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.
Europe The European Aviation Safety Agency (EASA), concerned about the number of reports of defective fasteners, is developing a certification memorandum that will advise product developers to take steps to ensure the quality of so-called standards nuts and bolts (see photo).
A scan of recent supply chain- and logistics-related product announcements underscores that aviation is placing a premium on keeping real-time tabs on high-value goods. On the production line, manufacturers are marking parts with tags designed to help everyone from line mechanics to vendors. In the aftermarket, using sophisticated sensors to monitor parts and key shipments—from components sent to bail out a grounded aircraft to the tooling needed to do the job—is becoming bigger business.
As the only all-new engine developed for one of the most ambitious aircraft models built in the jet age, General Electric's GE90 family has more than held its own. Nearly three out of every four Boeing 777s delivered are powered by GE90s, and the percentage will only grow—every undelivered current-generation 777 listed in Boeing's backlog is slated to have GE power as well. Boeing figures show 991 777s delivered through Sept. 30, including 730 powered by GE90s. Another 328 777s—a mix of -200LRs, -300ERs and freighters—remain on order.
