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.
FAA on Jan. 2 mandated the next steps in an ongoing program to limit the risk of Pratt&Whitney PW4000 engine surges, issuing revised operating limits on certain engines with high-pressure compressor (HPC) ``cutback stator'' configurations and authorized a new test that, when passed, clears engines that have surpassed the limits for return to service.
FAA issued its final rule Jan. 15 on tracking life-limited parts removed from service. While the agency decided against yielding to calls for an all-new proposed rule, the final regulation includes several key revisions suggested by people who submitted comments.
FAA has issued a suspected unapproved parts (SUP) notice based on the Italian probe into parts broker Panaviation, but it remains unclear whether the Rome-based company has done anything wrong. Meanwhile, The DAILY has learned that the parts seized in last week's raids on Panaviation hangars are owned by a U.S. distributor and were headed for the U.S., but not as certified-new or reconditioned parts.
