aviation safety. the event highlighted employee training and recent near collisions on airport runways. se. -- >> good morning. [laughter] -- [applause] >> i'm glad to see a full house of overflow crowd on a very full day on a very important subject. i appreciate everyone gathering here. i want to start by acknowledging and thanking our faa acting administrator, for his work, and >> i'm glad to see a full house of overflow crowd on a very full day on a very important subject. i appreciate everyone gathering here. i want to start by acknowledging and thanking our faa acting administrator, for his work, deck with our partner. and i want to thank everybody who is here participating across the public sector, industry, labor, all of our stakeholders because, we are dedicated -- to bringing us together, and the summit is strengthening safety. america has the safest most complex essays -- a system of the world. because of the standard that we hold oursees to, we never settle, and when we see an issue we swiftly find ways to address them together. that's why we've asked people to come here today. and while u.s. aviation remains an exceptionally safe routes of travel, whether you compare it to other routes, places, or other times in history, we take nothing for granted. and we have seen an uptick in serious close cal, that we must address together. initial information suggests that more mistakes than usual are happening across the system. at runways, at gates where planes are pushing back, on control towers and flight decks. today is about the entire system which means it's about all of us. this is a key priority for the faa, for the entire department and for the administration, i know it is for everyone who is gathered here. that is why we are not going to rest easy with the past to success. we are going to consistently look for ways to enhance safety, including efforts that we already have underway like rolling out the taxiway prediction arrival procedures. moving forward with the air force's safety management system rules and more. rather than tell anyone hear why this matters so much, the compelling advocacy of those who lost loved ones in 2009 on continental flight 3407. and on hawaiian flight 610, and on ethiopian airlines flight 302. it will remind us of what is his -- what is at stake and will guide our critical safety mission. as the ntsb and faa continue to investigate, we cannot wait for the next catastrophic event, to seek the warning signs of today and fully determined the -- contributing factors. we know as long as technology and people and society continue to change, in perpetuity, we need our safety systems and our safety culture to evolve and adapt to those changes. as you are taking on this important assignment, i hope you remember our predecessors who came together to overhaul and enhance aviation safety culture and systems in the late 1990's. by the very nature of safety work, we will never know the names of all of the people who are going about their lives today because of accidents and crashes but did not happen. thanks to aviation leaders who knew that the safety record of their day was not good enough. and of course, those who did that, before today were working from a very different starting point. as we do our work in our time, we are going to reflect that seems era of collaboration and service of a shared goal which has been the foundation of this sectors safety record for decades. so today and in the weeks to come, we ask you to help us address a number of questions. what is showing in the data, and what is missing in the data? what are the root causes of the incidents that we have seen? what is working well that we need to remember and continue to maintain and reinforce? what are some of the new steps that need to be taken? what roles and responsibilities do we each have in making these changes? as our aviation system evolves, are our current stems protecting the most important part of our aviation system which is our people. and beyond aviation, can we learn from other high-stakes industries whose work forces have also gone true dramatic changes during the pandemic. today's summit will be the first in a series of coordinated events and actions all part of the call to action that we put out last month. that includes aviation safety info meeting at the end of the month and a cast meeting on april 6, all of which will inform our new safety review team. avh asian -- aviation has to be about safety first. and moving within that framework. that's why we get -- why we keep the u.s. aviation system the safest in the world. and so that a motor transportation system that consists of propelling millions, dozens and hundreds at a time through the sky in a metal tube at nearly the speed of sound several miles above the earth is somehow also the safest mode of transportation that we know. that is what we marvel at, but will we dare not take for granted. and that is our mission. i have no doubt that we will succeed in meeting that nation -- meeting that mission, with your help. i want to thank you for the service that is convening here and everything that we do to follow up. and i will continue to engage with you in the days weeks and months and years ahead. thank you so much. [applause] good morning, thank you secretary buttigieg, not only for your interest but for your leadership. thanks to all of you for being here. i am pleased to see so many familiaraces in the audience, and to know that you are taking time to join us today, for this safety summit. when i called this gathering several weeks ago, it was because we had seen as the secretary mentioned an uptick in incidents across the evasion system. in the intervening time we have experienced additional incidents, including on runways, terminal areas and even unruly passenger incidents that continue to defy logic. i think i speak to all of us when i say that, and certainly for the traveling public, when i say that these incidents are concerning. they are not we've come to expect during a time of unprecedented fety and the u.s. transportation system. the question is, what do they mean. many yea ago, while i was learning to fly, one at the first lessons that my first instructor taught me was to listen to the aircraft. what is it telling you. that was a very important lesson that has stood with me throughout my entire career. and today, that is what we are here to find out. what is the system telling us? as the safety community, we must pay attention of the -- to the events of recent months and what the system is trying to tell us. i am honored to be joined in this session with someone who will help us facilitate a conversation which i hope will help us reframe our thinking. this session will be followed by specific recount sessions designed to allow our various stakeholders to dive deeper into specific areas and have frank, open discussion. one of the hallmarks of aviation and people who pursue and -- a life in this industry is a willingness to question conventional wisdom and always be looking to advance safety. as i mentioned in my call to action, the biggest mistake we can make as an industry is to become complacent. as a safety professional, if you are culble, it probably means you are missing something. in that light, my colleagues at the faa and i have brought l of us together. there is no question that aviation is amazingly safe, but vigilance can never take a day off. we must ask ourselves difficult and sometimes uncomfortable questions. even when we are confint that our system is sound. we recognize the desire to me maximum use of desirable runway and aircraft capacity toeep the system room -- running smoothly and on time. in the light of these recent close calls, andven in the most routine of go arounds. we are -- are we emphasizing efficiency over safety? how much can we attribute it -- to the pandemic? since 1997, the aviation industry has madenormous strides in --enabled us to reduce the risk of a fatal accident by 95%. instead of reacting to accidental incidts after the fact we are getting better at scouring the data for precursors that allow us to identify a scent event before it manifests itself as something more serious. that's an amazing accomplishment. i believe that historians will look at the strides we've made as one of the greatest successes of the modern transportation age. we must also ask ourselves if the process is nimble enough to help us reach a goal of eliminating the rare but still concerning incidents we've seen recently. before we get started, i appreciate the messages of support and cooperation i've gotten from many of you in this room today. american aviation safety net is strong. our goal, our obligation is to so those threads even tighter. i want to encourage you to come into the sessions with an open mind and i want to hear from our stakeholders about concre steps that we can take in the near to midterm to makehe world's safest transportation systems even safer. i want to take a moment to acknowledge our current safety board chair who has joined us today. as we all know, the ntsb has taken its own independent look into many of these issues and we are appreciative of all the work that the incredible team does. with tha i would like to ask to have a few words before we get started with our panel. [applause] >> took me a while. i had foot surgery. have you seen brad here? brad and i have matching the rollers. they are on the stage. if you'll notice, mine is my right foot. his is hiseft. we did hustle over recommendations issued by the sts b. we will talk about it later. thank you so much for having me. i appreciate it. i could call you acting administrator but i think jennifer is most appropriate. i appreciate all of your dedication to safety and the secretaries. lame robert. he trains me. i don't know what to tell you. with that, i do think the u.s. has a lot to be proud of. i'm going to adjust this. i think it's probably hard to hear. we are currently enjoying a record level of aviation safety. that doesn't happen overnight. it certainly doesn't happen by chance. a safety record like ours is the result of years, decades of intentional effort. the critical efforts of everyone in this room, from operators, manufacturers, labor unions to private aircraft owners, pilots. the faa, the ntsb, and the media. you've all contributed to our reputation as the global gold standard. we can't take that for granted. i agree with the secretary and billy when he says that. i often hear, intent of the last 12 years, there have been no airlineassenger fatalities. that's true. but the absence of a fatality or an accident doesn't mean the presence of safety. let me state that again. the absence of a fatality or an accident doesn't mean the presence of safety. there's always more we can do to impre safety and we can't forget tha we can't forget those who did die. because people did die ithose 12 years. not just in 121, but also part 91. the ntsb never forgets. not a single life lost. zero is and always will be our goal. [applause] and i know it's many of yours as well. in calling for the safety summit , a call to action. now is the time to stare into the data and ask hard questions. i couldn't agree more. there have been far too many close calls and near collisions recently, any of which could have had devastating consequences with lives lost. the ntsb is currently investigating six runway incursions since january including one at austin where the aircraft came within 100 feet of each other, endangering the lives of 131 people on board the aircraft. the two planes in burbank were within 300 feet of each other. we are also investigating to wrong runway landings that happened last june. e was a cargo plane in full so with two crew members on board. the other was a passenger flight in pittsburgh or 174 people were at risk. we are investigating two significant events that occurred in december on the same day, both in hawaii. one was a severe turbulence incident that left 25 people injured. in the other, the aircraft came within several hundred feet of hitting the pacific ocean. these recent incidents must serve as a wake-up call for every single one of us. before something more catastrophic occurs. before lives are lost. too often, we've seen the federal government and industry ask after an accident, after lives are lost, once the headlines are made. the congressman who was my boss and a big champion for aviation safety said, called that the tombstone mentality. our entire mission at the ntsb is to prevent that next accident. that's why we look atncidents which is especially important in this moment. this is a real challenging time for the industry. the industry is ramping back up from the pandemic during which a number of people including my friends were either retired or laid off. a new workforce is coming and that needs to be appropriately, adequately trained. some who were out during the pandemic also need retraining. our airspace, the most complex in the world, about to t even more congested. drones, air mobility, even more commercial space launches and reentries. there's a question i'often asked when i give speeches. what keeps me up at night? what keeps me up at night is the next family that i have to talk to when we go on scene to investigate an accident. it's that next family. it's also the investigators that i talk with on scene say, you seen this before. we've issued recommendations on this. they haven't been active those recommendations could have prevented this. it's heartbreaking. it's especially heartbreaking for investigators when they see that. e ntsb has issued seven recommendations on runway collision that have not been acted upon. one is 23 years old and still approprie today. technique should -- technology warning pilots of an impending collision. how many times are we going to have to issue the same recommendation over and over and over again? when we do, and sometimes we get the response that it costs too much. i'm very psionate about safety so i'm going to ask you to think about this. what is too expensive? think about your loved one do they deserve a price tag? your spouse, your children, your best friend, your mom, your dad. that's who we are talking about. the ntsb held a form in 20 f -- 2017 on f8 and current. there were wonderful presentations. with the faa highlighting pilot deviation and communications as key concns. so where are we six years later? what has happened? we have the data. we have the data. we know that there are about 1500 to 1700 runway incursions annually. the vast majority of those are low to no risk. there are some that are risky. and only tes one. it's only at 35 airports today. eating of runway. the six from this year that i mentioned all have o thing in common. voice recorders were all overwritten. the cvr's only need to record two hours of audio before they areverwritten we've recommended 25 hours. 25 hours cvr's don't just help all of us learn from accidents and incidents. health operators improve safety. europe has mandated 25 hours on new aircraft for over a year. we should do the same. 've recommended that we retrofit certain aircraft with 25 hours. i don't understand why it is so controversial. both are recommendations stemming back from a 2018 almost tragedy. so we are still waiting for action. let's talk about turbulence. the most common accident involving air carriers. it's especially dangerous for flight attendants. turbulence accounts for three out of every four flight attendant injuries. we issued a report in 2021 to prevent turbulence related injuries. it had 21 new recommendations and four of them were reiterated from weather reports, to increase events, the need for flight attendants to be seated during for -- certain phases of flight. the need for parents to secure children under two in their own seat with an faa approved child restraint system. [applause] all 25 turbulence recommendations remain open. addressi these and smany other issues is how we make our skies safer today. aviation is safe. tragedies still occur. that can't be downplayed. we have to address those. the time to act is now. we have lots of plans discussions today and i'm excited to listen to everyone. we also need planned action. billy challenged us to examine everything, from the u.s. airspace system structure, culture, proceing, systems, to the integration of our safety efforts. he challenged us to ask the har questions. everyone in this room needs to ask ourselves the hard questions. that applies to me, too. it applies to the faa and others. all federal agencies here today need to act or get what are we doing -- aree doing everything possible to make our skies safer? we've been asking ourselves that very question at the ntsb. over the past year, we've been holding a series of safety summitof our own where we invite stakeholders from all modes of transportation to give feedback about how the ntsb is doing. what could we do better? how can we better improve safety? we have one more safety summit left on aviation and we are targeting mid april. stay tuned. all that to say, we are asking ourselves the hard questions. we all should. our gold standard of aviation safety depends on it. passengers depend on it. air traffic controllers depend on i. dispatchers, mechanics, ground crew, flight attendants, and so many more. and so to their families. thank you. [applause] >> tha you for those words and reminding us what's always at stake here. i'm going to say to the audience and to the flying public, our system is incredibly safe. if we were to pull down this aphic, partf what you would see, you would notice five dots up there. and the time we've been sitting here today, we have flown just over 3.2 million flights ts year today. on any given day, we have 45,000 flights with a 1.7 to 2.4 millioneople. nely one billion per yea our system is incredibly safe. but that isn't by accident. it's because we are willing to stare into everything that we see and say, is there something that we missed? look around this room. it is because we are all willing to ask ourselves that question. i appreciate the chairs points. are looking forward to an engaged conversation. i want to introduce our panel today for everyone. first, jason ambrosi, the president of the airline pilots associion which represents more than 6700 airline pilots in the united states and canada. he is a qualified and rrent pilot flying internationally at delta airlines. jason began his career as a regional pilot in atlantic southeast airlines. hired delta in 2000, just 18 months prior to 9/11. he was among the many pilots who we furloughed after the attack. he's also an active general aviation pilotnd a certified flight instructor for single and multi engine aircraft. welcome. [applause] nick calio is someone very familiar to thaviation world. he joined what was the air transport association in 2011. he has made indelible changes not only to the organization he now leads but on the industry he now represents. ior to coming to e aviation industry, he had already led a distinguished career. i won't go through alof it. among other things, he led the worldwide government affairs for citigroup as part of their senior leadership team. he also served as the white house liaison to congress under two presidents, george h w bush and george w. bush. nick is a native of cleveland, ohio and has received many honorsnd recommend -- recognitions. thank you for being here today. [applause] brad hopley is the ceo of american association of airport executives. he is the world's largest profesonal organization representative. his 9000 rep -- members represent hundreds of cpanies and organizations that support the airport industry. he's only the third ceo in organization history. if i do the math, that's about 30 years each. that's a lot of time. he joined aaa in 1991. prior to becoming ceo, was responsible for overseeing the association's interactions with congress and the executive branch. welcome today. [applause] -- is serving his first three-year term as the seventh president of the national air traffic control association. he was elected and took office on sepmber 1 2021. rich previously served as national executive board at the eastern regionalice president from 2018 to 2021. he began his control -- career as a controller in 1997 before transferring to washingtonn 2001. he spe most of his career serving including four terms as washington center facility representative prior to being appointed as the alternate regional vice president. welcome. [applause] ed bolin became the president and ceo of the national business aviation association in washington, d.c. on september 2004. prior to jning, he was president and ceo of the general aviation manufacturers association for eit years. in 2001, he was appointed by president bush to serve as a memb of the commission on the future of the u.s. aerospace system. he's a former chairman of the faa's management advisory council. currently a member of the board of directors of the national aeronautics association and serves on the aca -- aviation association board. welcome. [applause] came black served as president and ceo of the regional airlines association and has led the organization since february of 2015. in her role, she leads an industry trade organization representing 18 north american regional airlines and 80 associate members. with more than two decades of experience in policy, leadership, business development and management, she has served the raa 1998. she was formerly senior vice president of government affairs, member of the transportation research board, and was in a working group on small community air for data service. thank you for being here this morning. that bring me to michael moderator for this panel. robert tim walton. robert is the executive director of the center for aviation and aerospace safety in daytona beach. he previously served 15 years as a board member, vice chair, and chairman of the national transportation safety board. robert was a fierce advocate for improving safety in all modes of transportation. he was a pilot for 32 years including 24 years with peabody airline and us airways. he accumulated 14,000 hours. following his airline career, he managethe corporations aviation department. he chaired the airline pilots association human factors and training group and cofounded the associations critical response program. he spent eight years as a consultant at nasa's aviation safety reporting system and has written extensively on aviation safety matters. robert, thank you for joining us today. with that, i'm going to ask you decide a few words. we will get things going. [applause] >>hank you. hi. thank you. i really did have some things to say. frankly, it's all been set already. anyway, great job. you did a good job. what we are having here, i look at it as a human body having a fever. it is something that is signalings that something isn't exactly right. so i think we are here today to really listen as much as anything. again, thank you for pulling all this together. so i will start out with the questions. i think the way we've got this set up. there are a couple of things we want to cover. the resilience of national airspace the mitigating risk. the pressure on the system. let's start out with the theme of resilience. before we do that, i wanto ask a question to everybody on the panel to get that is, basically, what the heck is going on out there? we've been having a recent state of undesirle will events. what are these events trying to tell us? why don't we just go around and starwith nick. they airlines perspective. we will go around and then w will from ron who has ordered these in a certain way. i will go ong with ron's preferred order. [laughter] rhonda has done a great job of pulling this together as well as your entire team so nick, from the airline perspective, what's going on out there? >> we are trying to figure out what's going on. thank you for putting this on and everyone for being here. it's always great to go first. i thought you were going to ask me what kept me up at night. [laughter] anyway, we have the safest system in the world for good reason. constant self-evaluation always going on. our members look at data, agegate data, and then incidents like that occurred. i don't want to speculate a lot what's happening there because they are all under investigation. we are trying to determine what's going on. is this a trend or a pattern? if so, what can we find out to use as a predictive tl to stop it? that's why we are here today. i think the breakout sessions will get into that in more detail. >> great. thanks. >> i want to echo what nic said. i'm admiring of the fact that we are all here today. the last time we had a safety call to action was after a series of accidents. today, i give you the credit because we are here after a series of incidents. i think that shows us how far we've come on our journey. we all talk about this and take this continuous journey. we've made a lot of progress. it has also served as a warning call. we can't allow ourselves to become complacent. i think a large part of the reason our system is s safe toy is that we don't guess. we wait fo the data. we are all waiting for the data. but we don't need the data to tell us that the system, the signals are blinking caution for us. we do welcome that feedback. as we wait for the data to come out, i think we don't need to wait to redouble our standards of professionalism across the industry. and work together as partners to sehow we can continue to advance further. >> we heard from the major carrrs and regional carriers. we would like to turn out to the airports. >> thank you. thank u for being here. thank you for pulling this together. the program administratowhere to committed to safety over the course of his tenure of leadership. thank you. the system is safe. we need to pay very careful attention always to hit that 99.999 level of safety. one of the challenging things we will talk about later is ramp-up in the workforce. we have lots of new entrant workers into the system. lots of folks who exited for a time and have come back. all of those folks need training , either as first-time people in the system or folks who need that muscle memory to kick back in after a time of being away from the system. so we are very focused on training, on workforce issues. i hope we will have a chance to >> talk about that. > fantastic. thank you. jason. a pilot for many years. worked for 17 years. would love to hear your purse -- perspective. >> thank you for putting this together. it is needed. were in the safest time in history right now. a lot of good work came out after flight 3407. we continue to mark forward. we can't be complacent. we have to continue to look at what's going on. data shows that safety is there. these incidents are how there. i'm glad to be part of that. we are there every day and we see what's going on. we hope that this is a short-term thing that we continue to do this. in the post-covienvironment, there are so many new people. we all need to be stakeholders in this. work together and look forward to getting more deep dive into this in the breakout sessions. >> thank you so much. >> thank you for setting this up and the invitation. every time we get leaders to together -- together for safety, it is productive. there are pressure points. the industry has recovered faster than we thought. but we need to acknowledge that we have staffing and funding delays systemwide. being here to discuss those is the appropriate response to the problem. >> thanks. >> once again, thanks to everyone. safety is our northstar. having an opportunity to come together and focus on the north shore is a very worthy endeavor. i'm going to take just a second. we have a lot of people up here from the commercial aviation industry. everybody knows that. they know miliry aviation. i'm blessed to be part of the general aviation community which is effectively everything else. it's a primary traini ground for pilotsnd technicians, the primary area for new technology to be introduced. it's critical for emergency response and access to airports and airspace. the industry that i represent, the association i represent was founded 76 years ago. it was founded with the understanding that for general aviation and all of aviation to grow, we have to be safe and we ve to be perceived to be safe. today, we are trying to addres both of those and enhance that state-of-the-art. as billy suggested in his opening remarks, complacency is our enemy. vigilance is our responsibility. we have lots of layers of safety. sometimes those layers can allow someone to say, it's all ok, i can relax. that'not the way we are. we have to be vigilant. i'm happy to be able to participate. >> thank you wall. -- you all. that has gotten us here today. are there other things -- the runway incursions, are they symptomatic of other issues that may in the system? any thoughts on that? are there other things that we need to be paying attention to? i think that's the big question. is this the fever that is trying to tell us something? any thoughts on that? >> i will share my view. i ink what we are seeingow, part of the reason we are here, the call to vigilance, the envinment is changing. it's a good time to talk about the tools of safety and how we can make sure that we stay ahead of those changes. we don't just keep up. we stay two steps ahead. that pace of change is accelerating. the changes aren't new but the pace with which we are experiencing it is new. partnership is going to be important as we go forward. we looat new entrants and technology. as that shifts, so does the risk associated with it. we are not just talking about the incidents right now but the incidents that we might be seeing tomorrow. >> other thoughts onhat? why don't we switch to the topic we said the first topic would be resiliency of the national air place systems. rich, i'm going to ask you this and at as well. what do you thk about resilience? the ability of a system to continue functioning or to return to functioning when faced with adversity or disruptions. so, what actions can we as an industry take to ensure the continued safety resilience of the system? >> thank you. unfortunately, we have a staffing issue right now. we are 1200 certified professional controllers less now than we were 10 years ago. when you have less eyes and positions open, that demands a reduction of efficiency to contest the safety risks that are introduced. it's time for us to accurately and adequately sff these facilities so we can have that resiliency and keep efficiencies, continue to provide safe services in the industry. fortunately, billy and tim, we have a product in place right now that can fix that. permanent fix to the pendulum of staffing issues in the facilities. i'm proud to say that on a day-to-day basis, we provide the safest national airspace system. we can do that today. we are on the cusp of delivering a new staffing model, with new numbers at the facility and a controlled workforce and transparently purport wt we need. we delivered that and we can deliver all of the resiliency and efficiency and safety that the industry deserves. >> thanks. ed? >> remarkably resilient system that we have. i couldn't -- agree completely with rich about the importance of having proper, full staffing. i also want to point out that part of resiliency is having redundancies. we have a lot of them. they are areas specifically with technology where i think we can access that. the example of that is a situation where we've lost than odom system for a couple of hours. the impact was significant. i think we can recognize that there's an opportuty where, with urgency and funding, we can move forward with increased technology and we can ma sure notam thatotam -- make sure that notam provides information. how we can shorten that diet -- time and make it a reality. >> you know, part of today is, recognize that we are continuing to hire. we are on pace to hire 1500 controllers this year. we are looking at ways of how we bring forward the modernization of the national fa system. we have the legacy that gave us e jet age. we have what nexgen has enabled us to do in terms of efficiency. we have thousands of systems within the agency. we've undertaken a role. how do we continue to involve -- evolves that? looking to the more immediate, what can we -- how do we come away even while we stare into these other challenges that have been laid out? let me turn to one of the most important contributors to the safety of our national airspace. that's our people. our people at the faa, the people in your organizations, airlines, airports, the federal government. in an industry that relies on experience, w are we accounting for it? how do we account for the pace of change? no signs of slowing down. what do you think when it comes to people? >> that's a great question. change at such paces are not new for regional aviation. that's been part of our reality for a long time. the pace of change has celerated. in a lot of workgroups, what we are hearing from our carriers is that some of that is stabilizing. particully flight attendants. reer growth, the pilot workforce. that will not go anytime soon. we are going to be training and hiring tens of thousands of new pilots over the xt two decades. and it's extremely important when we are doing ts that we focus on building the right foundation from the start. i'm not going to get into qualification and some of the touchy issues that can be polarizing there. even as we never talk about single credit anywhere, we have to look at the training that happens and the foundation and making sure that we have the right supplemental training, making sure that we have the right bridge programs, making sure that we are not relying fully on flight hours as a proxy for experience. that's not serving us well today. the reality of that is when the pilots come into our training positions, they have high flight times, they are not prepared for the environment, don't really master the dynamics. some have experience in traffic. they don't have a lot of crew resource managementr experience with multi crew operations. those are things that we shou be focusing on, makinsure that we are preparing pilots in the right way. but i think it's important for all of us -- this is a risk. we have to address tharisk. so here's what we are doing today which think maye helpful moving forward. when we see candidates coming in, we are providing extra training. all of our carriers have expanded their training footprint. often considerably. extra support, extra classroom time, extra sessions, extra aioli. we are making sure that we are preping fully befe they release. we will put aircraft on the ground before we allow anybody to fly and operate in a manner that is unsafe. i think that's important. the pace of change, as the risk changes so has the technology. so have oucapabilities to address these. i think e challenge to all of us is to see where technologies can take us in building a stronger foundation from the start or get >> thank you varies much for that. -- very much for that. >> airports didn't have the same turn in ordeto receive covid really funding. airports have to keep 90% of their team in place. we have seen a lot of contractors and partners that had at the airports, an awful lot of turn there. so training and getting everybody up to spe and up being super important in our view. that's a lot of what aaa does. i don't want to turn it into a aaa commercial. 911, 1700 safety related courses , 300 72 airports have computer-based training. we have classroom training. it's imssible to over train in this environment, i would suggest. and making sure that people that are new to our arena, ecosystem are committed to that safety culture that all of us who have spent decades are used to. we have to make sure that that is the northstar, that all the folks coming in are really focused on. for us, we believe that training is looking at that composition of this new workforce is a really important piece to this puzzle. >> thank you vermuch for that. your thoughts? >> we hired 130,000 new people. we have more employees now than we did pre-pandemic to cover the changing environment. what the carriers are doing is training, training, more training. they are looking at the proficiency requirements for every jobmaking sure that the proficiency acquirements meet the job and the new environnt. putting people together with more experienced people. >> thank for that. 7000 people that you represent. give us your thoughts. >> it's not just new pilots. it's everybody. controllers. ground people. in this post-covid rapid recovery, there is so much going on. i'm refreshed to hear the emphasis on training. i couldn't age more. you have so many people, new people flying with each other. more training. focused on making sure that this employees have the tools that they need to go out there and keep the system. the system is safe. we should be talking about what we can do to add a better level of safety and keep pushing that higher. getting people the tools. we lost a lot of seniors in early retirement. getting back to mentoring and making sure that all the people come in and have that metric. they have the time and experience. they are in a new job. they are doing something different. these people together need to be able to have the experience of the old faults out there. look, what can i glean from this and so on. mentoring is something that could come out of this. >> i couldn't agree with you more. we've talked a lot about the air force. i want to give a shout out to sarah nelson this morning. it goes beyond the flight deck door. i know there's a lot of work involved in this space. really appreciate that. i know we will get to it. the robustness of messages out there for -- airports now. as we think about it from this whole community perspective, i wonder how well the smses are capturing when we think about training, the volume of data we have with our reporting programs . if there's anything new that that is telling us. talk -- we talked about resilience. how well is it working. going to the pressures. i've heard, training, post-pandemi we've had some significant numbers of retirements. so as the flying has come back with a vengeance, i think we are closing in on the air 2019 numbers. at least the numbers i see every morning when i come into the office. when we think of pressures on the stem and how we as a community ke ownership of that, and have an understanding of what the risk is, i'm going to go to nick and jason. people are flying again. we are back to those numbers. maybe that comes with its own set of challenges. are we putting too much demand on the system? what pressures are we putting on the system that might be reducing our safety margins? back to you. >> i don't think we are putting too much demand on the system. we are getting back to 2019 numbers. we are flying 10% fewer flights per day than we did. that's because we've had to adjust our schedule to meet the demand and make sure we are not putting that demand on the system. i think that's important. we will continue to do that going forward in collaboration with you. i would like to make one more point though. 17 organizations sent a letter to congress last week saying that we nded to adequately fund the faa. there needs to be funding for staffing, technology. right now, we are not meeting that demand. that's what we have to do to modernize the airspace and meet all these new demands that are coming out, whether it be new entrants or old entrance. there's a lot that can be done. it can't be used solely for operations and band-aids. you have to have more money. congress has to make that investment. [appuse] >> thank you very much. i will say, i've been on the hill a couple of times. there is an energy there about how we support and how we ensure that we continue to journey. we have the tools we need and collectively we can all meet the demand. we continue to invest billions of dollars. consistent, stable funding is important to us. >> in the recovery, no one forced casted the recovery being so fast. the airlines brought flying back to fast. we saw a lot of cancellations. my carrier was part of it. there's a training backlog. airlines displayed -- displaced pilots. every time we switch, it's a lengthy process. it creates a delay. not knowing when the recovery is going to happen, now it's going back the other direction. there are more pilots than ever, especial at the largest airlines. we are not operating a lot of flights because of all the training backlog. that's putting stress on the system. distraions are putting stress on the system. we are dealing with w people, getting people back in the feeds , but then distractions like 5g. pilots are feeling like, am i going to be able to shoot this approach? the notam issue. any number of other things that are happening. we talk about analogy -- technology. getting these things in place at airports. some airports have the protection systems to back us up. pilots love technology. nothing releases well-trained pilots in a cockpit. we need that technology to help us make sure that you don't blunder across the runway. there's a lot of distractions in our business. sometimes something as simple as an airline changing a procedure and doesn't give a memo. you are trying to incorporate that as the same time you are doing anything else in the course of the day. with everything going on at one time, it is part of the breakout that will be focusing on how we can try to minimize some of these distractions and get back to the focus on the task at hand. >> i appreciate that. that's a salient point. i spent time at three different airlines. distractions, this incredible time of change. the constant has always been strong professionals with procedural mentalities. where my going and how do i get there? there are lots of things. i really appreciate the point. back to you. >> tha you so much. i would like to ask you this. how can airport investment and airport infrastructure play a role in increasing the industry safety record? >> nick and jason just hit it right on the head. we need technology and funding. there's the synergistic approach to getting that technology in the hands of professionals that can utilize efficiencies and help the industry. we haven't had that, quite honestly. we've seen it in notam and our radar systems. tha's not a way to ruwith resiliency and redundancand safety margins and efficiency. we can get there, obviously. some of our lower level facilities are being adjusted better for us right now. the ergonomic studies and technology increases need to be increased and escalated so that we can get the best. >> jennifer mentioned 35 airports on that. >> 35 airports. there's no part to replace broken. in 35 airports -- we have airports right now that don't have service as yet because we n't fix them. they are not supported anymore. we need new systems with new funding and technologies. >> thank you. >> i agree with what rich and neck said earlier about the need for funding. as it relates to airports and o the ground, the faa has basically four buckets of money for airports projects. safety, security, capacity, numerous projects. safety hasn't always been the number one priority for the faa in terms of funding projects. critically important, new runways and new ways of rehabbing runways and taxiways. rather that's dealing with conflicting aircraft and ground vehicle movement, dealing with reconfiguring geometry so that u have less runway incursions. all of those things are absolute critical to be funded. the challenge that we habitually face is that the needs in the system are so much greater then what the federal government has been able to support. even with the new stream of funding that's coming in from the infrastructure bill. inflation has eaten away at that. you are trying to buy a piece of technology or construction project in an airport. your -- your purchasing power has diminished dramatically over the past several years to get again, one of the challenges that we need to keep a close eye on is how we fund all of these projects in an environment where the purchasing power is not as great as it should be and congress hasn't been able to supply the money that it needs to to make sure that we have all of the safety and security capacity projects. >> i want to bring us back to the immediate. if you look at these six events that the chair spoke to, none of thoswere really related to immediate funding. you have to pilots on thflight deck. you have two airplanes without a clearance. what runway am i turning on? is that a fundamental? i absolutelygree. i agree that long-term, what's being done on the interesting side, what we've been doing at the faa and just take it from the whole of government. we are ensuring that we keep pace. we are incredibly complex. the next closest is canada. they are tense our size. this same time since 2009 for commercial passengers, we have flown in the u.s. the equivalent of the world population. in that time. let's just take a moment to think of that. thatoesn't mean we take any of this for granted. our goal is to ctinue this. i would like us to think of, what are some concrete action steps we can take? for us within the agency, we all have an ownership stake. i love what both you said about this. the question i want to toss to ed and faye is, every day both of you watch the system from your own unique perspective. within your organizations, you have these hard questions. from both of your perspectives, where do you think we are most accountable? >> across the system, we are vulnerable to complacency. exactly as you said. basic blocking and tackling. that commitment to be vigilant evy day is really important. now, we've talked a lot about the importancef training. i think that is something that everyone of organizations is very outgoing about. we hold safety stamp downs f single pilot operations, we participate in safety stamp downs for more complex operations. we have a safety committee that operates. systematically we participate in things like the general aviation joint safety team. i think part of what we need to do is to make sure that we a facilitating communication, understanding, and engagement. making sure that the training actions are actually what is happening on the day to day basis. that's fundamental. how do we make sure that the checklist is the checklist, that compliance means compliance? those are some of the basic fundamentals. as emphatically as we can support all of the comments that have been made on the importance of funding, i do want to make sure that we are underoring the points that you just made. we are the largest, we are the safest, we are the most efficient, and we are the most diverse air transportation syem in the world. the only way we keep it that way is by that constant vigilance. every day communicating, how do we get better. just as jason said, sometimes the environment in which we are operating changes. 5g is brand-new. that wasn't something we put into the environment. but it's part of our environment. there are things we need to recognize. things are trained -- chging around us and it's up to us to ep up with everyone of tse changes. >> if you had asked me that question first, i would have led with complacency. i'm going to build on what i'd said. maybe going into how you ensure that complacency it has to be all of us working together. e safer our system gets, the more seductive it is tthink we are safe enough and we've reached our destination. so how do you contuously focus on avoiding thinking of safety? it's not necessarily the presence of safety. i think it involves buying ends. it means that we don't issue these directives top-down. but that they come bottom up. side to side. they have to be embedded throughout the entire culture of an organization so that every professional from the trade association executiv to the leader of our organizations down to the front line employees understand that the safety of the system is in their hands. i think you get that buy-in by engaging the workforce at every level. >> i couldn't agree more. it just reminds me, i know we talk a lot about --. we recognize that this is an industry where you have to bring your a game every time, every day, every year. we are fortunate to have captain sully in the audience today. you have to be on. you have to be ready. you have to be prepared. that's what we do as professionals and the same applies to the agency. we all -- i'm an all in type of guy. that's what it takes for all of us to make sure. i love what we said earlier. you said it. we are here before something happens. we've progressed. the better goal come of the next ti is that we are only here talking about predictors and precursors and we haven't even had a near miss yet. thank you for that input. let's rn to mitigating risk. the key component of a safety management system, especially a robot safety management system, it is the extent to which an organization manages its risk. that constant administration. i will stay with you. airlines have been required to use air safety management systems for many years now. howoes this contribute to the resilience of the system? is it still working today? >> i'm going to take your questions into parts. i think everyone in the room knows what safety management systems are. for the viewers who may be watching, it's important to explain that it's a tool of safety. they allow us to go past that two stone mentality where we are just relying on accident forensics. were going to the data, both individual and aggregate toee what the data information era trendsell us and then collaborating together so that we mitigate that risk. sms really goes to the heart of identifying and mitigating risk in the system. i opened up today talking about the last safety call to action. during that call to action, the administrator challenge the industry to embrace and apt sms. to do so voluntarily befe regulation. we've been required to use them for some years. even before that, airlines were embracing ese technologies. regional airlines lead early and eagerly on that. i have to tell you, that has paid off. that has paid off in spes. there's no single program that does more to advance our safety today then sms. it's crucial that we nurture them. i thinthat gets to the send part of your queion. are they still working? sms is a system. it's a system that is made up of human beings. it's only going to work as long as theuman beings in the system fl safe, they feel the data is safe, they feel that the culture is just and they are safe there that could make them vulnerable. they are doing so we can lea before a little mistake becomes a big, catastrophic incident. carriers should refresh the s.m.s. programs. we need to take tm out and refresh them, have retraing at all levels from the executive down to, again, the frontle employs and ensure it's well understood and embraced, again emphasizing that stem safety is in all our hands. i think going forward, it's going to be key and i applaud the f.a.a. for advancing s.m.s. to other industry groups, i know you all will benefit from it the same way we have. even in the foundational, the pilot trainininstitutions now too. so you're growing up wit s.m.s. that couldn't be any more important. i absolutely believe s.m.s. is working. i think we have more room to grow there, co-s on the tantly refresh and make sure those tools stay as sharp as they need to be. th are the toostles safety. >> let me jump in here while we're talking about s.m.s. the late don orr said, it's not just the system, safetying management, you're managing, you're managing safetism it's a business approach to managing safety. and you know, organizations havy manage properly those things that they value. i work for -- worked for a nonprofit for a number of years, u.s. air. [laughter] and you know -- unintentional nonprofit but nonprofit noneeless. most people value safety. so therefore value finances. so they put in place mechanisms to manage finances. why did they do that? because finances were important to them. they have a chief financial officer. they audit. they have internal awe kits, external audits, they have procedures in place, they're always very dmaticbout following. why do they do that? because finances were important to them. if safety is important to orgazations, they should be actively managing safety. in the same sense. the chief safety officer. abinternal audit, external awe dits, procedures, policy, guidelines that you are constantly following. assessing the things that can be damaging to the organization. so i'm a big proponent of s.m. so just think of it as, a buness approach to managing safetism it's an active thing we're doing. it's not something tt we have. i wanted to jump in with that. >> thank you for that. great point there. for airports, we rolled out s.m.s. for airports. so think about, as that starts to proliferate across airports, you've got airlines, some of which over a decade have had their s.m.s.'s going stro. how do you see it playing out in airports? what tools do you want to help your members get up to speed? >> you did roll that out last month. it not a new issue for airports. there's a number of airplane that was voluntarily put s.m.s. in place. san francisco, seatt, minneapolis, atlanta, sacramto, other airports. now we're going to scale it acss the system. that's going to be very beneficial for all the reasons that you gave such an articulate answer on. i think it's beneficial that we're going to have expansion across many of the airports in the system. in terms of what a we doing to help on that, again, we've been teachingourses on airport s.m.s. for a number of years. and our sister organization, acina and others in the late q-3, early q-4 of this year will hold and s.m.s. conference with, i hope, the active participation of the f.a. tamplet to help educate airports across the system about embracing this and effectively running it. i can't help myself. i just worry a littlbit about your story. i'm not sure we want to go with aviati s&m. you know, i don't think that's going to work. i think we need to stick to s.m.s. >> very good. thank you for that thought. >> turning to you, i'm mindful, one of our goals is to cover the entire aviation ecosystem with s.m.s. so now of course we've got the rule, we're working through the process. notice of proposed rule making for charter operateor, for manufacturers. how do you see this playing out in the business of aviation safety? >> i want to underscore s.m.s. is a great safety tool. it's one that's been embraced by our industry for a long time. there's an international standard for business aviation operations that we are enthusiastic about. s.m.s. is a great safety tool. but it is in every- but as in every case the tool needs to be sized to recognize the challenge. a saw is a great cutting tool, a school spell a great cutting tool they're not interchangeable. as we look through what we're tieing to accomplish and i think robert was really good about pointing out this has got to be a live, breathing part of everybody's life. so getting the rule right, allowing it to scale for the diversity of operations is really important. that goal is everybody's. we want to enhance an already-safe system. this is the toolo do it. it's already being embraced as we move to the requirements to the rule and the comments end on april 11. let's make se we're getting it scaled right. so it is a workable tool. >> thanks, i'm going to skip around a little bit here. billy and i made up some querks created some questions. the f.a.a. has done a number of tremendous changes to imneact safety of our system. especially in commercial aviation. we've got s.m.s., we've got cast being to two notable achievement which is really have been very effective. the f.a.a. is here to listen, to learn, one of the biggest opportunities for the f.a.a. to transform their approach to aviation in the coming decades, i mean that's an open end question. what are the biggest opportunities for the f.a.a.? moving forward? >> i'll start with that. we've got to start with today. get proper funding. long-term leadership. and start on these projects. this piecemeal fund from congress, you pay for a little bit, then another year we try to get some more. there needs to be a vision, long-term, this is where we're going 10 years from now. let's decide today we're going to do it instead of trying to piece through it. get that started. get the technology. all the stuff that's been recommended that's still not there. we need to get that started. then, you know, get more people. more money. start doing s.m.s. in house. don't outstors things. just start today with what you need today and then let it grow from there. it's great to look long-term but we have issues today that need to be tackled. you know. air traffic. mo democrats. everything. this needs to be tackled. >> great. >> let's touch on the role of technology. it is so important in our ability to move forwd. we all know through the years how important technologies like autopilot have moved us forward. over the past couple of years we're seeing enormous technologies coming to the market. we've got commercial heads up displays combined with enhanced vision systems. we have not just auto pilot but auto land. we're looking at a time when new technologies have the opportunity to effectively change the way we move people from point a to point b. the f.a.a. is forward leaning on that. we need to be the world leader. but i think we need to keep our focus. there are technologies that need to come tohe market. we've got to recognize the longer we're delayed there's a safety impact on that. i see one of the great general aviation leaders is here. he'd be leading a panel this afternoon. but the number of breakthrough that have e ability to enhance both efficiency and safety need to come to the market. keeping that pathway vigilant and adapting to that technology i think is really important. >> i'll add to that. i think we can tie both of those up, the funding and the staffing but also the security. the way we get new equipment, it takes years and years and years. the stop d go funding of our industry prevents us from getting it out in a timely manner when it's not obsolete before we t it in place. >> i hav one other thought too which is really just keep doing one of the thing yourself doing so well, engaging and communicating with all of us. every one of us have safety organizaons behind us. and you and l of your people are routinely there. talking with us. you are the regulator but we also collaborate. just as we were talking about s.m.s. not necessarily being top down, neither is aviatn safety. a lot of times industry brings ideas to the forefront. f.a.a. is right there. doing ed point and rich's point, technology advances, being there for the new emerging technologies and understanding that my son had teachers training kids for jobs that don't exist yet and we're trying to fund the f.a.a. for technology that doesn't exist yet. i think engagement, making sure we stay right there, present, with the existing users and the new users, are going to benefit us all >> let me just say a couple of things. i was at the -- i was at the gallery, everyone should go there in your time here thrasms sign there that i liked. it said the present is now the understand unimaginable future. we are living the future. right? i hope it doesn't come as any surprise to this audience and those listening is that we stood up and we're working on project called innovate 28. we've got 800-plus licensed drones already, we're thinking through how we enable electrical vertical takeoff and landing. we're working on that regulatory framework. i travel with our f.a.a. executive team. top of the world last year, working globally. certainly for st of them we are still that bright, shining star on the hill. because the rate and pace in which we move, our ability to work together, recognizing some of the constraints we're talking about. getting the technology, getting it right. we've got an incredible setup at the technical center in atlantic city. the work there. but it doesn't mean we take any of that for granted. i absolutely agree ensuring that our funding is consistent and thank you for that. it is our ability to collectively work together, right, which is to stay let's have this conversation. let's have uncomfortable conversations. figure out what are the pain points. yet i want to bring us back again to the immediacy. part of this challenge today is what are we seeing here recently just sort of year to date. i know the chair spoke about events last year. there's an immediate piece here, lots of vus kind of talked about in terms of where we go. i tell you, we, within the agency, really appreciate the work and the efforts and the input of the global community because not only does it keep us honest brokers but it helps us do this job and continue to must've forward where we need to. so i couldn't agrewith you more. >> thanks. it's noon. do you want to start wrapping it up? >>eah, i think we -- you know, th last one here. we've talked a lot if everyone sort of think about what we've said today, i'd like to get sort of closing thoughts from each of our panelists. when you think about what's important to your community of interest. i know you've talked about some of them. what -- you know you've talked about what are the things we can collectively do to assist the f.a.a. not only in our ability to identify, first, our goal is to move, to fully predictive, fully, i'd love to get to the point where we say you know what? this becomes an academic exercise. but today is not. it is not an academic exeise. six near-misses. all right. i just want to press the point. six near-misses. so we have taken these six near-misses and treated it as if they happened. that's why we're here today. that's what mes us a resilient system. we'll start with you, go around, closing thoughts on what you see what you hope to takeway not only from tay but mbe from your constituency. what are the steps that we truly cado now and in the near term. i know we'll explore that more in the breakout sessions. >> think that's perfect. i think this is a start. you said it's not an academic, it's not an academic program. it's something we have to take back and meangfully led. i think we should see strong participation not just in the breakout sessions. we should be meeting again. we should be bringing teams together again from the bottom to the top, top to the pot tom, ensuring that frontline workers are connecting with their safety executives and the top of the airlines and throughout the industry. and collaborating, coming bark sharing what we've done before. and not just through s.m.s. but through the other data sharing programs that we have set up. i love being your call to action, when you said we are going to be leaning hard into science and the cast would be taxed with this. couldn't think of better organizations and programs to lead us forward. there are others too. into share. the world airline training symposium. there are places where we all come together to talk about some of these pressing issues and i just would encourage all of us, i think we're all very committed to ts, participating ful and bringing our subject matter experts to participate fully and working as partners on the the issues whave started to identi and will keep identifying and moving forward. >> thank you very much. >> collaboration. we have got to start having strong communication, coordination, engagement, safety is an industry responsibility. an f.a.a. responsibility. certainly the legislature, the public, all of us need to be working together. because having safe, efficient, diverse air transportation system is important for our economy, it's important for our point in the global environment. we need to be leaders. and we're only going to be able to lead if we understand each other and we work together on that common goal. we've got to be safe. we've got to be perceived to be safe. >> collaboration is key. ourreatest talent is you are people, our greatest resource is our work force industry-de. when we get together and can work on the issues. you take those dots on paper, they're easily identified. but they are dwarf offed by the day-to-day business. we provide the most efficient, complex air space if the world. we can continue that. we have discussions every day. we have a robust safety te that works on these issues. this isn't a one-off. this isn't a result or a response to this. day-to-day basis that talented individuals that we rely on are working toward solutions for everything. >> thank you very much. appreciate that. >> there are dozens of issues that create a white noise around the ecosystem and what we have to always keep in mind is we have to focus on safety. we cannot be tempted or lured away by the siren song of some other issue. safety has to be the number one issue that we always have and then try and manage around those other issues. if we don't have a system, banking system, there's a lot of conversation about the banking system these days. the banking system is predicated on confidence. and our system, our aviation system is predicated on confidence. we have to make sure the traveling publ understands that our system is the safest in the world and feels confident getting on and off those planes every day. thank you, sir. >> i don't want to repeat what everybody said but i will repeat a little bit we we do have the best system in the world. everybody works hard at it. we need to keep it that way. and we can't real rely on the past for our future. i think we need to bring a sense of urgecy at a levels to staffing, to funding, to convey to the public that you know, really, you're safer getting on an airplane than walking out your front door, statistically. by far. that's something that i think we can all work together on. the notion of collaboration and the dedication of the employees. if i can be permitted one anecdote. i was on a ight a few weeks ago that was delayed two hours. that was because somebody und a screw that came loose. the maintenance people had to get there, had to fix it, had to make a report on it. the pilot was great about explaining all this to everybody sitting on the plane. then the paperwork had to be cleared to make sure it was right. there's a lot of redundancy in that. that's why we are where are, we have to keep the urgency to that every day. >> did you say you had a screw loose? [laughter] i'm going to pay for that later, aren't i? >> i was talking about you. >> yeah, obviously safety. we are, this is meant to bring everybody down. we're at the safest point in history but we have to be vigilant. it starts with not allowing any changes or lowering of standards. we need to figure out how to enhance safety. as we get in these breakouts and subject matter experts dive into this, i think we have a -- an excellent group here. we'll figure out if there is something we're we can do, we're going to do it. thank you again for this. let's continue to dial dialogue and keep this as an ongoing thing. obviously we've talked a lot here about what's going on and all the new people and this is good. brad is making his way to the stage there. go ahead. >> i want to wrap up by asking you a question. >> ok, very good. go ahead. >> thanks. you never know what's coming out of my mouth. you know, billy, i appreciate you said it's not an ademic exercise. i think people wa to know, how committed are you and the f.a.a., how committed are you for taking the information that we're gleaning today and trying to further improve our system? >> well, let me just say on behalf of the 45,000 men and women, professionals, who make up the f.a.a., we are as committed as any federal agency gets. we're considered by all accounts to be one of the most admired agencies in the federal government. and it's because we wake up every morning, i'm usually to the office about 6:00 every morning. it is because we wake up every day and recognize that the work we do is the work of ensuring first the safety and then the efficient i have so our national air space system. never taking it for granted. and realize there's a lot to be learned. we appreciate the office, the support around ensuring we have the funding, that we're moving forward. quick anecdote. i was going up the elevator this morning, a couple of folks, one lady had been at f.a.a. for 42 years. another gentleman had been there 37. they said appreciate the work you're doing. hopefully you're representing us well. we are here first and foremost as partners and first and second as servants to deliver for the flying public. we are absolutely committed to it. >> thank you so much. >> with that, could we just give a round of applause to these really great panelists? [applause] >> before we move on, i want to say, again, thank you, billy and thank you chairman. i would have to say that i'm encouraged by the conversations we just hed. thanks to our panelists. ntsb chair, secretary buttigieg who was here earlier this morning for parcipating in the safety summit and for bringing us together. this whole group. this whole distinguished group here today. so i once saw a sign on a shop floor at a major airline that said safety is no accident. that really stuck with me. i think it sums up what we are seeing here today. now i had the privilege, i grew up with a lot of you here in this industry. i had the privilege of serving in the clinton administration in the 1990's when thcommercial aviation safety teams were formed and it was a -- when it was first conceived. and the administrator, henson d a lot to do with that. he was an early advocate of robust data sharing and voluntary safety reporting culture. the initial conversations were very difficult, to say the least. but it was a very different time in aviation safety. we knew we had to do something to improve safety. really did change the game. data share, analysis, voluntary safety reporting programs helped us to cut risk by 83% over the first 20 years and we have cut it even further each year so far. there's no question that today's safety record is the result of the difficult, intentional work that thousands of safety professionals, many of whom are in this room, your attendance shows how seriously this industry takes safety and i applaud you for it. so now we get to the important part. we have to break for lunch. we're going to take a break and when we come back, our aiferration participants will convene in their breakout rooms to discuss concrete actions that we might take to enhance safety even further. for those of you who will be participating in the afternoon sessions, the cafeteria is open and staffed, or you can find someplace of your choosing nearby. we'll resume our meetings promptly at 1:30. to the news media and others, we appreciate, we truly appreciate your attendance this morning. because we want the afternoon sessions to be as truthful as possible. the breakout sessions will be available only to aviation industry participants. the f.a.a.'s office of communications will provide a readout at the end of today that summarizes the overall direction of the conversations as well as any other updates that we might be able to provide. billy indicated earlier that this is only the beginning of what we expect to be an ongoing conversation and we look forward to keeping you and the american people informed. i just want to take one point of privilege here and thank all of those from the f.a.a. and other organizations who helped put this program together this morning and who will continue to do what we need to do to address the whole issue of aviation safety as we move forward. thank you. thank you for attending this morning. [applause] [captions copyright national cable satellite corp. >> c-span's washington journal. every day we are taking your calls, live on the air, on the news of the day. we will discuss policy issues that impact you. political reporter with yahoo! news talks about campaign 2024 and the emerging rublican presidential bid. and we look back on the 20th anniversary of the iraq war. and later, hussein abdul, research fellow with the foundati of defense of democracy. watch now live at 7:00 eastern on c-span or on c-span now. join the discussion with your phone calls, febook comments, text messages, and tweets. tonight on q&a, texas a&m profesr author ofearless women talks about the history of feminism and feminist of the united states the american revolution to today. >> there is this crazy myth that has grown up on the left and the right. we feel so divided as a country today. what i realized is that feminism was bornn the american revolution and has driven our history, has helped to define us, has contributed to economical, social, and political development. and i thought, how can we let just an important thing not really understand its history. >> elizabeth cobb, tonight at 8:00 eastern on q&a. you can listen to q&a and all of our podcasts on our free c-span now at. at. >> health care, the environment, education, the economy, and gun violence, dominate the headlines and were the top addressed by students. almost 3000 students from 40 states for the first time in the history of the competition, they were asked to envision themselves in a position of power by sharing what their top priorities wld be if they were newlelected members of congress. our panelists evaluated each entry based on their presentation, research, and solutions. >> my first priority would be to implicate -- implement [indiscernible] in schools across the nation. >> to connect patients with health care providers. >> tse are huge problems. >> we are happy to announce this year's first and grand prize winners. our fit prize winr in the middle school division is benjamin, a student at liberty ddle school in ohio for his documentary,g a generation, about the opioid crisis. the first prizewinner in the eastern division goes to teresa fang. from chapel hill, north carolina for her documenmoney talks, inside the inflation search. the fit prize winners in the high school central division are sophia and jacob, from oklahoma for thei documenta, unearthing theption abt environmental coernse future of care in the united states the first prizewinner in the high school weern division is carsona homeschooled student in austin, texas for his documentary, a peerless puhase. -- peerless purchase. our grand prize winner, eighth grade students at martin luther king jr. middle school in germantown, marynd. >> almost 3000 participated students this year. >> thank y so much. >> where is my data, data privacy has realorld impact. >> if i were an elected member of congress would be to finally ensure americans have control over their data, how it is used. we can't consid the internet. >> every day, a range of americans benefit by shopping remotely and communicating with distant relatives for free. but, are these really free services? corporations like meta and google, have billions of users to collect vast amounts of personal da. weou they trk a user's precise location, messages you send, purchases you make, and others. companies can then provide this information to advertisers that show us personalized ads. >> this would be like somebody following you evy single day as he walked down the street. watching what you do, where you go, for ho long. >> from all of us at c-span, we would like to express our gratitude to the teachers, parents, and mtors, soup and it and encourage their students. congratulations to all of the winners and be sure to stay tuned. the top 21 winning entries will r on-span on april 1. you can also watch every winning student documentary anytime online. >> c-span is your unfiltered view of government. we are funded by these tevision companies and more, including mediacom >> at mediacom, we believe that whether you live here, or here, or in the middle of anywhere, you should have fast, reliable internet. >> mediacom suorts c-span as a public service, along with these other television providers. giving you front row seat to democracy. >> history was made on capitol hill as virginia democrat jim of -- jennifer, was sworn in as a member of the u.s. house becoming the first
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