I have been concerned about recent reports by mechanics at major airlines of intimidation and pressure by supervisors to violate FAA safety rules. One situation I discussed last month resulted in a federal lawsuit by mechanics and their union against the airline and the other involved a settlement of a whistleblower complaint by a mechanic at a different airline. These situations got me interested in finding out what NASA’s aviation safety reporting system (ASRS) data would show: whether any mechanics were reporting intimidation or fear of reprisal in conjunction with their maintenance employment. NASA maintains the ASRS database to encourage airmen to submit voluntary reports of safety information without fear of the FAA learning about them and using them improperly.
After going through the 76 separate reports that date back to 1999, I have focused on the 40 reports from the last five years. While the information is de-identified–you can’t tell who wrote the report, the airline involved or even the airport–the reports do indicate if the mechanic worked for an airline (distinguishing between Parts 121 and 135) and the make and model of aircraft. Of those 40 reports, 36 involved Part 121 airlines. Twenty-five of the reports involved large aircraft, including the 717, 737, 757, 767, 777, A320 and A321. Eleven of the Part 121 reports involved smaller aircraft, including the CRJ700, ERJ135, Q400 and ATR 72. Three of the reports were from mechanics at Part 135 operators flying a Beech 400, a Shorts SD-330 and a JetRanger. One report involved a Part 91 mechanic working on a Cessna 337B.
With more than 40 years experience in the aviation industry, The Honorable John Goglia, was the first and only Airframe and Powerplant mechanic to receive a presidential appointment to the National Transportation Safety Board (NTSB). He served from August 1995 to June 2004.
As a Board Member, Mr. Goglia distinguished himself in numerous areas of transportation safety. In particular, he was instrumental in raising awareness of airport safety issues, including the importance of airport crash fire and rescue operations and the dangers of wildlife at airports. He played a key role in focusing international attention on the increasing significance of aircraft maintenance in aviation accidents. He pressed, successfully, for greater integration of civilian and military safety information, becoming a featured speaker at national aviation symposiums attended by military leaders and major defense contractors. He is a leading proponent of airplane child safety seats.
Prior to becoming a Board Member, Mr. Goglia held numerous positions in the airline industry. He started as a mechanic for United Airlines and eventually joined Allegheny, which became USAir. Additionally, he was involved for more than 20 years as a union flight safety representative on accident investigation teams. There, he developed a safety program for his union, the International Association of Machinists, and was its representative for NTSB investigations. For twelve years, he operated his own aircraft service company.
Numerous prestigious groups have recognized Mr. Goglia’s contributions to aviation safety. Aviation Week & Space Technology awarded him a coveted 2004 Laurel for his outstanding service as an NTSB Board member. The Society of Automotive Engineers presented him with the Aerospace Chair Award for outstanding leadership in 2003 and the Marvin Whitlock Award for outstanding management accomplishment in 2002.
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