The most publicized FAA enforcement case, without any loss of persons or property, recently closed. The FAA chose to require additional training. Here’s the story.
Are Boeing’s safety programs deficient? Or is the FAA not supporting their new compliance philosophy? It would be interesting to know where along this continuum the facts lie.
On January 28, the aviation community woke up to a shocking announcement about the future of the Santa Monica Airport. The timing, as the Obama Administration left and the Trump Team arrived, added to both confusion and conspiracy theories. That the precise language of the FAA announcement and the City’s PR Release varied in important details added to the controversy and mystery.
It will be interesting to see whether this libertarian panacea can be practically implemented. The biggest barrier may be the political opposition of airport executives, carriers, bankers, lawyers and consultants who have prospered under the old regime.
The FAA issued a settlement of the landmark FAA UAS enforcement case against SkyPan. The initial demand for almost $2,000,000 was reduced to basically $200,000, which suggests that SkyPan’s arguments have some merit.
Two stories suggest that the FAA’s new SMS safety program, which has been heralded as reducing safety risks, might be an effective tool to address this WAVE of problems in hazmat shipping.
In order for a new policy to be understood, the FAA would be wise to help explain the why and how the new compliance policy was applied in these two cases.
FAA issued an Airworthiness Directive proposing to terminate the use and installation of ADS-B transceivers manufactured by NavWorx, which will remove one of the low-cost options in FAA’s critical NextGen implementation schedule. Unfortunately, NavWorx is resisting to cooperate to establish airworthiness.