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.
The FAA's new proposed repair station regulations appear to mix much-needed improvements with bureaucratic burdens that may ultimately increase the complexity of Part 145 certification and compliance, initial analysis of the major proposal reveals.
The FAA is giving operators of 5,500 U.S.-registered aircraft until early September 2015 to put emergency oxygen generators back into aircraft lavatories by installing new, more tamper-resistant systems. This new rule (AD 2012-11-09), effective Aug. 10, gives operators 37 months—or 13 months longer than originally proposed—to comply. The FAA notes that the timeframe should be sufficient to accomplish the work, even though “there are no specific designs available for the affected airplanes.”
International Aero Engines (IAE) continues to work on a permanent fix for a corrosion problem that has cracked about 90 V2500 high-pressure compressor drums in three years and forced the original equipment manufacturer (OEM) into recommending more stringent actions than the FAA settled on in a mandatory directive.
