RadAlt2010;
Political correctness is inappropriate too. I am suggesting that ICAO and IATA set minimum standards for airports and airline crew training, be it navaids, ATC or pilots training records. Go below those limits and you get outlawed/blacklisted till you improve and stay improved. Its not rocket science.
That's far too broad a brush to be a meaningful or effective comment.
Though their effectiveness will always be the subject of debate, many of the processes described are already in place.
The banning of certain carriers due to concerns over historical and/or current flight safety issues is already done in NA, Europe and Australia but such is not done on an ad hoc basis nor without significant cause.
Within the air carrier industry, IATA has its IOSA process. Such process may deserve debate but it is nevertheless in place and, to a degree, works as it is intended.
The
ICAO Annexes already directly address your points. What is needed if you're going to argue this line of thought is detailed research and examples over time to be able to argue that standards are not effective. Most professional aircrew here know or are at least familiar with, for example, the FSF work on such matters, among other organizations.
It does nothing to merely state the obvious need for change; many are already quietly engaged in same and have been for decades, not just after one accident in an African country.
Insofar as accident investigation goes, much that is good has already been offered here and elsewhere on the process.
"
What, not who" is a primary key as I'm sure you'll agree. There are no accidents in which there are not inappropriate "interests"; for the investigation,
data is not a point of view, nor is a point of view, data.
As long as that is understood and the report(s) written as such, the report in question will likely come very close to what happened.
Under Annex 13, it is almost certain that at least France, (BEA), the UK, (AAIB) & the US, (NTSB), will be involved in the investigation though the Libyan authorities will lead. If the industry is not happy with such a process, ICAO and IATA both, incorporate the means of change.
PJ2