QF Metals MOU for Cat A

[The Bungeyed Bandit]

Don't worry Jethro, rumour going around SYD that the company is going to be communicating to all of us very soon and it aint going to be pretty.

I'm sick and tired of being sick and tired.

[Jethro Gibbs]

Theme park being readied for takeoff at Avalon Jobs for all running the Dodgem Cars.

Theme park being readied for takeoff at Avalon | Geelong, VIC, Australia

[lamem]

Most will be lucky to last 12 months after the ex railway manager finishes his "review". Get ready for LOTS of A Licenses. Most restricted B1 and most B2 will be forced out the door.

[genxfrog]

Jethro....communication from Unions will go to Union members. It's not rocket science......want info then join.

[Pterois Volitans]

Even if you are a member of the unions, they still fail to communicate what is happening to the AME's EBA. The rumour is it is still with the FWA and a ruling might be made within the next 2 weeks.

As to the rumour about more job loses in SYD engineering that is yet to be confirmed BUT it will get worse before it gets better!!!

[unionist1974]

The FWC has approved the Metals EBA . Good thing!

[genxfrog]

The FWC decision has been made:

Conclusion
[49] The Agreement is approved and, in accordance with s.54(1)(a) will operate from
7 August 2013. The nominal expiry date of the Agreement is 31 December 2016.
VICE PRESIDENT WATSON
Printed by authority of the Commonwealth Government Printer AE402684 PR539480

[MR WOBBLES]

So the AMEs have lost career path well done

[Bagus]

The Australian Workers' Union and the Australian Manufacturing Workers' Union have welcomed a Fair Work Australia decision to approve a new workplace agreement for Qantas engineers, striking out objections from the Australian Licensed Aircraft Engineers Association.

The new workplace agreement delivers an average annual pay rise of 4.2 per cent over the next four years and has the support of more than 85 per cent of the workforce.

Despite that, the ALAEA tried to stop the agreement being approved. In rejecting the ALAEA's appeal, Vice President Watson of Fair Work Australia described the ALAEA's arguments as 'opportunistic'.*

AWU Vice President, Daniel Walton said today's decision was a relief for members.

"While it’s great that this agreement has been finalised, frankly, it would never have taken this long had it not been for the obstructionist behaviour of the ALAEA," Mr Walton said.

"This is a first rate agreement that delivers solid improvements to pay and conditions for our members. It's an agreement we can all be proud of."

AMWU Assistant National Secretary, Glenn Thompson said he was happy to see the agreement resolved.

"We have been negotiating this agreement since October last year and our members are relieved that it has been finalised.

"This agreement had strong support from the outset and delivers certainty and security for Qantas engineers."

This page has been tagged as:
- See more at: Qantas Engineers finally get well deserved pay rise | The Australian Workers' Union

[The masked goatrider]

ALAEA are being quiet about this. On behalf of all Ames I would like to thank Mr Walton. I just can't understand how a union official from the AWU who has never worked a day in his life can already know more about Aviation than those ALAEA blokes. This is what Mr Walton had to say

This agreement had strong support from the outset and delivers certainty and security for Qantas engineers.

and this is what the judge said

“[11] CASA has been promulgating new regulations that seek to harmonise the Australian aviation regulatory system with the European system. One aspect of the new system is the introduction of new licence categories. All LAME licences have been converted to either Category B1, B2 or C licences. They are given an aircraft rating signifying expertise to work
on particular types of aircraft. A new Category A licence is to be issued by CASA following completion of Certificate II studies and two years practical experience. It is not trade related or rated for particular aircraft. Category A licence holders will be able to perform minor maintenance functions of a similar nature to those currently performed by AMEs. Category A licence holders will have a limited ability to certify work.”

Mr Walton (another aviation expert), can you please explain to me just one thing. How does turning Aircraft Maintenance into a profession that no longer requires a Trade Certificate deliver more security to Qantas Engineers who can now be displaced by people off the street?

[Kiwiconehead]

The issue isn't whether

It is not trade related or rated for particular aircraft.

Which it is anyway

But it is a Licence

[AEROMEDIC]

Frankly, I would be VERY concerned for the poor Cat A AME who is under hammer after something for which he has certified has gone bad. There will no support from the employer Qantas, and the "blame train" will have departed from the station.
As for the AME unions, I suspect there will be plenty of vocal support, but no tangible relief from the pressure of CASA and Qantas. They haven't the experience or technical knowledge to defend successfully in court, nor will they have the passion.
It's understandable why an AME would want to become a Cat A when there's the prospect of extra cash, in the same way as an AME becomes a full LAME. When the latter happens, he or she has had an extensive course and accumulated a log of years of experience in all of the required tasks, takes on the RESPONSIBILITY of certification and begins to learn how to join all of these things together in earning his money. Cat A's are so different.
What I would like to see from the AME unions is a flow path/decision aid structure to deal with the inevitable "blame train" progress when things go pear shaped for Cat A holders. They sure as hell will need it.

[ALAEA Fed Sec]

As you guys would understand. Our LAMEs are so professional, this is what will happen. A Cat A LAME will get himself in the poo and find that the AME unions aren't equipped to represent him. The LAMEs will provide the support and knowledge to help their Cat A brother out. LAMEs will help because it is in our nature to do so.

I know this will happen because there was a case in the 90's where there was a fatal crash. The AME was charged with man slaughter and abandoned by the AME unions. The ALAEA fully funded the defence of the AME even though he was not our member and we kept him out of jail.

We know many AMEs would like to join our union. You cannot yet but our rule change is before the courts in a few weeks.

[Jet-A-One]

Cat A

Congrats to the AME unions! They've managed to provide their members with a career path... Unfortunately, as soon as they take a few steps, the path comes to a dead end. Once they get their "bolt-on" payment to "certify" that's as far as they will go, never to get a real licence.

At least Paul will stop his members from leaving to join a professional association that will look after their best interests and those of the industry the they work in. Maybe he'll take Olivia out for dinner on the union Visa card to celebrate?

[aveng]

Here is a bit of info for pilots

If your happy for a certificate 2 ame to look at AND sign out your a/c, put Nil in the tech log.

If you want a REAL Lame (with years of experience) to sign your RTS then put a snag in the tech log. 'A' licence holders CAN'T sign an RTS after a defect has been put in the log.

[Managers Perspective]

To keep context, these are what the CAT A licence holder could sign out, if fully trained to CASR requirements and competent at the task.

LIST

1. A pre-flight or daily inspection or an inspection that is equivalent to a pre-flight or daily inspection in the aircraft maintenance program.

2. Replacement of bulbs and lights.

3. Replacement of seats, if the replacement does not involve disassembly of any part of the primary structure of the aircraft.

4. Replenishment of a system fluid other than a gas.

5. Maintenance that is required for the application of a minimum equipment list if the maintenance does not involve any of the following:

(a) removal or disassembly of parts;

(b) disassembly of control systems;

(c) the use of special tools or equipment.

6. Maintenance required by an airworthiness directive, if the airworthiness directive permits a pilot licence holder or a flight engineer to carry out the maintenance.

MP

[SpannerTwister]

Originally Posted by Managers Perspective

To keep context, these are what the CAT A licence holder could sign out, if fully trained to CASR requirements and competent at the task.

LIST

1. A pre-flight ...
2. Replacement of bulbs and lights.
3. Replacement of seats....
4. Replenishment of a system fluid other than a gas.
5. Maintenance ..application of a minimum equipment list if the maintenance does not involve ....
6. Maintenance...if the airworthiness directive permits a pilot licence holder or a flight engineer ...

I really need to keep on top of these things........

As I understood it, THIS PASTED BELOW is a list of what a Cat A licence holder can do....

Good to see CASA pruned this list down to just the SIX you quoted above?

Unless you've, well.....................

How about we let others judge ?

ST.

Appendix II
Category A licence tasks

Maintenance activities — authority in subcategory A1, A2, A3 or A4
This Appendix outlines the scope of authorisations that an AMO may issue to employees qualified under Part 66 of CASR 1998 as Category A, to perform maintenance certification and issue certificates of release to service.
1 Minor scheduled line maintenance, including a scheduled inspection or check, up to and including a weekly check:
(a) specified in the registered operator’s approved aircraft maintenance program; or
(b) if not specified in the registered operator’s approved aircraft maintenance program, which CASA considers is equivalent to a weekly check and lists in Part 66 guidance material.
2 Minor maintenance, including a pre-flight, transit or overnight check, ground handling, APU running and minimum equipment list (MEL) implementation as allowed by paragraph3 (p).
3 Minor scheduled line maintenance or simple defect rectification tasks:
(a) replacement of wheel assemblies; and
(b) replacement of wheel brake units; and
(c) replacement of emergency equipment; and
(d) replacement of ovens, boilers and beverage makers; and
(e) replacement of internal and external lights, filaments and flash tubes; and
(f) replacement of windscreen wiper blades; and
(g) replacement of passenger or cabin crew seats, seat belts and harnesses; and
(h) closing of cowlings and refitment of quick access inspection panels; and
(i) replacement of toilet system components, other than gate valves; and
(j) simple repair and replacement of internal compartment doors and placards, other than doors forming part of a pressure structure; and
(k) simple repair and replacement of overhead storage compartment doors and cabin furnishing items; and
(l) replacement of static wicks; and
(m) replacement of aircraft main and APU batteries; and
(n) replacement of in-flight entertainment system components, other than public address; and
(o) routine lubrication and replenishment of system fluids and gases; and
(p) implementation of a registered operator’s MEL, including deactivation of subsystems and aircraft components as permitted by the MEL, if the MEL application is one that CASA approves as a simple task; and
(q) replacement of any other component for an aircraft type if the task is one that CASA approves as a simple task; and
(r) For a helicopter only:
(i) removal or installation of the following:
(A) simple medical equipment carried inside a helicopter used for emergency medical services;
(B) external cargo provisions (for example, external hook, mirrors), excluding the hoist;
(C) quick release external cameras and search lights;
(D) emergency float bags, excluding the bottles;
(E) external doors fitted with quick release attachments;
(F) snow pads, skid wear shoes or slump protection pads; and
(ii) removal, inspection and re-installation of chip detectors, including on inspection “go” or “no go” decision on chip or fuzz or swarf; and
(iii) folding or deploying rotor blades if:
(A) handling instructions permit folding for storage; and
(B) ground support equipment is available; and
(iv) visual inspection or tap test of rotor blades; and
(v) minor repairs, including stop drilling and bonding, to acrylic or Perspex windscreens.

[NWT]

Good luck to all now that the companies have got their way......you are following a few years behind the EU.....and what a slippery slope it is. Standards are now lower, cost lower for the airline which is what they want, and the value of you (now) B1 B2 licence has diminished. Companies will reduce right down the numbers of B1 and B2, licence holders, especially B2 as the full B1 will cover a lot of what the B2 traditionally did on the ramp. those who say thiswont happen (even the airlines say it) need to look at the EU to see the truth.
But the light at the nd of the tunnel (if there is any) is that the chances are QF etc will get rid of so many engineers that things start to fall apart. Just have a close look at BA in the UK to see what has happened. They are now desperate to get engineers !!

[Managers Perspective]

My error.

That list is what a pilot could sign out, if fully trained to CASR requirements and competent at the task.

MP

[Bagus]

If line engineers are going to loose jobs,ALAEA better start to get Qantas to do more heavy maintenance check in Australia than going offshore.
Start by saving Avalon heavy maintenance.