Joe Braddock, SEA Executive VP, Nominated for AEA Member of the Year

aea-logoJoe Braddock, the Executive Vice President of Southeast Aerospace has been nominated for the 2015 AEA Member of the Year.

Joe has been involved in avionics his entire life after being born at Myrtle Beach Air Force Base where his father was stationed and specialized in avionics. During the early years of SEA, Braddock learned the avionics business, obtained a college degree, fulfilled a dream of earning a pilot’s license and found time to pursue his passion for music by playing in a band. As the business grew and prospered, Joe became the face of the company, a role he has thoroughly enjoyed and embraced. Braddock’s personal life is very busy and fulfilling with two teenage sons who are both musicians and athletes.

Proud and active AEA members since the company’s beginning in 1991, Braddock and Southeast Aerospace are grateful to the AEA for continuing to improve and uphold the professional standards of the avionics industry.

Click Here to read more about Joe and the other AEA Member of the Year Nominees.

FAA Publishes Repair Station Final Rule | AEA.net

As published by AEA.net on 8/12/14 –

FAA_sealIn a very public win, the Federal Aviation Administration published its final rule that dropped the changes to the repair station rating system and retained only the authority to deny an application for a new repair station certificate if the applicant or certain associated key individuals had materially contributed to the circumstances that caused a previous repair station certificate revocation action.

The rule also adds a new section prohibiting fraudulent or intentionally false entries or omissions of material facts in any application, record or report made under the repair station rules.

Read Full AEA Article >>

SEA’s Thoughts

The most important aspect of this announcement is that the more drastic proposed changes were not accepted. The proposed changes would have had a significant effect on the way many repair stations do business. Growth and industry advancement is very important, but making sure it is advancement and not a distraction or hindrance is even more important.

As the AEA points out in the article linked above, over 230 comments were received stating serious concerns with the proposal changes. The majority of the commentators recognized that system of ratings is outdated, but there was general dissatisfaction with the proposed new system of ratings and transition process.

Although the FAA Repair Station system updates need to be addressed, perhaps less drastic measures will be proposed in the future.

SEA is excited to see what the future of aviation holds & looks forward to many more years of providing excellent products and services. For more information on SEA products and services, please visit www.SEAerospace.com.

TSA Repair Station Security Rule: What you Need to Know – AEA.net

The TransportatiTSA_logoon Security Administration has issued regulations to improve security at repair stations located within and outside the United States as required by the Aviation Reauthorization Act.

The regulations apply to all repair stations certificated by the FAA under 14 CFR Part 145, except repair stations located on a U.S. or foreign government military base. All repair stations are subject to inspection as provided in the rule and to security directives, should there be a security need. However, the rule requires only certain repair stations to carry out specific security measures on a regular basis.

MAJOR HIGHLIGHTS: 

To determine if action is required, you need to answer a few questions:

Are you a Federal Aviation Administration Part 145 repair station? If “NO,” this rule does not apply to you. If “YES,” continue.

In general, each repair station must allow TSA and other authorized Department of Homeland Security officials, at any time and in a reasonable manner, without advance notice, to enter, conduct any audits, assessments or inspections of any property, facilities, equipment and operations; and to view, inspect and copy records as necessary to carry out TSA’s security-related statutory or regulatory authorities.

Additional security measures are as follows:

For specific repair stations located on or adjacent to airports that regularly serve commercial (Part 119) aircraft with a TSA security program, the repair station must provide TSA with the name and means of contact on a 24-hour basis of a person or persons designated by the repair station with security responsibility. Many members have recently received a letter notifying them of the new repair station security regulations.

  • If the letter arrived and it was addressed to the correct person, no additional communication with TSA is required.
  • If the letter arrived but you choose to designate someone else (or additional persons) to TSA with security responsibility for the repair station, simply send a letter to the TSA office identified on the letter informing them of the correction.

IF you are working on an airport with TSA security program with commercial service AND you are working on aircraft with a gross takeoff weight of greater than 12,500 pounds, there are additional security requirements that include:

  • The prevention of unauthorized operation of all large aircraft under your control, which are capable of flight.
  • Background checks of those individuals who are designated as the TSA point(s) of contact.
  • Background checks for those who have access to any keys or other means used to prevent the operation of large aircraft.

This new repair station security rule will become effective on Feb 27, 2014.

Article Source: AEA.net > Read Full Article
To view the complete text of the rule, Click Here

AEA Praises Congressional Passage of the Small Airplane Revitalization Act of 2013 – AEA

Legislation Reflects Part 23 ARC Efforts

AEA LogoLEE’S SUMMIT, MO., Nov. 15, 2013 — On Thursday, Nov. 14, the U.S. House of Representatives gave final approval to the Small Airplane Revitalization Act of 2013.

Congressman Mike Pompeo (R-Kan.) introduced H.R. 1848 May 7, which passed unanimously by a 411-0 vote in July. A similar bill, S. 1072, was introduced by Senators Amy Klobuchar (D-Minn.) and Lisa Murkowski (R-Alaska), which passed the Senate in October.

The Senate version of the bill included a few changes, and House sponsors agreed. The bill now heads to President Obama for his signature.

With the passage of the Small Aircraft Revitalization Act, it appears the collaborative effort in recent months by the Federal Aviation Administration Part 23 Reorganization Aviation Rulemaking Committee (ARC) has paid off and resulted in the approved legislation. The bipartisan-supported bill updates and streamlines burdensome regulations on the general aviation industry and thereby improves safety, decreases costs and encourages private-sector innovation.

Read Full Press Release >

AEA Meets with US House Small Business Committe – AEA

AEA Logo, Property of AEA
AEA Logo, Property of AEA

LEE’S SUMMIT, MO., Oct. 3, 2013 — On Thursday, Oct. 3, Aircraft Electronics Association Vice President of Government and Industry Affairs Ric Peri met with several members of the U.S. House of Representatives Small Business Committee, along with other general aviation leaders, for a round-table discussion on the biggest challenges facing the industry.

Despite this week’s federal government shutdown, the event took place this morning at the Rayburn House Office Building in Washington, D.C., and was hosted by Congressman Sam Graves (R-Mo.), chairman of the Small Business Committee and co-chair of the House General Aviation Caucus.

The purpose of the meeting was to identify and seek solutions for the most critical issues currently facing general aviation.

Peri communicated the AEA’s concerns regarding the upcoming ADS-B mandate looming in 2020, along with certification and installation challenges facing Title 14 CFR Part 145 avionics repair shops. He was joined by various other aviation association executives in the invitation-only meeting.

“The AEA is grateful to Congressman Graves for offering a forum with other Congressional leaders to discuss a variety of issues facing the industry,” Peri said. “It’s important for these elected officials to work together in a bipartisan fashion to develop a regulatory and legislative framework to assist the industry. General aviation produced nearly $6.3 billion in worldwide avionics sales last year alone according to the AEA Avionics Market Report, and it’s an industry that annually contributes more than $150 billion to the U.S. economy and employs more than 1.2 million people.

“It’s easy to focus on ADS-B and new technology, but there is a root cause that lies beneath the challenges the industry is facing with NextGen, as well as the low-cost installation of safety-enhancing technologies in the cockpit of general aviation aircraft. The issue is one of fundamental organizational leadership. Every organization needs leadership to make the ‘final’ decision; the hard decisions; the compromise decisions. Organizational leaders take input from each expert and make the best decision, but the AEA feels that the Federal Aviation Administration lacks this ability as an organization.

“While the FAA employs some extremely talented individuals, its inability to make a decision is paralyzing the organization and, as a result, the avionics repair shops that rely on a helpful, responsive and consistent agency. Currently, any one individual within the agency can, and routinely does, derail a project, and the leadership doesn’t have the necessary tools to collect the best data and simply make a decision.

“When identifying challenges that most impact the industry, we often compare the 7,000 safety inspectors and engineers the AEA membership interfaces with as 7,000 independent contractors. These 7,000 individuals do their best to make a perfect decision about absolute safety. Unfortunately, a decision by one representative of the FAA administrator means nothing to the other 6,999 independent representatives. If he or she believes, without substantiation, that another safety inspector or engineer is incorrect, they will simply ground the aircraft, refuse certificates or threaten enforcement action until the small business capitulates to their demands, without management oversight and without any opportunities to reasonably dispute the person’s opinion in a timely manner.

“A decision made at one FAA district office will often be second guessed at another district office, and the product or project will be held ransom until the small business capitulates. There is no organizational leadership to intervene.

“As a result, many avionics repair shops simply accept the highest level of approvals in order to minimize the impact of inspector second-guessing, which increases costs, reduces profits and compromises safety by discouraging, rather than encouraging, new safety-enhancing technologies. Ultimately, these increased costs are passed along to the end users and aircraft owners.”

Click here to view the AEA’s written comments to the committee.

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Founded in 1957, the Aircraft Electronics Association represents more than 1,300 member companies in 43 countries, including government-certified international repair stations specializing in maintenance, repair and installation of avionics and electronic systems in general aviation aircraft. The AEA membership also includes manufacturers of avionics equipment, instrument repair facilities, instrument manufacturers, airframe manufacturers, test equipment manufacturers, major distributors, engineers and educational institutions.

For more information, contact Geoff Hill, AEA director of communications, at 816-347-8400 or geoffh@aea.net. Visit www.AEA.net for more AEA news.