NEW: Boeing scored one of its biggest ever lobbying wins last year: a law that undercuts the government’s role in approving the design of new airplanes. The law was passed in spite of safety concerns raised by the FAA. Big investigation w @nataliekitro
nytimes.com/2019/10/27/bus…
nytimes.com/2019/10/27/bus…
The FAA has relied on companies for help with certification for decades. But the balance of power keeps shifting in favor of industry. The new law lets companies like Boeing challenge regulators over safety disputes and gives them new sway of the FAA.
nytimes.com/2019/10/27/bus…
nytimes.com/2019/10/27/bus…
Over past 3 months, @nataliekitro and I talked to more than 50 people involved with the legislation. Some went on the record with their concerns. The legislation "mandated regulatory capture,” a former FAA staff attorney who worked on the the law told us.
nytimes.com/2019/10/27/bus…
nytimes.com/2019/10/27/bus…
In a stark warning to Congress as the bill was being written, the FAA itself said the changes being proposed -- that were ultimately made into law -- would “not be in the best interest of safety.” nytimes.com/2019/10/27/bus…
A labor group representing FAA employees raised concerns that the rules would turn the agency into a “rubber stamp” that would only be able to intervene after a plane crashed “and people are killed.”
nytimes.com/2019/10/27/bus…
nytimes.com/2019/10/27/bus…
But the law, which had broad bipartisan support -- including from some lawmakers who are now scrutinizing Boeing -- gave industry most everything it wanted. Weeks after it was passed, the first 737 Max crashed.
nytimes.com/2019/10/27/bus…
nytimes.com/2019/10/27/bus…
The law made several subtle, technical to the certification process: automatic delegation of many systems, automatic elevation of disputes and higher burdens of proof if the FAA wants to challenge something.
nytimes.com/2019/10/27/bus…
nytimes.com/2019/10/27/bus…
It also gave industry new influence over the FAA: an industry dominated committee that establishes and tracks metrics through which to measure the FAA, and even influence over FAA employees’ compensation.
nytimes.com/2019/10/27/bus…
nytimes.com/2019/10/27/bus…
All of this was the result of steady, coordinated lobbying by Boeing and its allies, @AIAspeaks and @GAManufacturers. They pushed for “full utilization” of delegation.
In the end, the law echoed them, mandating "full utilization of FAA delegation.”
nytimes.com/2019/10/27/bus…
In the end, the law echoed them, mandating "full utilization of FAA delegation.”
nytimes.com/2019/10/27/bus…
Today, some of the lawmakers that cheered the law’s passage are calling for it to be rolled back. “The method by which the FAA certifies aircraft is in need of repair - @repricklarsen. Fmr. Sen. Nelson and @RepPeterDeFazio are also on the record.
nytimes.com/2019/10/27/bus…
nytimes.com/2019/10/27/bus…
But the law is already in effect. In Aug., the FAA announced the formation of the advisory committee charged with setting goals for the regulator. It includes just 2 union officials but 17 industry officials, including Beth Pasztor, a top exec at Boeing.
nytimes.com/2019/10/27/bus…
nytimes.com/2019/10/27/bus…
Team effort as always, with the amazing amazing @adriennecarter and @nataliekitro
nytimes.com/2019/10/27/bus…
nytimes.com/2019/10/27/bus…
