Copa Airlines is sponsoring a golf tournament on February 17-19 to raise money for five Panamanian charities.
For five years, Copa’s aim with this golf tournament has been to support the battle against cancer, to support the less fortunate, and to promote education.
Those of you who were at the MARPA Conference last month heard Ahmad Zamany’s comments in support of the PMA community. Ahmad is Copa’s Vice President of Technical Operations and he has been a vocal supporter of PMAs – extolling their reliability improvements, and publicly announcing his airline’s refusal to sign any leasing agreement that would seek to prevent his airline from using FAA-PMA parts.
Copa has been a leader in the aviation community – this is a great opportunity to partner with Copa in its efforts to make the world a better place (not to mention the marketing opportunities for those who seek to do business in South and Central America).
Please contact Wendy Ross (office +5072 38 1850, cell +5076480-464o3, or email firstname.lastname@example.org) for further details on how you can participate in the tournament as a golfer or join as a sponsor (or both).
MARPA is pleased to announce that three new speakers have been confirmed for the 2016 agenda at the Annual Conference.
Jonathan Berger, Vice President – Aerospace & MRO Advisory for ICF Aviation will join us to discuss financial trends in his presentation, “PMA Industry Trends and Market Overview“.
Randy Harris and Myron Knight, Program Managers, SASPO for the United States Air Force will speak on the following presentation: “The Strategic Alternate Sourcing Program Office (SASPO) primary responsibility is to create competition and save the United States Air Force (USAF) money. This briefing will walk you through our various lists (Target, G-Coded, Commercially Used Over-Haul, RPOW, etc.) and explain opportunities for companies to do business with the USAF through SASPO initiatives. These initiatives include: Reverse Engineering, Repair Development, Additive Manufacturing, Commercially Used-Over Haul and Source Approval Requests (SARs).”
You can see the latest version of the Conference Agenda on our website.
Right now, MARPA is in Japan at Japan Aerospace 2016, strengthening the PMA message and extending a welcome to several new Japanese Conference attendees who will be looking for US business partners. Between this event and other 2016 events attended by MARPA worldwide to support PMA, this Conference should be full of new business opportunities!
Still haven’t registered? Click here to register today!
“B Ready” for the 2016 MARPA Conference, and book your room at the B Resort and Spa! Discounted rooms at the special MARPA rate of $139 per night are available through tomorrow, October 4th 2016.
You can also call the hotel reservations line at (407) 828-2828 and make sure to ask for the MARPA rate when you book.
We look forward to seeing you later this month in Orlando!
I am very excited to see all of you at the 2016 MARPA Conference on October 26-27 in Orlando!
This year the Conference will feature some new faces in the form of new MARPA Air Carrier Members who will be attending to learn more about PMA and to meet manufacturers through the Conference networking opportunities. Join us in welcoming Aeroméxico, Hawaiian Airlines, Egypt Air, ELAL, LATAM Airlines, and Ethiopian Airlines to MARPA!
You can find a list of early bird registrants to the 2016 MARPA Conference on our website, nearly a quarter of whom are MARPA Air Carrier Members from customers such as:
MARPA has heard questions from all over the industry, asking WHO SHOULD ATTEND? The answer is… anyone with an interest in one of the fastest-growing sectors of civil aviation! From PMA manufacturing company senior executives, sales, design and engineering, and QA staff to Air carrier, MRO and corporate/private operator staff who purchase spares, review or approve PMA alternatives, orevelop strategic plans affecting customers. The MARPA Conference is also an excellent opportunity for distributors, aircraft leasing company staff, and government agencies worldwide.
We’re continuing to add more information about speakers and Conference events, so be sure to check out the online Conference Agenda.
Not yet registered? The Conference Registration form is available online. Just fill it out and email or fax it. You don’t have to be a member to come – non-members are also welcome to attend the Conference for the non-member rate.
Questions? Call Katt Brigham at (202) 628-6777 for answers!
A new regulation has changed the destination control statement (“DCS”) that is required on all exports of PMA aircraft parts.
PMA aircraft parts are typically exported under the jurisdiction of the Commerce Department’s Bureau of Industry and Security (BIS). If you export aircraft parts, then the BIS regulations require a DCS. These regulations have been changed to harmonize the DCS to the same language as the ITAR DCS.
Te DCS is placed on each export control document that accompanies an export shipment. The export control documents that are required to show this statement include the invoice, the bill of lading, the air waybill, and any other export control document that accompanies the shipment from its point of origin in the United States to the ultimate consignee or end-user abroad.
This is sometimes known as the ‘non-diversion statement’ because the current version includes language stating that “diversion contrary to U.S. law is prohibited.” The purpose of the DCS was to alert parties outside the United States that the item is subject to the US export regulations.
The rules have always held that compliance with the comparable ITAR requirement was an acceptable means of compliance where the shipment included both ITAR and EAR-controlled articles. The comparable ITAR requirement requires slightly different language. Many people nonetheless found the different language in each regulation to be confusing.
The Commerce Department has changed their DCS language to harmonize it with the ITAR-required-language. This is meant to make compliance easier. Starting on the implementation date of the rule (November 15, 2016), exporters of articles subject to BIS jurisdiction (those with ECCNs) should use the following destination control statement on all exports:
“These items are controlled by the U.S. Government and authorized for export only to the country of ultimate destination for use by the ultimate consignee or end-user(s) herein identified. They may not be resold, transferred, or otherwise disposed of, to any other country or to any person other than the authorized ultimate consignee or end-user(s), either in their original form or after being incorporated into other items, without first obtaining approval from the U.S. government or as otherwise authorized by U.S. law and regulations”
In addition, the DCS should show the Export Commodity Classification Number (ECCN) for any 9×515 or ‘600 series’ (nx6nn) items being exported.
There are exceptions to this DCS requirement for EAR 99 exports and also for exports under license exceptions BAG (baggage) and GFT (gift parcels and humanitarian donations), but typically these do not apply to exports of PMA aircraft parts.
On Wednesday, the FAA sat down with industry to discussed what the next generation of the FAA will look like. The FAA has a very ambitious plan to change the way that aerospace manufacturing operates, and to make concurrent changes to the FAA itself to reflect these new paradigms.
“What we are talking about is a transformation in the way we do business”
— FAA Executive Chris Carter
The FAA’s goal is to have a more efficient way to perform certification. This should allows applicants (for approvals like TCs, STCs, PMAs, TSOAs, etc.) to have more control over the approval/certification schedule. But that control will come at a price – the FAA will expect the applicants to have a greater level of accountability for the design process.
At the root of the FAA’s changes is a transformation from compliance control (in which the FAA acts as a gatekeeper, accepting industry inputs and then judging the inputs for compliance) and moving to compliance assurance model. Companies would have their own compliance assurance systems which would help ensure that the company continues to maintain compliance with each new design. Instead of making a showing to the FAA, the company would make the showing to the resources within its own system, and then its won system would review the data and ensures continued compliance within the system. Under the compliance assurance model, instead of looking at data to assess compliance, the FAA will oversee the compliance systems of the companies. This means that each company would have a self-correcting system and the FAA’s job would be to ensures that the systems work.
One of the challenges facing the FAA is making this scalable. Scalable system will need to be able to fit the needs of the largest and the smallest companies, and will need to fit a range from mature businesses with robust systems to brand new market entries who do not yet have mature systems.
The FAA envisions a system that resembles a multi-lane swimming pool. The lanes will represent new companies that need significant FAA attention, mid-life companies who need FAA support but do not demand the same attention as new companies, and to mature companies with mature systems. The last category will be the “independent lane” and the FAA expects that there will be tremendous incentives to be in that lane, as it would permit a company to more independently pursue projects – without direct FAA involvement in certification that can slow a project down.
Chris Carter of the FAA stressed that industry needs to be a willing participant in order to make this work, because it will require industry to shoulder new burdens. If industry is not a partner then this will not work.
The FAA expects to have headquarters units under the reorganization that have very specific roles, like ensuring that changes are properly managed. Under the concurrent reorganization, it is expected that existing FAA field structure will be replaced with centers of excellence around the country. Those centers will report directly to headquarters. They will feature employees from many or all of the new divisions of aircraft certification. It is possible that PMA applicants may be directed to a center of excellence that is geographically distant from their location, but that robust communications are still expected using modern technologies.
There are many reasons for doing this, but one of them is the FAA’s awareness of the growing globalization of the market. Other countries are entering the market. Nations like Japan and China want to be part of the international discussions. A recent deal among four authorities (ANAC TCCA EASA and FAA) highlights the need for other nations to join the discussion as their citizens begin to develop airframes and engines.
The FAA’s transformation is still a work in progress, but as more ideas become solidified we hope to continue to bring the industr ynews of what the next generation of the FAA will look like.
For years MARPA has talked about opportunities that exist for PMA manufacturers willing to look for non-traditional customers. One of the most under-appreciated possibilities, and one that MARPA President Jason Dickstein has emphasized, is to act as a supplier to OEMs. OEMs are very often massive companies with a need for quality, reliable suppliers, and many MARPA members are ideally positioned to take advantage of OEM purchasing needs with high quality approved parts on the shelf and ready to ship.
The U.S. Department of Commerce is presenting a program on becoming a supplier to Embraer. Because many PMA companies are already manufacturing parts for Embraer aircraft, this may be an excellent opportunity to broaden your customer base for your Embraer parts.
The program will begin with a presentation made by Embraer representatives on how to initiate a relationship with Embraer. This presentation will be made by webinar on October 28, 2016. Participation in this introductory webinar is a mandatory part of the program, so if this is something your company may even be remotely interested in, you should plan to register and participate.
Interested companies will then be asked to fill out an online questionnaire from which Embraer engineers will evaluate companies and select suppliers for a second round of webinar discussions with Embraer’s engineering department. Embraer may then invite select companies for a further in-depth interview.
There is no cost to participate in this program, and it presents an opportunity to potentially expand parts sales. MARPA has often said that OEMs should be thought of as no different than air carriers from a customer perspective: they need parts, and we manufacture and sell great parts. This could be an excellent opportunity for MARPA members to diversify their customer base.
If this opportunity sounds like something your company may be interested in, you can register for the mandatory introductory webinar at the following link: http://2016.export.gov/california/losangelesdowntown/events/embraer/eg_us_ca_102435.asp.
14 C.F.R. 21.137(o) permits Production Approval Holders, like PMA companies, to issue their own 8130-3 tags for new parts (without recourse to a designee).
In order to issue 8130-3 tags, the Production Approval Holder (PAH) must develop and implement procedures addressing the selection, appointment, training, management, and removal of individuals authorized to issue 8130-3 tags. MARPA published a compliance checklist to aid our members last Fall, and it provides suggestions about how to draft the procedures. This was a members-only document so if you are a MARPA member and need a fresh copy of the checklist then please contact us directly.
On June 24, the FAA published additional guidance (Policy Number AIR100-16-110-GM16) to assist industry in using this new rule. Some key points raised in this new guidance include:
a. 14 CFR part 21, subpart L,
b. Applicable bilateral agreements,
c. Advisory Circular 21-2, Special Requirements of Importing Countries, Appendix 2, and
d. Chapters 1, 2, and 4 of FAA Order 8130.21, Procedures for Completion and Use of the Authorized Release Certificate, FAA Form 8130-3, Airworthiness Approval Tag.
e. The training must include potential differences in how the forms are issued for domestic vs. export use.
The revisions to the Maintenance Annex Guidance are requiring repair stations to increase their need for 8130-3 tags so it is important for PMA manufacturers to implement 21.137(o) programs to make those tags available.
If you are having problems implementing 8130-3 tag procedures because the local FAA office is not cooperating, then please let MARPA know so we can assist you.
As part of its ongoing drive to increase the export of U.S.-made PMA parts and increase global knowledge and understanding of PMA, MARPA has in the past few years traveled to Japan to speak with potential customers, government contacts, and manufacturing partners. MARPA is happy to announce that it will continue these efforts this year at the Japan International Aerospace Exhibition 2016, in Tokyo, Japan, October 12-15.
We have worked closely with long-time MARPA member and MARPA supporter Akira “Jay” Kato of JK Tech Consulting to make valuable contacts in Japan and discuss PMA at a very high level with Japanese customers and government officials. These efforts include both explaining and educating air carriers and their purchasing groups about PMA, as well as, importantly, promoting the use of PMA by discussing the safety, value, and reliability PMA provides.
These efforts are one prong of MARPA’s ongoing MDCP efforts supported by the U.S. International Trade Administration.
MARPA hopes to continue to make valuable contacts in the Japanese aviation community, and particularly to make additional inroads on behalf of the PMA industry with customers in Japan.
While MARPA always enthusiastically promotes the benefits of PMA where ever it goes, we would like to be able to provide a more targeted benefit to our members. We would therefore like to offer to our members the opportunity to display your marketing literature in the MARPA booth at the Japan International Aerospace Exhibition. This will allow us to direct visitors at the MARPA booth to those members who can best serve their needs or might be an ideal partner for future business.
If you would like to have your literature displayed in the MARPA booth this October in Tokyo, please contact Senior MARPA Program Manager Katt Brigham at email@example.com no later than September 30.
As our members know, MARPA has been working over the past two years with the U.S. Department of Commerce’s International Trade Administration (ITA) under its Market Development Cooperator Program (MDCP). Under the MDCP the ITA provided MARPA a $300,000 matching grant to help MARPA promote PMA around the world with the ultimate goal of increasing exports of U.S.-made PMA parts, with the additional benefit of potentially adding U.S. jobs.
One of the conditions of MARPA’s receipt of the MDCP grant is that we are required to report back to ITA on the increase in exports our members are seeing. These reports allow the ITA to demonstrate the results of the program to Congress and keep open the funding to support increasing U.S. exports in various industries around the world.
This requirement is why we need our members’ help. We need to hear from you to know if MARPA’s efforts are working, and if the PMA industry is seeing an increase in export sales. MARPA therefore needs your help in gathering data on new exports of PMA parts.
MARPA is always sensitive to its members’ business needs, so we want to assure you that any information provided to us will be kept confidential, and the only information that is shared with ITA will be the country of export and the value of the export, and no other sensitive business information or data.
We are asking that our members fill out the export survey found by following this link. MARPA needs to know the following information: for any exports that are traceable to a MARPA effort under the MDCP–the MARPA Europe Conference, the domestic MARPA Annual Conference, MARPA’s presence and promotion at trade shows around the world–to what country was the export (or contract for future sales), and what was the value of the export or future export?
That’s it! Just country and dollar value. We don’t need to know your customer’s name, the specific parts or product type involved, or any other detail. Even your company’s name will be kept anonymous unless you expressly tell us to release it to ITA.
If you wish to provide MARPA additional information so that we can better focus our efforts, of course we welcome it. But we only need for the sake of our MDCP requirements a report on export country and dollar value.
Please help MARPA fulfill its obligations to ITA under the MDCP. The ITA was generous in supporting MARPA with this grant so that we can increase our efforts to expand the global PMA market. MARPA needs to make good on its requirement to report back on our efforts and help ITA keep this valuable program going!
If you have questions about MARPA’s reporting obligations under the MDCP or wish to report export data directly rather than by using the survey form, feel free to email VP of Government and Industry Affairs Ryan Aggergaard directly at firstname.lastname@example.org. MARPA sincerely thanks our members in advance for their help!