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Thread: ALAE Introductory article by the new Chairman

  1. #1
    Join Date
    Mar 2006
    Chertsey Surrey

    Default ALAE Introductory article by the new Chairman

    [FONT=Arial][FONT=Arial]Dear colleagues [/FONT][/FONT]

    [FONT=Arial][FONT=Arial]It is an honour and a privilege to be selected to serve as Chairman on the executive board of ALAE.[/FONT][/FONT]

    [FONT=Arial][FONT=Arial]However, rather than take up space with a traditional chairman’s acceptance speech, I would prefer to use this opportunity to address one of the major issues facing members and non-members alike.[/FONT][/FONT]

    [FONT=Arial][FONT=Arial]The AGM is over and a new year for ALAE begins. This year will not be an easy one and has the potential to be remembered as the year the function of the LAE employed as Certifying Staff, especially in line maintenance, was reduced to that of completing the paperwork and signing the CRS after maintenance. All the maintenance could be carried out and signed off by “suitably approved personnel”. [/FONT][/FONT]

    [FONT=Arial][FONT=Arial]Before we all start partying to see in the new year come December 31st, EASA will have already issued their NPA (Notification of Proposed Amendment) for working group 145.012. A high possibility that the number of Certifying Staff required to assess defects and return the aircraft to service in the UK will be decimated. Of course officially there is nothing to worry about, EASA are only interested in applying the highest uniform standards possible to aircraft maintenance throughout Europe. [/FONT][/FONT]

    [FONT=Arial][FONT=Arial]The argument on the face of it makes sense. Single or multiple release? Europe should employ one philosophy only and so the chosen method should become common practice throughout all member states. ALAE accept the need for a common practice but unfortunately from this point, ALAE are appalled at the methods being discussed at EASA headquarters. EASA feel that as part of the process to determine which system warrants implementing they need to go back over 145.A.30 para. (g). This innocuous paragraph is the key to their real motives. Any changes here that weakens this paragraph must be countered at all costs. And exactly that, "costs", are the root cause of all this energy being exerted by EASA to instigate change. If this paragraph can be weakened, it opens the floodgates for carriers to use internally approved but non-licensed staff with a much widened scope, who in fact could be given certifying rights, as we understand the term today.[/FONT][/FONT]

    [FONT=Arial][FONT=Arial]Is it just coincidence that the UK's interpretation of 145.A.30 (certifying staff qualified as A, B or C only, can certify maintenance) lead to the rejection of our CAA's request to be a part of this working group?[/FONT][/FONT]

    [FONT=Arial][FONT=Arial]EASA claim that all options must be discussed to ensure that the correct decision is reached. Yet the largest single aviation state within EASA, the member state that accounts for approximately one third of all operations, the member state with the largest number of LAE's on its books and finally but most importantly, the largest member state that operates the multiple release philosophy, a philosophy that requires the involvement of the LAE in the maintenance process, has not been invited to the table to discuss the resolution.[/FONT][/FONT]

    [FONT=Arial][FONT=Arial]ALAE will do their best to protect all LAE's interests as the work progresses. However, as those who attended the AGM now fully appreciate, it won't be easy. We can do our bit on your behalf but we also need your help. While ALAE representatives are in Cologne trying to realise a result that will guarantee our future presence in this industry, we could do with a bit of assistance on the home front. We need new members. We must increase our numbers to ensure that we can take our knowledge and experience to Cologne. [/FONT][/FONT]

    [FONT=Arial][FONT=Arial]Please pass on our good name to your non-member colleagues, let them know that we are there for them. Let them know that we are a fully functional trade union and that we can deal effectively with the issues confronting us. Numbers will move us forward.[/FONT][/FONT]

    [FONT=Arial][FONT=Arial]The LAE does not need to become part of BALPA to make his voice heard. We can of course look to them for ideas, as they have been tremendously successful. Yet much of the reality of that success is down to unity of numbers. ALAE represent around 1700 of the 16,000 engineers out there. BALPA represents 75% of pilots, membership being around 8,000. If 75% of engineers were to join us, membership would be 12,000. I am sure you get the message. ALAE can only do so much, the LAE has to do the rest himself.[/FONT][/FONT]

    [FONT=Arial][FONT=Arial]The Licensed Engineer is there to ensure continued safe operation of aircraft after maintenance. Airline management or European agencies must not erode the importance of our function, accountants do not understand the role we play. Aircraft are safe because of our collective endeavours.[/FONT][/FONT]

    [FONT=Arial][FONT=Arial]Join us today and help secure your future. [/FONT][/FONT]

    [FONT=Arial]Robert Alway, Chairman[/FONT]

    [FONT=Arial][FONT=Arial]As published in Tech Log issue 295 and on the ALAE website[/FONT][/FONT]

  2. #2
    Join Date
    Sep 2001
    A box in a shop doorway

    Default Re: ALAE Introductory article by the new Chairman

    thank you.
    Eat more pies....M0NCL

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