Thank you Mr. Chairman, Senator Rockefeller and members of the Committee. I am Basil Barimo, and on behalf of the 23 airlines who are members of ATA, I appreciate the opportunity to address airline safety today and into the future.
We have submitted a written statement for the record that covers a number of topics. This morning I want to touch on three: the U.S. airline industry’s extraordinary safety record, the use of contract maintenance by air carriers, and an emerging issue that warrants attention by all stakeholders, but particularly the FAA.
Safety
U.S. airlines currently have an extraordinary and unparalleled safety record. As the chart I have put up illustrates, airline safety today is, by any measure, exceptional. Based on NTSB data, the chart clearly shows the dramatic reduction in the airline fatal accident rate. Are we perfect? Of course not. But we will continue improving and are working diligently every day to maintain our forward momentum.
We are proud of this record because it is the tangible result of our core operating principle: safety first. You know well that the airline industry is fiercely competitive. But, if there is one thing that binds ATA members together, it is their common interest in safety. From CEOs to ramp workers and everyone in between, the airlines demand and expect the highest level of attention to detail when it comes to safety. And this principle extends to all of our partners: airframe and engine manufacturers, suppliers and service providers.
As a result, notwithstanding the economic turmoil of the past four years, U.S. airline safety has continued to improve. In 2004, the NTSB reported only one fatal accident in over 10 million scheduled departures. In the three full years spanning 2002 to 2004, there were three fatal accidents in 31 million scheduled departures. During that time, U.S. airlines providing Part 121 scheduled operations carried nearly 1.9 billion passengers and recorded just 34 fatalities. Moreover, this trend continues in 2005. Without question, scheduled air service is incredibly safe, and our goal is to build on that safety record.
One of the reasons why our safety record has improved is the growing use of data-driven analysis to understand and prioritize risks, and to identify and act on indicators of potential problems. The joint FAA-industry Commercial Aviation Safety Team, known as CAST, has led the way in this regard, and its goal of reducing the fatality risk by 80 percent by 2007 is well in sight. CAST has successfully identified and addressed risks to produce important safety improvements. In addition, voluntary airline programs, such as flight operational quality assurance programs and aviation safety action programs, which rely on actual flight data and employee reporting, require carrier, labor and FAA participation, and have helped to identify potential problems before they could result in accidents.
Contract Maintenance
Effective and efficient maintenance programs also play a key role in our outstanding safety record. Having managed maintenance operations and quality assurance programs at a major U.S. airline and then at a major repair station, let me state that maintenance is a 24-7 function that requires careful organization, tight control, diligent oversight and robust quality assurance. Airlines have developed comprehensive oversight systems to ensure that aircraft are maintained properly in accordance with FAA regulations and manufacturers’ standards. Furthermore, airlines have their own staff on-site to monitor work wherever it is being performed.
An important component of any airline’s maintenance program is third-party maintenance provided by repair stations. Repair stations have provided high-quality maintenance services to airlines for many years. Because repair stations offer savings to airlines due to competitive pricing and flexibility when compared to the rolled-up cost of in-house maintenance, their use has grown in recent years as airlines have reduced their own cost structures. Some have suggested that this practice reduces or impairs safety, but the facts (POINT TO CHART) simply don’t support those claims. Simply put, there is no basis for the contention that safety suffers because airlines utilize third-party repair stations.
Emerging Issues
The last point I want to mention this morning is the emerging issue of the impact that Very Light Jets – VLJs – will have on the safety of commercial airline operations when introduced in the near future. These jets are being marketed to individuals, and a number of entrepreneurs are planning new air-taxi services. VLJs will impact scheduled airline operations because they will operate in the same airspace as large commercial jets, but at slower speeds. Today, 2500 VLJs reportedly are on order, and the FAA estimates that 4500 VLJs will be operating by 2016. Others estimate even greater numbers of these aircraft.
The introduction of VLJs into airspace used for scheduled commercial operations raises questions about pilot qualifications and training, as well as maintenance and oversight. We are not saying VLJs are unsafe or that they are a hazard. We are saying, however, that we need to look ahead, examine the risks and determine if current regulations and practices are adequate to ensure the safety not only of VLJ operators, but also the other users of the airspace.
Closing
In closing, we have seen a consistent improvement in airline safety. In my opinion, our improved safety record is a direct result of the increased reliance on data-driven analysis that prioritizes risks, and then applies resources in a disciplined manner. Our safety record also demonstrates that the expanded use of third-party repair stations by airlines does not negatively affect safety. And while there may be room for some improvement in the regulatory and oversight structure, it is, in fact, working. Today airline travel is safer than ever and the facts speak for themselves.
Thank you for the opportunity to appear before you today – I’m happy to answer your questions.
(Oral Statement)
Click Here to Download Oral Statement (PDF 18.5kb)
Click Here to Download Written Statement (PDF 36kb)