Avionics News January 2017 - 11
Africa, and the one-third of the aviation world that
utilizes an EASA-based regulatory structure. In addition,
because of the global nature of the aviation industry,
when the AEA supports the domestic membership
throughout Europe and North America, it also supports
the foreign-based EASA, FAA, and Canadian repair
stations throughout the world.
I covered the AEA meeting with the Transport Canada
leadership in the "Regulatory Update" article in the
December issue, so there is no need to repeat it here.
The meeting was successful with a positive message
that the worst of the budget challenges are behind the
agency, and Transport Canada and the Canadian aviation
industry should see a bright and hopeful 2017.
When the AEA supports rulemaking
in North America, it supports the
regulatory structure throughout Latin
America, New Zealand, and the onethird of the aviation world whose
regulatory structure is FAA centric.
At the meeting I attended with the Civil Aviation
Safety Authority of Australia in Canberra prior to the
AEA South Pacific Connect Conference, I met with the
new CASA leadership team. As you might remember,
there was a wholesale shakeup in the management
structure that we have worked with during the past
decade. Nearly everyone we worked with in the past
either retired, were made redundant (interesting term),
or transferred to another department leaving only one or
two familiar faces. The good news is that our avionics
point of contact is a familiar face, and we have worked
with him for the past few years.
The management changes have put on hold nearly
all of the regulatory transition activity. Following our
meeting, it appears that everything should get back on
track in 2017. One of the major points of discussion
was an appropriate Part 66 certification structure for
general aviation as well as an appropriate structure
for avionics technicians. As you will read about the
European activity in the next few paragraphs, the taskbased progressive avionics license designated as B2L,
whose concept originated with the AEA membership in
the South Pacific, is on short final for implementation in
Europe. The regulation has been finalized and approved
by the European Commission and is now awaiting
implementation that is expected by mid-2017.
In talks with the CASA, the EASA B2L model
seems to be a viable solution for one of the challenges,
and also may likely be a model for a progressivestyle licensing system for light aircraft maintenance
engineers. As the world authority on the development of
a task-based progressive engineer licensing structure, the
AEA expects to be active in the CASA rulemaking effort
in licensing both avionics and maintenance engineers.
The European activity involved two separate trips
across the Atlantic. The first of the three meetings
attended by the AEA was originally scheduled to be the
first of the SAB meetings. I know, what is SAB?
For those who follow such things, the SAB stands for
Stakeholders Advisory Body. As you know, the AEA has
been participating in the Engineering and Maintenance
subcommittee of the Safety Standards Consultative
Committee for the past decade. As the acting chair of
the subcommittee, I have been participating in the full
committee for the past couple of years. On Dec. 15,
2015, the EASA Management Board Decision published
Decision 20-2015, which combined the two separate
advisory groups, the EASA Advisory Board and the
Safety Standards Consultative Committee, into a single
advisory body of interested parties now called the
Stakeholders Advisory Body.
While the Brussels meeting in late October was
originally scheduled to be the first meeting of the
new SAB, the EASA has been unable to finalize the
membership of the SAB, so the formal acceptance of
the committee has been delayed resulting in the October
meeting being the last of the EASA Advisory Board.
The AEA was encouraged to attend this meeting as an
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