Editor’s Notebook

Mutual Goals

As we went to press for this issue, the Professional Aviation Maintenance Association (PAMA) announced it is ending its affiliation with the Society of Automotive Engineers (SAE). PAMA affiliated with SAE almost four years ago in what was supposed to be a mutually beneficial relationship.

Until PAMA can corral the disparate factions and personalities in the business, it and other organizations like it, will continue to struggle to survive.

PAMA says it plans to hire an association management firm to handle day-to-day operations and that it will continue to provide a lobbying presence in Washington, DC, to ensure that aviation maintenance issues are properly represented in government circles. SAE said it wanted to expand its reach into the aerospace world when it affiliated with PAMA. PAMA wanted additional benefits for their members, professional expertise in association management and time to develop their advanced certification standards.

No one could have foreseen the events that have unfolded in the auto industry since then. "It’s clear that recent developments in the automotive industry have been a distraction to providing the support we required to achieve PAMA’s goals. Full integration in to SAE would have fractured PAMA," says Clark Gordon, chairman of the association’s board of directors.

Gordon says that PAMA will continue with the new trade show that debuted this spring, with a goal of having two shows a year. "There’s no animosity between PAMA and SAE and we might partner with them again in the future. It’s not a big surprise that SAE is having a lot of problems," Gordon says. No official word yet about what will happen to the advanced certification program.

Much has been said and written about PAMA and other maintenance industry organizations over the years. But one thing remains the same now as in years past. The industry doesn’t seem to be able to come together, agree on a set of mutual goals, and work to achieve them.

Therein lies the problem with any organization and until PAMA can corral the disparate factions and personalities in the business, it and other organizations like it, will continue to struggle to survive.

In this issue of Aviation Maintenance we have some fascinating stories. I hope you enjoy the cover story about maintenance on the Red Bull circuit as much as I did (see page 14). Our managing editor, Andrew D. Parker, took a look at what it takes to keep these aircraft flying under highly demanding operating conditions. The imagery and story behind keeping these aircraft flying safely are breathtaking. Also check out the photo montage of one of the Red Bull aircraft hitting a bird and the "after" repair image — amazing (see page 16).

We also have an incredible look at the Maintenance Steering Group-3 or MSG-3 process (see page 28). This method of developing an aircraft’s initial inspection systems is intricate, complex and comprehensive. It is the very beginnings of maintenance for any aircraft and begins before an aircraft enters service. Charlotte Adams talked to experts at OEMs, the FAA, and operators in both the commercial and business jet world to see how this process works, and how it ultimately impacts those maintaining aircraft on a daily basis.

As we look toward EAA’s AirVenture, better known simply as OshKosh, later this month (July 27 – August 2), we asked Dale Smith to get an update on Cessna’s light sport aircraft (LSA), the SkyCatcher (see page 20). He gives a great overview of how Cessna has designed this aircraft for ease of maintenance. Smith also looks at the LSA repairman rules.

In addition to these great features, we have two columns of note. In Industry Insights this month ARSA’s executive director, Sarah MacLeod, in her inimitable way, explains ARSA’s stance on the "FAA Reauthorization Act" and in Change Agent we have an exclusive interview with Hawker Beechcraft’s Bill Brown.

You aren’t going to find stories like these anywhere else. Enjoy.