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that guidance documents also may be poorly designed or improperly implemented.” ARSA participated in the


development of the OMB bulletin, submitting comments on the draft version circulated for public consideration. The association praised the eff ort, then provided aviation- specifi c examples of exactly the kind of bad experience it sought to avoid. The association highlighted multiple examples of agency “rulemaking through guidance” and off ered a series of factors for agencies to consider that limit that practice. More than a decade has passed since OMB’s eff ort and we’re not there yet. Guidance documents still include “obligatory” language and


are often interpreted as such by both inspectors and certifi cate holders. The Compliance Philosophy, which has now bureaucratically matured in a “program,” still refers to “safety oversight guidance” as defi ning regulatory standards. The OMB-recommended


reminder indicating guidance “is not mandatory and does not constitute a regulation,” does not absolve the industry from its duty to hold the government to that limitation. DOT’s memo provides a reference for ARSA to hold headquarters accountable, but that eff ort must be supported by industry asking inspectors what the rule says and reminding everyone that is where compliance starts and ends.


Brett Levanto is vice president of operations of Obadal, Filler, MacLeod & Klein, P.L.C. managing fi rm and


client communications in conjunction with regulatory and legislative policy initiatives. He provides strategic and logistical support for the Aeronautical Repair Station Association.


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