For the first time in the history of the Regional Airline Association (RAA), a sitting Department of Transportation Secretary attended the group’s annual convention this year.
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In late April, scientists from Denmark’s University of Copenhagen and the University of Iceland in Reykjavik published the findings of an almost year-long study into last year’s eruption of the Eyjafjallajokul volcano.
Republican lawmakers and conservative pundits claim that an April 20 National Labor Relations Board complaint against Boeing for building a 787 plant in South Carolina–a so-called right-to-work state–somehow arose out of the Obama Administration’s desire to punish the company for behaving in its own best interest.
The Japanese trifecta of tragedy has some people rethinking risk-assessment models and catastrophic risk in general. And maybe those of us in aviation should as well. After all, these models are only as good as the assumptions that are made about the likelihood of an event–or a series of events–occurring.
Certainly the news that there were no U.S. airline passenger fatalities in 2010 is cause for reflection and, yes, some self-congratulation by all those who made it possible. From airline and manufacturers' boardrooms to the 10th floor of 800 Independence Avenue, congratulations are in order.
Now that the FAA issued an emergency AD to address fatigue cracking in some 175 Boeing 737 Classics, the question arises: how could have Boeing so wildly miscalculated the interval at which inspections of this particular area of fuselage should occur?
The FAA is abdicating its safety responsibility.
This week’s International Society of Transport Aircraft Traders (ISTAT) conference in Scottsdale, Ariz., drew some 1300 attendees–a new record.
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