Some interesting comments on how best to do this and how to get it widely installed. Perhaps a few conclusions based on my own experience, albiet with a self policing OEM!
We do not have all the data
My principle was not to ask anyone for any more data unless I had done all I possibly could with the data I had. It is easy to ask for more and more and then just let it sit there. You need to be sure that all the stakeholders are seeing the results and getting some benefit. When you say to them "I have done this, but if only I had... " then you will get more data.
Not everyone does good analysis
I think you still have to throw it open to all. Over time the DataAnalyst gladiators will develop some mutual respect and the cowboys will be shown to be such.
OEM's are not the ones to do this, they are not independent enough
I worked for an OEM and was never under pressure to do anything other than the right thing. I believe as professionals we would never bend the data. The only concession I made to my employer was to give a "heads-up" warning of bad news before it was pubished, but then I would do that for any participant in a program.
How do we get such a program mandated?
1-Get Airbus & Boeing to agree that they at least are fully committed.
2-Then they agree that all aircraft are supplied with whatever equipment is needed be it on-board or ground based at no extra cost.
3- OEMs give a discount on maintenance charges or parts or whatever for airlines who agree to supply the data on a regular basis. (We discounted maintenance charges to any customer that agreed to connect to the RemoteDiagnosis Centre)
4- The analysts in the meantime work hard and make sure that what they produce does show tangible benefit to the participants.
On this last point, I know there is much discussion implying savings on insurance premiums for those who demonstrate a good Safety Management Program but you guys have a chance to plenty in this area.
- Although hull-losses are thankfully low I am sure you could develop a model that showed how many times a given OEM or airline is in the position of having all but 1 ,2, or 3 holes lined up in the swiss cheese. Actually this gives me a few ideas...........
5- OEMs and Airlines arrange job-swaps between managers of appropriate groups. This for us was the big factor in the end. I never got to ground a fleet but I did get to the point where we looked to be about to put a worldwide manufacturing hold on shipping our latest high-profile product. At times like that people on both sides need to know they can trust each other and that only comes after a certain degree of common suffering and no small number of beers!