Sean Broderick covers aviation safety, MRO, and the hardware side of the airline business from Aviation Week Network's Washington, D.C. office.
Broderick's aviation career started in 1991, working for Airbus in Toulouse. His industry experience includes four years with an aviation consultancy, where he helped launch a U.S. Part 121 carrier; 12 years with the American Association of Airport Executives, where he served as editor of Airport Magazine; and 20 years in full- and part-time roles with Aviation Week writing primarily about safety and the aftermarket.
Broderick was named the 2020 Aerospace Journalist of the Year by the Aerospace Media Awards. He also shared in a 2020 Neal Award for Best News Coverage with Aviation Week Network colleagues. Broderick and Aviation Week colleague John Croft shared the 2015 Flight Safety International Cecil A. Brownlow Publication Award recognizing "significant contributions by journalists to aviation safety awareness."
He graduated from James Madison University with a B.S. in Communications ('91) and earned an M.S. in Integrated Marketing Communications ('13) from West Virginia University.
This week's National Transportation Safety Board (NTSB) hearing on Asiana Airlines Flight 214 is more than a deep dive into why a Boeing 777 crash-landed at a major U.S. hub on a near-perfect summer morning. It is the continuation of an escalating discussion on—as the NTSB puts it so well in its press advisory on the hearing—“pilot awareness in highly automated aircraft.”
The FAA is allowing early adoption of its newly revised airworthiness approval tag, clearing up confusion among field offices that were prohibiting the new form’s use until the mandated retiring of the current form in early 2014. The agency earlier this year finalized changes to the 8130-3 form, which—depending on the circumstance—is required for domestic airworthiness approval, export approval or return-to-service approval of engines and aircraft parts.
