FLS/CAA
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FLS/CAA
FLS have had their ability to issue concessions withdrawn by the CAA. My sources tell me that the reasons are the major management changes made by the new CEO (he didn't inform CAA), and an incident at LGW where on investigation, a concession was issued when it shouldn't have been.
This situation has the ability to seriously upset all FLS customers.
This situation has the ability to seriously upset all FLS customers.
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Update; CAA have now condescended to allow FLS to issue concessions for customers other than Airtours. It follows an(other) incident where an airtours aircraft departed under a concession for a duct clamp being held together with ty wraps, which consequently failed and caused depressurisation.
CAA are currently camped out at Diamond Hangar going through all records. I am led to believe that they have given management a list of requirements to be met within 7 days, if not, who knows what could happen?
CAA are currently camped out at Diamond Hangar going through all records. I am led to believe that they have given management a list of requirements to be met within 7 days, if not, who knows what could happen?
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I am surprised that companies such as FLS continue to operate in such a manner given the liability of the Accountable Manager and increased awareness of Human Factors.
Few AMs realise what they have signed in the front of the MOE.
Let's face it, if the Accountable Manager is going down, he'll make sure his underlings go with him!
Few AMs realise what they have signed in the front of the MOE.
Let's face it, if the Accountable Manager is going down, he'll make sure his underlings go with him!
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Latest news from Stan Sted: more mangement shake ups including; Tech Records chief, Quality Chief and easyTech Chief all being moved out of their jobs onto 'Special Projects'. (rumour has it that the 'project' is working out which way to turn the door handle on your way out). There is mass disbelief at easyTech as they are allegedly the only profitable line station and all staff (including boss) were given 100% personal bonus last month.
also yesterday a bad day for Airtours. CAA are camped at the Diamond and searching all records, paying particular attention to repairs carried out without supporting documentation, i.e IAW nothing. One such repair on an A320 cargo door has caused it to be grounded until done properly. Also an A330 had 30 hrs remaining to A check. Concession was asked for to carry until Weds, CAA said NO. Airtours then boarded pax, flew a/c to MAN, pax put into terminal, wait 9 hours while A check is done.
also yesterday a bad day for Airtours. CAA are camped at the Diamond and searching all records, paying particular attention to repairs carried out without supporting documentation, i.e IAW nothing. One such repair on an A320 cargo door has caused it to be grounded until done properly. Also an A330 had 30 hrs remaining to A check. Concession was asked for to carry until Weds, CAA said NO. Airtours then boarded pax, flew a/c to MAN, pax put into terminal, wait 9 hours while A check is done.
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Third party maint providors are no good, penny pinching to the point of ????. Line maint should be carried out by people who care about both the reputation and the safety of the airline that pay's them at the end of the month.
FLS? the reputation say's it all!, the sooner they go down the pan the better (with respect to the many engineers held back by poor management).
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"please report further"
FLS? the reputation say's it all!, the sooner they go down the pan the better (with respect to the many engineers held back by poor management).
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"please report further"
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Hippy - heard of a "Formula 1" 9 day check on a DC-10 which was scheduled for 21 days.
Apparently, cracks were subsequently found on the horizontal stab.
Are the guys/gals certifying these checks mad? Remember, every certification you make lasts for the life of the aircraft and beyond.
Apparently, cracks were subsequently found on the horizontal stab.
Are the guys/gals certifying these checks mad? Remember, every certification you make lasts for the life of the aircraft and beyond.
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Have a look at http://www.eirhost.com/iabb/ubb/Foru...L/000331.html. It's the Irish Aviation Bulletin Board.
Topic kinda died a death 'cos no one wants to slag off the nice chaps in TEAM now FLS HQ!
Also heard something happened (or wasn't done!) to a VS 747 or 2.
Topic kinda died a death 'cos no one wants to slag off the nice chaps in TEAM now FLS HQ!
Also heard something happened (or wasn't done!) to a VS 747 or 2.
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Good point bus 429
Did anyone see "Airline" on TV the other night? "25 MINUTE TURN ROUNDS" on Easy Jet 737 A/C.
The question has to be asked can a ground engineer do an arrival/departure check in that time correctly.
(Are they using the emergency exits as well for disembarcation)
Correct me if I`m wrong but are not FLS behind the ground engineering for Easy Jet.
Did anyone see "Airline" on TV the other night? "25 MINUTE TURN ROUNDS" on Easy Jet 737 A/C.
The question has to be asked can a ground engineer do an arrival/departure check in that time correctly.
(Are they using the emergency exits as well for disembarcation)
Correct me if I`m wrong but are not FLS behind the ground engineering for Easy Jet.
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Yes Hippy, FLS are behind the FLS/easyTech joint venture company, but mainly in only providing the money. 25 minute turnrounds can be achieved on a 737, (they are a bit smaller than an A320).Ask KP at your place, he did them when he was at LTN. The idea is that if the aircraft has snags that can be deferred, they are so and fixed on nightstop. If they cannot be deferred, the aircraft doesn't go, simple as that. Crews are briefed continually as to the importance of an early HF/VHF call to us if they are inbound with snags. This gives us a chance to do some t/shooting or provision spares if it is a no go situation. In my opinion, if everyone from the pilot down does his/her job efficiently, a 25 minute turn is achievable.
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Growler - good point(s) and probably works with Easy's sort of operation. Last year, I was involved in turnarounds of 45 mins on A320s with loads of cabin defects. We got through by excellent team-work: one guy meets and greets and the others tackle the snags. We all helped each other but it was knackering!
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My ex works for FLS - he says what else can you expect from a company whose main interest is cement. FLS Danish principals are primarly interested in concrete. Who in their right mind would even attempt to maintain Premiair's ancient grotty DC10s especially at a distance! God knows how the purchasing guy ever finds the spares ! FLS just went through the staff at STN with an axe and sacked a whole bunch of people to reduce costs. That's a hell of a way to run a railroad.
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Latin girls have much more fun!
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Latin girls have much more fun!
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I used to work for FLS & although I was made redundant It's not bitterness that causes me to say that as a company they are without a doubt the most unpricipled bunch of F**kwits you could ever wish not meet. They sacked a whole shedload of highly skilled engineers @ Bournemouth, Manchester, Gatwick & Lasham. Brought in contractors to do the jobs instead, some of whom are good but some of whom aren't quite up to spec, they know who they are. The main problem with the contractors that FLS use is that they will always use the cheapest & not the best. Anybody out there worked for Wynnwith? I'm surprised that there haven't been more incidents out of MAN & STN to tell the truth what with parts getting mixed up from one A/C rack 2 another in the unseparated environment of the diamond hangar. Scrap all Engineering Companies & insist that the work is going 2 be carried out by people who give a f**k about the A/C, the people who rely on them for their Christmas bonuses! 
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Aircraft Maintenance Engineering is a SERVICE INDUSTRY. The service involves applying skilled staff, performing skilled tasks in a customised manner, to keep the customers capital assets in full working order. The major asset of a service company is not the premises, equipment or inventory, it is the skills of the employees.
Reducing the number of skilled people permanently employed is a good practice if the need for them is variable. You employ permanently only those needed for the regular work and hire just enough outside contractors to boost numbers when additional work comes in. An attempt to cut costs by substituting contract labour for permanent staff is the first step in corporate suicide for a service company. A sign of desperation. If I were employed in FLS I'd be looking for a new job without waitng to be laid off!
The UKCAA are not exactly a bunch of human dynamos. If even they are camping in the records section and paying an active interest in what is going on, the end surely cannot be far away.
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Through difficulties to the cinema
Reducing the number of skilled people permanently employed is a good practice if the need for them is variable. You employ permanently only those needed for the regular work and hire just enough outside contractors to boost numbers when additional work comes in. An attempt to cut costs by substituting contract labour for permanent staff is the first step in corporate suicide for a service company. A sign of desperation. If I were employed in FLS I'd be looking for a new job without waitng to be laid off!
The UKCAA are not exactly a bunch of human dynamos. If even they are camping in the records section and paying an active interest in what is going on, the end surely cannot be far away.
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Through difficulties to the cinema
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Can you imagine the effect on the industry if the CAA were to close, or severely curtail the activities of FLS?
It'll probably never happen. This is the problem with an agency that supports and regulates the industry. It doesn't work.
It should be made a part of the Department of Transport. The FAA and NTSB are both part of the US Dept. of Transport. There is no reason why the CAA and AAIB should not come under the same umbrella.
[This message has been edited by Bus429 (edited 27 June 2000).]
It'll probably never happen. This is the problem with an agency that supports and regulates the industry. It doesn't work.
It should be made a part of the Department of Transport. The FAA and NTSB are both part of the US Dept. of Transport. There is no reason why the CAA and AAIB should not come under the same umbrella.
[This message has been edited by Bus429 (edited 27 June 2000).]
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Interesting thread this!!!!!
I remember one of Skippy's (used to be Bobs!!) 74s coming out of there, did one flt. and got stuck down the line due to fuel t/x problems.
Fuel leaks from reserves to outb'd mains and outb'd mains to inb'd mains.
Crew refused to fly it (quite rightly) due to the structural implications.
A/C spent 3 Weeks in hangar at base having the leaks fixed. The tank sealant could be pulled off in sheets, unbonded, complete with fluff bits of carpet rivets etc.
BUT it did come out on time though!!!!!!!!
I remember one of Skippy's (used to be Bobs!!) 74s coming out of there, did one flt. and got stuck down the line due to fuel t/x problems.
Fuel leaks from reserves to outb'd mains and outb'd mains to inb'd mains.
Crew refused to fly it (quite rightly) due to the structural implications.
A/C spent 3 Weeks in hangar at base having the leaks fixed. The tank sealant could be pulled off in sheets, unbonded, complete with fluff bits of carpet rivets etc.
BUT it did come out on time though!!!!!!!!
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I don't really want to disagree with any of the real experts who contribute to these threads - after all I am a relative newcomer to the aviation business having only been involved for forty three years but FLS is not the slipshod cowboy outfit which some of you appear to infer. Is the general impression that no other company fouls up? or is it just a general gripe against third party maintenance facilities? Or do certain types of engineer just love grousing and consider themselves to be above criticism ??
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true happiness is a grounded DC10
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true happiness is a grounded DC10