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Convention & Trade Show
and AEA Regional Meetings as well
as throughout the year and in Avionics
News.
And the FAA has promoted the
public’s right to disagree with an
ASI without fear of retribution. This
doesn’t mean blindly arguing for the
sake of argument; that would be foolish.
What it means is the AEA’s membership
knows the regulations as well
as the ASIs who have oversight of their
repair stations, and having an intellectual
disagreement should not result in
bruised egos or hard feelings.
The ASIs are trained in how to deal
with conflict, and the shops should
be more confident in presenting their
cases. AEA members are comfortable
enough today to raise issues through
their ASI to the leadership at the district
office, regional offices and, when
necessary, FAA headquarters.
The July 2001 magazine column
was about the globalization of aviation.
In 2001, I was reporting the activities
of the 18th annual JAA/FAA
International Harmonization Conference.
As you might remember, in 2003,
the European Commission established
the European Aviation Safety Agency
(EASA) to develop, promote and regulate
aviation throughout the European
Union with one set of European aviation
regulations. As a result of this,
the Joint Aviation Authorities began to
wind down and transfer all rulemaking
activities to EASA. Earlier this year,
the JAA officially closed its doors
with the transfer of operational requirements
from JAA and the National
Aviation Authorities to the European
Commission and EASA.
In 2004, the JAA/FAA International
Harmonization Conference changed
its name to the Europe/U.S. International
Aviation Safety Conference.
The theme of this year’s conference
was: “Global Safety in Challenging
Times: How Can We Better Achieve
Harmonized Implementation?”
While the AEA participates in this
conference every year, 2009 brought
us a new opportunity participating on
two of the panel discussions. The AEA
moderated a panel discussion on airworthiness
directives along with panel
participants from the FAA, EASA,
Boeing, Airbus, Embraer, and Austrian
Airlines. This panel looked into
the existing cooperative arrangements
that have been developed and whether
or not these arrangements properly address
continued airworthiness throughout
the lifecycle of aircraft types.
The second panel took a look at the
regulations affecting the approval of
changes and repairs to parts and appliances.
The AEA joined the FAA,
EASA, Transport Canada, Chromalloy
Gas Turbine, and Lufthansa Technik
AG on this panel.
The August 2001 magazine column
discussed the Aviation Small Business
forum and provided a review of the administrative
costs to AEA membership
created from the arbitrary and often
capricious demands of the local ASI.
The burdens facing aviation small
businesses created from personal demands
of the local ASI and changes
to the repair station manual, quality
manual and training program cannot
be minimized. We still are challenged
by these “simple” changes and the accumulative
effect of these demands.
Despite explicit prohibitions against
“wordsmithing,” some ASIs still are
acting like high school English teachers.
R
ecently, I dealt with an ASI in
Houston, Texas, who took it upon himself
to reject the FAA Administrator’s
repair station training program template.
The ASI assumed the template
was an AEA-derived template; however,
the AEA simply digitized the template
the FAA provided in Advisory
Circular 145-10.
In defense of the ASI, the FAA’s
handling of the Repair Station Training
I think we have made great strides in our relationships, both here in
Washington, D.C., and in the field. Where we have seen significant
changes, however, has been our need to develop this relationship
beyond our ASIs. Our relationships now must regularly include the
local district office management and leadership team.
Continued on following page
18 avionics news • august 2009
Program has been anything but stellar.
The literal mandate to the ASI is to “approve
the program,” while the intended
mandate is to “approve the manual”
and audit the program. This was poorly
communicated, and beyond all of our
efforts to help FAA headquarters fix
this conflict, the Agency continues to
place its inspectors in a precarious situation.
　
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