Ref: VH
As usual your blind arrogance has led you to not read a post correctly. Re-read my post and you will see that often the airlines lead the regulators on safety.
Indeed, within the FAA system, many AD's and SB's have derived from operators concerns over certain issues, which the regulator has looked into and conferred and presented an NPRM, enabling those affected to address the variances in certain issues. many NPRM's have as such provoked further revision of NPRM's in the name of safety.
Ref: SM
Cyprus decided on 26 November 2010 to suspend the Air Operator Certificate (AOC) of the air carrier Eurocypria Airlines following the stop of operations and the lack of financial means of the air carrier to operate in safe conditions;
Italy decided to suspend on 24 October 2010 the air transport licence held by the air carrier Livingston and that held by the air carrier ItaliAirlines on 11 March 2011;
Lithuania decided to revoke the AOC of the air carrier Star 1 Airlines on 11 November 2010;
following the liquidation of the air carrier Blue Line and the subsequent suspension of its operating licence, France decided to suspend the AOC of this air carrier on 6 October 2010. Furthermore, France decided not to renew the AOC of Strategic Airlines on 16 September 2010;
Greece decided to revoke the AOC of Hellas Jet in November 2010, had suspended the AOC of Athens Airways in January 2011, and had placed Hellenic Imperial Airways under heightened surveillance;
Sweden decided not to renew the AOC of the air carrier Viking Airlines AB on 31 December 2010 and the
as VH points out the withdrawal or suspension of an AoC may not necessarily be due to safety issues in relation to the operation or maintenance of the fleet, indeed when this is the case, the AoC holder would have been subject to an inspection and been provided notices of it's failings with requirements to meet regulatory standards or face re-percussive actions. (namely suspension of the AoC)
Economic safety is also a prime driver in the suspension of the AoC and the largest cause of AoC revocation or suspension due to the failings of providing 'economic authority'. Again the AoC holder will be advised of the concerns and given rectification demands or re-percussive actions, at which point the need for funding is required and if not achieved in the capacity required, revocation will follow.
so your presentation is actually disingenuous SM.
Ref: SM
Again you confirm the fundamental lack of risk awareness of many in the airline industry. ICAO are trying so hard to get airlines to think for themseleves and take a risk based approach but again are foiled by those stuck in the past.
do you have case to substantiate that claim or is that personal conjecture ?