Ticked
Maintenance records and logbook requirements
Modifications and repairs
Ticked
Other
(please specify)
Training of Maintenance Engineering Apprentices.
2. What kind of issues and/or challenges are you currently experiencing in regard to general aviation, and how have they impacted you?
Comments
As a Maintenance Engineering Trainer (Ex Avionics LAME) I have spent the last 35 or so training apprentices for both GA and the heavy metal groups. I have watched with dismay the level of training available diminish over the years. I was a Military (RAAF) trainer before becoming a Civilian trainer, and was shocked at the difference in the two systems. Military training standards are much tougher because military operations are much tougher, no issue there.
The problem comes about because to the training protocols used in the civilian world. As trainers we are answerable to two masters , CASA and the Part 66 International Standards and ASQA and the MEA Aeroskills Australian unique training package. Funding for Apprentice training is sourced via the training package, but the apprentice at the end of the training period be it for Certificate IV (AME) or Certificate V (LAME) still has a long way to go.
The B3/B4 licence which was originally proposed and was partly matched in the early days of the Training Package (Group 1 GA) showed great promise. Later releases of the training package have moved so far away from that original concept that now there is a huge divide between the two. Australian Trained LAME's of all types, trained under the MEA system are no longer acceptable overseas because they cannot provide any credits against the International Standards of the PT 66.
The training package, good as it is, has become so complex that the smaller GA employer who used to train lots of apprentices now finds that the compliance requirements are so strict and obscure that he can no longer have the time, manpower or finances to deal with it and so has pulled out of the training market. Even as trainers who deal with it all of the time, we find it heavy going.
For this proposed system to work it HAS TO BE simple, completely coordinated with the MEA training system, or divorced from the MEA Training system. The MEA system is supposed to be a National System, but run by the individual states and so there are many variations in play.
There needs to be a clear career pathway displayed for young people to be attracted to it. The young person can make twice the salary in IT, or bricklaying with half of the work and better/cleaner working conditions. Motor Mechanics get paid better than Aircraft Mechanics.
Experienced GA LAME's are like hen's teeth and experienced GA trainers are even scarcer. As Training Manager of ATSV and my associate as CEO of ATSV are both well into our 70's. Why are we still here involved in the training of apprentices, because there are no other qualified Victorian Avionics Instructors available. When we close up shop, Avionics training in Victoria stops and all training will have to move interstate.
3. Can you think of any opportunities that would improve our regulatory system for general aviation maintenance? For example, ways to reduce costs and red tape while maintaining a high safety standard. Please provide detail.
Comments
See that the PT 66 curriculum is brought up to date with modern technologies and systems.
Benefits and limitations of international models
1. United States – FAA
a) What would you see as the main benefits in adopting the United States’ model for regulating general aviation maintenance? Please detail.
Sounds like a great idea, there may be some modification needed for Australian conditions, but they should only be minor.
b) What could be some potential limitations if Australia adopted the United States’ model for regulating general aviation maintenance? Please detail.
Add Avionics licences to dot point 2 .... Airframe and powerplant mechanics.
2. New Zealand – CAA
a) What would you see as the main benefits in adopting the New Zealand model for regulating general aviation maintenance? Please detail.
I like the NZ system.
b) What could be some potential limitations if Australia adopted the New Zealand model for regulating general aviation maintenance? Please detail.
After appropriate training, GA LAME's to have limited Avionics privileges , more extensive work to require the services of a qualified Avionics LAME.
3. Europe
a) What would you see as the main benefits in adopting the European model for regulating general aviation maintenance? Please detail.
It is flexible yet sufficiently restrictive to ensure compliance and eliminate as far as possible the cowboy element. when there is only one or two of a particular type of aeroplane in the country, LAME's holding qualifications on similar types of aeroplane can carry out maintenance without having to go overseas for specialist training unless there is some specific requirement called up by the OEM.
4. Canada
a) What would you see as the main benefits in adopting the Canadian model for regulating general aviation maintenance? Please detail.
Providing that the LAME has the correct training and qualification.
DP 4 will save a lot of heartache.
b) What could be some potential limitations if Australia adopted the Canadian model for regulating general aviation maintenance? Please detail.
Annual report must detail the types of operation that the aircraft has been doing so that reviewers can determine if further checks are necessary.
International regulations
Have you worked in general aviation maintenance under the rules of any of the international models mentioned in this consultation (i.e. United States, New Zealand, Europe or Canada)?
Have you worked in general aviation maintenance under the rules of any of the international models mentioned in this consultation?
Please select one item
(Required)
Yes
Ticked
No
Final Comments
Do you have any further comments or feedback?
Comments
As a Maintenance Engineering Trainer, I am adamant that all of the training protocols be coordinated so that we can get away from the mess that the training field is in at the moment. We need to be able to support and encourage small GA companies to take on apprentices and give more emphasis on developing the training systems around the types of operations they carry out.
Final question to assist analysis
Which of the following best describes your current primary role in the aviation sector? (please select one)
Please select one item
(Required)
Aerial work
Private flying
Business aviation
Sport aviation (including self-administered organisations)
Flight training (including recreational, private and commercial pilot training organisations, and multi-crew training organisations)