• dial 641-527-4209


• when asked, enter 6337571#
  
  

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"The process for
traveling overseas to inspect a repair station is so labor intensive,
often involving state department coordination and country clearances,"
she said, "an FAA inspector can wait a month or longer for clearance. 
When an inspector is able to get to the foreign repair station, many
times, the aircraft slated for inspection has since left or the repair
station is fully aware of the visit. So, the element of surprise is
nonexistent, rendering the inspection a simple formality."

Tom Brantley, President of PASS, gave testimony to Congress stating, "Although the written version of the FAA's
mandate instructs the agency to focus on maintaining and enhancing
safety, there's pressure on inspectors to promote the aviation
industry--even if it's at the sacrifice of safety enforcements." 

Currently,
if an inspector finds a violation while conducting an on-site
inspection of an air carrier, the inspector first must notify the
carrier and the supervising inspector on location. The air carrier
inspector then enters information into the Air Transportation Oversight
System database. Keeping commercial aviation separate from
private general aviation, GA data is entered into the Program Tracking
Reporting System. At this stage, the inspector has the ability
to open additional records, tracking enforcement actions through FAA
Enforcement Information System.

However, the system
doesn't work as intended to protect the safety of airline passengers.
After entering all info and researching the issue, and if approved to
move forward by the system, the inspector makes a recommendation to use
administrative actions: warning notices; letters of correction or
investigation; and legal sanctions, to include fines, suspension or
revocation of a carrier's operating certificate. "Seasoned safety
inspectors report that filing an enforcement action against an airline
is often futile; there's little chance that the enforcement process
will work as intended," Brantley explained "If the many required steps
are executed properly by the inspector, an enforcement action may never
leave the inspector's office, if it's not moved forward by FAA
management."

What happens is that a suspension or revocation
action can sit for six months; once inactive for six months, such
recommendations are considered "stale and dropped." This lets the
airline in question off of the hook. Brantley said safety inspectors
have been pressured to alter actual inspection data in FAA databases.
He said inspectors have been reprimanded or removed from oversight
responsibly of a carrier's certificate.

"They have been asked
to amend a report to reflect better on the air carrier--forced to work
around the FAA's preferential treatment of airlines," he said.    

He
said safety inspectors have been relegated to auditors; they're
inspecting more paperwork than they are airplanes. Because the airlines
have been allowed to submit their own data, rather than undergo
physical inspections, Brantley said there's no way to know if data is
accurate or complete. He said the FAA has retaliated against inspectors
who have attempted to hold airlines accountable. "Given the importance
of safety to air travel, the FAA is in no position to rely solely on a
data-driven system," he said.

Brantley maintains that until the
FAA recognizes who its real customer is--the flying public--its
approach to aviation safety won't change for the better.

Brantley said the same thing I've been saying for years in this newsletter; "The FAA has
promoted an internal culture where safety is given second billing," he
said. "It has manipulated every aspect of the enforcement process in
order to encourage and maintain a positive relationship between the FAA
and the airlines," he said. Punishing safety inspectors for discovering
violations or impeding them from making safety of the system their
priority shouldn't be tolerated."

Also, see testimony of threats a FAA inspector received from his supervisor at the FAA at this link.

• We check the plane ourselves.
  
  


• We check the log book thoroughly.
  
  


• We speak personally with the mechanics.
  
  


• We test every system and backup system to make sure each and every one is working.
  
  

Get started with the program that works. SOAR
was established in 1982 because no programs existed which could help
people with moderate to severe difficulties. Even today, no other
program offers help that is effective except for mild difficulties. No
matter how difficult flying is for you, we can help.



Full Length Course



We have the full length SOAR Video Course on 11 DVDs and we have the accelerated FastTrack course. The full length course provides the maximum help possible. More info.

FastTrack



FastTrack is for you if you have a flight coming up soon, even tomorrow! It includes three hours of the most important video clips from the full length course. More FastTrack info.

Get started now. The SOAR FastTrack program can be on your computer's screen in two minutes.

• Fast Track is inexpensive.
  


• Fast Track gives you the most help possible in the shortest time.
  


• A twenty-minute private session and unlimited group counseling sessions are included.
  
  


• What you pay for Fast Track is 100% transferable to the complete SOAR Course DVD or CD.

Complete a compact (about five hours) version of the SOAR Course on the go. Download it to your computer. Play it on
your computer, iPod or other media player. More info.

Which To Choose

If you are unsure which is best for you, please call me at 877 332-7359 so we can talk it over. You will feel better as soon as you decide to act.

We
are always here to help. As you go through the program, call or email whenever you
have a question or a concern.

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