Case 1:16-cv-02227-DLF Document 139-17 Filed 09/10/21 Page 1 of 32

Tuesday, April 17, 2012

WATS – Orlando, Florida
ALPA, Washington, DC
April 17, 2012

Schedule-at-a-glance
8:30am Meet and Greet w/Chris Lehman, Editor and Chief of CAT Magazine
9:00am Key note address at WATS
10:00am Exhibit walk through
10:45am Depart for Airport
11:55am Depart for DCA
2:00pm Arrive Reagan National (DCA) – USAir #1474
2:10pm GOV to FAA
3:00pm National Black Coalition of Federal Aviation Employees (NBCFAE)
4:00pm Staff Briefing
4:30pm POV to Omni Shoreham Hotel, 2500 Calvert Street, NW
5:15pm REMARKS - ALPA: Air Cargo Safety and Security: Closing the Gaps Conf
6:00pm POV to FAA

April 17, 2012

Participants:
Michael Huerta, Acting Administrator
Trish Fritz, Special Assistant to AOA – C: (b) (6)

WATS POC: Chris Lehman – C: (b) (6)

Location Rosen Shingle Creek

9939 Universal Blvd.
Orlando, FL 32819
P: 407-996-9939
Confirmation # 143803417

Check out of hotel

8:30 am Meet and Greet w/Chris Lehman, Editor and Chief of CAT Magazine
CAT Magazine – Civil Aviation Training
To view the latest issue of CAT - http://halldale.com/cat (ipad link at the bottom)

9:00 am Keynote address at WATS

Remarks are 30 minutes, you will stay on stage
9:30 – 10am Nancy Graham will speak
No Q&A

Case 1:16-cv-02227-DLF
EXHIBIT 17
 Case 1:16-cv-02227-DLF Document 139-17 Filed 09/10/21 Page 2 of 32

10:00 am Exhibit walk through

Chris Lehman to guide

10:45 am Depart for Airport

Cab to Airport

11:55 am Depart for DCA

US Airways Flight # 1474
Duration: 2h 5m
Confirmation # A1C9VH

2:00 pm Arrive at DCA

GOV to FAA
Fred – C: (b) (6)

3:00pm National Black Coalition of Federal Aviation Employees (NBCFAE)

Location: Acting AOA-1 Conference Room
Duration: 1 Hour
Participants: D. Weingart, M. Mallory, R. Lenard

4:00pm Staff Briefing

Location: Acting AOA-1 Office
Duration: 15 Minutes
Participants: D. Weingart, C. Rocheleau, T. Fritz

4:30pm POV to Omni Shoreham Hotel, 2500 Calvert Street, NW

5:15pm REMARKS– ALPA: Air Cargo Safety and Security: Closing the Gaps Conf.
Participants: B. Sachse

6:00pm POV to FAA

 Case 1:16-cv-02227-DLF Document 139-17 Filed 09/10/21 Page 3 of 32

MEMORANDUM TO THE ADMINISTRATOR

From: Margaret A. Gilligan, Associate Administrator for Aviation Safety

X73131

Prepared by: John Allen, Director, Flight Standards Service

X73651

Re: World Aviation Training Conference and Tradeshow (WATS)

April 17-19, 2012, Orlando, FL

MEETING OVERVIEW

You are the key note speaker at the 2012 World Aviation Training Conference and
Tradeshow. You will discuss current FAA training initiatives and encourage the
community to voluntarily take on enhanced training standards because the data shows
that human performance continues to be one of our big risk areas.

The overall theme of WATS 2012 is "Optimizing Human Performance in Aviation

Training and Operations". WATS is a dual world and airline symposium featuring the
latest products and services of 60 of the top training companies, suppliers and
manufacturers in the industry with the opportunity to participate in more than 80 breakout
sessions for over 900 attendees.

OBJECTIVE

To promote FAA training initiatives.

LIST OF ATTENDEES

John M. Allen, Director, Flight Standards Service

John S. Duncan, Deputy Director, Flight Standards Service
Chris MacWhorter, Manager, Voluntary Safety Programs Branch
Doug Farrow, Voluntary Safety Programs Branch
Harlan Sparrow, Manager, National Simulator Program

BACKGROUND

New entrant pilots

 P.L. 111-216 requires rulemaking to require all part 121 pilots have an ATP
certificate and at least 1500 hours flight experience. P.L. 111-216 permitted
credit towards flight hours for specific academic training courses.
 Case 1:16-cv-02227-DLF Document 139-17 Filed 09/10/21 Page 4 of 32

 FAA position: The FAA has issued an NPRM, which proposes to credit academic
experience for flight experience to obtain a restricted ATP. For example, a pilot
with military experience could obtain a restricted ATP with 750 hours of flight
experience. A pilot with an aviation bachelor’s degree from an aviation specialty
school, such as Embry Riddle, could obtain a restricted ATP with 800 hours of
flight experience. The comment period is open until April 30, 2012.

Loss of control (LOC)

 LOC is still the largest killer in commercial air transportation. Mitigating upset
recovery is an international focus. The FAA is participating in initiatives of the
Royal Aeronautical Society (RAeS) and International Committee for Aviation
Training in Extended Envelopes (ICATEE) to address loss of control.
 FAA position: We are reconvening the Stick Pusher and Adverse weather
(SPAW) ARC to develop mitigating upset recovery training strategies.
o ICAO has also extended invitations to other national aviation authorities
(NAAs) to observe these proceedings and facilitate harmonization in the
development of future training standards.

Crewmember training rule update

 The comment period for the crewmember training rule, which includes new
requirements for remedial training and stall and upset recognition and recovery
training, closed on September 19, 2011. The FAA is currently reviewing the
comments and developing the final rule. We anticipate issuing the final rule by
July 31, 2013.

New organization
 The FAA is also combining its Air Carrier Training Branch and the Voluntary
Safety Programs Branch, which handles the Advanced Qualification Program
(AQP) into one Air Transportation Training Systems Branch which will leverage
data, methodology and best practices for all air carriers’ training programs to
benefit.

ORDER OF EVENTS

The event has four tracks: Air Carrier Pilot Training, Regional Airline Pilot Training,
Cabin Crew Training and Maintenance Training. You are the first key note speaker,
followed by Nancy Graham, Director Air Navigation Bureau, ICAO, and will be
addressing all four groups simultaneously on April 17, 2011.

ATTACHMENTS

World Airlines Pilot Conference Agenda

Regional Airline Pilot Conference Agenda
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 Case 1:16-cv-02227-DLF Document 139-17 Filed 09/10/21 Page 6 of 32

Training is fundamental, but we must also recognize

that we should voluntarily transfer experience from one
pilot to another, from one generation to another, to make
sure our workforce is well prepared.
Mentoring is a tradition in aviation. Most of a pilot’s
experience is gained by performing the job. Knowledge is
transferred from captain to first officer on the line.
Experience is transferred from a senior flight attendant to
new flight attendants in the cabin. Experienced air traffic
controllers train new air traffic controllers on position.
They pass on a code of professionalism. We are
focused on fostering the kinds of behaviors that lead to
professional conduct. We can address issues in a systematic
way. And we did achieve a major milestone in this area last
year with the completion of the new flight and duty time
rule for pilots.
Combatting fatigue in the cockpit is the obligation of
both airlines and pilots, working together. Every pilot has a
personal responsibility to arrive at work fit for duty. The
new rule gives pilots enough time to get the rest they really
need.

Page 2 of 13
 Case 1:16-cv-02227-DLF Document 139-17 Filed 09/10/21 Page 7 of 32

This rule is flexible. It accounts for differences in

fatigue based on different types of operations – long haul,
or short haul, day or night. It is not one size fits all.
We are using the latest fatigue science to set new
requirements for pilots’ schedules. The rule addresses
cumulative fatigue and how flight schedules affect the
body’s 24-hour clock.
This approach will take into account factors such as
the time of day a pilot takes his or her first flight, the
number of scheduled flight segments and the number of
time zones crossed.
The FAA also is expanding the definition of a flight
duty period to include more than just flying the plane. The
flight duty period now includes training in an aircraft or
simulator, standing by on-call for flights at an airport, and
flying on company time to another city to start a flight.
These duties are part of the workday and contribute to
fatigue. So they will now be counted as flight duty time
above the core job of flying the plane.
We are also requiring a minimum 10-hour rest period
before a flight. That is a two-hour increase over the old

Page 3 of 13
 Case 1:16-cv-02227-DLF Document 139-17 Filed 09/10/21 Page 8 of 32

rules. This should allow enough time for a pilot to arrive at

the hotel, eat and have an opportunity for eight hours of
uninterrupted sleep. If there are delays or circumstances
that cut into that eight hour sleep opportunity, the pilot
should notify the carrier that he or she needs more time to
rest.
And this rule will provide airlines the option to
develop Fatigue Risk Management Systems based on
fatigue science. This gives them the opportunity to create
an alternative model for combatting fatigue. The systems
use data to evaluate and mitigate the fatigue risk in a work
schedule. Such systems allow flexibility and innovation in
mitigating fatigue.
The traveling public expects an alert and rested flight
crew when they board a plane. This rule benefits both pilots
and passengers.
The FAA has also focused a lot of energy on
enhancing both the certification and qualification for our
airline crew members.

Page 4 of 13
 Case 1:16-cv-02227-DLF Document 139-17 Filed 09/10/21 Page 9 of 32

We are raising the baseline qualifications for first

officers who fly for U.S. passenger and cargo airlines. The
proposed rule, which we introduced in February, would
require first officers to hold an ATP certificate.

Not only do we want to require that certificate, but we

propose to greatly increase the training to achieve it. For
example, we believe that it’s necessary to have both
academic and flight training in critical operating skills. This
includes learning more about high altitude aero-dynamics,
handling stalls and upsets and knowing how to perform in
multi-pilot operations.

We are also proposing to increase the experience to

become the captain of a U.S. passenger or cargo airline.
You would need at least 1000 hours in airline operations
before upgrading to captain.

Once these crew members are hired, we also want to

ensure that the baseline training they receive is updated and
applicable to the types of environments they will face.

Page 5 of 13
 Case 1:16-cv-02227-DLF Document 139-17 Filed 09/10/21 Page 10 of 32

We are working on a final rule for pilot and crew

training that will improve safety. It would require pilots to
demonstrate their skills in real scenarios – situations that
they might encounter in the cockpit.

Of course, many of you are familiar with AQP, the

Advanced Qualification Program. This is a voluntary, FAA
crew member training program which incorporates many of
the safety enhancements in this proposed rule. I know
many of you have benefitted from this kind of training and
we want everyone to do so.

The FAA has consistently issued strong training

guidance to carriers. But this proposed rule does represent
the most significant overhaul of crew training in the last 20
years.

This is a major effort to strengthen the performance of

pilots, flight attendants and dispatchers through better
training.

Page 6 of 13
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We want to give pilots more training and better

training on how to recognize and recover from stalls and
aircraft upsets.

We will be able to do this in the advanced flight

simulators we have today.

But the difference is, rather than have a pilot execute a

recovery in a highly choreographed event, the new training
will be conducted as if they were actually on a flight.

We believe this kind of scenario-based training will

enhance safety for the kind of emergencies – that are
extremely rare – but we want pilots to have sufficient
knowledge, experience and confidence so they can
appropriately handle any situation.

Flight attendants would be required to complete

hands-on emergency drills every 12 months and engage in
more scenario based training that will better prepare them
for emergencies.

Page 7 of 13
 Case 1:16-cv-02227-DLF Document 139-17 Filed 09/10/21 Page 12 of 32

Today’s operating environment is incredibly complex

and we must ensure training and knowledge are being
applied to real life situations. We don’t just want the flight
crews to show us they have mastered individual skills. We
want them to demonstrate that they can apply those skills in
real world situations.

We want to make certain that all members of a flight

crew are fully trained for the mission they are expected to
fly.
We believe that the FAA’s voluntary reporting
systems are a critical tool to help identify evolving training
requirements. We are trying to prevent an incident or
accident by collecting and studying real flight data to
recognize precursors.
One program we use connects 46 separate safety
databases across the industry. This umbrella program is
called ASIAS (pronounced ah-sigh-as). It stands for the
Aviation Safety Information and Analysis Sharing System.
One example you are well acquainted with is the
Aviation Safety Action Program (or ASAP).

Page 8 of 13
 Case 1:16-cv-02227-DLF Document 139-17 Filed 09/10/21 Page 13 of 32

It permits individuals to report errors and safety-

related information with reasonable protection from
company discipline or FAA enforcement.
The result is an abundance of safety information that
otherwise would probably not come to light.
Our goal is not to punish. We want to know about the
behavior and we want to correct it.
ASAP works for flight, maintenance, dispatch, and
cabin crews. There are nearly 250 ASAP programs
currently in place. More than 200,000 ASAP reports have
been completed since 2008. This data provides invaluable
insight for training.
Airlines use this safety data to develop training
objectives and scenarios. For example, one airline used
Flight Operations Quality Assurance (FOQA, pronounced
foh-qwah) and ASAP data to see that flight crews were
sometimes conducting unstabilized approaches.
The company changed its approach procedures and
established clear guidelines for approach stabilization. The
new procedures were emphasized in training and evaluated

Page 9 of 13
 Case 1:16-cv-02227-DLF Document 139-17 Filed 09/10/21 Page 14 of 32

during line operational evaluations. The result was a 60

percent reduction in unstabilized approaches the next year.
We know that in addition to the training we require,
companies also develop and deliver thousands of hours of
training that exceed regulatory minimums.
In many cases this training comes even before the
regulations. Why? Because it makes economic sense and it
ensures flight safety and employee safety. Safety is good
for business.
The FAA supports development of training for
maintenance technicians. For example, we have created a
tool that helps airlines and MROs develop human factors
training for mechanics.
This tool lets industry developers choose from a set of
materials – power point slides, short videos and animation
files.
It allows them to customize training for their
companies on issues like communication, fatigue, human
error, vision, hearing and worker safety. For more than five
years, this FAA tool has become the de-facto standard for
human factors training.

Page 10 of 13
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The FAA is also helping to deliver training through

the Fatigue Awareness Training Program, developed by the
Civil Aerospace Medical Institute and Flight Standards.
The two hour program was originally designed for
maintenance personnel but has since evolved to a version
for cabin crew. Numerous airlines here and abroad have
loaded the two-hour fatigue training system on their
servers. They deliver it to all maintenance and engineering
personnel. It is also used in some airline flight departments.
During 2011, more than 16,000 mechanics and
aviators went directly onto the FAA web site and
completed this two-hour fatigue course and passed the test.
You may have seen part of this training last year at
WATS, when we played the video “Grounded.” It’s
designed to make employees think more about their
schedule and their sleeping habits.
Lastly, I want to talk about the impact of training.
We know it’s hard to measure whether training has
been effective or contributed to the bottom line.
We know that training evaluation goes beyond an
assessment of the individual learner. It should also

Page 11 of 13
 Case 1:16-cv-02227-DLF Document 139-17 Filed 09/10/21 Page 16 of 32

improve the organization. The tough measurement is to

show the safety and cost return on investment. I know that
Captain John Cox, the next speaker, will talk about that this
morning.
I’d like to share an example of return on investment
from the FAA’s Dr. Bill Johnson.
Last year, a large U.S.-based MRO targeted worker
fatigue as a contributing factor in aircraft damage and
employee injury. They delivered the FAA’s fatigue
training to all of their maintenance workers and managers.
The result was that they lowered the severity and cost of
OSHA-reported injuries and also reduced aircraft damage.
During 2011 they calculated a 300 percent return on their
investment. That return is growing during 2012. Reduced
injury and aircraft damage are exactly the kind of outcomes
that contribute to enhanced safety.
And safety is our primary mission. We can make our
machines as safe as possible. We are continually improving
them. But without pilots who are trained, without
controllers who are properly trained – without mechanics,
flight attendants, and dispatchers who have the proper

Page 12 of 13
 Case 1:16-cv-02227-DLF Document 139-17 Filed 09/10/21 Page 17 of 32

training – it won’t get us where we need to go. Human

factors training is an important area where we can make
great advances. If we have a workforce with the underlying
skills, we are going to advance to the next level of safety.
So I want to thank you for your dedication and for
your professionalism in doing the job right, all the time,
even when no one is looking. I also want to thank you for
passing your knowledge on to the next generation and
doing your utmost to help aviation –worldwide—move to
the next level of safety and efficiency.
Thank you.

Page 13 of 13
 Case 1:16-cv-02227-DLF Document 139-17 Filed 09/10/21 Page 18 of 32

Overview
WATS 2012
17 - 19 April 2012
World Aviation Training Confere
ence and Trradeshow

Rosen Shingle Creek Resort, Orlando,

O Flo
orida

In this, our 15th WATS, the aviation training industry continues

c to gr apple with regu
ulatory change,, acute human
resource isssues, ever advancing techno ology and continued commer cial challenges. With these prroblems needin ng to
be addressed our overall theme for WAT TS 2012 will bee "Optimising Human Performance in Av viation Training and
Operations".

During the conference yo ou be able to atttend presentattions from the 4 dedicated t acks – Air Carrrier Pilot Training,
Regional Airline Pilot Training, Cabin Crrew Training an
nd Maintenan e Training. The conference ssessions will
address:

 New hire issues and personnel supply and de emand.

 National and inteernational regu
ulatory change..
 Safety and secu urity.
 New aviation tecchnologies and d the impact on training.
 Aviation human factors issues..
 Instructional technologies and techniques.
 Simulation techn nologies and e--learning.
 Economic and environmental
e realities.
r
WATS 2012 will once again be host to an a impressive international ca ast of training and simulation experts. It is th
he
only show this year wherre you will hearr representative
es form profes sional organizations, regulato ory groups and
industry leaders talk abou
ut getting the most
m out of your current traini ng program, ass well as efficie
ent ways to imp prove
it.

WATS is the aviation con

nference & tradeshow that:

 ffers exceptionnal networking opportunities with

w colleague s, customers and suppliers.
 Presents practical and informa ns on optimizin g YOUR traini ng program.
ative discussion
 eveals the lateest raining soluttions and technniques to improove safety and performance.
 Displays state of the art training systems and d technologies
Case 1:16-cv-02227-DLF Document 139-17 Filed 09/10/21 Page 19 of 32

Day 1 – Tuesday 17th April 2012

Session 1

BIOGRAPHY

Nancy Graham, Director, Air Navigation Bureau, ICAO

Ms. Graham is the Director of the Air Navigation Bureau of the International Civil
Aviation Organization (ICAO), the United Nations specialized agency whose mandate
is to establish and revise the international standards for the safe, efficient and
economical air navigation. Ms. Graham is responsible for ICAO’s Safety and Efficiency
programmes.

Ms. Graham served as the United States Federal Aviation Administration’s (FAA) Asia
Pacific Regional Director from 2005 to 2007. Ms. Graham led the FAA’s Asia Pacific
efforts to strengthen safety in the Region while encouraging procedural and system
harmonization, promoting a safe and efficient global aviation system.

Prior to this assignment, Ms. Graham served as the Senior ATM Advisor to both the
Chief Operating Officer for the Air Traffic Organization and the Director of the
European and Middle East International Area Office, representing the FAA in a
variety of ICAO venues.

She formerly served as the Director for the FAA’s International Oceanic and Offshore
Programs, responsible for the development and implementation of communication,
navigation and surveillance programs in the oceanic operational environment.

Ms. Graham holds a Master of Science Degree in Technology Management, a

Bachelor’s Degree in Management and is an avid scuba diver and gardener.
Case 1:16-cv-02227-DLF Document 139-17 Filed 09/10/21 Page 20 of 32
Case 1:16-cv-02227-DLF Document 139-17 Filed 09/10/21 Page 21 of 32
Case 1:16-cv-02227-DLF Document 139-17 Filed 09/10/21 Page 22 of 32
 Case 1:16-cv-02227-DLF Document 139-17 Filed 09/10/21 Page 23 of 32

Combating fatigue in the cockpit is the obligation of

both airlines and pilots, working together. Every pilot has a
personal responsibility to arrive at work fit for duty. This
new rule gives pilots enough time to get the rest they really
need.
This rule is flexible. It accounts for differences in
fatigue based on different types of operations – long haul,
or short haul, day or night. It is not one size fits all.
We are using the latest fatigue science to set new
requirements for pilots’ schedules. The rule addresses
cumulative fatigue and how flight schedules affect the
body’s 24-hour clock.
This approach takes into account factors such as the
time of day a pilot takes his or her first flight, the number
of scheduled flight segments and the number of time zones
crossed.
The FAA also is expanding the definition of a flight
duty period to include more than just flying the plane. The
flight duty period now includes training in an aircraft or
simulator, standing by on-call for flights at an airport, and
flying on company time to another city to start a flight.

Page 2 of 10
 Case 1:16-cv-02227-DLF Document 139-17 Filed 09/10/21 Page 24 of 32

These duties are part of the workday and contribute to

fatigue. So they will now be counted as flight duty time
above the core job of flying the plane.
We have also increased the opportunity for rest – to a
10-hour rest period before a flight. That is a two-hour
increase over the old rules. This should allow enough time
for a pilot to arrive at the hotel, eat and have an opportunity
for eight hours of uninterrupted sleep. If there are delays or
circumstances that cut into that, the pilot should notify the
carrier that he or she needs more time to rest.
And this rule will provide airlines the option to
develop Fatigue Risk Management Systems based on
fatigue science. This gives airlines the opportunity to create
an alternative model for combatting fatigue. The systems
use data to evaluate and mitigate the fatigue risk in a work
schedule. Such systems allow flexibility and innovation in
dealing with fatigue.
As everyone in this room is well aware, cargo
operations are not covered by this rule. However, we are
strongly encouraging cargo operators to voluntarily opt in
and design flight schedules and fatigue risk management

Page 3 of 10
 Case 1:16-cv-02227-DLF Document 139-17 Filed 09/10/21 Page 25 of 32

systems that take into account the body’s 24-hour clock and
the latest in fatigue science.
The public expects an alert and rested flight crew, and
this rule benefits both pilots and passengers.
Another area where the FAA has focused a lot of
energy is enhancing both the certification and qualification
for our airline crewmembers.

We are raising the baseline qualifications for first

officers who fly for U.S. passenger and cargo airlines. The
proposed rule, which we introduced in February, would
require first officers to hold an ATP certificate.

Not only do we want to require that certificate, but we

propose to greatly increase the training to achieve it. For
example, we believe that it’s necessary to have both
academic and flight training in critical operating skills. This
includes learning more about high altitude aero-dynamics,
handling stalls and upsets and knowing how to perform in
multi-pilot operations.

Page 4 of 10
 Case 1:16-cv-02227-DLF Document 139-17 Filed 09/10/21 Page 26 of 32

We are also proposing to increase the experience

necessary to become the captain of a U.S. passenger or
cargo airline. You would need at least 1000 hours in airline
operations before upgrading to captain.

Once these crewmembers are hired, we also want to

ensure that the baseline training they receive is updated and
applicable to the types of environments they will face.

Whether you are flying a passenger plane or a cargo

plane, training is fundamental to performing the job in a
safe and professional way.

We are working on a final rule for pilot and crew

training that will improve safety. It would require pilots to
demonstrate their skills in real scenarios – situations that
they might encounter in the cockpit.

Of course, many of you are familiar with AQP, the

Advanced Qualification Program. This is a voluntary, FAA
crew member training program which incorporates many of
the safety enhancements in this proposed rule. I know

Page 5 of 10
 Case 1:16-cv-02227-DLF Document 139-17 Filed 09/10/21 Page 27 of 32

many of you have benefitted from this kind of training and

we want everyone to do so.

The FAA has consistently issued strong training

guidance to carriers. But this proposed rule does represent
the most significant overhaul of crew training in the last 20
years.

This is a major effort to strengthen the performance of

pilots, flight attendants and dispatchers through better
training.

We want to give pilots more training and better

training on how to recognize and recover from stalls and
aircraft upsets.

We will be able to do this in the advanced flight

simulators we have today.

But the difference is, rather than have a pilot execute a

recovery in a highly choreographed event, the new training
will be conducted as if they were actually on a flight.

Page 6 of 10
 Case 1:16-cv-02227-DLF Document 139-17 Filed 09/10/21 Page 28 of 32

This training will be delivered as a scenario as it

would unfold in real life and flight crews will be trained on
how to use the proper response and techniques. It’ll be
more life-like.

We believe this kind of scenario-based training will

enhance safety for the kind of emergencies that are
extremely rare, but we want pilots to have sufficient
knowledge, experience and confidence so they can
appropriately handle any situation.

Flight attendants would be required to complete

hands-on emergency drills every 12 months and engage in
more scenario based training that will better prepare them
for emergencies.

We also want to standardize and improve the training

for the people who train and test the flight attendants and
dispatchers.

Today’s operating environment is incredibly complex

and we must ensure training and knowledge are being

Page 7 of 10
 Case 1:16-cv-02227-DLF Document 139-17 Filed 09/10/21 Page 29 of 32

applied to real life situations. We don’t just want the flight

crews to show us they have mastered individual skills. We
want them to demonstrate that they can apply those skills in
real world situations.

We want to make certain that all members of a flight

crew are fully trained for the mission they are expected to
fly.

Training is extremely important. And, finally, so is

knowing what kind of cargo you are carrying and where it’s
located.

As you discussed earlier today, ICAO has

recommended that airlines apply dangerous goods safety
standards to lithium battery shipments. ICAO is calling for
stricter standards in labeling, training, inspection, and pilot
notification of the shipments.

This is good news and a big step forward, thanks to a

lot of hard work by many people in this room. The DOT
and the Pipeline and Hazardous Materials Safety

Page 8 of 10
 Case 1:16-cv-02227-DLF Document 139-17 Filed 09/10/21 Page 30 of 32

Administration are working with the FAA. We are

committed to doing what it takes to make sure all
operations are conducted as safely as our technology and
expertise can make them.

Knowing exactly what’s on the manifest means that

you have a heads up in case of an emergency. You know
what’s on board and you know where it’s located, so you
can try to deal with it.

One key principle in raising the safety bar for U.S.

cargo operators is to do the same for cargo operators
around the world, so that our airlines are not at a
competitive disadvantage. FAA is working through ICAO
to make that happen.

We look forward to working with all of you to

enhance the safety and security of all-cargo operations in a
way that will not impede commerce while creating a level
playing field for everyone.

Page 9 of 10
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Thank you for your attention this afternoon and I’ll be

happy to take any questions.

Page 10 of 10
 Case 1:16-cv-02227-DLF Document 139-17 Filed 09/10/21 Page 32 of 32

Peggy Gilligan Associate Administrator for Aviation Safety Opening remarks as a 5 minute overview
and then moderated discussion based on Q and A. (On the opening panel with Lee Moak, John Sammon,
Steve Alterman, Sharon Pinkerton, and Debbie Hersman)

‐ Thanks and happy to be here

‐ Our aviation industry is safe, the safest it has ever been; important to do everything we can to
keep all operations, whether they are passenger, cargo, charter, fractional or whatever at the
highest level of safety. The traveling and shipping public expects that of us.
‐ As we have seen in some accidents, the safety of persons on the ground can be put at risk by the
safety of flight, regardless of the size or type of payload
‐ Accidents are rare and our focus needs to, and has, shifted to a prognostic approach to
identifying and acting on issues before an accident occurs
‐ We have data‐driven processes in place that give us the ability to identify trends and, if issues
are identified, give us the ability to identify enhancements to mitigate those issues; here again,
we have to collect and analyze data from all operations, regardless of payload.
‐ It is important that the data exist and be available and be analyzed by the regulator in
conjunction with industry stakeholders
‐ CAST and ASIAS are examples of those processes
‐ Not all agencies follow similar processes but we are all moving in that direction.

Michael Huerta Acting FAA Administrator (Closing speaker, remarks for 10 to 15 minutes)

‐ Thanks to ALPA for convening the symposium and bringing the group together
‐ As you have heard today from all of the presenters, there is much that can be gained by bringing
a group together to share thoughts and differing perspectives on issues in our industry
‐ FAA is happy to be a part of that process
‐ Remember however that FAA, as the regulator, has the ultimate responsibility for insuring the
highest levels of safety. As Peggy said this morning, that means the highest level of safety for all
operations in the NAS. The American people, and Congress, hold us accountable for that
‐ This means at times that the agency must take the conservative approach, an approach that not
all in the industry will be completely happy with but an approach that, while economics has
been removed from our mandate, must balance the highest level of safety while giving the
industry the ability to operate, operate efficiently, and compete in a global economy
‐ The FAA and DOT are committed to doing what it takes to make sure all operations are
conducted as safely as our technology and expertise can make them.
‐ One key principal in raising the safety bar for U.S. cargo operators is to do the same for cargo
operators around the world, so that our airlines are not at a competitive disadvantage. FAA is
working through ICAO to make that happen.
‐ His philosophy and vision as he moves into leadership of the agency
‐ We look forward to working with all of you to enhance the safety and security of all‐cargo
operations in a way that will not impede commerce while creating a level playing field