Generally speaking, we do what is necessary.
The ongoing development of the bilateral agreements is based on a fundamental understanding that we recognize through experience that although we may have differences in interpretation, the net results yield an equivalent level of safety. That's the foundation of it.
Our foundation with the FAA and our bilateral agreements go all the way back to 1938. Things will happen and things have happened, incidents that have caused concern and that have caused us to ask these very valuable questions, but the principle of relying on our international partners is fundamental to the way we operate.
As Nick explained, we don't have to throw out the process we have right now. It is scalable. Think of it as a volume button. When things like this happen, we can turn the volume up; we can increase our involvement. When we're investigating an approval, as we are currently with the 737 Max 8, we are, of course, continuing to follow the FAA's lead. They must certify. They must present that which they will accept from Boeing. They are the certifying authority. We will follow, but in following, in many cases, we are talking directly to Boeing. FAA is always in the room. We have the opportunity to maybe get around those concerns, to not be as directly concerned about the degree to which the FAA was directly cognizant of what Boeing is doing or has done and rather to go directly to the source, to an appropriate degree, to find out for ourselves.
That's why I'm quite confident in saying yes, we rely on our bilateral partners. Yes, we have faith and trust in the FAA, but we will investigate independently to determine and validate. It's trust and verify.