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Speech – Boeing 737 MAX Status Meeting with Aviation Regulators in Montreal

Administrator Stephen Dickson
Montreal, Canada

Welcome to everyone and thank you for joining us today.

When we fly anywhere in the world, we enjoy a certainty of safety that is unrivaled in the modern transportation era. All of us here understand that the success of the global aviation system rests squarely on our shared commitment to safety and our common understanding of what it takes to achieve it.

The grounding of the Boeing 737 MAX placed a spotlight on safety and the FAAs approach to oversight of those we regulate.For the MAX, as with all aircraft, we made use of a thorough certification process that has consistently produced safe aviation products.

However, that process and the regulations that we use in certification programs are not static. They are continuously evolving. In the name of continuous improvement, we welcome feedback from our fellow civil aviation authorities, the aviation industry and the important independent reviews of the MAX and the FAAs certification process.

The last few months have made it clear that, in the mind of the traveling public, aviation safety recognizes no borders. Travelers demand the same high level of safety no matter where they fly. It is up to us as aviation regulators to deliver on this shared responsibility.

The collaboration and transparency that has been so vital to our progress in understanding and responding to the 737 MAX accidents must continue as the world aviation community pursues new and more innovative ways to improve safety. Forums such as this weeks ICAO conference are vital to that ongoing exchange of ideas.

As we in the aviation world know, accidents in complex systems rarely are the result of a single cause; rather, they often happen due to a complex chain of events and interaction between man and machine. If we are to continue to raise the bar for safety across the globe, it will be important for all of us at ICAO to foster improvements in standards and approaches for not just in how aircraft are designed and produced, but how they are maintained and operated.

With respect to our international partners, the FAA clearly understands its responsibilities as State of Design for the 737 MAX. This meeting today is one of those key responsibilitiessharing the status of the FAAs efforts to date. In addition to bringing you up to date with our latest progress, we stand ready to assist you technically and discuss the next steps in safely returning the aircraft to service in the U.S.

This rigorous process and our commitment to improvement will get us to the right answer an aircraft that meets the highest safety standards. Our commitment to safety is unwavering, and we are doing everything we can to assure the public that we are being thorough in these efforts. I announced last week that I plan to fly the aircraft myself before the FAA returns the aircraft to flight.

As you make your own decisions about returning the MAX to service, we will continue to make available to you all that we have learned, all that we have done, and all of our assistance. You have my commitment on that. And because each of you is here, its clear you share that same commitment. I have every confidence and high expectations that this will be a constructive day.

Thank you for joining us.

Speech – FAA Deputy Administrator Daniel Elwell at InterDrone 2019

Deputy Administrator Daniel Elwell
Las Vegas, Nevada

As Prepared

Thank you, Mike (Pehel), for that kind introduction, and thank you InterDrone for inviting me to speak here again this year.

As you know, on August 12th Steve Dickson was sworn in as the 18th FAA Administrator, so Im back to the Number 2 position on the team. Thats ok though. Like the old tag line for Avis rental cars, being Number 2 just means I try harder.

The truth is, I very much look forward to working with Administrator Dickson. Even though we spent large parts of our earlier careers as pilots for competing airlines Steve at Delta, me at Americanwe have a lot in common. We both started out as Air Force pilots, in fact we both went to the Air Force Academy, and at the FAA we both have a laser focus on operationalizing the FAAs agendaand that includes your agenda.

Because of this, some higher-ups have referred to us as the Dynamic Duo. But please, dont call me Robin. And definitely dont call Steve Batman…

But what you can call us are UAS integration advocates, and Im here to tell you why.

You know its usually true that when summer heats up, life slows down. But in your line of business, this summer has been anything but sluggish. This summer has been all about action, the kind of action that suits the operators that come to InterDroneconstruction, cinema, photography, inspection, agriculture, public safety, energy, surveying and mappingthe list goes on and on because youre finding new ways to use drones every day.

Were making big progress on real-world testing for how to safely and securely integrate drones into the National Airspace System, or NAS, and developing or delivering new rules to codify what were learning so that drones can become regular participants in NAS operations rather than special or waivered one-offs.

At the same time, were heavily invested in educating todays drone community, especially hobbyists, on what they can and cant do. As you know, an uninformed recreational flier in the wrong place at the wrong time could ruin everyones dayrecreational and commercialby threatening manned aircraft or innocent bystanders. Since mid-April, the FAA has held seven drone webinars, three public safety seminars and two Facebook Live question and answer sessions that reached nearly 70,000 people, generating about 4,000 questions or comments. Thats a success story for outreach, but stay tunedwhile 70,000 may seem like a lot, were just scratching the surface since weve already registered more than 1.4 million drones.

So lets talk about some success stories for keeping the ball moving forward on integration.

Last month, we saw significant approvals and actions in North Dakota, Kansas and North Carolina, all part of the UAS Integration Pilot Program, or IPP, which Secretary Chao launched two years ago. Through the IPP, nine state, local and tribal governments across the U.S. are partnering with industrythe companies in this roomto develop UAS regulations, policy and guidance through practical applications. Perhaps more importantly theyve become the match that is lighting a creative fire in the industry and in the public for what this novel new form of transportation might achieve.

North Dakota had two major IPP success stories in August. For one, Xcel Energy can now remotely inspect a portion of the power lines outside an operators visual range along a stretch of urban roads in Grand Forks. They can do this in both daytime and nighttime conditions under a one-year waiver the FAA issued to the North Plains UAS Test Site. As you might expect, there are caveats. While the operator is in a remote location, there is a person launching the drone at the remote site, and command and communication links limit the Beyond Visual Line of Sight, or BVLOS, distance to a few miles at the moment.

While Xcel has been using drones for several years in remote areas to inspect electric and natural gas infrastructure, this is the first time theyve been approved for BVLOS flights within a city. I dont have to tell this crowd the significance of the waiverits the first time weve approved BVLOS operations without visual observers in an urban environment in a Part 107 waiver.

Xcel isnt spending its money and time on a whim. The company says inspecting distribution lines with drones allows crews to get better details on our energy systems without having to put workers in the air with a more expensive helicopter or bucket truck. Drones also minimize the impact on neighborhoods and the environment by avoiding the use of large trucks typically needed for these inspections.

In Bismarck, North Dakota, we just issued a Part 107 waiver for the Highway Patrol and the Burleigh (Burlee) County Sheriffs Office to operate drones over people, another advancement in operational capabilities.

As you can imagine, each waiver is unique, and each rests on the foundation of a successful safety case that the applicant made to the FAA. Included in a safety case are the location of the requested operations, the altitude, the reliability of the equipment, and in the case of operations over people, what injuries might be caused to a bystander if the drone falls out of the sky. Approvals may also be contingent on mitigations to reduce consequences of a failure.

The safety case for a Part 107 BVLOS waiver we just approved for the Kansas Department of Transportation has several layers. The flights will inspect power lines along a nine-mile route in rural Kansas over the next few months. The approval is based on a number of safety nets: The drones will operate next to manmade structurespower lines in this casewhere they are much less likely to be sharing the airspace with manned aircraft and they will use an onboard detect-and-avoid system. The operators in the ground control system will also have access to additional traffic data.

Now lets talk about a waiver we issued in mid-August involving drones flying over moving vehicles in North Carolina. Drone maker Flytrex, working with drone services company, Causey Aviation Unmanned Inc, will use the approval to fly food from a distribution center, across a highway, to customers at a sports and recreation park. This is part of an IPP with the North Carolina Department of Transportation.

Their safety case for flying over the vehicles included the demonstrated reliability of the selected drone, and as a potential mitigation for failures, Flytrexs self-triggered parachute recovery system. Flytrex developed the parachute system using standards set by the FAA and American Society for Testing and Materials, better known as ASTM.

Those examples make clear how much practical progress were making with the IPP. When matched with the companion program, the Unmanned Aircraft System Traffic Management, or UTM, Pilot Program, or altogether, UPPand thank goodness for acronyms, right?! we are making concrete progress toward full UAS integration. We launched the UPP program three years ago to help us figure out how to do drone air traffic management.

NASA and the FAA have been working on UTM since 2015. Its essentially a set of concepts and tools that we are developing with industry to safely manage dense low-altitude drone operations. UTM is not a specific equipment system; it will be complementary to the existing air traffic management system and will not replace it. Were working closely with NASA who has done some of the heavy lifting with its UTM technical capability level, or TCL, demonstrations.

But were also running our own UPP tests and have made significant progress this summer.

In June, the Mid-Atlantic Aviation Partnership demonstrated separate BVLOS drone flights delivering packages, studying wildlife, surveying corn fields and covering a court case for TV near the Virginia Tech campus in Blacksburg, Virginia. All of the operators submitted their flight plans through a service supplier and received approval, and none were flying in airspace where regular FAA separation services are provided.

The true value of a UTM system became obvious when a simulated emergency helicopter needed to transport a crash victim to the hospital in the area where the drones were operating. The helicopter pilot submitted a request for what we call a UAS Volume Reservation or UVRthats an alert that the UTM system delivers to nearby drone operators. In this case, the deliveries were rerouted; the wildlife study, field survey and court coverage continued, but safely away from the helicopters path.

We ran similar tests in Grand Forks, North Dakota, in July, and here in Las Vegas, in early August. In both cases, either Medivac helicopters or first responders submitted UVRs that allowed multiple drone operators doing other business in the vicinity to safely accommodate the high-priority flight.

A key element of these UTM tests is having some form of remote identificationthe ability for those managing or monitoring the traffic to be able to contact the drone or its control station, or both, when necessary. We plan to publish a draft rule later this year on how we can do that.

Other regulatory advances were making include a new proposed rule we published in February that would allow Part 107 operations over people and at night. We received more than 900 comments that were now evaluating.

Thats a lot of work enabled under Part 107. But as you know, there is also a great deal of activity outside of Part 107. In fact seven of our nine IPP lead participants or their partners are applying for Part 135 certificates to be able to deliver goods. One of those participants, Wing Aviation, already received its approval in April. The Part 135 certificate requires much higher safety hurdles, including type certification for the drone and an economic authority approval by the Department of Transportation.

The future payoff for the additional safety measures and certification requirements will be in more liberalized operation. Wing, for example, will initially operate only in certain rural areas around Blacksburg, Virginia. Down the road, its likely that companies like Wing will take the lessons learned from these flights and apply them to more complex operating scenarios.

Helping with all of this is Secretary Chaos support for IPP and UPP, and a regulatory push from Congress. A whopping 130 pages of our 2018 Reauthorization covered drone-related provisions, including instructions to streamline the Part 107 waiver application process and to consider industry recommendations in other areas, a task we just assigned to the Drone Advisory Committee.

I think even the most skeptical among us would have to agree that the FAA and industry have made a lot of progress of late. Even so, were still in the crawl phase of our Crawl, Walk, Run strategy for full integration.

So what do we consider walking? More urban operations, day and night, more BVLOS flights of longer distances and multiple UAS per flight path and per operator.

Running? Im not even sure weve flushed that out yet. Earlier this summer, I would have said it was Urban Air Mobilityflying taxisthe Jetsons. Given how fast everything moves in this industry, its just possible that UAM has already been upstaged. I guess Ill find out when I walk the halls here…

In any case, walking and running are probably not that far off, especially given the hot pace weve all set this summer.

Thank you for your time. I know you guys are going to have a great conference.

Speech – FAA Administrator Stephen Dickson Swearing-In Remarks

Administrator Stephen Dickson
Washington, DC

As Prepared

Thank you for that kind introduction and thanks to all of you for being here today. Id like to thank President Trump and Secretary Chao for their confidence in me to lead the FAA during this very important time. It was an honor to receive the Presidents nomination, and the Secretarys support was vital during my confirmation process.

I would like to thank our emcee for today, Deputy Administrator Dan Elwell, for his strong, principled leadership during a very challenging time in the agencys history. Dan, you have served your country and the aviation industry with distinction, and I look forward to working with you and the outstanding team at the FAA as we move forward together.

I see so many friends, colleagues and leaders from across the aviation industry who are so critical to the safety and success in aviation we enjoy as a nation. Welcome and thank you for coming. Janice and I are blessed that so many friends made the trip to spend this day with us.

My biggest thanks are for my family. My Mom, Joy and my father-in-law, Hank Borger, both made the trip and I am thankful you were able to share this day with us.

Sadly my Dad, Bill, passed away in May about six days after my confirmation hearing. But I know he is looking down on us now with great pride.

To my biggest supporter, the love of my life, my wife, Janicethe glue that holds our family together. Honey, I know the FAA was not originally in your flight plan and that we are diverting for a few years from our intended destination. I am so thankful for your support, your encouragement and your love. I love you and appreciate you so much!

With that, I am reminded of that basic principle of military change of command speeches: be brief, be brilliant, and be gone! So lets get on with it.

The US aviation system is the safest, most dynamic, and innovative in the world, largely due to the collaborative approach to safety championed by the FAA and shared by various segments of the industry represented here today. Your presence here sends a strong message to the traveling public, to those who operate in our airspace, and to the international aviation community: that while we have earned their trust through our robust approach to safety, the job is not done. In fact it is never done. We all have to work together to retain- and in places, restore- that trust.

I am honored to join the outstanding team at the FAA. I want all FAA people to know that I look forward to working with them to ensure our aviation system maintains its proper place leading the world in both safety and operational performance. Nowhere else in the world sees the volume, complexity and pace of innovation that we have in our aviation system here in America. That certainly presents challenges, but also tremendous opportunities.

The public, and all those who work in American aviation, should know that FAA will continue to lead as a values-driven organization. Our highest and most important value is safetythis cannot be compromised. A lesson I learned in my service to our country in the Air Force, and will bring to my leadership of the FAA, is that safety is a journey, and not a destination. Its a journey that we must embark upon with renewed vigor each and every day.

At this moment, an entire fleet of U.S.-made aircraft is grounded due to two tragic accidents overseas. My heart goes out to the families of those who perished in Indonesia and Ethiopia. I want to again be clear: FAA is a safety-driven organization and safety is my highest priority. This plane will not fly in commercial service until I am completely assured that it is safe to do so. FAA is following no timeline in returning the aircraft to service. Rather, we are going where the facts lead us and diligently ensuring that all technology and training is present and correct before the plane returns to passenger service.

Throughout the U.S. aviation sector, any safety programwhether at an airline, an airport, a manufacturer or even at a regulatorhas at its foundation a just culture that places an extremely high value on front-line employee reporting.

Programs like ASAP, ATSAP, FOQA and ASIAS provide extremely valuable data that allow us to take proactive safety actions. Now you can see that I am already adapting quite well to the Washington environmentjust in that last sentence I used four acronyms! Seriously, these safety reporting programs require collaboration between the operator, the regulator and labor. The benefits of this collaboration in enhancing safety have been demonstrated time and again. We will do everything in our power to ensure the FAA promotes and walks the walk on employee safety reporting programs. And you can expect us to take actions to ensure this same philosophy permeates all sectors of the aviation system.

FAA strives to be a constructive partner with the wider industry, but we can never and will never forget that we are a regulator whose first responsibility is the safety of the flying public. FAA will seek out consensus, but ultimately will act in the best interests of the safety of the aviation system as a whole.

As we work together, it is important to recognize that we will not always agree. But you can count on me to deal with each issue with honesty, integrity and from a standpoint of mutual respect. My team at the FAA will, too.

Maintaining the highest levels of safety while adapting to technological advancements will be a key part of our success. The rate of change is something that will require the focus and attention of the FAA and all aviation stakeholders. Innovation, automation, new entrants coming into the systemyou see it every day in the headlines. To be successful as a regulator and air navigation service provider, the FAA must be able to operate ahead of that rate of change. I will not allow FAA to be bureaucratic or to ever accept the inertia that can be so prevalent in large organizations. Our mantra must be continuous improvement, because what we did yesterday will simply not be good enough tomorrow.

It is such a privilege to stand before you today with the opportunity to lead the premier aviation authority in the world. Id like to thank the Secretary again for her support, advice, and leadership of this Department. Im grateful to the President for this nomination and the opportunity to serve our country again.

I am honored to be able to help write the next chapter in the history of the FAA. Im excited to come on board and roll up my sleeves, and am humbled to work with all of you and the team at the FAA. I believe our best days are ahead of us.

Thank you again for being here today.

Speech – AirVenture 2019 Meet the Administrator

Acting Administrator Daniel Elwell
Oshkosh, Wisconsin

Remarks as Delivered

Thank you for that introduction Jack.

This is my sixth AirVenture and my second time here as Acting Administrator.

What a privilegeto be on stage at the Theater in the Woods, in the great State of Wisconsin, at whats become the greatest airshow in the World, bar none.

Wow.

For me, AirVenture is the perfect marriage of innovation and passion a pure love of things that fly. AirVenture is also the perfect marriage of old and new; past, present and future.

We aviators are able to embrace the next new thing without losing our reverence for what got us here.

Like you, I get goosebumps when those big radial engines and Merlins resonate and rumble into the sky.

Im left speechless by the aluminum overcast of the airshow every afternoon,

And I never tire walking among the 10,000 flying machines of all shapes and sizes that decorate the airport turf, each one reflecting the unique character and qualities of its owner, often waiting nearby to proudly share his or her story.

I too have a story to tellnon-fiction of course. Its a story about the FAAs work for the GA community and three outstanding members of that community, the winners of this years General Aviation Awards.

Theyll join me later on stage. The awards are presented by the General Aviation Awards program, a cooperation between the FAA and industry.

My story starts with a very exciting development for GA.

As you know, several years ago we overhauled the old prescriptive Part 23 aircraft design rules with performance-based rules and we also offered new policies like NORSEE (which stands for non-required safety enhancing equipment) so that owners of legacy Part 23 aircraft could more easily acquire and install safety equipment like AOA sensors.

But Part 23 Reform and NORSEE are just warmups for MOSAICthe Modernization of Special Airworthiness Certification program -that were working on.

This is a big one. Weve been talking about it for several years, but when Congress last year asked us to change the rules so that drone builders could use light sport-type consensus standards, we saw a great opportunity to kick it into high gear.

Here are just a few of the benefits for seven aircraft categories were looking to modernize:

For light sport aircraft, well be able to do things like safely bump up the maximum weight so that instructors can now have some margin when flying with guys like me who like brats and beer a little too much.

They will also be able to have four seats and an electric motor.

For experimentals, if theyre not actually doing experimental work, theyll likely fit into a more appropriate Special Airworthiness category.

Say goodbye to those lovely big EXPERIMENTAL stickers.

For legacy Part 23 aircraft, an owner of a small plane that is not using it for commercial purposes, will be able to exchange the standard airworthiness certificate for a special airworthiness certificate.

That means the owner will be able to install lower-cost safety equipment the kind that is widely available for the Experimental market without an STC or 337.

There are tradeoffs of course like new operating limitations.

As I said, you would not be able to use it for compensation or hire, and you probably wouldnt be able to take it into Canada. For many owners though, the benefits will far outweigh the limitations.

Its not a free pass to do whatever you likeyou still have to do quality work.

Take it from a mechanic whos seen it all. Not me, Dave Monti, the winner of the 2019 National Aviation Technician of the Year.

We asked Dave what we could do better in the maintenance area to improve GA safety. His answereducation for what owner/operators can or cant do to their certified aircraft.

We see a lot of owner maintenance that is just poor, Monti told us. That kind of intel is essential for us as we craft new rules.

Dave is also a pilot. He first soloed in 1962 at the ripe old age of 16 in an Aeronca Champ AND a Beech Bonanzaand hes been flying ever since.

Along the way he started a maintenance business. 40 years and 8,000 flight hours later, hes at the same maintenance company.

I cant say exactly when the MOSAIC proposal will come out, but it will be worth the wait. And its not just me saying it. Jack will tell you MOSAIC is a huge priority for EAA.

Its definitely a high priority for the FAA too, but its not our number one. Thats safety. Always has been. Always will be.

Safety is the second part of my story.

You all know that some of the very same traits that make for great pilots being goal-oriented and mission-minded are behind many of the accidents weve seen for all too long in GA.

Wanting to complete the mission can result in tunnel vision and risky decisions.

To be sure, our collective focus on the issue has resulted in a reduction in the fatal accident rate by approximately 20% from 2009 to 2018.

But heres the bad newsOur preliminary data for 2018 shows that the GA fatal accident rate will be slightly higher than it was in 2017.

Were still well below our overall fatal accident rate reduction target of 1% year-over-year, but I think we can all agree 2018 is not the direction we want to be heading.

For my part, I will be convening a government-industry GA Safety Roundtable this Fall in Washington.

Well bring to the table our perspectives on the causes of the increase in GA fatalities, and well look for ways to effectively address those causes.

Interventions will be targeted, and based on data. And well work with you and with industry to voluntarily make the changes that need to be made basically the same approach the airlines have taken.

We really need the general aviation communitythe people in this roomto step up with your can-do attitude and work with us and industry to figure this out and turn it around.

Weve already got an infrastructure in placewe formed the GA Joint Steering Committee, or GAJSC, precisely for this reason to combat fatal accidents.

The committee made up of the GA community, industry and the FAA analyzes data and develops consensus-based training, procedural and technological approaches to target problem areas, the worst of which has beenand remainsloss of control.

We also provide, through the FAA Safety Team, continuous training opportunities and a Wings program designed to get pilots to learn and stay proficient by fine tuning their flying skills.

We have one of the FAA Safety teams finest here today, Karen Kalishek (CallisShek). Shes our 2019 FAA Safety Team Representative of the Year award winner.

Karens a full-time flight instructor whose passion is emergency preparedness as a way to prevent accidents.

She says that on her flight reviews, shell do something unexpected with the goal of eliciting the proverbial deer in the headlights look from her clients as they become startled.

Its no secret that many pilots will avoid an instructor like Karen when they venture out for their preferably boring biennial check.

But what Karen is offering is precisely what happens in the real world something unexpected that will cause the unprepared pilot to freeze up and possibly make a bad decision.

Another safety resource that Karen is passionate about is the FAA Wings Program. On the web at FAA Safety dot Gov.

As I said, its chock full of relevant training materials and its free. Sign up and start taking classes and attending seminars and using it for your flight reviews. Youll be a safer, more knowledgeable pilot because of it.

And theres a new sweepstakes where well be giving out at least $10,000 a year in prizes.

You enter the pool of potential prize winners every time you finish a Wings phase, or for instructors, any time you sign-off a Wings phase.

Another firm believer in the Wings program is our CFI of the Year, Gary Reeves. He signed off 5,000 Wings credits last yearthats an average of 14 a day.

You can attend his free courses here at AirVenture for credits, and in fact there are loads of presentations here that will get you credits.

Unfortunately, at the moment, both Gary and Karen say there are too many pilots who dont even know the Wings program exists.

Thats something all of us here can help with lets get the word out about Wings and other safety initiatives to other pilots you know who are not as engaged.

Heres another safety effort I want to promotethe FAA is working on a plain language, sensible retooling of the NOTAM system that will work better for you.

I promised you last year that wed do it, and Im a man of my word.

Were going to fix it and were going to take your advice as we do it.

Part of the fix will be to either redesign the existing Notam information management system, or start from scratch on a new one, with single technology gateways for entering, processing and retrieving Notam data.

And we cant forget about the contributions technology is making to improve GA safety.

We have deployed advanced technologies like ADS-B Out and In to boost situational awareness for pilots so they can do a better job with avoiding mid-air, controlled flight into terrain and weather-related accidents.

In the event of an accident, first responders can very quickly get a bead on your location based on ATC-provided ADS-B information.

We have a new study quantifying the safety advantages that pilots get when they equip with ADS-B OUT and ADS-B IN, including moving map displays.

We found that aircraft using the technology in the contiguous US experienced 50 percent fewer mid-air, CFIT and weather-related accidents between 2013 and 2017 as compared to unequipped aircraft.

That translates into 36 avoided accidents over that time period.

As equipage increases, we expect the accidents avoided by using ADS-B to increase significantly.

Ill speak a bit more about ADS-B when Jack and I talk a little later.

So on to the final part of my story I promise firing up the next generation of aviation and aerospace professionals.

Demand is high. Here in the U.S., some analysts say well need more than 100,000 new pilots over the next 20 years, but our numbers are shrinking.

Already we have about 30% fewer private pilots and 20% fewer commercial pilots than we had a decade ago.

There are other reasons we need more pilots they develop skills that can translate to success in business and in life.

Pilots are self-starters and go-getters and goal-oriented people.

We want to get from point A to point B by the most direct and expeditious route above the earth, and typically with the blue side upwell, you acro people might see it differently But those are admirable traits for any new generation.

Where do new pilots come from? One of our award winners, Dave Monti, took a very traditional route, soloing at age 16 and never stopping.

But Karen and Gary took quite different roads. Gary was a paramedic who then operated a pet ambulance service yes, I said pet ambulance

He dabbled with flying as a hobby before selling the fluffy 911 business. He then became a CFI at age 36 and now calls his specialized flight instruction service his dream job.

Karen was a bank executive, graduate school teacher and globetrotting consultant in 35 countries before getting her private pilots license. at age 50.

She says starting to fly later in life helps with being patient with students and all that international experience has paid off in being able to better understand diversity in talents and skills of her students and clients.

Their stories are an inspiration to others. Think about the folks you see at the airport fence with their kids or grandkids, who look longingly at the sky and are probably thinking, You know Ive always thought about being a pilot some day.

Why not reach out and tell them that some day can be today. One of Karens students is in his mid-70s.

And its not just pilots, mechanics and flight attendants we need a new workforce for the entire aerospace industry.

One of my highest priorities at the FAA is to bring new, well trained men and women into the aviation system.

Back in DC, we are working internally to double down on our Science Technology Engineering and Math (STEM) outreach efforts, and have established the FAA Aviation Workforce Steering Committee to focus on these efforts at the agency level.

Wherever you stand on this, one thing is for sure:Unless and until each one of us takes an active and personal stand on getting kids interested in aviation and STEM, the pipeline will run dry.

OkIve had my say, and then some. Lets get our winners up here for their awards.

Please join me in congratulating:

Dave Monti of Gardnerville, NevadaNational Aviation Maintenance Technician of the Year

Karen Kalishek of DePere, WisconsinNational FAA Safety Team Representative of the Year

And Gary Reeves of Decatur, TexasNational Certified Flight Instructor of the Year.

These folks embody the very best of the aviation community and we at the FAA thank them for everything they do to make General Aviation a better, safer and more vibrant community.

Lets give them a big round of applause.

Speech – Uber Elevate Urban Air Mobility Summit 2019

Acting Administrator Daniel Elwell
Ronald Reagan Building, Washington DC

Thank you for that kind introduction Nikhil. It is awesome to be here, soaking up the energy, creativity and innovation of a brand new form of transportation.

I find your vision for the future to be refreshing…invigorating even. And thats not easy to say, coming from where I come from.

We at the FAA have historically been a bit reticent to welcome new entrants in the National Airspace System, but that is changing rapidly.

It has to change, because this kind of energy, innovation and vision is what will fuel the future of aerospace, and frankly, get the next generation of kids interested in taking part.

They see innovation as a Tesla roadster circling the sun blasting David Bowie…or rocket boosters coming back and landing softly on the earth;

or drones delivering popsicles, or slipping the surly bonds of traffic in a flying taxi.

Hey… lets face it…you guys make aerospace cool again.

The energy you bring is also helping us at the FAA become more responsive to a rapidly evolving aerospace industry.

Gone are the days when we could ignore an entrant that was radically different. Nowadays, we either evolve or we get left behind.

We learned that the hard way when UAS technologies and an entirely new industry sprung up practically overnight and we werent ready for it.

Were sort of caught up now, but we are also determined not to let it happen again.

Thats why were out in front with urban air mobility, or UAM, working with the industry and with NASA to make sure we get it right.

Time is short companies are already testing a variety of vehicles both in the U.S. and abroad, some with passengers.

These two movements UAS and UAM really bring into focus how fast everything is changing now compared to earlier in my aviation career.

It doesnt seem possible that when I started flying as a C-141 pilot in the Air Force only 30-some years ago

yes…I realize that for a lot of the people in this crowd, 30-something years is like forever

But, when I started flying we had a dedicated navigator who would look through a small porthole in the top of the flight deck with a sextant.

Yes, a sextant. Its essentially the same equipment that Magellan used hundreds of years ago to look at the stars and get a position fix on the high seas.

Well, we got rid of the navigator and his medieval sextant in the 1980s when we ushered in the age of inertial navigation.

And soon after, computers and advanced systems design made flight engineers obsolete, leaving a pilot and copilot.

The pace of change picked up in the late 90s with the introduction of GPS, which greatly simplified navigation.

When GPS was combined with sensor and actuator miniaturization, more computer power and lithium-chemistry batteries, the unmanned aircraft revolution kicked into high gear.

And then some very bright minds saw too many people sitting in traffic and thought we can take all this technology and create a better way to move around cities-UAM.

Look what you collectively as an industry conceived and are currently working on.

These are some of the most exciting innovations and developments in aerospace since the Wright Brothers, and its all taken place over the course of a few short years.

Everyone is riveted by this. But then I put on my FAA regulator hat and now Ive got something new to keep me awake at night.

You see the ideal way of transporting people across cities. I see car-sized vehicles with multiple rotors hanging over dense urban areas.

Thats the challenge taking an industry of incredibly bright minds and fast-moving technology and joining that with a regulatory agency that wants innovation, but only if it can be safely brought into an urban environment.

Its why we have come up with the crawl, walk, run analogy.

As I said earlier, the FAA can no longer just say no to a new entrant. We are evolving and quite rapidly for us into a more responsive regulator.

And just like with technology, the pace of our evolution is accelerating.

Back in the 80s when I got into the business, it was not unusual for the FAA to take five or six years to write a rule do you have the patience for that?

It was fine to take 10-12 years to develop and certify a new aircraft type do you have the patience for that??

As you know, today, with the tech eruption that is coming to the aviation world, product cycles can be measured in months.

We dont have the luxury of so much time any more, but we have to ensure that safety is paramount. That cannot change.

So how do we do that?

We become a data-driven oversight organization that prioritizes safety above all else.

To do safety right, you have to start with a safety culture. A good safety culture produces the data you need to figure out whats really happening.

If we know about errors, we can fix the processes that led to those errors.

A safety culture demands that we infuse that safety data into all of our processes from top to bottomin a continuous loop.

When you think about how far aviation has come in a little more than a century, its hard to argue the point.

Weve gone from barnstorming to a safety record that is the envy of all modes of transportation.

We evolve in our rulemaking by transitioning from prescriptive to performance-based rules.

A few years ago, industry helped us modernize Part 23 airworthiness standards for how we certify small aircraft.

Performance-based rules will ultimately form the backbone for how UAM vehicles will be built.

For new entrants, we started with our legacy regulatory framework but have evolved to an operations first approach where we use existing rules where we can, and derive new rules where we need. As usual, safety is the primary concern.

Integrating UAS into the National Airspace System is a good example. Our process is simple: Get the data to assess our risks and then create useful regulations, policies and guidance where needed.

As a point of reference for how fast this industry is moving, the FAA has been registering manned aircraft for 92 years, and after only four years of registering drones, weve got four times as many on the books.

The UAS Integration Pilot Program, through a variety of demonstrations, is helping us capture data. Its also paying dividends on the investment side.

Recently, the FAA granted the first air carrier certification to Wing Aviation, a commercial drone operator.

Wing is doing beyond-visual line-of-sight package deliveries in rural Blacksburg, Virginia, using existing rules.

What happens next is that we gradually implement new rules to expand when and how those operators can conduct their business safely and securely.

Weve just closed the public comment period for proposed new rules that would allow small UAS to operate over people and at night.

On the horizon are rules for beyond visual-line-of-sight operations the Holy Grail of UAS rules.

To manage the traffic, were working with NASA and industry on a highly automated UAS Traffic Management, or UTM, system.

Even though were in the crawling phase of our crawl, walk, run path to full integration, were seeing positive impacts small drones are already changing the landscape of our economy and society.

And here are a few examples:

In San Diego, the Chula Vista police department and CAPE, a private UAS teleoperations company, are using drones as first responders to provide aerial views for officers to document accident or crime scenes, and search for missing persons.

Since October, they have launched drone first responders on more than 500 calls in which 67 arrests were made.

And for half of those calls, the drone was first on the scene with an average on-scene response time of 96 seconds.

Equally important is the 75 times that having the drone there first alleviated the need to send officers at all.

In Kansas, the State Department of Transportation showed us how to use drones for power line inspections and precision agriculture.

The Choctaw Nation of Oklahoma is using them to bait feral hog traps.

In North Carolina, they delivered blood samples to a lab for testing.

Drones delivered automated external defibrillators in Reno, Nevada, and inspected airport ramps and perimeter fencing in Memphis.

I have a strong hunch that the benefits we discover with Urban Air Mobility will be no less extraordinary.

NASA will again be our partner in this area with their UAM Grand Challenge planned for next year.

The Grand Challenge is about bringing the best and brightest minds from government and industry together to begin live testing of carefully designed scenarios to show how a variety of vehicles and airspace management systems will or wont work together.

And most importantly, to gather data.

Thats crawling. Were not ready to walk or run yet.

Walking and running will require that these highly automated or autonomous vehicles and systems meet the FAAs and the publics safety expectations for aviation when they buy a ticket…and as weve discussed, those expectations are very high.

We understand your desire to sprint out of the starting gate, but you have to understand our safety mandate.

Lets begin this integration by working with industry to start crawling, with low-risk operations in remote areas, gathering data and evaluating safety all the while.

When were ready, well systematically graduate to high-density urban areas with semi-autonomous operations the walking phase.

And, eventually, the system will mature to fully autonomous operations in busy urban airspace running.

And thats where given the level of safety that we have in the National Airspace System we cant fail.

Achieving this final state for a radically different new entrant will be an evolutionary process. It wont occur overnight, but it also wont take as long as it would have with yesterdays FAA.

Heres my challenge to you today: Shoot for the stars the commercial aviation safety record.

In the past 10 years, there have been more than 90 million commercial flights in our NAS, carrying more than 7 billion passengers, with one fatality.

Thats a safety record thats hard to get your mind around in any human endeavor, much less one where youre carrying humans in highly advanced aerospace vehicles at 500 mph, 7 miles above the earth.

You are working to become part of an elite club…commercial aviation. Work hard.

To be part of the safest mode of transportation on the planet, your operation must become synonymous with safety.

Thats the only way to fully exploit the energy, creativity and innovation of this exciting new industry.

Thank you all.