A Shared Language

Thank you, Eric. Good afternoon, everyone.

It’s a real honor for the United States to be hosting this year’s FAA-EASA International Aviation Safety Conference. And I thank you all for joining us.

It’s great to see so many of our international counterparts this week – not only from Europe, but from around the world.

And having you all here – I think – speaks to the unique nature of the aviation industry.

Even at times when the geopolitical climate is tense… when nations are more focused on differences than similarities… the global aviation community comes together.

And it’s because, no matter where we hail from, we all share the same language.

The language of safety.

Aviation is the safest form of transportation in the world.

We say and hear those words all the time. But really think about it for a second.

Metal tubes, filled with some of the world’s most complex machinery, are hurtling through the air – and navigating in three-dimensional space – 35,000 feet above our heads right now.

Just figuring out how to do that was hard enough. Let alone to do it safely.

So how’d we get here?

It comes down to a pretty simple idea. One that the entire aviation industry, from top to bottom, has embraced.

We don’t compete on safety.

Conferences like this give us the opportunity to reaffirm that commitment. And it’s especially important to do so now.

The world and our industry are changing on an almost daily basis. That creates a lot of questions.

How do we safely integrate new users into our already busy airspace?

How do we harness technology to modernize the way we manage air traffic?

How do we maintain the safety of our system without stifling innovation?

These questions aren’t new. And they’re not unique to the United States. We’re all grappling with them.

And if we’re going to find the right answers – the best answers – we need to continue building on the partnerships that have fueled so many of our successes to date.

That starts with how we integrate new users into our airspace.

This is an area where we can learn so much from each other. Unmanned aircraft and commercial space operations have truly captured the world’s imagination.

And as these industries grow, so do their airspace needs.

To help meet this increasing demand, the United States is embracing a flexible regulatory framework that can nimbly respond to innovation.

We were the first country to integrate commercial drone operations under specific conditions into complex airspace.

Now, we’re looking to go further.

I joined Secretary Chao last month to announce ten pilot program sites across the country where state, local, and tribal governments will be working with private industry to demonstrate and study expanded drone operations.

The information we gain from these trials will help us build out the regulatory framework for unmanned aircraft nationwide – including operations over people and beyond visual line of sight.

We’re also changing our approach to commercial space launches.

It’s not enough to just accommodate this growing industry. We need to fully integrate it into our airspace.

We’re looking at how new technologies like the Space Data Integrator can make launches less disruptive to nearby airspace users.

And we’re revamping our licensing processes to make it easier for commercial space operators to receive the approvals they need more quickly.

Of course, integrating new users into a system that already includes everything from jumbo jets to helicopters goes hand-in-hand with investing in modern air traffic systems that can manage it all.

This has been a priority on both sides of the Atlantic for many years now.

Here in the United States, we’re working closely with industry to prioritize our modernization efforts so that we can deliver concrete benefits to airlines, passengers, and businesses as quickly as possible.

In FAA facilities around the country, state-of-the-art computers are supporting new automation systems that make managing air traffic more efficient.

We’ve deployed Data Communications technology nationwide to help pilots and controllers send messages to each other faster and more accurately.

We’re using Performance Based Navigation to create more direct flight routes that save time and cut down on emissions.

And we’re about 18 months away from a deadline that will require all aircraft flying within controlled airspace to be equipped with Automatic Dependent Surveillance-Broadcast – better known as ADS-B.

ADS-B uses GPS satellites to give air traffic controllers a more accurate picture of where an aircraft is at any given moment.

About 25 percent of the U.S. airline fleet has already equipped with ADS-B.

And we’re working closely with our international partners to make sure any aircraft that will be flying in U.S. airspace has equipment installed that complies with the mandate by January 1, 2020.

This is part of our larger harmonization efforts with the global community.

The United States signed a revised Memorandum of Cooperation with the European Union late last year. It expanded our collaboration on air traffic modernization to include deployment activities. This will support continued seamless transatlantic operations.

At the same time, we signed an amendment to the US-EU Safety Agreement that makes it easier to validate and import each other’s aircraft and aviation parts.

Thanks to the relationship we’ve built over the years, we have a high-degree of confidence in our respective certification systems.

This agreement acknowledges that. It opens up a way for the US and EU to collaborate on flight simulation training devices, as well as on pilot licensing and training.

And we continue to build on this work today.

The FAA and the European Commission amended their Safety Agreement this morning, and took the first step toward lowering validation fees for manufacturers.

This amendment will also help get products to market faster by reducing the involvement of validating authorities on both sides of the Atlantic.

These agreements are just the most recent examples of the value of the relationship between the United States and our European partners.

We’ve been able to make tremendous safety gains in transatlantic operations by working together. And it’s essential we protect them as we look to the future.

That's the message I'll be taking to the United Kingdom when I visit the Farnborough Airshow next month.

Brexit and its March 2019 deadline is obviously on all of our minds.

And as the clock runs down, removing uncertainty about the UK and its aviation agreements with the rest of the world only becomes more important.

Brexit is going to affect passengers, businesses, and the entire global supply chain. But early planning can help mitigate those impacts.

So it's in everyone’s best interest to reach a decision on the aviation components of Brexit as soon as possible.

Fortunately, we’ve been certificating aircraft for decades. We know what agreements we need to have in place to ensure safe and efficient operations.

What we need now is focus and clarity.

We need to do everything possible to ensure a seamless transition and minimize disruptions.

Because the safety, efficiency, and affordability of our systems depend on it.

I said it earlier – aviation is the safest form of transportation in the world. But it didn’t start out that way. Far from it.

The earliest years of flight were filled with trial and error… tragedy and sacrifice.

But we did the work. We worked together. And we achieved more than this industry’s founding fathers could have ever dreamed.

But that doesn’t mean our work is done.

We can’t get complacent.

We went more than nine years and two months without a commercial passenger fatality here in the United States.

But the engine failure on Southwest Flight 1380 reminded us that even a single incident in our system is one too many.

The United States is a worldwide leader in aviation. We’re proud of that reputation. And the Trump Administration intends to keep it.

But we know we don't have a monopoly on good ideas.

We need our partners in the international aviation community to help us reach the next level of safety.

Aviation doesn’t have borders, or boundaries.

We’re a global community. And there’s no limit to what we can achieve when we work together.

Thank you again for joining us this week. I’m looking forward to a productive conference.

International Aviation Club Luncheon

Remarks as Prepared for Delivery

As you can tell from that kind introduction, I’ve been in the aviation industry for about 80 years… or, most of my adult life.

I’ve been fortunate to see aviation from so many vantage points. Of course, none better than the view from the cockpit.

But, my time at the FAA has been extremely rewarding. And it’s such an honor to be back with the opportunity to help shape an agency I’ve always admired, at a time when its work is more important than ever.

It’s also very cool to be invited to speak to the International Aviation Club. I’ve been a member for years. So many good friends and colleagues I’ve gotten to know and work with over the past few decades are here today. It’s great to see you all.

Aviation has always been defined by change —because it is constantly reshaping the world we live in. But the pace of change happening in the world right now is unique – even by our standards.

I was recently in London, where Brexit and its March 2019 deadline is on everyone’s mind. As the clock runs down, removing uncertainty about the UK’s relationship with the global aviation community only becomes more important.

It has the potential to affect passengers, businesses, and the entire global supply chain. If you make, operate, or maintain aircraft on either side of the Atlantic, Brexit will affect you.

So I knew I spoke for the entire aviation community when I shared with my European counterparts that it is in everyone’s best interest to reach a decision on the aviation components of Brexit as soon as possible. We have to get this right.

But in many ways, this is one of the easier issues our industry is dealing with right now.

We’ve been certificating aircraft for decades. We know what agreements we need to have in place to ensure safe and efficient operations. We have clarity — we need focus. We must stay focused on minimizing disruptions and supporting a seamless transition. And by “we”, I mean all of us.

A lot of other questions we need to answer – about access, technology, and safety – are much more complicated. And we’ve been facing those questions — here in the U.S., and around the world — for years.

A few weeks ago, I attended the Uber Elevate conference in Los Angeles. During a panel, I was asked if I would ever ride in an autonomous aerial taxi. The question sounded almost surreal. That used to be Jetsons stuff. Now, it’s right around the corner – we’re talking when, not if.

But, the list of “how do we?” questions is not to be taken lightly. How do we safely integrate these new users into our already busy airspace? How do we harness technology to modernize the way we manage air traffic? How do we maintain the safety of our system without stifling innovation?

The questions aren’t new, but just because they’re familiar doesn’t make answering them any easier. And we’re doing it at a time when some folks are wondering: Are we up to the task?

There’s a perception out there that government is where good ideas go to die. Too many bureaucrats. Nothing gets done. And that makes people not want to work with us.

The pace of change is too fast. The scope of work is too big. The stakes are too high. We can’t afford to be alienating the pioneers… the trailblazers… the groundbreakers. They’re the foundation of our industry. And we need them at our table.

So if there’s one message you need to hear, from the Trump Administration, Elaine Chao’s DOT, and the FAA, it’s this: The era of red tape strangling good ideas is over.

We’re building a bigger table – not just for traditional aviation stakeholders, but the newest Silicon Valley start-ups. We’re doing away with outdated processes that don’t work in today’s aviation system. And if people come into my office and say the reason we do something a certain way is because that’s the way it’s always been done? You better believe I’m sending them back to the drawing board.

At the very time when American innovators are leading the charge by doing things in a new way, government has to keep up. The FAA has to keep up. If there’s a way for us to improve a process, we’ve got to lead the way. That’s what makes us a world leader in aviation, in safety, in efficiency.

But, I know…talk is cheap. You’re thinking…what does this look like in the real world?

Earlier this month, I joined Secretary Chao to announce ten UAS pilot program sites across the country where state, local, and tribal governments will be working with private industry to demonstrate and study expanded drone operations.

We will get a better understanding of how operations over people, beyond visual line of sight ops, and flying drones at night work at the local level. The information we gain from these trials will not only help us expand the regulatory framework for unmanned aircraft nationwide, but it will also help us determine the appropriate level of local control.

We’re changing our approach to commercial space launches. It’s not enough to just accommodate this growing industry. We need to fully integrate it into our airspace.

We’re using new technologies like the Space Data Integrator to make launches less disruptive to nearby airspace users. And we’re revamping our licensing process to make it easier for commercial space operators to receive the approvals they need more quickly.

This attitude also extends to certification. We’re moving toward a more performance-based system where the FAA sets safety standards and lets manufacturers figure out the best way to meet them.

A rule overhauling how we certify small general aviation aircraft went into effect last year. And while it’s going to take some time, we plan to apply these same principles to more aircraft categories, including UAS, moving forward.

We also remain committed to modernizing our air traffic control system.

I’ll be the first to admit: the debate around the FAA’s latest reauthorization didn’t go the way I hoped it would. And while I’m happy to see a long-term bill on the horizon, I worry it still doesn’t tackle some of the larger funding and management issues we face.

But I’m not going to stop using the megaphone I’ve been handed to make sure our workforce gets the resources and technology it needs to keep delivering the level of safety and efficiency the American people expect. And we’re going to continue working with industry to prioritize our modernization efforts.

Now, let me be clear about something: Making the FAA a better partner to the aviation industry doesn’t mean we’re cutting corners on safety.

Our commitment to being the gold standard is not going to change. In fact, we’re setting the bar even higher. We’re just not going to tell you how to clear it. We know this industry is going to solve some of the challenges we’re facing more quickly and more creatively than the FAA ever could alone.

We need our partners in the international community, as well.

The challenges facing the FAA aren’t unique. Civil aviation authorities around the world are grappling with the same issues. And the United States doesn’t have a monopoly on good ideas.

Working together, we can — and do — get things done. We already have an impressive record of achievement… from reducing aviation’s environmental impact, and harmonizing our air traffic control systems… to sharing safety data, and streamlining our certification processes.

There’s so much we can learn from each other that can help us reach the next level of safety.

I come from a military background. My father was a Marine, and I was in the Air Force. Growing up as the son of a Marine, and later, as an officer myself, I learned that leadership isn’t a fixed point.

You can’t just declare yourself a leader one day, then say: I’m done. Instead, you must keep asking yourself: How can I do more? How can I be better?

Our industry has always been like that. Aviation certainly didn’t start out as the safest mode of travel on the planet — far from it. But it is today.

No one handed us our current safety record. We did the work. You did the work. Together, we earned it.

But that doesn’t mean our job is done. And we can’t become complacent. The last few weeks have been a tough reminder… one fatality in our system is one too many.

How can we do more? How can we be better?

We ask ourselves those questions every day at the FAA. But we can’t answer them alone. Aviation doesn’t have borders, or boundaries. We’re a global community. We don’t compete on safety. And there’s no limit to what we can achieve when we work together.

So the United States stands ready to lead, and ready to partner with anyone who shares our vision for the future of aviation.

A future that is safe. A future that is innovative. A future that is limitless.

Oh… I almost forgot… The answer I gave to the question of whether I would ever consider riding in an autonomous aerial taxi? It was the same answer most of you would have given: In a heartbeat. Sign me up.

Thank you for the invitation to be here today.

Amazing is What You Do

Remarks as prepared for delivery

Thank you, Paul. I’m happy to be here. I want to thank you and Trish for your leadership … and for being such great partners.

I also want to thank our controllers for the job you do every day. You safely handle about 45 thousand IFR flights a day … over 31 million miles of domestic and international airspace.

To the layperson, this is nothing short of amazing.

But it’s what you do, every single day.

When it comes to safety and efficiency, you have set an incredibly high bar.

I’ll give you a good example.

Last month, controller Tim Martin at Daytona Beach Tower came through for a 20-year old student pilot who was in trouble.

The pilot was flying solo when engine oil sprayed all over his windscreen. He couldn’t see anything forward or sideways.

Tim calmed him down, and got him towards the Daytona Beach Airport. Once the aircraft was close to the runway, our tower controllers gave vertical guidance to the radar controller to relay to the aircraft. 

Tim and his colleagues worked together to guide this pilot all the way to touchdown, and then let him know how much runway he had left.

When the student landed, he said we had saved his life.

Saves like these remind us that we must always be vigilant. Whether you’re in the cockpit, the tower cab or the center–the calmest, most benign day can turn on a dime into a life and death situation.

This became all too clear after Captain Shultz’ engine failed on Southwest Flight 1380. Tragically, this event took a life.

But, if not for the calm professionalism and coordination of the flight crew and air traffic controllers, it could have been much worse.

We had gone 9 years and 3 months without a commercial passenger fatality. But that tragedy reminds us that ensuring safety is a never-ending task.

The FAA and NATCA are doing everything possible to drive down safety risk. We have to continue to collect and share safety data … identify and target the highest risk areas … and work with our stakeholders to address the problems.

Over the past 10 years, FAA controllers have submitted more than 147,000 ATSAP reports. From these reports, we have put in place 181 corrective actions.

That’s 181 more ways to extend the safety margin so that accidents don’t happen!

Let me give you some examples. 

A controller at Albany Tower reported that trees were obstructing the view of Runway 28.

That’s a potential trigger for runway incursions.

ATSAP’s Event Review Committee shared the report and coordinated a full Obstruction Evaluation. And following that, we put out a contract to remove or trim the trees from public and private property.

Employees at Kansas City Center also submitted ATSAP reports indicating problems with some frequencies for Kirksville, Missouri.

There were “scratchy” readbacks, numerous repeats, and missed calls. The frequencies had become useless on main and standby.

This is a bad thing all the way around. It could lead to miscommunication between controllers and pilots.

This could result in increased workload, distractions, and the potential for airspace and separation issues.

Technical Operations looked for causes and solutions, and last year they implemented a series of mitigations to solve the problem.

It was the ATSAP reports that really elevated the issues, so they could get the attention they needed.

None of that happens without you leaning forward. ATSAP turns up things that otherwise would have gone unattended to. We’re as safe as we are because we make sure we get things right, and when they’re not, we fix them. Together.

As I said, this is what we do.

And it’s the same approach we need to take as drones come into the field.

This industry is rapidly evolving, and the FAA must stay a step ahead.  

Our goal is to ensure safety while enabling innovation.

We could be looking at 3.5 million drones by 2021. As part of this effort, we have to ensure the safety of other aircraft and people and property on the ground, while safeguarding the needs of traditional airspace users.  

Earlier this month, Secretary Elaine Chao announced the ten selectees that will take part in the FAA’s UAS Integration Pilot Program.

These sites are going to change how we look at aviation. We’re well familiar with border patrol, package delivery, and emergency response. We’re just used to having someone sitting up front to do it.

It’s a new day.

Over the next two and half years, the selectees will collect drone data on night operations, flights over people and beyond the pilot’s line of sight, and on detect-and-avoid technology.

For specific drone flights, they will be able get expedited approval for airspace authorizations. In turn, they will give us the data that will inform our regulations on drones.

Last month, the FAA announced a national beta test of a new automation tool called LAANC.

We’re at the mercy of acronyms. LAANC is the Low Altitude Authorization and Notification Capability.

LAANC is designed specifically to expedite requests by drone users to operate in controlled airspace near airports.

At early prototype locations, LAANC has cut the average approval time from three months to less than one minute.

As part of the beta test, over the next six months, the agency will be rolling out LAANC to nearly 300 air traffic facilities and about 500 airports.

We look forward to seeing the results.

Through the UAS Pilot, LAANC and the other efforts we’re making, the U.S. will continue to lead the world in safe drone integration.    

None of this happens without you, and we’re going to hire more than 5,000 controllers in the next five years, to make sure we’re in a place to succeed.

Again this year, our hiring has been going very well. As of last week, we were at 82 percent of our hiring goal of 1701. This will be the third year in a row we have exceeded our goal.

Our largest staffing challenge is at New York TRACON. As you know, N90 is one of the world’s busiest and most complex RADAR facilities.

Over the past year, we’ve posted two announcements for experienced applicants to be assigned to N90. The ATO is providing the selected applicants with more intense simulator training that comes close to matching the real traffic there.   

We have also taken steps to enhance Academy training. It’s called Ten Eleven Twelve Radar Assessment, or TETRA. In the future, we will employ this training for new hires at N90 and other large complex RADAR facilities.

Thanks to NATCA’s advocacy, there was a change in the law allowing us to post an announcement to hire applicants with no experience within a local commuting area.

We plan to post this announcement on June 19th, preceding an all-sources announcement scheduled for June 27th.

And whether it’s hiring, or any other important investment we make at the agency, stable funding is an important issue.

We must have a funding stream that’s sustainable and matches what we’re trying to accomplish.

We were pleased that the House passed a five-year FAA reauthorization bill last month. But it certainly didn’t play out the way we had hoped.

While we understand the political dynamics that prompted Chairman Shuster to remove the air traffic control reform title from the bill, we all agree that the status quo has not provided a stable, predictable funding stream to operate and modernize the NAS.  

The stop-and-go funding has delayed needed system improvements. It makes planning for modernization projects difficult and more expensive.

And the 2013 sequestration forced us to suspend controller hiring and shutter the Academy for a year.

The pending bills are far from perfect, but I’m committed to ensuring that you get the resources you need to continue delivering the level of service that the American people expect.

Under the leadership of Chairman Shuster and Chairman Thune, I’m confident that a long-term bill will be enacted this year.  

As controllers, your professionalism and teamwork are major reasons for aviation’s historic safety record.

I mentioned Flight 1380 earlier. When the pilot told Corey Davids, controller at New York center, they had to make an emergency landing, Cory and nine other controllers cleared the airspace so the plane could land in Philadelphia, as soon as possible.

Otherwise, the tragedy could have been much, much worse.

People who read or watched this story thought it was amazing.

But, I think Cory put it best when he said, “We have thousands of controllers around the country that go in everyday, do their job, leave, and no one hears anything about anything.”

Cory’s right. This is simply what you do. This is why FAA remains the gold standard around the world.

I look forward to working with you to keep it that way.

Writing History in Real Time

Remarks as prepared for delivery

Good morning.  I often wonder if the Wrights around 100 years ago really understood the magnitude of their invention.  Or were they so caught up in flying that they didn’t allow themselves a moment to ponder—to ponder what would become their indelible thumbprint on the page of history? 

We find ourselves today at a juncture not unlike that one, but in this case, we’re acutely aware of the ripple created by unmanned aircraft.  In this day and age, we’re surrounded by innovation—perhapsbuffetedis the better word. 

I went to the Consumer Electronics Show in January, and I tell you – if you can dream it, I saw it at CES in Vegas.  Retailer and ridesharing companies are creating their own skunk works on pilotless aircraft to deliver packages and people.  The commercial space industry is making reusable rockets a reality.  They just put a Tesla into orbit.  We’re on the cusp of a new age of supersonic travel.  And self-driving cars are moving from Disney’s drawing board onto America’s roadways. 

If you are a student of aviation and a fan of innovation, today is your day.  History and innovation are about to meet at the intersection we call unmanned aircraft.  Drones are the future of aviation, but if past is prologue, and it most certainly is, drones are also the today of aviation, very much today.  This is history in the making—real time—and the people in this room are making it. 

In fact, I think the size of this audience is an indication of why we’re moving as quickly as we are.  Aviation has always depended on innovation—but as we’ve seen, innovation without collaboration is a non-starter.  Our recently completed Pathfinder program featured groups that we’d never partnered with before—like train operators and broadcasting outlets. I’d like to thank these partners – CNN, PrecisionHawk, and BNSF Railways – for successfully concluding Phase 3 of their pathfinder operations late last year.  

We also successfully completed the prototype evaluation for LAANC – the Low Altitude Authorization and Notification Capability.  This automates how UAS operators get permission to fly in controlled airspace – a crucial first step for UAS traffic management.  We’re going to conduct a national beta test starting April 30.  Nearly 300 air traffic control facilities and 500 airports will be covered by September.  That’s a significant expansion of a successful program designed specifically and directly for the people in this room. 

In addition, beginning April 16, we’re going to start accepting applications from new partners looking to provide LAANC services.  Right now, there are five—Skyward, AirMap, Project Wing, Boeing and Rockwell Collins.  If you’re interested, you can find information on the application process on the FAA web site. 

With LAANC, pilots and drone companies can receive near real-time airspace authorizations – eliminating the manual authorization process that can sometimes take weeks. Controllers can see where planned drone operations will take place. This allows them to mitigate risk by ensuring no other aircraft are operating near the drone. I want you to know:  we’re listening.

I’m particularly proud of another effort I’m sure you’ve all heard about by now—the UAS Integration Pilot Program.  We’ve created an opportunity for State, local and tribal governments to partner with the private sector—people like UAS operators and manufacturers.  President Trump established this to accelerate integration … to ensure U.S. global leadership in this industry.  The response has been enthusiastic.  Given this crowd, no surprise there.  We had 149 lead applicants, from which Secretary Chao will select at least 10.  The pilot program is going to broaden our concept of what drones can do and help inform a streamlined regulatory posture going forward. 

That said, it’s important that safety continues to guide each step we take.

I’ve said on more than one occasion that safety is the key to the front door of the National Airspace System.  Our goal for unmanned aircraft remains full, complete and total integration.  But the cautionary tale from well-established aviators is, as I said a moment ago, one simple word:  safety.

Safety is our top priority, but it is everyone’s shared responsibility.  The U.S. national airspace system is the envy of the rest of the world.  It runs well, but it runs that way because safety guides everything we do. 

Other challenges warrant our attention.  Despite our success with the Part 107 small UAS rule—the world’s first comprehensive framework for UAS regulation—we’ve much more ahead of us.  We’re working to expand small UAS operating parameters while making sure we appropriately consider security and privacy issues.

The FAA, the Department, and the White House are all on the same page in this respect – working well both inside and outside the government is key to getting things done.  You’ll be hearing more about this in the near future.

As the regulator, we’ve got to adopt an attitude of “regulatory humility.”  We’ve got to get things done faster.  The U.S. Government is a behemoth – it doesn’t adapt very well to change. So while a big change like unmanned aircraft is happening as I speak, the FAA cannot make the mistake of thinking we have all the answers, all the time. We have to work with industry to develop technology and solutions to our common problems.

Ultimately, it’s the responsibility of the FAA to ensure we have the appropriate standards in place to assure the NAS is safe for all users.  Likewise, we mustn’t lose focus of the safety of the people on the ground.  Working together, we’ve begun the iterative process of UAS integration while maintaining safety.

We also continue to evaluate remote identification for unmanned aircraft.  For this industry to flourish commercially and be of public service, all aircraft—unmanned or otherwise—must be identifiable.  You wouldn’t expect to see unlicensed vehicles on the highway.  Dirt bikes are fine for the woods, but when you see one on the beltway, there’s a problem—a problem for them and a problem for everyone around them.

We’re committed to moving very quickly to establish remote ID requirements.  Civil aviation in the United States has become the symbol of safety because of situational awareness.  If you want to fly in the system, you have to be identifiable and follow the rules. 

The provisions excepting model aircraft in the FAA Modernization Act of 2012 from any regulation must be revisited—soon—to address ongoing concerns related to security, law enforcement and integration.  Reasonable steps should be taken to ensure accountability without overburdening the public, and collaboration between government and stakeholders, as mentioned before, will be critical to meeting these challenges.  

I’d be remiss not to mention the need to mitigate risks to national security and public safety posed by people who aren’t playing by the rules--whether by intent or ignorance.  If you think about it, a malicious act could put a hard stop on drone integration.  And in that case, we’d lose the true safety benefits to people like powerline and mine inspectors who would have to put themselves back into harm’s way without the use of drones. 

Obviously, we can’t let that happen.  We can’t lose traction, nor can we jeopardize public safety or national security.  We’re working with partners across the government to find ways to address security issues.  We must ensure that the United States remains a global leader—and that we benefit from this rapidly developing sector of the economy.   Make no mistake that public safety and national securityremaintoppriorities. 

Congress has given DOD and the Department of Energy the authority to counter UAS that threaten sensitive facilities.  From where I stand, that’s the right move.  We support enabling other security partners such as the Departments of Justice and Homeland Security to protect assets and operations critical to national security. By enabling Federal security and law enforcement agencies to detect and mitigate risks posed by errant or malicious UAS operations, the United States will continue to offer the safest and most efficient aviation system in the world.  As you can imagine, there’s considerable churn over this subject, and the public discourse needs to be robust—which is why I highlight it here. 

Congress is heavily involved with the drone issue, which I view as a positive sign.  As an agency, we appreciate some of the provisions in both Reauthorization bills.  The details of the provision in each bill are different, but both bills take the issues head on, particularly related to accountability and risk.  

There are a number of provisions regarding UAS safety.  As I said, Congress is leaning in here, and that’s helpful for all of us.  We look forward to Congress getting a long-term FAA bill finished so the FAA will have the appropriate tools to continue our work advancing safe drone integration.

I believe the next 12-18 months are critically important to integration.  If you’re an innovator or an operator, the FAA wants to work with you.  We’re heavily invested.  Drones are new to our airspace, but we’re in the business of handling the next big thing.  We’re used to new technology.  We have the best controllers, the best inspectors and the best technicians.  Other industries have asked us for insight on safety:  automotive; power; finance.  We’re good at connecting the dots, and we are equal to this task. 

I’m encouraged by the energy in this industry and the willingness of everyone in this room to work together. We’ve raised the collaboration bar to a new height—and we’re just getting warmed up.  We have obstacles, but none of them are insurmountable.  And in truth, I think the best is yet to come.

A Hot Streak

Remarks as Delivered

Commercial aviation is on a hot streak, but so is commercial space.  And we can do better.  We all want to see more launches.  We want more spaceports.  But what we need is streamlined regulatory processes.  FAA can’t be a rubber stamp; nor can, or should, we be a hurdle.  Time waits for no one, and I think that’s true of commercial space.

Let’s get to it.  We need to license launches faster.  But, Industry must improve its safety performance—just like the airlines.  I expect more from FAA.  I expect more from industry.

Before we move too far along, I think more talk about safety is time well spent.  The importance of safety cannot be overstated—especially in what I consider still are our early days. 

As exciting and promising and attractive as commercial space may be, we must take caution not to get ahead of ourselves.  This industry can ill-afford the barnstorming reputation that affixed itself to aviation a hundred years ago. 

Space flight was no stranger to missteps in its infancy, some catastrophically so.  Thankfully, those days are mostly behind us, but they are instructive these many decades later. 

Now, in our zeal to punch through and make commercial space a viable and reliable enterprise, we can’t overlook the importance of safety. 

Safety is the key to the front door of the national airspace system.  I’m optimistic about commercial space transportation—as long as safety is its cornerstone. 

What I see is a positive indicator, a very positive indicator.  We set a record for licensed commercial space launches last year you set a record– and we’re on track to surpass that in 2018.

But the numbers don’t tell the whole story.  Innovation is changing what’s possible in commercial space on an almost daily basis.  If you think about it, that’s how it is in the U.S.  We know that economic prosperity and world-class leadership begins with innovation.  The unrivaled prosperity and quality of life that our country enjoys has almost always begun with some kind of innovation. 

And that’s true, of course for commercial space.  Without sacrificing safety, we must act with the urgency and agility to match pace with the speed of innovation. 

The idea of reusing boosters was just a pipe dream a few years ago. Today, it’s routine. Well, 2 out of 3, but I think that’s still impressive, if you ask me!

History’s going to remember this one.  It was a day the entire the aerospace industry took a giant step forward.  And the best part; an American company, on American soil, an American car will be circling the sun. 

Neil Armstrong took that one giant leap for humankind.  The next step is here in this room, and it’s time to take it.  America has always been the world’s leader in space.  That can – and must – continue. It’s essential to both our economic and national security interests.

NASA relies on commercial space launches to support the International Space Station.  DoD is increasingly using them for national security missions and technology demonstrations.

These operations also have the potential to support countless new industries that will transform the U.S. economy.

President Trump made space a priority by reconvening the National Space Council last summer. I attended the first meeting last summer at Udvar-Hazy.  Vice President Pence has officials at the highest levels of government working together to clear the way for companies that want to do everything from build space stations to mine asteroids.

The FAA has an important role to play in this process.  Our job isn’t just to ensure the safety of America’s airspace.  It’s to ensure equal access to it.

We’re committed to balancing the needs of all airspace users. This means moving from a system where we accommodate commercial space operations to one where they are fully integrated into our system.  That’s how it will be for drones, and that’s going to be the lay of the land for commercial space transportation as well. 

We chartered an Airspace Access Priorities Aviation Rulemaking Committee. It’s going to help the FAA develop criteria that can be used to consider competing requests for airspace access.  Many of you have been invited to participate in this Committee.  Thank you in advance for your input as we begin this process.

We’re also using technology to help manage increased airspace demands.

The FAA is testing the Space Data Integrator, a tool that reduces the amount of airspace that has to be blocked off for commercial space operations. Once deployed, it will automate procedures for air traffic controllers.  It more efficiently releases blocked airspace so it’s available for other users.

These are important steps forward. But we know more still needs to be done.  As the industry grows, so does the number of license applications.  If the size of this audience is any indication, that’s not going to change.  We need to keep up—which is why we’re committed to transforming the way we do business.

We’ve developed a plan to streamline the steps a company needs to take to secure a license. Our goal is to create a consolidated, performance-based system that will maintain safety while speeding up the review process.  But it’s still going to take some time. So the FAA is also taking steps that will provide more immediate relief to commercial space operators.

We’re going to eliminate the most frequent sources of waiver requests.  We’re going to improve license planning and application development.  We’re going to reduce administrative paperwork and costs for industry and the agency.  And there’s more, much more.  Stay tuned. 

Ingenuity and innovation have always fueled our nation’s success at home and abroad.  We don’t want a rocket tethered to a launchpad with red tape.  We can’t let burdensome government regulations get in the way of America’s thriving commercial space industry.  We must exercise “regulatory humility.”  We must avoid being the government of arrogance.  Government does not always know best.  We believe that when enabled and allowed to do what they do best, American ingenuity will provide the best answer.

As I look around this room, I see academics… engineers… policymakers… and the most visionary technology and aerospace companies in the world.  Each of you has an important role to play in shaping the future of commercial space in America.  And the FAA looks forward to keeping it safe … and collaborating with you to continue taking bold steps toward that future.  Together, we can get there. 

Thank you.

Aero Club, "Temporary Stewards”

When I first entered FAA headquarters as Deputy Administrator in 2010, I couldn’t have predicted the exhilarating journey I was about to take. And as my years with the agency near a conclusion, it’s fitting that I’m back here today with all of you.

Much has changed in our industry in the last seven years. And that change has been driven by the people in this room, and so many more, who were willing to work with the FAA to make big things happen.

We took these great strides during a time when the stakes were high. The airlines were coming off a decade of staggering losses, and we were embarking on an ambitious overhaul of America’s air traffic system – all while our nation was still feeling the pain of a recession.

Coming into this job, it was apparent to me that we needed more consensus and clarity around the goals we were pursuing as an industry. We had the expertise and the ability to do anything we wanted. We just couldn’t do everything all at once.

We also couldn’t just think about making technological changes – although there were many in the works. We also needed to think about changing the culture inside the FAA. 

Things clearly had to move faster. And the only way forward was to foster a more constructive relationship with the aviation community.

I never expected to have such a long term as Administrator. But I knew my tenure would be pretty short if we couldn’t achieve better ties with industry.

Fortunately, you were more than willing to work with us on finding better ways to do business.

And look at where we are now. Most of what we envisioned nearly a decade ago is here –  and more is on the way.

The result is the safest, largest, most complex, and most efficient air transportation system the world has ever known.

Sometimes we take this for granted. But it’s big news. And it’s something we accomplished together.

Across the board, we are now unleashing a host of technologies that will profoundly change what aviation looks like for decades to come.

Satellite technology has modernized the backbone of our nation’s air traffic system.

For three years now, GPS-based procedures have outnumbered the old ground-based navigation routes, and more users are taking advantage of them every day.

We’ll take the next big step in 2020, when all aircraft in the U.S. use ADS-B to broadcast their precise location in real-time to air traffic controllers.

We’re also taking safety to the next level by incorporating risk management into our compliance work. As the aviation community shares more data with us than ever before, we’re focusing our oversight resources where they’re needed most.

This is part of a larger shift in how we interact with the industry as a whole.

We’ve brought together the best minds in government, academia, aviation, technology, and law enforcement to help us address our most pressing challenges.

Whether it’s through our Drone Advisory Committee or the NextGen Advisory Committee, close collaboration has helped us deliver the right technologies, at the right time, to meet industry needs.

This has consistently yielded better results than if the FAA had tried to go it alone. And the aviation community today is stronger, better, and safer as a result.

Collaboration will only become more important in a future where constant change is the new normal.

We stand on the cusp of the next great age in aviation – when the skies will be home to multitudes of new users, flying in ways we can only imagine.

We can debate when drone taxis will emerge and how many people they’ll carry. But there’s no debate they’re on the horizon. Just last week, Uber announced it was partnering with NASA to develop traffic systems for flying cars.

Meanwhile, the emerging commercial space industry could easily evolve into a system where travelers take rocket ships to Asia, Europe, or the Middle East in a matter of minutes.

These changes are coming, and they’re coming fast. The industry has a new “need for speed.”

And as a regulator, the FAA can’t afford to move at the traditional pace of government. We’ll get left behind at the launch pad, wondering what just happened.

That’s why I’ve focused so much of my time as Administrator on creating room for a new culture to take root within the FAA.

As an agency, we traditionally spent a lot of time studying things – thinking through all the angles before taking even a single step. We also viewed things in terms of black and white. It’s either right, or it’s wrong.

We no longer have time for these luxuries.

We must all become comfortable working in the gray. We don’t need to know all the answers before we make a move.

I’ve delivered this message to my colleagues around the nation. And they’ve heard it, loud and clear.

One of my favorite moments happened a few years ago, when we first began to get serious about changing the way we certify new general aviation aircraft.

Dorenda Baker, the manager of the project, started off her presentation by looking me straight in the eye and saying, “All right, so you said it was okay to break some china…”

When she was done walking me through a proposal that very much tore up the old rule book, I asked her team, “Do you really want to do this?”

And they all agreed: “Not only do we want to – we have to.”

Whether it’s responding to a crisis or shepherding in a new form of aviation, my colleagues have risen to the challenge at every turn.

They’re questioning the way we’ve always done things. They’re thinking outside the box. They’re finding flexible solutions that can work today – and adapt to the demands of an ever-changing future.

As an agency, we’re embracing a proactive attitude that prizes being the innovator – and not the obstacle. We know we have to take thoughtful and calculated risks. Some things are going to work. Others won’t. And that’s okay – as long as we keep making progress.

Safety is always going to be the FAA’s top priority. But we also know that doesn’t mean we have a monopoly on the best way to achieve it. That’s why we’re looking to our traditional partners – as well as new ones – to help us figure it all out.

Our aviation family is only going to keep expanding. Our table has to grow with it. We need to hear from a broad range of voices if we’re going to get things right.

A small business owner might look at a drone and see the opportunity for a profitable new venture. An airport manager looks at the very same device and wants to keep it out of his airspace. Meanwhile, the airline CEO wants to make sure the drone doesn’t cause any disruptions at the company’s biggest hub. And the GA pilot just wants to fly with minimal hassle.

Guess what? Every one of those viewpoints is important. And all stakeholders deserve to have their interests considered.

Now like any family, we’re going to have our disagreements. And it’s very easy to dig in when somebody challenges the status quo.

We’re in the midst of an important conversation right now, about the future of our air traffic control system. And there are a lot of opinions about the best way to position our nation’s aviation infrastructure to meet the demands of the future.

People are entitled to their own opinions. But they’re not entitled to their own facts.

We need to have a transparent discussion that’s based on where we are today – not a decade ago.

It also needs to go beyond defending whatever your personal position might be. We need to be focused on the future.

Structure alone can’t solve the core funding challenges facing air traffic control. It’s time to have an honest conversation about what the American public expects us to do, and how best to pay for it.

We can’t keep talking past each other. We need to talk with each other.

The sky above our heads is one of this nation’s most valuable assets. We must protect it. We must help it thrive.

Aviation is where it is today because we’re standing on the shoulders of the giants who came before us – the scientists, engineers, and yes, the dreamers, who were brave enough to tackle that next great challenge.

Their names are on airports and street signs. Their achievements inspire us to this day.

They’re giants because they were good stewards. They saw the bigger picture. And they dedicated their lives to building an aviation system that could stand the test of time.

As my time as FAA Administrator comes to a close, I’ve been thinking more and more about the transitional nature of this job.

Every day, I walk through a hallway outside my office that’s lined with the portraits of those who sat in the chair I now occupy. They all faced challenges, and they all left their own marks on the agency.

In a few months, I’ll join my predecessors on the wall, and a new person will take that chair.

My advice to him or her? Embrace change. Be a good listener. And make the tough decisions. The pace out there is full throttle, and the aviation community needs someone at the FAA who is going to lead.

I’ll extend the same advice to each of you.

We’re all proud to be a part of our nation’s great aviation system. But it stands still for no one. We are all temporary stewards.

It started with Orville and Wilbur Wright. And the torch has been passed through the generations.

Now, we are lucky enough to hold it. And it’s our responsibility to do something that’s worthy of that legacy.

We’ve got tough questions to answer. But I’m confident we’re prepared to face them head on.

And someday soon, it will be our turn to pass that torch on to the next generation. It will be up to them to decide whether we were giants.

But I can see just far enough to be optimistic. The possibilities are vast, and the horizon has never seemed closer.

Managers are a Driving Force

Hello everyone. I'm happy to be here. First off, I want to thank all of the FAA’s managers for everything you do in support of our mission.

These last two months have shown to a lot of people how important our mission really is.

Aviation has been at the heart of our recovery efforts in the aftermath of the hurricanes that struck southeast Texas, Louisiana, Florida and the Caribbean.

We set up mobile air traffic control towers in places like St. Thomas and Key West, Florida.

We got aircraft carrying relief supplies in and out of affected areas.    

We authorized hundreds of drone operations for damage assessment, and we did countless other things.

The world might have heard about some of these things. But what they didn’t see were the people of the FAA who are doing the great work, and providing the tremendous leadership, so that these things can happen.

They didn’t see the FAA employees that worked tirelessly, often in adverse conditions to help restore equipment and operate traffic.  

In that sense, I think many people in the agency can relate to your convention theme this year: “Honoring the Unsung Hero.”

It’s certainly true about our managers.

And actually, when Andy asked me to talk about who I consider to be an unsung hero, one group that came to mind was our Front Line Managers.

You are the first line of defense in dealing with everyday operational issues.

You ensure that rules and procedures are followed, and that employees are trained and ready to work.  

In many ways, Front Line Managers are often the bridge that enables us to communicate what the agency is doing, and why we’re doing it.  

And whether it’s on the front line, or throughout the agency, our managers are a driving force that enables us to succeed, and be the gold standard throughout the world.

We’re looking to you to play a key role, as we address the many changes and challenges ahead.

Aviation is growing and changing at a pace not seen in many decades.

We’re seeing more and more drones, maybe as many as 4 million by 2021.

We could be looking at several commercial space launches per week by the same time.

We could be looking at electric air taxis that take us to the airport, or even across town.

Of course, the NextGen transformation is happening every day.

And we’re going to have to respond to all of these changes, even as we face an uncertain budget climate.

Over the past decade, the agency has been given short-term funding extensions more than two dozen times. And we’ve been shut down multiple times.

I think we’d all agree that this is no way to run greatest aerospace system in the world.

Last month, Congress passed another Continuing Resolution that will keep us operating at roughly last year’s funding levels until December 8 – only about five weeks from now!

And Congress passed a six-month extension of our authorization, so that we can carry out our mission until March 31, 2018 – the same mission that serves 2 million passengers every day, and the same mission that was so vital during this year’s hurricane season.

These kinds of short-term measures really constrain our ability to plan and execute our strategic investments.

There are discussions about how to best solve these funding problems. Some have advocated that we restructure air traffic control into an independent, not-for-profit, non-governmental corporation.

This new entity would be governed by a board of representatives from civil aviation, and would be funded directly by the users of the system.  

The House bill is largely in line with the principles that the Trump Administration has issued for air traffic control reform.

The Senate has also proposed a long-term authorization bill, which, unlike the House bill, does not contain any restructuring of air traffic services.

We’ve stressed that any conversation about restructuring needs to involve all users of the airspace system and deliver benefits to the system as a whole.

These discussions will play out in the coming months. But regardless of the politics, and regardless of the structure of air traffic control, our people must never lose sight of the fact that we still have a job to do.  

We have to maintain the safest, most efficient aerospace system in the world.

We have to continue to collaborate with one another, and with our stakeholders.

And we’re going to have to do these things, in spite of the uncertainties that are happening.

Simply put, we’re going to have to be comfortable with being a little uncomfortable.

Our workforce must take the attitude that we’re going to be prepared no matter what challenges come our way.

As managers, you have the ability to really help us instill this workforce culture.

I ask you to foster an inclusive work environment, where everyone is engaged, and everyone is eager to learn.

This is really at the heart of the agency’s Workforce of the Future Initiative.

During this time of transformation, it’s important that you set aside time and engage your direct reports about these potential changes. During times of uncertainty, people want to know that someone cares. And we find that when we engage employees during uncertain times, whether it be a hurricane or a government shutdown, they continue to stay engaged.

Build a working relationship with your direct reports where clarity and candor are routine. We need to have an open dialogue where everyone feels like they can give and receive feedback.

For some people, this isn’t easy. The general sense is that feedback means, “I’ve done something wrong.” But that’s not necessarily the case.

It’s an opportunity to make improvements, and find ways for us to innovate. It takes some personal courage by everyone, but there has to be a willingness to put things on the table.

Encourage your employees to be eager to learn. Because today, success is very much about how well rounded you can be. Technical skill is a must. But other skills like communication, problem solving, and collaboration, are very important.

As managers, you must continue to set that example, and be committed to your own professional development. I think your attendance at this conference speaks highly about your commitment.

And I encourage you to take full advantage of the agency’s leadership develop programs, and encourage your employees to do the same.

Because our employees, even ones that don’t report to you, are looking to you as an example.

Let me give you an example of one of our managers that I think is exemplifying many of these traits. His name is William Tewelow in the ATO’s Mission Support Services, and he’s a member of the F-A-A-M-A.

William leads a team of ten people that sort and validate obstacle data, such as new buildings or cell phone towers. This data is then used for aeronautical charts that provide minimum safe altitudes for pilots.  

William believes strongly in mentoring others. In fact, through the Professional Women Controllers Mentor program, William teaches a seminar on the importance of professional networking.

This is a skill that’s especially important as we work to collaborate with our stakeholders.

William has mentored several employees, including Veronica Carpio, an outstanding young lady in the FAA’s Office of International Affairs.  

As part of the Mentor program, Veronica wanted to inspire young people to pursue careers in aviation. There are potentially many ways to go about doing this.

Veronica chose to get behind a special, history-making project. She chose to promote the goal of a young woman named Shaesta Waiz, who was determined to become the youngest woman to fly solo around the world.

Shaesta was born in a refugee camp in Afghanistan, and her family emigrated to the United States in the 1990’s. She and her five sisters grew up in Los Angeles.

Shaesta is now both a US and an Afghani citizen, and she is the first female certified civilian pilot from Afghanistan.

With Veronica’s help, the FAA was able to provide publicity to support Shaesta’s goal. The agency also provided support in the form of airspace clearances and international coordination, and helped bring national recognition.

Shaesta’s feat would then inspire others to accomplish their dreams as well.  

As Veronica’s mentor, William helped her devise and coordinate a plan to promote this event. He put her in touch with the FAA’s Aviation and Space Education office.

From there, she made a connection with the agency’s Office of Talent Development. William also brought a writer in to cover this great story which was published in the FAA Today and several other outlets.   

In May of this year, Shaesta set out on this journey in a Beechcraft Bonanza A36. And on October 4^th, at the age of 23 years old, she completed the task of flying solo around the world.

The route included 30 stops in 22 countries, totaling almost 25,000 miles flown. And through the experience, there were 32 outreach events conducted around the world that inspired thousands of young people about aviation!

Shaesta is the hero. And through her non-profit organization, Dreams Soar, she will inspire countless others.  

And Veronica and William were the unsung heroes. They have the satisfaction that comes from being part of such an important history-making effort. And they supported two of the agency’s important strategic priorities: Global Leadership and Workforce of the Future.

Now the FAA continues to build a relationship with Shaesta, so we can encourage others to pursue flying as well.

There’s an old saying, that “when you drop a stone in the pond, the ripple effect doesn’t end in that moment.” And that’s certainly going to be the case here.

The mentoring that William provided through this program, helps him to hone his leadership skills. In turn, he’s a better supervisor for his direct reports.

He has a monthly performance check-in with employees, one on one, and he creates the kind of relationship where everyone is comfortable giving and receiving feedback.

If an employee has a problem, William sees it not as “THEIR” problem, but “OUR” problem. And they work together to bring about improvement.

And sometimes that improvement is incremental, but it’s worth it. It translates into an agency that is even more effective.

As we mentor others, and as we commit to our own professional development, we’ll be in a position to provide the leadership that will help this agency carry out its vital mission in the years and decades ahead.

Let me close by saying that, I have been proud to work with all of you.

Let’s continue to do the great and vital work of the FAA.

Let’s continue to build on the professionalism and comradery in our workforce.

I hope you have a great conference.

General Aviation Safety

Good afternoon, everyone. It’s great to see you all again.

We first started this group to address the stubbornly high general aviation fatality rate.

And I’m happy to report we’re seeing results from these efforts.

We’re still finalizing the numbers, but it looks like 2017 will end up being our safest year yet.

Mike [O’Donnell] will be going more in-depth on this later, but the fatal accident rate continues to decline – far below our target rate of one per 100,000 flight hours.

This is a significant accomplishment.

And it wouldn’t have been possible without all of you – and your commitment to advancing general aviation safety.

We all know there’s no silver bullet when it comes to making GA safer.

It’s an issue that needs to be approached from many angles – some regulatory, some technological, some educational.

And we’ve made a lot of progress over the last several years.

With your help, the FAA completed its rewrite of Part 23, which went into effect on August 30^th.

We’ve also streamlined the approval process for Non-Required Safety Enhancing Equipment.

These actions will ensure that new GA aircraft can benefit from innovative, performance-based technologies – while making it easier for the existing fleet to modernize and install life-saving equipment.

We’ve also made substantial advances since the GA Joint Steering Committee was revitalized in 2011.

Their data-driven, collaborative efforts have allowed them to spearhead a number of valuable safety enhancements aimed at addressing the most common causes of accidents.

For example, after zeroing in on Loss of Control as the largest cause of fatal accidents, we were able to work together to streamline the process for getting Angle of Attack indicators into cockpits.

But finding technological solutions to problems isn’t enough on its own. We’ve also had to continue educating pilots about risk, and about the tools available to them to help mitigate it.

The GA JSC determined that an organized and united outreach approach would help communicate these important safety messages. So I want to thank you for helping to make the Fly Safe campaign such a success.

Together, we’ve reached millions of our social media followers with information on how to avoid Loss of Control accidents.

This is an impressive list of accomplishments, and it’s one we should all be proud of.

But in aviation, we’re always chasing the perfect.

And as long as general aviation accidents keep occurring, we must stay vigilant and keep finding new ways to advance our shared safety mission.

General aviation’s engagement in ASIAS is crucial. We need to continue using data to identify trends and direct our efforts where they’re needed most.

We also need to focus on developing consensus standards that will support the implementation of the new Part 23.

Industry participation in consensus standards committees will be essential to creating the method the FAA uses to determine compliance with the rule.

Your active engagement in this process is going to determine its success – and I trust you’ll make your voices heard.

Finally, we all need to keep our eye on the January 1, 2020 deadline for GA aircraft to equip with ADS-B.

ADS-B is more than just a critical piece of the FAA’s NextGen modernization efforts. It’s also a life-saving technology.

I want to thank all of you who joined us in promoting the FAA’s year-long ADS-B rebate program.

Unfortunately, only about two-thirds of the rebates were reserved before the program ended in September.

And just under 31,000 GA aircraft currently have ADS-B installations that comply with the mandate.

To put it simply: we’re just not where we want to be a little more than two years out from the deadline.

Moving the needle on this issue is going to require some creativity on all of our parts. And I’m grateful that so many of you are willing to step up and help.

The FAA recently received proposals on some “ultra low cost” and “easy to install” ADS-B Out systems.

We’ll be working closely with the applicants to ensure these devices still meet the mandate’s performance requirements.

But we’re excited about the potential for these kinds of innovative solutions.

This is just one example of why it’s been such a pleasure to work with this group over the years.

When we identify issues that need to be addressed, no one ever says, “That doesn’t concern my members,” or “That’s someone else’s problem.”

Instead, each of you has been willing to roll up your sleeves and ask, “How can we fix this – together?”

With that kind of attitude, I know we can tackle anything that comes our way.

It’s been a pleasure getting to work with each and every one of you over the years.

Thank you for your dedication to improving general aviation safety.

NACC Directors of Civil Aviation Meeting

Remarks as Prepared for Delivery

Good morning, everyone. It's a real pleasure to join you today.

My schedule kept me from being here before now, but I understand it's been a very productive week.

I’d especially like to congratulate COCESNA and IATA on their new agreement to share safety data, as well as Canada on its accession to the Multiregional Civil Aviation Assistance Program.

I’m happy we were all still able to come together for this meeting. I was starting to think Mother Nature wouldn't let it move forward as planned.

There's no question that it's been a challenging few weeks for our region.

Harvey… Irma… Jose… Katia… and now Maria.

The 2017 hurricane season has already devastated too many of our nations.

And as if that wasn't enough, our friends in Mexico were struck by two deadly earthquakes as well.

Some of our attendees here today have family in Mexico City, where the extent of this week’s quake is still being determined. Please know all of our thoughts are with you during this trying time.

These moments of tragedy bind us together.

We grieve for the lives lost. We comfort the displaced. And we vow to rebuild.

They also serve as a reminder of how closely our fates are tied together.

We’re neighbors. What happens to one of us affects all of us.

We no doubt have weeks and months of recovery work ahead of us.

The FAA is continuing to support efforts to get all Florida airports – including those in the Keys – back to full operations.

And we airlifted a mobile air traffic control tower from Boise, Idaho to St. Thomas last week to manage relief flights to and from the island.

But the United States is also committed to doing its part to help the region as a whole recover.

In response to a request from the Netherlands, the FAA sent an airports safety inspector to St. Martin to help assess the readiness of the airfield for non-military relief flights.

The Luis Muñoz Marín International Airport in San Juan, Puerto Rico, served as a base of operations for evacuations and relief efforts to areas in the Caribbean affected by the hurricanes last week.

And as Hurricane Maria continues on its path, we stand ready to assist once more.

This isn’t just the right thing to do. It’s a necessary thing to do.

Aviation is a lifeline, particularly in times of natural disaster.

It can evacuate people to safety, and bring in desperately needed food, water, and medical supplies.

We’re also beginning to see the role emerging aviation technologies can play.

The FAA has issued hundreds of unmanned aircraft authorizations to aid in hurricane response efforts.

Drones are being used to quickly and safely assess damage to homes, businesses, and critical infrastructure. And they’re helping us target and prioritize our recovery activities.

We’re learning a lot from these operations that will no doubt aid the FAA’s efforts to further integrate drones into our national airspace.

And hopefully, we’ll be able to share some of those lessons learned with all of you at a future meeting.

That’s the value of forums like this. They give us an opportunity to come together, share ideas, and find new ways to work together toward our common goals.

But they’re even more important in times like this – when we can reaffirm our partnerships, and ask for and receive assistance when it’s needed.

Thank you again for joining us this week. It’s been an honor for the United States to host this event.

And since my time as FAA Administrator is drawing to a close, let me say what a privilege it’s been to work with all of you over the years.

I’m proud of what we’ve accomplished together.

Thank you.

FAA Small Drone Rule Lets Unmanned Aircraft Soar