As the person responsible for running LOSA maybe I can clarify some apparent misconceptions. LOSA is an audit, not an exam, so you cannot fail. The use of the term ‘error’ is a bit misleading in that we audit against the manuals. So, a lot of ‘errors’ involve light switches, call outs, etc. On the A350 we see a lot of ‘no Mobile’ switch events. So you need to keep some perspective.
LOSA is run by FOP, not buried in safety. In 2014 we briefed pilots on the main findings and copies of the full report were made available in fleet offices and corporate safety if anyone wanted to read it. We have changed the nature of LOSA, moving from an audit every 4 years to smaller, more frequent observations based on operational issues. I consulted with Qantas when setting this up: it’s what they do. We have now done 4 observations in 12 months.
For the B-777 and Airbus we did use regional sectors as this was the most cost-effective way to collect data on the adherence to procedures. For the B-747 we did a study on 2 crew, 2 sector WOCL operations and that did involve some sectors in North America. We try not to audit the same individuals wherever possible but, frankly, that’s just a matter of luck. LOSA, though, isn’t an audit of people. It looks solely at the operation. It is de-identified, anonymous data that is aggregated to look at trends,
We have been feeding data into the current lunchtime CRM, which is where some of the comments in this thread seem to have come from. We have just completed the follow-up A350 audit and I am analysing the data at this moment. Once Fleet and Training offices have been updated we will share the headlines in the CRM class. I know of one airline where the LOSA report is secret and is kept in a safe. We don’t do that. If anyone wants to know more, they just have to ask me.