... the head of Flight Standards at FAA, John Allen, offers some insights into what’s happening at the agency as well as upcoming industry regs and challenges. Regarding the conference itself … unofficially, the audience appears twice as large as two years ago when the industry sector was at the depth of its downturn. That, it seems, would be an indicator that the general aviation business is improving.
Regarding everybody’s favorite issue, FAA reauthorization and funding of the system, Allen relates that “budget constraints” are forcing FAA to refocus its efforts. One thing he foresees is a greater reliance by the agency on approved “designees” – those persons who can serve as a proxy for FAA for inspections and approvals. “Our workload is increasing,” says Allen.
At the same time, he says, technology is changing how operators operate, and how they reach out to their customers. In turn, this is challenging FAA to “evolve and change as regulators.”
Then there’s SMS – safety management systems – which much of the aviation world has embraced and which FAA and the U.S. continue to embark on embracing. Allen says he’s been studying SMS for some 15 years and one thing he’s learned is it “empowers” operators/(airports) – not only in terms of accountability, but also in recognition for the safety effort. As he relates, in the U.S. the challenge (like many things with this system) is a matter of scale … the U.S. system is just that much more to get one’s arms around.
All that said, Allen explains that a primary driver for Flight Standards today is H.R. 5900 – the Airline Safety and Federal Aviation Administration Extension Act of 2010 – which includes components enacted as a result of the Colgan crash in Buffalo and which “basically set out our regulatory agenda.” Congress has spoken.
H.R. 5900 is setting stricter guidelines for pilot training, which in time will mean higher costs to carriers and, in succession, to Part 135 charter operators. Problem is … “We see the looming pilot shortage,” points out Allen. In other words, airlines can’t pay pilots what they’re worth, making the profession less attractive to young persons seeking careers; greater requirements on pilot training increase the cost for Part 121s and 135s, making it harder to increase the salary structure. And, FAA is tasked with managing all this from the regulatory side with either less or unpredictable funding – or both.
One has to appreciate a regulator who still has a sense of humor after 20 years at the agency and amid the uncertain legislative and funding environment of recent years. As Allen joked with the audience, “We’ve upped our standards, so up yours.”
Thanks for reading. jfi