[Peetwo]

KC Can'tberra update - 

Recent meetings with CASA are positive and confirm that CASA is redirecting itself to enable the maintenance industry to operate with less red tape.
   
1. The shortage of LAMEs is internally being reviewed by CASA.  Great.

AMROBA and others have proposed that foreign AME licence holders, especially experienced LAMEs, be recognised for the issue of an Australian AME licence. CASR Part 66.035 and on provides for this to happen.

These experienced foreign LAMEs don’t need an AA type examination as long as they work for a CAR30/Part145 AMO for the first year. AMO induction training provides how the company certify and how schedules/system regulatory requirements are met by the AMO.

This is now being discussed by CASA management. If they cut the red tape then our members will benefit.

If a fast track policy can be promulgated then short term we may be able to import some LAMEs to keep businesses operating.

•     At last a fast track policy may be eminent.
  

2. Long term fixes to the Part 66 licence

CASA is close to producing a DP on Part 66 licence categories and ratings.

This is way overdue.

EASA has reviewed their Part 66 more than once when they found out Part 66 did not work well in the non-airline sectors.

We have had the same issue since CASA introduced this EASA system but no changes.

AMROBA has reviewed this and have come to the following conclusion.

•     Part 66 will never be replaced by the past CAR31 – we must move on.
  
• Adoption of the EASR Part 66 current regulation would introduce:       
  

         - Group Ratings to the B1.2
         - Introduce a B2 Light
         - Has “system” ratings.

• Introduces a B3 (piston engined airplanes under 200Kg)
  
• Also includes recreational licencing which might be a conflict with where CASA is going with Part 43.
  

All of these changes are beneficial to the non-airline maintenance sectors

CASA is open to discussion on the group ratings under the B1.2 rating.

The ratings may need some modification based on where the experience can be attained in Australia; like CAR31 did to identify its group ratings.

We believe some tinkering with the EASR group ratings can make the groups more applicable to Australia.

Since EASA introduced Part 66, Part 23 aircraft standards have increased weight and seating to absorb the commuter category plus piston or turbine powered. Strange we base the licence ratings on a definition of 5700Kg small aeroplanes.

The future will eventually be based on the certification standards. Certifying as airworthy compels a LAME to know the certification basis.

The most important part we need to adopt from EASRs and insert into the Part 147 MOS is Appendix A to EASR Part 147.

This details the course hours applicable to each licence category/sub-category.

If inserted in CASR Part 147 MOS ASAP it will assist greatly in overcoming government and union pressure to obtain the correct funding for trade/licence training.

AMROBA has planned talks with the government Ministers in the next couple of weeks to discuss trade/licencing training.

Maybe, just maybe, we are starting to advance in the right direction.

Please increase the pace.

Regards

MTF...P2