is projecting to fill 1,400 positions.If you are interested in applying, log on to USAJOBS and apply prior to the closing date of the vacancy announcement.All applicants must meet minimum qualifications and other eligibility requirements.

    Applicants will be separated into two pools of candidates. Pool 1 will include graduates of an institution participating in the Collegiate Training Initiative program who provide an appropriate recommendation, as well as eligible veterans.Individuals who qualify for Pool 1 are not required to take a biographical assessment. Pool 2 includes the general public.

    Air Traffic Control Specialists are responsible for the safe, orderly, and expeditious movement of air traffic through the nation's airspace. Trainees spend their first several months of employment in an intensive training program at the FAA Academy located in Oklahoma City, OK, and continue their training once they are placed at a facility. Developmental controllers receive a wide range of training in controlling and separating live air traffic within designated airspace at and around an air traffic control tower or radar approach control facility, or an air route traffic control center.

    Learn more about the air traffic controller profession, as well as an overview of the day-to-day work, on our aviation careers page.

  • News and Updates - Fireworks, Drones and Airplanes Don't Mix Fri, 30 Jun 2017 11:45:03 EST

    June 30- As people travel, purchase fireworks and fly drones over the Independence Day holiday, the FAA reminds them to know and follow the aviation safety rules.

    Here are general guidelines for people flying drones:

    • Dont fly your drone in or near fireworks
    • Dont fly over people
    • Dont fly near airports

    To learn more about what you can and cant do with your drone go to faa.gov/uas or download the B4UFLY app for free in the Apple and Google Play store. Also, check out the FAA's July 4th No Drone Zone PSA video.

    There are also strict rules prohibiting airline passengers from packing or carrying fireworks on domestic or international flights. Remember these simple rules:

    • Dont pack fireworks in your carry-on bags
    • Dont pack fireworks in your checked luggage
    • Dont send fireworks through the mail or parcel services

    Passengers violating the rules can face fines or criminal prosecution. When in DoubtLeave it out!

    For more information on the passenger rules for fireworks and other hazardous materials, please go to www.faa.gov/go/packsafe/. Leave the fireworks at homeFireworks Don't Fly (Poster)

    As FAA works to ensure that passengers arrive at their destinations safely, it is important that you follow the rules while enjoying your drones as well as celebrating the July 4th holiday.

  • News and Updates - Drone ID Aviation Rulemaking Committee Update Fri, 30 Jun 2017 11:01:24 EST

    The first meeting of the UAS Identification and Tracking Aviation Rulemaking Committee (ARC) on June 21-23 advanced key policies of concern to the FAA, industry and law enforcement.

    During this initial meeting, the ARC considered issues such as existing regulations applicable to drone identification and tracking, air traffic management for drones, concerns and authorities of local law enforcement, and potential legal considerations. The group developed some preliminary questions and identification parameters, and reviewed a sample of existing identification technologies.

    The groups membership represents a diverse variety of stakeholders, including the unmanned aircraft industry, the aviation community and industry member organizations, manufacturers, researchers, standards groups, and local law enforcement and other officials.

    The ARC will continue to meet as necessary to develop solutions that function at federal, state, and local levels. The ARCs next meeting is planned for July 18-19, 2017.

  • News and Updates - Fly Safe: Prevent Loss of Control Accidents Fri, 23 Jun 2017 18:44:52 EST

    June 23- The Federal Aviation Administration (FAA) and the general aviation (GA) communitys national #FlySafe campaign is designed to educate GA pilots about the best practices to calculate and predict aircraft performance and to operate within established aircraft limitations.

    What is Loss of Control (LOC)?
    An LOC accident involves an unintended departure of an aircraft from controlled flight. LOC can happen when the aircraft enters a flight regime that is outside its normal flight envelope and quickly develops into a stall or spin. It can introduce an element of surprise for the pilot.

    Expect the Unexpected
    Fatal aviation accidents often result from a pilots inappropriate response to an unexpected event. Some pilots may experience a startle response when faced with an unexpected situation or freeze or panic during an emergency. These events can quickly create a situation that is stressful, challenging, and even life-threatening, especially during flight.

    Any unexpected inflight event requires fast, accurate action. Your best insurance is to have a plan. Solid training, regular practice, and your discipline to strive for perfection on every flight will help you survive.

    Training and practice can help you diagnose developing problems, such as:

    • Partial or full loss of power on takeoff
    • Landing gear extension or retraction failure
    • Bird strike
    • A cabin door opening on take-off, landing, or mid-flight
    • A control problem
    • A control failure

    How would you respond to each of these problems? What would be your plan of action?

    You need to carefully visualize, think through, and plan how you would address each of these issues as well as any others that may be relevant to your operation. Talk with your flight instructor, and take time to plan and train for your response. For example, your instructor can help you practice your reaction to a primary or multi-function flight display failure. He or she can also throw other possibilities your way, including electrical failures, landing gear extension failures, and more. If you sign up for the WINGS pilot proficiency program, you can even have those training hours count toward a phase of WINGS!

    You can also experience these failures on your flight simulator software on your home computer or personal electronic device. Some of these programs will allow you to set up random failures during a flight. If you dont have access to a simulator, try sitting in your airplane (or your favorite chair) to practice drills andhelp you develop a pre-planned course of action and test your mastery of your abnormal and emergency checklists.

    These drills have serious benefits:

    • You will rehearse sudden and subtle failures, and have the opportunity to practice overcoming your natural defenses (this cant be happening to me) and rationalization (I dont think this is as bad as it sounds).
    • Youll get to know your aircrafts systems, including how they work, how they fail, and how those failures can affect other systems or controls.
    • You will brush up on your single pilot crew resource management skills. By having a strong situational awareness of the aircraft and its flight path and the range of resources that are there to help you, including air traffic control, youll be able to reach out for assistance quickly.

    Plan, rehearse, repeat. These simple exercises can save your life.

    Message from FAA Administrator Michael P. Huerta:
    The FAA and industry are working together to prevent Loss of Control (LOC) accidents and save lives. You can help make a difference by joining our #Fly Safe campaign. Every month on FAA.gov, we provide pilots with Loss of Control solutions developed by a team of experts some of which are already reducing risk. I hope you will join us in this effort and spread the word. Follow #FlySafe on Twitter, Facebook and Instagram. I know that we can reduce these accidents by working together as a community.

    More about Loss of Control
    Contributing factors may include:

    • Poor judgment or aeronautical decision making
    • Failure to recognize an aerodynamic stall or spin and execute corrective action
    • Intentional failure to comply with regulations
    • Failure to maintain airspeed
    • Failure to follow procedure
    • Pilot inexperience and proficiency
    • Use of prohibited or over-the-counter drugs, illegal drugs, or alcohol

    Did you know?

    • In 2015, 384 people died in 238 general aviation accidents.
    • Loss of Control was the number one cause of these accidents.
    • Loss of Control happens in all phases of flight.It can happen anywhere and at any time.
    • There is one fatal accident involving Loss of Control every four days.

    Learn more:
    Learn more about maintaining and regaining control in Ch 4 of the FAA Airplane Flying Handbook.

    This FAA Fact Sheet will give you tips on overcoming Startle Response.

    Learn more about Managing the Unexpected in this FAA Fact Sheet.

    FAA TV is now playing! This Surprise, Surprise video has good recovery tips.

    This NTSB Safety Alert has lessons learned information that can be critical to your safety.

    TheFAASafety.govwebsite has Notices, FAAST Blasts, online courses, webinars and more on key general aviation safety topics.

    Check out GA Safety Enhancements fact sheets on the mainFAA Safety Briefingwebsite, including Flight Risk Assessment Tools.

    TheWINGS Pilot Proficiency Programhelps pilots build an educational curriculum suitable for their unique flight requirements. It is based on the premise that pilots who maintain currency and proficiency in the basics of flight will enjoy a safer and more stress-free flying experience.

    TheGeneral Aviation Joint Steering Committee (GAJSC)is comprised of government and industry experts who work together to use data to identify risk, pinpoint trends through root cause analysis, and develop safety strategies to reduce the risk of GA accidents. The GAJSC combines the expertise of many key decision makers in the FAA, several government agencies such as the National Aeronautics and Space Administration, and stakeholder groups. Industry participants include the Aircraft Owners and Pilots Association, Experimental Aircraft Association, General Aviation Manufacturers Association, Light Aircraft Manufacturers Association, National Business Aviation Association, National Air Transportation Association, National Association of Flight Instructors, Society of Aviation and Flight Educators, and the aviation insurance industry. The National Transportation Safety Board and the European Aviation Safety Agency participate as observers.

    Amplify the news on Twitter and Facebook using #FlySafe.

  • News and Updates - FAA Promotes Air Travel Safety Tips Thu, 22 Jun 2017 14:52:41 EST

    June 22- Federal Aviation Administration (FAA) Administrator Michael Huerta is encouraging travelers to Fly Smart this summer.

    As we head into summer, Im asking air travelers to keep safety in mind as they pack their bags and during their flights, said FAA Administrator Huerta. Fly Smart and be prepared. Your actions can save your life and those around you.

    Flying has become so safe that many travelers take it for granted. Over the course of several decades, government and industry worked together to significantly reduce the risk of accidents and to improve airplane design, maintenance, training, and procedures. But emergencies can still happen.

    Travelers can give themselves an extra margin of safety by taking a few minutes to follow these guidelines:

    • In the unlikely event that you need to evacuate, leave your bags and personal items behind. Your luggage is not worth your life. All passengers are expected to evacuate the airplane within 90 seconds. You do not have time to grab your luggage or personal items. Opening an overhead compartment will delay the evacuation and will put the lives of everyone around you at risk.
    • Pack safe and leave hazardous materials at home. Many common items such as lithium batteries, lighters, and aerosols may be dangerous when transported by air. Vibrations, static electricity, and temperature and pressure variations can cause hazardous materials to leak, generate toxic fumes, start a fire, or even explode. Check the FAAs Pack Safe website for the rules on carrying these items. When in doubt, leave it out.
    • If you are travelling with e-cigarettes or vaping devices, keep these devices and spare batteries with you in the aircraft cabinthey are prohibited in checked baggage. These devices may not be used or charged onboard aircraft.
    • If you have any other spare batteries, pack them only in your carry-on baggage and use a few measures to keep them from short circuiting: keep the batteries in their original packaging, tape over the electrical connections with any adhesive, non-metallic tape, or place each battery in its own individual plastic bag. You cannot fly with damaged or recalled batteries.
    • Do not pack or carry any type of fireworks. This includes firecrackers, poppers, sparklers, bottle rockets, roman candles, etc. No matter where you are, fireworks are always illegal in airline baggage.
    • Prevent in-flight injuries by following your airlines carry-on bag restrictions.
    • For your safety, follow crew instructions. Its a Federal law.
    • Use your electronic device only when the crew says its safe to do so.
    • Flight attendants perform important safety duties and are trained on how to respond to emergencies. It just takes a few minutes to pay attention to the flight attendant during the safety briefing, read the safety briefing card, and follow the instructions. It could save your life in an emergency.
    • Buckle up. Wear a seatbelt at all times. It could help you avoid serious injury in the event of unexpected inflight turbulence.
    • Protect young children by providing them with a child safety seat or device. Your arms cannot hold onto a child during turbulence or an emergency. An FAA video shows how to install a child safety seat on an airplane.

    Fly Smart this summer and learn more at FAA.gov/passengers. Watch this one-minute video of FAA Administrator Huerta discussing traveler safety.

  • News and Updates - FAA Establishes Drone I.D. Rulemaking Committee Wed, 21 Jun 2017 13:52:48 EST

    June 21- Whose drone is that? Its a critical question for law enforcement and homeland security when an unmanned aircraft (UAS) appears to be flying in an unsafe manner or where its not supposed to fly.

    Currently, there are no established requirements or voluntary standards for electrically broadcasting information to identify an unmanned aircraft while its in the air. To help protect the public and the National Airspace System from these rogue drones, the FAA is setting up a new Aviation Rulemaking Committee that will help the agency create standards for remotely identifying and tracking unmanned aircraft during operations. The rulemaking committee will hold its first meeting June 21-23 in Washington, DC.

    The groups membership represents a diverse variety of stakeholders, including the unmanned aircraft industry, the aviation community and industry member organizations, manufacturers, researchers, and standards groups. The rulemaking committee will have several major tasks to:

    • Identify, categorize and recommend available and emerging technologies for the remote identification and tracking of UAS.
    • Identify requirements for meeting the security and public safety needs of law enforcement, homeland defense, and national security communities for remote identification and tracking.
    • Evaluate the feasibility and affordability of the available technical solutions, and determine how well they address the needs of law enforcement and air traffic control communities.

    Eventually the recommendations it produces could help pave the way for drone flights over people and beyond visual line of sight.

  • Speech - The Aviation Club of the UK Thu, 15 Jun 2017 00:00:00 EST
    Administrator Michael Huerta
    London, England

    Remarks As Prepared for Delivery

    Good afternoon.

    Its an honor and a privilege to visit with you here today at The Aviation Club. I want to especially thank (Chairman) Jane Johnston for the gracious invitation to speak to such a distinguished group of business leaders.

    Before I begin, I would like to take a moment to express condolences for the losses and injuries suffered during the recent terror attacks in Manchester and London.

    As your colleagues, and as citizens of the world, we share in your sorrow. Let us all reaffirm and strengthen our joint commitment to eradicate senseless violence wherever it might occur.

    I think youll agree with me that we are all fortunate to be involved with aviation during what has become one of the most exciting periods in this industrys development in decades.

    Around the world, we are seeing a fundamental change in the definition of the term aviation.

    For decades, aviation was defined as conventional aircraft flying from Point A to Point B as safely as possible.

    The questions back then were, Can we get there faster? Can we climb higher?

    A great example of the innovation that shaped our industry was Great Britains own Sir Frank Whittle. At the age of 23 while still a junior pilot in the Royal Air Force he conceived an idea that eventually became todays modern turbojet engine.

    He asked the right questions, he embraced the challenge, and he found the answer, even though the established experts initially wrote off his genius to nave youthful exuberance.

    In the process, Whittle triggered series of events that changed the face of aviation, shrunk the world and ushered us all into the Jet Age. As Bill Gates noted, the airplane became the first World Wide Web, bringing people, languages, ideas and values together.

    Today, a host of new users is seeking to change the world again.

    But instead of conventional aircraft, they are flying small unmanned aircraft. Or launching commercial space vehicles every couple of weeks.

    Others are beginning to envision a day in the not-too-distant future when airborne taxis might whisk you to your next business meeting.

    All of these new players are looking to government regulators to enable them to fly when and where they want, and to do so safely and efficiently.

    As you might imagine, this is putting increasing pressure on agencies such as the Federal Aviation Administration and the U.K. Civil Aviation Authority to keep pace with the rapid rate of change.

    I am pleased to say that we are engaged in a number of cooperative efforts with the U.K. as we work on an international basis to include these new users into a well-established culture of safety and shared responsibility.

    Every day, it seems, we face new challenges, whether its the new players I just mentioned or dealing with environmental issues or upheavals in the political landscape.

    The good news is that aviation has always been characterized by change.

    By its very nature, aviation has always been about posing new questions, challenging conventional wisdom, and relentlessly seeking answers.

    We are seeing this play out at an unprecedented rate with small unmanned aircraft. A modern jetliner might take five or more years to go from concept to first flight.

    With unmanned aircraft, that development schedule is measured in the scale of just a few months.

    Instead of a handful of aircraft manufacturers, there are dozens of them, producing hundreds of thousands of aircraft.

    In the U.S., the FAA moved swiftly to put into place an initial framework of performance based regulations.

    We have collaborated extensively with the industry and other agencies to address emerging safety, security and technical challenges at a pace that ensures safety without unduly stifling innovation.

    A few weeks ago, I took a tour of a convention hall in Dallas, where the leading manufacturers of small unmanned aircraft displayed their latest products.

    As you might imagine, many of these companies have developed new innovative uses for these aircraft.

    I saw a drone that could attach itself to the underside of a bridges or other infrastructure and then methodically inspect for corrosion and cracks.

    Another was equipped with sensors that could count the number of apples on each tree as it flies through an orchard.

    One thing they all included was an amazing array of miniaturized technology.

    I fully expect that some of it will cross over into traditional aviation, where every ounce still counts, even on something as large as a modern jetliner.

    I know some people in the aviation industry have been suspicious and even hostile toward the integration of unmanned aircraft into our predictable, clearly defined hierarchy.

    But when I meet with some of these new, and often young, inventors and entrepreneurs, Im reminded of a couple of bicycle mechanics from Dayton, Ohio.

    Wilbur and Orville Wright were aviation outsiders. They were bicycle mechanics, not engineers or scientists.

    Yet they used meticulous scientific methods to test every leading theory on aeronautics.

    They proved conventional wisdom wrong, and then they wrote the first chapter in the story that brings us here today.

    I will be visiting the Paris Air Show next week. Every time I attend of these major gatherings, I marvel at how far weve come, not just since Wilbur and Orville, but even in the couple of years since I was last in Paris.

    As stewards of this industry we share a responsibility to protect this mode of travel and to nurture its future. Every day, we ask ourselves, how can we make flying safer? How can we be more efficient? What lies over the horizon?

    Since the beginning of manned flight, aviation has been the catalyst for international relationships. This has particularly been true of the bonds between the United States and the United Kingdom.

    Across the globe, aviation has helped to foster an intellectual and economic prosperity thats unparalleled in human history.

    Today, we are able to fly longer distances in greater safety and comfort than ever before. Almost any two places on the planet are now reachable in a single flight.

    And soon, it will not simply be two points on Earth, but how we manage passengers flying into space and back.

    At the same time, the worldwide security environment and concerns about terrorism have added new concerns that extend far beyond questions about aerodynamics and fuel calculations.

    Most recently, these concerns have been highlighted by security precautions that resulted in the prohibition of large portable electronic devices in the cabins of many international flights between the U.S., the U.K. and the Middle East and North Africa.

    These decisions were taken with utmost consideration for the safety of the traveling public.

    Rest assured, the security experts, in conjunction with safety regulators such as the FAA, are working to make sure we understand the evolving threats.

    We are working in conjunction with our international partners and the industry to protect the traveling public.

    As regulators, airline operators, aviators and business leaders, we are constantly called upon to make flying even safer. And we have achieved an amazing track record together.

    I am pleased that airlines and governments around the world have collaborated through organizations such as the International Civil Aviation Organization (ICAO) and the International Air Transport Association (IATA).

    We all know that when one boards an aircraft, its with the purpose of going from one place to another.

    An airline accountant might tell you that the companys product is seats. The more of them you fill and the higher the fare the more money you make.

    But at its core, I think youd agree that this industrys real product is safety.

    This has been true since the very first days of aviation.

    In the United States, here in the United Kingdom, and in the rest of Europe, some version of what we in the States called barnstormers crisscrossed the countryside.

    Theyd drop into a pasture, and for a day or two, theyd take the locals up in the air and show them their little piece of the world from the air.

    While many people jumped at the chance to experience a death-defying adventure, the manufacturers and the pilots knew that aviations viability ultimately depended on convincing the public that it also was safe.

    One of my favorite stories is that of an American named Clayton Scott. He was one of the early pioneers to fly into what was then the uncharted territory of Alaska.

    Because there were no runways to speak of, the airline he worked for operated so-called flying boats with thin wooden hulls and fabric-covered wings.

    The owner of the airline was willing to try anything to entice his pilots to be as cautious as possible.

    He announced a contest: The first pilot to deliver 1,000 passengers across the Gulf Alaska without killing anyone would win a new car.

    This wasnt as simple as it might seem. Often, Scott would be required to land or take off from a cove or harbor that hed never visited.

    Scott was just a few flights away from the goal when he attempted to depart from a cove near Valdez.

    Just before the plane reached takeoff speed, it struck a submerged rock that ripped a hole in the bottom of the mahogany fuselage.

    By the time Scott nursed the plane back to shore, his three passengers were sitting up to their chests in water safe, but wet.

    Scott went on to win the car, and he was justifiably proud of it.

    Later in life, Scott recalled those days. A pilot back then had to be part aviator, part bushman, part mechanic and part crazy, he said.

    They say that there are old pilots and bold pilots, but no old, bold pilots.

    Well, Scott was an exception. He remained an active airman for decades afterward, making his last flight as a pilot at age 100.

    And the little upstart carrier he flew for in Alaska? The long-forgotten Pacific Air Transport became part of a company that most of you know today as United Airlines.

    Now, if you are like me, I suspect that many of you spend quite a bit of time on airplanes as part of your business dealings.

    Anytime I board an international flight, I take a moment to look around at the wide variety of passengers loading their luggage into the overhead bins and preparing for the long flight ahead.

    To a person, each and every one of them expect one level of safety throughout their flight. For them, safety knows no borders.

    For those of us in the safety business, we must do what is necessary to fulfill that expectation. We rely on agreements and treaties, conventions and protocols.

    Many of them have been carefully developed over decades, incorporating lessons learned into a format that ensures that seamless transition from one jurisdiction to another that passengers expect.

    The framework for some of these agreements has come into sharper focus as the United Kingdom has wrestled with the prospect of exiting from the European Union.

    I know that many in the U.K. were surprised at the outcome of the most recent election, and the uncertainty it has brought about whatever the next steps might be. (I know that we in the U.S. can speak with a little bit of authority about surprise election results.)

    From the standpoint of the U.S., I want to reaffirm the importance of the close relationship our two nations have enjoyed for decades. We are tied together by many common interests, and safe, seamless air travel has become a vital part of this.

    Every few seconds, an aircraft built of components from suppliers across the globe takes off. On board are citizens from multiple countries with business that also knows no borders expecting us to do our jobs.

    I can tell you that we in the safety regulatory business are not waiting for the politicians to resolve everything. I am here in London to demonstrate our high level of commitment to these important discussions.

    As the U.K. continues along the path toward exiting from the E.U., there will be consequences that would require us to work collaboratively to manage. For example, upon exit from the EU, the U.K. will no longer have status under the US-EU Safety Agreement.

    Why is this important? With limited exceptions, U.K. aviation products are currently certified by the European Safety Agency (EASA). And service providers, such as Maintenance, Repair and Overhaul facilities, are certified using EU regulation and EASA procedures.

    If the U.K. does not maintain an associated or working arrangement with EASA upon exit from the EU, the UK will need to quickly re-establish competencies in specific areas, especially around the certification of new aviation products.

    Additionally, the US-UK Bilateral Aviation Safety Agreement, now largely dormant, may need to be updated and put into place upon the U.K.s exit from the EU. This is manageable but it will take time and depend on the clarity of the U.K.s relationship with EASA going forward.

    As I mentioned, the FAA is engaged in technical discussions with the U.K. Department of Transport and the Civil Aviation Authority about specific steps that must be taken under various scenarios related to the U.K.s post-exit status with EASA and Single European Skies.

    Now, clearly, discussions such as this are complicated and time-consuming by their very nature.

    It is important to keep these time constraints in mind, and to not get sidetracked into a uncomfortable situation in which a missed deadline results in an interruption of service.

    I am confident that regulators on both sides of the Pond are committed to minding the gap and ensuring uninterrupted, seamless safety oversight and certification of products and services, as well as continuous collaboration on air-traffic modernization.

    I mentioned earlier that aviation has always been an unlikely story, an alchemy of seemingly outlandish dreams and a relentless devotion to exploring the boundaries of science and experimentation.

    Aviation is also a shared story.

    Throughout its comparatively short history, the aviation community has worked across borders and oceans to encourage advancement.

    Now, its true that some of what drove aviation higher and farther was the spirit of competition. Charles Lindbergh made the first solo crossing of the Atlantic in 1927 to claim a prize that was sought after by many.

    But that challenge was set into motion in 1919, when British aviators John Alcock and Arthur Brown made the first non-stop trans-Atlantic crossing from Newfoundland to Ireland.

    And as we have seen, so much can happen in a single lifetime.

    When Frank Whittle invented the jet engine, he probably never imagined it would one day be packed into a machine as magnificent as the Concorde, but he lived to see it happen.

    The same could be true about us today.

    If you think about it, many of us in the room have witnessed some remarkable advances just during the space of our own lives.

    As a child in the 1960s, I followed the U.S. Apollo program as it made good on President Kennedys challenge to reach the moon by the end of that decade.

    A decade from now, its entirely possible that privately owned space ventures and citizen astronauts will be making their own giant leaps for mankind.

    Already, weve seen entrepreneurs like Elon Musk, Jeff Bezos and Richard Branson, just to name a few driving enormous changes in both the capabilities and the economics of the space launch industry.

    And if you look closely at what has happened even during your career in the aviation industry, you might be surprised at how the landscape has changed.

    Im sure many of you remember during the 1980s and 1990s.

    It became apparent back then that, with the increasing volume of commercial flights, the aviation community needed to make major progress in reducing the risk of fatal accidents.

    In the U.S., we formed the Commercial Aviation Safety Team, which included members from the airline industry, manufacturers, academia and the government.

    The team quickly put its finger on something that had been intrinsically true of this industry since the beginning: The true advancements in safety come through a willingness to identify weaknesses, correct them and then widely share those lessons.

    So, beginning in 1997, the Commercial Aviation Safety Team took a systematic approach to identifying common accident causes and then addressing how to eliminate them.

    Among other things, the team analyzed data from flight recorders.

    Airlines around the world began adopting policies that encouraged flight crews to report rather than hide incidents and then identify ways to avoid them in the future.

    New technologies were developed, including more realistic flight simulators that makes it possible to train crews to recognize and recover from simulated emergencies in a safe setting.

    One by one, probable cause by probable cause, the industry made enormous strides in dramatically reducing accidents caused by factors such as wind shear, controlled flight into terrain and loss-of-control.

    By 2008, we had succeeded in reducing the commercial fatality risk by 83 percent from what it had been just a decade before.

    Its even more impressive when you consider that had we done nothing the experts predicted wed be experiencing a serious incident or accident very two weeks by now.

    Of course, we must never cease our quest to make air travel safer.

    Just like that airline owner in Alaska during the 1920s, we recognize that safety is the underpinning of our continued success.

    As an international community, weve done a great job on in the U.S. and Europe of ensuring that one level of safety that passengers expect. And likewise, large sections of Asia have embraced a similar approach to safety.

    Our manufacturers are turning out airplanes that are increasingly more sophisticated and reliable, incorporating construction materials that would have amazed even the early dreamers.

    But, as I said earlier, safety knows no borders.

    Aviation accidents still garner worldwide media attention no matter where they occur.

    It is incumbent on us as aviation leaders to continue to work through our international safety organizations to encourage the harmonization of standards and to relentlessly pursue the next level of safety.

    It means, that like those who came before us, we must never become complacent and wrap ourselves in the comfortable cloak of conventional wisdom.

    We can never stop asking if we can do this thing better.

    And we must always keep our ears tuned for those voices from the sidelines, the voices of the outsiders and the innovators who just might be onto something.

    As a British prime minister once said, the finest eloquence is that which gets things done; the worst is that which delays them.

    May we all be eloquent as we chart the course of aviation in its second century.

    Thank you.

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