We did sign that agreement, as you mentioned, on November 19. That doesn't preclude—and I have to stress this—the independence of our decision-making. Where we identify a risk, where we are uncertain of the certification process that the state of design, whether it be the FAA, EASA or ANAC has undertaken, or where we want to further expand our knowledge or understanding of how they feel this aircraft complies with a common set of standards that we expect all aircraft to have in order to operate safely globally, we still have that right to turn up the volume, as my colleague Dave said, or further expand our review of that.
That improvement map allows us to continue to work to understand where we have similarities, where we have commonalities or, where we don't have commonalities, how we can actually have processes that are more common to allow us to certify an aircraft more consistently.