Second Fake LAME Identifed
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Second Fake LAME Identifed
We knew there must have been a reason all our licences were being checked. Maybe Glen can share a jail cell with Tim.
Qantas sacks fake engineer Ben Schneiders
February 7, 2009
QANTAS has allowed an unqualified employee to undertake critical and specialist maintenance work on its aircraft, The Age can reveal, in the latest blow to the safety reputation of the airline.
Last night the Civil Aviation Safety Authority said it had ordered Qantas to immediately identify all the work done by the employee over the past two years and assess the risk to air safety of each piece of work.
A CASA directive identified the employee as Glen Townsend, and well-placed airline sources said the man had been working as a licensed engineer in Sydney, work he was not qualified to do, on aircraft used for domestic and international flights.
The authority has also ordered an audit of the qualifications of all Qantas licensed engineers — a process that Qantas said it is undertaking.
CASA spokesman Peter Gibson said the issue was serious as licensed engineers are required to have the highest-possible qualifications and sign off and supervise the maintenance work done by others.
He said responsibility for checking qualifications lies with the airline that employs licensed engineers.
The latest case follows the sentencing in December of Timothy McCormack to a minimum of two years' jail after he faked qualifications to work as a licensed engineer at Qantas.
McCormack had been employed as a lower-level maintenance engineer but started wearing the uniform of a licensed engineer and performing more important tasks.
It can often take 10 years training to work as a licensed engineer, with 25 basic exams, a four-year apprenticeship and hundreds of hours learning to work on a particular type of aircraft.
A Qantas spokesman confirmed that the latest case involved an employee who was an aircraft maintenance engineer who was doing work "he was not licensed to do".
The spokesman said the matter was being treated "very seriously" and the man's employment had been terminated. He was qualified to undertake Boeing 767 maintenance work but not to certify the work of other engineers.
"We do not believe there are any flight safety issues," the Qantas spokesman said.
Australian Licensed Aircraft Engineers Association federal secretary Steve Purvinas expressed regret at the latest incident.
"He is not a member of ours but it is very disappointing that people are falsifying records to try and acquire the same qualifications that we studied for many years ourselves to obtain," he said.
Mr Purvinas said CASA was ineffective.
"I don't blame Qantas; they only work within the framework and guidelines set by CASA," he said. "Some organisations are proactive, others with a little less foresight are reactive, but the only word we could use to describe CASA is inactive."
Sources also blamed cut-backs to the Qantas training programs in recent years as part of the problem.
The latest case follows a string of safety problems at Qantas last year including a mid-air drama where a 747 was forced to make an emergency landing after a hole was blown in its side. In another case an aircraft returned from maintenance in Malaysia with problems with its rudder and navigation systems while a flight attendant soon after received two electric shocks in the galley.
Qantas was also involved with the engineers association in a long-running industrial dispute for much of last year that saw, at its peak in May and June, the grounding of scores of planes. The airline estimated about 100,000 passengers were either seriously delayed or had their flights cancelled during those eight weeks.
February 7, 2009
QANTAS has allowed an unqualified employee to undertake critical and specialist maintenance work on its aircraft, The Age can reveal, in the latest blow to the safety reputation of the airline.
Last night the Civil Aviation Safety Authority said it had ordered Qantas to immediately identify all the work done by the employee over the past two years and assess the risk to air safety of each piece of work.
A CASA directive identified the employee as Glen Townsend, and well-placed airline sources said the man had been working as a licensed engineer in Sydney, work he was not qualified to do, on aircraft used for domestic and international flights.
The authority has also ordered an audit of the qualifications of all Qantas licensed engineers — a process that Qantas said it is undertaking.
CASA spokesman Peter Gibson said the issue was serious as licensed engineers are required to have the highest-possible qualifications and sign off and supervise the maintenance work done by others.
He said responsibility for checking qualifications lies with the airline that employs licensed engineers.
The latest case follows the sentencing in December of Timothy McCormack to a minimum of two years' jail after he faked qualifications to work as a licensed engineer at Qantas.
McCormack had been employed as a lower-level maintenance engineer but started wearing the uniform of a licensed engineer and performing more important tasks.
It can often take 10 years training to work as a licensed engineer, with 25 basic exams, a four-year apprenticeship and hundreds of hours learning to work on a particular type of aircraft.
A Qantas spokesman confirmed that the latest case involved an employee who was an aircraft maintenance engineer who was doing work "he was not licensed to do".
The spokesman said the matter was being treated "very seriously" and the man's employment had been terminated. He was qualified to undertake Boeing 767 maintenance work but not to certify the work of other engineers.
"We do not believe there are any flight safety issues," the Qantas spokesman said.
Australian Licensed Aircraft Engineers Association federal secretary Steve Purvinas expressed regret at the latest incident.
"He is not a member of ours but it is very disappointing that people are falsifying records to try and acquire the same qualifications that we studied for many years ourselves to obtain," he said.
Mr Purvinas said CASA was ineffective.
"I don't blame Qantas; they only work within the framework and guidelines set by CASA," he said. "Some organisations are proactive, others with a little less foresight are reactive, but the only word we could use to describe CASA is inactive."
Sources also blamed cut-backs to the Qantas training programs in recent years as part of the problem.
The latest case follows a string of safety problems at Qantas last year including a mid-air drama where a 747 was forced to make an emergency landing after a hole was blown in its side. In another case an aircraft returned from maintenance in Malaysia with problems with its rudder and navigation systems while a flight attendant soon after received two electric shocks in the galley.
Qantas was also involved with the engineers association in a long-running industrial dispute for much of last year that saw, at its peak in May and June, the grounding of scores of planes. The airline estimated about 100,000 passengers were either seriously delayed or had their flights cancelled during those eight weeks.
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What does this mean from the above article " He was qualified to undertake Boeing 767 maintenance work but not to certify the work of other engineers."
Was he a LAME but not 767 rated or did he only have a Transit Authority on the 767???
As for having my licence checked again... for the 3rd time, My reply is "go to hell". It has been verified already as legit and its all on CASA records as me having passed all my basics, type exams etc for each type I hold.
What difference is it going to make if another "manager" looks at it again to tell me if its legit or not.
Was he a LAME but not 767 rated or did he only have a Transit Authority on the 767???
As for having my licence checked again... for the 3rd time, My reply is "go to hell". It has been verified already as legit and its all on CASA records as me having passed all my basics, type exams etc for each type I hold.
What difference is it going to make if another "manager" looks at it again to tell me if its legit or not.
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Or had he done a JTP course but wasn't on Eq and unable to sign.
This is just poor journalism not reporting all the facts, or doesn't
understand the licensing system. Either way the poo is likely to hit the fan
This is just poor journalism not reporting all the facts, or doesn't
understand the licensing system. Either way the poo is likely to hit the fan
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Originally Posted by hadagutful
What does this mean from the above article " He was qualified to undertake Boeing 767 maintenance work but not to certify the work of other engineers."
Was he a LAME but not 767 rated or did he only have a Transit Authority on the 767???
Was he a LAME but not 767 rated or did he only have a Transit Authority on the 767???
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Or had he done a JTP course but wasn't on Eq and unable to sign.
This is just poor journalism not reporting all the facts, or doesn't
understand the licensing system.
This is just poor journalism not reporting all the facts, or doesn't
understand the licensing system.
This is not poor journalism, this has been written for the average Australian to understand. The guy has been sacked means a lot more then - he had completed a JTP 767 Airframe course and had obtained a CASA rating but hadn't completed a lame induction course and therefore was not recorded on the EQ system.
This tool didn't even have all his basics and word coming back from Sydney is that there may be 2 others also.
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If he had done the JTP course and had a CASA Licence that was not on EQ, then I would agree that this is a cost cutting issue. (if the airline would not pay him to use it). However if this was the case, one would be crazy to be signing as a LAME.
If all he had was a JTP completed course and no basics, this is not an issue of cost cutting.
Either way in an instance such as this, it would be the individual at fault who knew he was signing illegaly. And of course, there are issues and cracks within the airline system of maintenance to allow this to happen on many occassions.
Expect the usual bullcr@p, that is we will put an auditing system in place to ensure this does not happen again.
Who was it that said "Imitation was a form of flattery"?
If all he had was a JTP completed course and no basics, this is not an issue of cost cutting.
Either way in an instance such as this, it would be the individual at fault who knew he was signing illegaly. And of course, there are issues and cracks within the airline system of maintenance to allow this to happen on many occassions.
Expect the usual bullcr@p, that is we will put an auditing system in place to ensure this does not happen again.
Who was it that said "Imitation was a form of flattery"?
Last edited by Ngineer; 6th Feb 2009 at 22:48.
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McCormack had been employed as a lower-level maintenance engineer but started wearing the uniform of a licensed engineer and performing more important tasks.
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This tool didn't even have all his basics
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A few years ago you could have used "/for lame" to check out any licence credentials of the guys you were working with within QF. You can't even do that these days since it has been changed. This has further opened up an avenue for this to happen.
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If this guy did not have all his basics and held a CASA licence, then obviously there are flaws within CASA who granted it to him.
I was forwarded a CASA directive to Qf issued yesterday (I don't know how to post it here) ordering Qf to check all their records and report back in 3 weeks. This is just got to be some sort of a sick joke. When will casa work out the self auditing doesn't work. Do we need to wait for 300 funerals before they actually do something?
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Here we go -
link
ComLaw Legislative Instruments - Attachment - CASA 82/09 – Directions – Qantas Airways Limited
Instrument number CASA 82/09
I, William Bruce Byron, Director of Aviation Safety, on behalf of CASA, make this instrument under regulation 11.245 of the Civil Aviation Safety Regulations 1998 (CASR 1998).
[Signed Bruce Byron]
Bruce Byron
Director of Aviation Safety and
Chief Executive Officer
5 February 2009
Directions — Qantas Airways Limited
1 Commencement
This instrument commences on 6 February 2009.
2 Application
This instrument applies to Qantas Airways Limited, Aviation Reference Number (ARN) 216147 (the operator).
3 Directions
(1) The operator is given the directions mentioned in Schedule 1.
(2) Each direction in Schedule 1 is a separate direction.
Schedule 1 Directions
Direction 1
1 The operator must undertake an audit to identify and verify the currency and validity of the maintenance- and engineering-related qualifications, authorisations, ratings, endorsements, approvals and permissions held by all of the operator’s personnel who:
(a) hold an aircraft maintenance engineer licence issued under regulation 31 of the Civil Aviation Regulations 1988 (CAR 1988); or
(b) hold an airworthiness authority issued under regulation 33B of CAR 1988; or
(c) authorised to approve the design of a modification or repair of an aircraft or aircraft component under regulation 35 of CAR 1988;
in the performance of their duties as the operator’s employees, may certify for the completion of maintenance in relation to aircraft operated by the operator, and aircraft components and materials fitted to, or used in or on, those aircraft, approve the design of a modification or repair of an aircraft or aircraft component at any location within or outside Australian territory.
2 On or before 27 February, the operator is directed to provide CASA with the full name and ARN of any person whose qualifications were assessed for the purposes of the audit mentioned in clause 1 and who was found to have exercised the privileges of a maintenance engineer licence (including a rating or endorsement in respect of such a licence), an airworthiness authority or an authorisation to approve the design of a modification or repair without holding the necessary licence (rating or endorsement), authority or authorisation including the date(s) and the location(s) where this occurred.
Direction 2
The operator is directed immediately to:
(a) identify all maintenance certified by Glen Andrew Le Marseny Townsend, ARN 513513, on any of the operator’s aircraft, aircraft component or aircraft material over the 24-month period preceding the date of this direction; and
(b) provide to CASA in writing by, or before, 27 February 2009, the following information:
(i) the date(s) on which, and location(s) where, Glen Andrew Le Marseny Townsend certified for the completion of maintenance; and
(ii) an assessment of the risk to air safety the operator believes each such instance posed at the time, and thereafter.
Direction 3
1 The operator is directed to undertake immediately an assessment of the risk to air safety presented by the operation of the systems, processes and procedures the operator relies on to monitor and manage, on an ongoing basis, the validity and currency of the licences, authorities and authorisations held by the operator’s maintenance and engineering personnel.
2 The operator must submit to CASA on, or before, 27 February 2009, a report, in writing, describing and discussing the results of that risk assessment.
I, William Bruce Byron, Director of Aviation Safety, on behalf of CASA, make this instrument under regulation 11.245 of the Civil Aviation Safety Regulations 1998 (CASR 1998).
[Signed Bruce Byron]
Bruce Byron
Director of Aviation Safety and
Chief Executive Officer
5 February 2009
Directions — Qantas Airways Limited
1 Commencement
This instrument commences on 6 February 2009.
2 Application
This instrument applies to Qantas Airways Limited, Aviation Reference Number (ARN) 216147 (the operator).
3 Directions
(1) The operator is given the directions mentioned in Schedule 1.
(2) Each direction in Schedule 1 is a separate direction.
Schedule 1 Directions
Direction 1
1 The operator must undertake an audit to identify and verify the currency and validity of the maintenance- and engineering-related qualifications, authorisations, ratings, endorsements, approvals and permissions held by all of the operator’s personnel who:
(a) hold an aircraft maintenance engineer licence issued under regulation 31 of the Civil Aviation Regulations 1988 (CAR 1988); or
(b) hold an airworthiness authority issued under regulation 33B of CAR 1988; or
(c) authorised to approve the design of a modification or repair of an aircraft or aircraft component under regulation 35 of CAR 1988;
in the performance of their duties as the operator’s employees, may certify for the completion of maintenance in relation to aircraft operated by the operator, and aircraft components and materials fitted to, or used in or on, those aircraft, approve the design of a modification or repair of an aircraft or aircraft component at any location within or outside Australian territory.
2 On or before 27 February, the operator is directed to provide CASA with the full name and ARN of any person whose qualifications were assessed for the purposes of the audit mentioned in clause 1 and who was found to have exercised the privileges of a maintenance engineer licence (including a rating or endorsement in respect of such a licence), an airworthiness authority or an authorisation to approve the design of a modification or repair without holding the necessary licence (rating or endorsement), authority or authorisation including the date(s) and the location(s) where this occurred.
Direction 2
The operator is directed immediately to:
(a) identify all maintenance certified by Glen Andrew Le Marseny Townsend, ARN 513513, on any of the operator’s aircraft, aircraft component or aircraft material over the 24-month period preceding the date of this direction; and
(b) provide to CASA in writing by, or before, 27 February 2009, the following information:
(i) the date(s) on which, and location(s) where, Glen Andrew Le Marseny Townsend certified for the completion of maintenance; and
(ii) an assessment of the risk to air safety the operator believes each such instance posed at the time, and thereafter.
Direction 3
1 The operator is directed to undertake immediately an assessment of the risk to air safety presented by the operation of the systems, processes and procedures the operator relies on to monitor and manage, on an ongoing basis, the validity and currency of the licences, authorities and authorisations held by the operator’s maintenance and engineering personnel.
2 The operator must submit to CASA on, or before, 27 February 2009, a report, in writing, describing and discussing the results of that risk assessment.
ComLaw Legislative Instruments - Attachment - CASA 82/09 – Directions – Qantas Airways Limited
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Funny how this never happened before the cost cutting started.
There was a long established system to ensure that all certifiers were in order. Had someone listened to or indeed actually bothered to involve those who ran those systems none of this would have happened.
Looks like Qantas Engineering is neck deep in buzzword sprouting, ego centric, sham artist, faux managers.
What is it going to take to clean the place out and restore some sanity?
There was a long established system to ensure that all certifiers were in order. Had someone listened to or indeed actually bothered to involve those who ran those systems none of this would have happened.
Looks like Qantas Engineering is neck deep in buzzword sprouting, ego centric, sham artist, faux managers.
What is it going to take to clean the place out and restore some sanity?
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Wow you know you have done wrong when the Head of a national authority calls you by your full name.
There is a person on Facebook of the same name anyone know if it is the same person
There is a person on Facebook of the same name anyone know if it is the same person
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With all the stories in the media about QF, why do they all go to the engineering union for a quote? That guy is getting plenty of chances to have his name in the papers thats for sure. All the union does is says "CASA needs to do something" etc - come up with something constructive if you are going to comment
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Quote:
Originally Posted by hadagutful
What does this mean from the above article " He was qualified to undertake Boeing 767 maintenance work but not to certify the work of other engineers."
Was he a LAME but not 767 rated or did he only have a Transit Authority on the 767???
Wouldn't that mean he was an AME (qualified to work on aircraft), but not certify the work of other engineers(not licenced)?
you don't need any qualifications to work on aircraft in Australia full stop,as long as your work is signed off by a LAME
Originally Posted by hadagutful
What does this mean from the above article " He was qualified to undertake Boeing 767 maintenance work but not to certify the work of other engineers."
Was he a LAME but not 767 rated or did he only have a Transit Authority on the 767???
Wouldn't that mean he was an AME (qualified to work on aircraft), but not certify the work of other engineers(not licenced)?
you don't need any qualifications to work on aircraft in Australia full stop,as long as your work is signed off by a LAME
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Why is this a QF issue from CASA perspective rather than a wider Industry issue.
I understand that the deceit was identified in QF, but I would have thought CASA would do a circular (belts and braces ) requirement for the National Jets, VBs, Alliances etc.
I understand that the deceit was identified in QF, but I would have thought CASA would do a circular (belts and braces ) requirement for the National Jets, VBs, Alliances etc.
BrissySparkyCoit So when will they start auditing managers to see which ones are genuine and which ones are idiots posing? Or would that be a major embarassment?
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Another Four under Investigation
Apparently there are another 4 guys being looking into by CASA, it seems Mr Hespe must take responsibility for this, he ran from the last fake at the SIT and they moved him to Base for protection and now another four...!!!!
Management outsourcing and cost cutting - what a great way to go!
Time to take some responsibility for all of this Mr Cox, Mr Hespe, Mr Mc Dermont!
Management outsourcing and cost cutting - what a great way to go!
Time to take some responsibility for all of this Mr Cox, Mr Hespe, Mr Mc Dermont!