Well, aviation is certainly a dynamic environment. We can talk about all sorts of threats to aviation safety in terms of changing weather patterns, drones, lasers, economic pressures, and so on, all of these sorts of issues. Truth be told, again, past performance isn't indicative of future performance. Just because you have an accident or an incident, that doesn't mean you are unsafe; just because you do not, that doesn't mean you are safe. It has to do with risk mitigation and assessing those risks. Part of this whole SMS system is not only being reactive; it's being proactive.
We know that, south of the border, they had this catastrophic incident. I hope we don't rely on tombstone legislation in order to move forward with science-based fatigue regulations. I can't say whether there is a certain causal effect here, but the last fatal Part 121 airline accident in the United States was Colgan Air flight 3407 on February 12, 2009. There hasn't been a single fatality associated with an accident or an incident in the United States since that time.
Interestingly enough, they did a carve-out of cargo in the United States, so they had very different fatigue rules, and as a result there was an accident in Birmingham, Alabama, on August 14, 2013—