Close enough. I work for for MITRE and the FAA leading our efforts to identify aviation safety hazards and also improve aeromedical certification, so I do work closely with the airlines, OEMs, unions, trade orgs, and other stakeholders.
We use de-identified voluntary safety reports filed by pilots, air traffic controllers, and others, along with flight telemetry data from the aircraft and other data to identify and study potential safety issues in the national airspace. Privacy-preserving techniques ensure that we can collaborate on safety and trust that the data stays non-attributional (and thus, non-punitive since participation is voluntary) despite competing interests.
We can't really do fault injection or fuzzing for real-world systems to understand, say, the impact of false low altitude alerts on risk of undesired aircraft states (e.g., controlled flight into terrain) at a certain airport.
We use de-identified voluntary safety reports filed by pilots, air traffic controllers, and others, along with flight telemetry data from the aircraft and other data to identify and study potential safety issues in the national airspace. Privacy-preserving techniques ensure that we can collaborate on safety and trust that the data stays non-attributional (and thus, non-punitive since participation is voluntary) despite competing interests.
We can't really do fault injection or fuzzing for real-world systems to understand, say, the impact of false low altitude alerts on risk of undesired aircraft states (e.g., controlled flight into terrain) at a certain airport.