We’ve got to systematically give folks the support and programs to be able to broaden as they’re promoted throughout their careers. We’re going to be doing some things internally, as well, to make our employee development more robust, so that we’re not just looking within our own technical disciplines for leaders.
Where are the opportunities to improve GA safety?
Tat’s something I’m looking forward to working on with Jim [Viola, HAI president and CEO,] because I know he’s got a lot of experience in that area. [Viola was head of GA safety assur- ance for the FAA before he moved to HAI.] I think the opportunity with GA safety is to
continue to drill down on data. How do we develop a system that’s going to allow us to make the same kind of significant improvements we’ve seen in commercial airline travel? It will require using the General Aviation
Joint Steering Committee and the US Helicopter Safety Team and putting the same types of
resources, focus, and attention on GA safety. Our vision is that no accident is acceptable. We don’t want anybody to ever get hurt or killed on an aircraft. Tere’s always going to be operational
pressure, because aviators tend to be very mission-oriented and -driven. Pilots are driven by a checklist, mechanics are driven by work cards—they want to get the task done. Well, sometimes you have to sit back and say, “OK; let’s set the parking brake,” or, “Let’s land and live.” Let’s do whatever we need to do to say, “Tis
is probably not a good idea. Let’s stop the operation, let’s let the weather pass, let’s talk about our game plan,” and then move forward from there. We’ve got to be able to bring people together
to have those kinds of conversations, but those conversations have to be rooted in data. We just need to figure out how to adapt the infor- mation we have to the GA environment so we can understand each other’s perspectives.
So the FAA will continue to focus on data as a key method of improving safety?
Another element of my innovation strategy is the digital transformation of the FAA so that we’re able to ingest and utilize data more effectively. We have a lot of data, but it’s com- partmentalized and not easily combined and reshaped for different purposes. Let’s look at the historical continuum of
how the aviation industry has dealt with safety issues. Te following example is focused on commercial airline operations, but I think it’s instructive. When you think about commercial aviation
safety up until probably the 1970s or 1980s, it was really the blame game. It was always pilot error or the engine caught fire or the weather was bad. You didn’t have the data to go in and look at root causes. Ten we moved toward more disciplined,
post-accident investigations, where it was more of a forensic approach. It’s the way we investigate
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