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The AEA has spent four years training
repair stations to: 1) develop their
manuals; (2) develop the program
to go with the manuals; and (3) audit
their activities to the onerous burden
they committed to in their training programs.
This cannot be taken lightly with
just-in-time updates before an FAA audit;
this program must be continuously
maintained.
I began the September 2001 column
with the following words: “The
long-awaited Part 145 rule is now final
and is a classic example of successful
rulemaking.” Isn’t it ironic, eight years
later in the June 2009 Avionics News
“Regulatory Update,” I would report
the last element of the 2001 rule was
withdrawn?
When the repair station regulation
was finalized in 2001, the FAA had to
split the rule into pieces. The repair
station training program and the issues
the public raised during the original
rulemaking couldn’t get resolved. The
issues primarily stemmed from the requirement
for a quality assurance program
and a modern approach to repair
station ratings.
The training program was delayed
until the guidance and policies could be
written, and the quality assurance program
and ratings were sent back to the
Aviation Rulemaking Advisory Committee
to resolve.
The industry, including the AEA,
participated in the ARAC and made
recommendations to the FAA as to how
to fix the quality assurance and rating
issues. However, when released for
public comment, it became clear the
ARAC didn’t get it any more correct
than the FAA had. As a result, in May
2009, the original 2001 rulemaking finally
was closed with the withdrawal
of the last outstanding elements of the
original repair station regulations.
Also in 2001, I was announcing the
arrival of Nick Sabatini and Jim Ballough
to FAA headquarters, as well
as the arrival of Dorenda Baker to the
Small Airplane Directorate in Kansas
City, Mo. At the beginning of 2009, I
was reporting the retirement of Sabatini
and the promotion of his replacement,
Margaret (Peggy) Gilligan, to associate
administrator for aviation safety; Jim’s
pending retirement and his replacement,
John Allen, as the director of Flight
Standards Service; and the promotion of
Baker to director of the Aircraft Certification
Service in Washington, after John
Hickey was named deputy associate administrator
for aviation safety.
In the November 2001 issue of Avionics
News, we relived the tragic events of
Sept. 11, and issued a warning that “every
special interest group with a grudge
against general aviation will dust off
their most recent proposals for safety
and replace the word ‘safety’ with ‘security’
and feed on the public fear of this
unknown threat called ‘general aviation.’”
It doesn’t take much effort to see the
outrageous effects the past eight years
have had on general aviation, from the
Washington ADIZ to the Large Aircraft
Security Program regulation, which
would prohibit an aircraft owner from
carrying his or her own golf clubs, skis
and hunting weapons in their aircraft.
Currently, we are working with the
Transportation Security Administration
on its long-awaited repair station security
program (another effort from special
interest groups to restrict trade through
fear-mongering, which would have a
devastating effect on general aviation).
Last week, I spent a number of hours
working on Capitol Hill helping some
Congressional staffers to better understand
the current aviation regulations so
that the Bill being proposed by the Senate
as part of the FAA Reauthorization
might be technically correct and not
add additional burden to aviation small
businesses.
Many of the proposals offered by
some of these “special interest groups”
are already contained in Part 145, while
their public interest is in airline safety
(i.e. Part 121). Fortunately, we have
been able to make a little progress in
helping Congress to better understand
the current regulatory structure.
We concluded 2001 with a “declining
world economy, more layoffs and
growing opportunities.” I wrote about
commercial air travel “rapidly becoming
the service-free utility” and the airlines’
efforts to “continue the reduction
of services that they have determined
unnecessary and costly.”
I find it interesting these reduced services
　
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