Mengenal IFALPA Lebih Dekat

 

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IFALPA (International Federation of Air Line Pilot’s Associations) merupakan suatu federasi bagi asosiasi pilot dalam lingkup internasional. Organisasi ini telah lahir sejak April 1948 pada konferensi di asosiasi pilot di London, Inggris dan banyak berkutat dalam menangani berbagai permasalahan penerbangan secara internasional. Dalam kegiatannya IFALPA banyak berinteraksi dengan ICAO sebagai badan spesialis penerbangan dari PBB. Untuk lebih detilnya, mungkin ekstrak dari laman http://ifalpa.org ini bisa mempersingkat pengenalan kita.

 

IFALPA History

Shortly after World War II, the United Nations Organization came into being and soon gave birth to several specialised agencies, one of which was the International Civil Aviation Organization (ICAO). The fact that ICAO was to make decisions on aviation policy without pilot representation immediately began to interest several pilots’ Associations. Airline pilots begun to realise that they were citizens of the world in many respects; their daily work took them across the boundaries of many countries, and they were often dependent upon distant municipalities or States to provide them with the facilities necessary for their personal safety and that of their passengers. They became, therefore, vitally concerned with national and international affairs related to aviation.

To exercise some control over these forces, pilots had to put themselves into a position of showing determined leadership, in aviation and to achieve this they had to organise on an international basis. This was the reason for the birth of IFALPA in April of 1948 during a conference of pilots’ associations held in London for the express purpose of providing a formal means for the airline pilots of the world to interact with ICAO.

The belief then was that the unique perspective of pilots operating in scheduled flying would be of critical benefit to the creation and adaptation of ICAO Standards and Recommended Practices (SARPs) through which ICAO regulates international civil aviation. This belief holds true today backed up by more than 60 years of experience. Today, IFALPA numbers over 100 Member Associations and represents in excess of 100,000 pilots from around the world.

 

What We Do

  1. Influencing ICAO

Virtually every part of the Operating Specifications of ICAO has been influenced to some degree by IFALPA pilot representatives. Our contribution may be as obvious as drafting entire sections of an Annex which is subsequently adopted, or as subtle as prevailing in an argument for or against a proposal in one of the many ICAO Technical Panels. In either case, the end result is the same. The continuing input of Line Pilots brings reality and balance to what can, at times, be the intensely political and economic process of drafting operating conditions for the airlines of the world. When procedural change does or does not happen, it is significant for aviation safety. Equally, when a technological solution for a persistent problem is finally mandated, safety is improved. In both instances, IFALPA pilots will have been involved for many hours, presenting and advocating the Air Line Pilot point of view.

  1. ANC Observer Status

IFALPA and IATA (International Air Transport Association) are the only organizations granted permanent observer status to the ICAO Air Navigation Commission (ANC). In terms of significance, this is one of the major accomplishments of IFALPA. Among the many activities of IFALPA, the one most familiar to our members is our accident investigation and support work. When an accident occurs, the accident investigation expertise of IFALPA is quickly brought into play. Both investigation and representation skills are frequently required, particularly if the flight crew has survived the accident. All pilots benefit by ensuring that all the factors underlying the accident are properly identified and resolved. If properly done, each accident investigation can result in significant improvements to aviation safety. Experience has shown that the involvement of properly trained and experienced Line Pilot investigators early in the investigation process is essential to a full and complete investigation and analysis.

  1. Co-operation between Member Associations

Positive co-operation between Member Associations in times of need continues to be an invaluable benefit of IFALPA membership. Many examples of this strength occur on a regular basis with IFALPA heading up teams of Incident and Accident Specialists, or giving other assistance, while providing these services at a moment’s notice.

  1. Criminal Prosecution

At the same time, a different set of IFALPA representatives have attempted to assist flight crew members who have been involved in an accident and face criminal, regulatory or disciplinary action as a result of an accident. The ability of the various Member Associations to provide assistance post-accident to their fellow IFALPA members may be considered one of the greatest benefits of membership in IFALPA to the average Line Pilot.

 

IFALPA Major Accomplisments

  1. Centreline Approach Lighting

In 1953, ICAO adopted a set of standards for centerline approach lighting developed by an IFALPA pilot.

  1. Cockpit Instrumentation

In 1955, as a result of an accident investigation, a Line Pilot was instrumental in the development of instrument comparators. A year on, the IFALPA Cockpit Standardisation Study Group adopted the “Basic T” instrument layout as its policy and convinced ICAO to make the design a worldwide standard for cockpit instrumentation layout. 

  1. Hijacking & Carriage of Dangerous Goods

As early as 1960, IFALPA was leading the industry in concern over aircraft hijacking and the carriage of dangerous goods. Obviously, these two subjects are still at the forefront of IFALPA’s concerns and continue to demand close attention. When dealing with such issues IFALPA are able to act in cooperation with industry and government. 

  1. Aircraft Manufacturer Relationships

IFALPA enjoys excellent relationships with Airbus, Boeing and Embraer and has had significant input into the design and modification of the newer products – a tradition which really goes back to the DC-8 introduction and continues with IFALPA’s input into the A380, EMB190 and B-787 aircraft. Representatives of the manufacturers are regular attendees at IFALPA technical committee meetings, where give-and-take on operation of the various models is encouraged for the benefit of all.

  1. Aerodrome Signage

On the subject of airports, the signage seen around the world today is largely the product of an IFALPA development project which was ultimately adopted by ICAO as the international standard. This standard was a quantum improvement in aids to navigation while taxiing and undoubtedly has prevented many a ground collision caused by disorientation on the airport surface.

  1. Extended Range Operations

IFALPA has worked with both European and North American regulators and manufacturers to develop comprehensive standards for Extended Range Operations for both twin engine aircraft and, more recently, all aircraft operating over remote Polar Regions. 

  1. RVSM & ACAS

IFALPA was fully involved in the initial implementation of Reduced Vertical Separation Minima (RVSM) in the North Atlantic, and the subsequent implementation by Eurocontrol in domestic European airspace. To address the risks of mid-air collisions, IFALPA has long advocated installation of ACAS equipment and mandatory procedures for both pilots and controllers when a Resolution Advisory is issued by the equipment. 

  1. Runway Incursions

The same can be said of ongoing efforts to minimize the risk of collisions on the airport surface, commonly called Runway Incursions. In addition to airport design, operating procedures and future technology, IFALPA has focused on airport capacity enhancement procedures which seemed to greatly increase the risk of collision by the reduction of safety margins inherent in the procedure design. 

  1. Aircraft Performance

In the field of performance, IFALPA has consistently injected the views of the pilot at all points and over a sustained period. In the 1950s operators failed to allow fully for the excessive effect of wet runways on jet aircraft. This effect was not satisfactorily compensated for by the discounting of reverse thrust credit and the result was an undue number of landing overruns or aborts on wet runways. It took from the 1950s until the 1990s to get wet-runway accountability universally into State airworthiness regulations. That it did get there was certainly due in large measure to IFALPA. 

  1. Approach and Runway Lighting

From the 1950s, progress in the field of lighting was steady and, to a large extent, made under conditions in full cooperation between IFALPA, IATA and the ICAO States. IFALPA contributed to these achievements step-by-step; from approach-lighting, to visual approach indicators, to narrow-gauge runway lights and, finally, to taxiway lighting. 

  1. ILS

What has been said regarding approach lighting can certainly be repeated in the case of the instrument landing system (ILS). That this guidance system was eventually installed at most international airports was, at least in part, due to vigorous worldwide campaigns by IFALPA. 

  1. Procedural Matters

IFALPA’s achievements in the operational field, though involving less conspicuous campaigns than those mentioned above, were nevertheless very significant. For example, IFALPA contributed greatly in developing procedures for co-ordinating responsibilities as between pilot and radar controller, and also drafting what eventually became the standard format for radiotelephone reporting. IFALPA secured, via ICAO, the systemised allocation of alpha-numeric call signs. 

  1. Security

After the events of September 11th 2001, IFALPA became a founding member of the Global Aviation Security Action Group (GASAG), an industry group established to co-ordinate the global aviation industry’s inputs to achieve an effective world-wide security system and ensure public confidence in civil aviation. GASAG was instrumental in providing a consolidated view on aviation security improvements, in particular regarding cockpit doors, Air Marshalls and training issues. IFALPA also actively participates in the ICAO AVSEC Panel and related working groups to develop amendments to ICAO Standards and Recommended Practices (SARPs) for Annex 17 (Security) and the AVSEC Manual. IFALPA members advise National and Regional Authorities on the development of operational and training guidelines in aviation security. 

  1. Airport Planning

The building of Hong Kong’s airport at Chek Lap Kok (CLK) was an opportunity for IFALPA to provide input into the planning of one of the world’s major new airports. The Federation worked hard for its say and, in doing so, highlighted many of its operational concerns worldwide. IFALPA made significant design inputs into the airport, including renaming the stands, apron markings and visual aid signs, and also had input into CLK’s airport docking guidance system. IFALPA influenced operational decisions at CLK through its involvement on a variety of groups and sub-groups, including: the New Airport Safety Committee (NASC), the Visual Aids Working Group (VAWG) and Windshear and Turbulence Warning System Working Group. IFALPA has also influenced airports elsewhere, with extensive work carried out by Committees and local pilot Associations in relation to Amsterdam’s Schipol and Germany’s Munich airports and, more recently, at Bangkok’s new airport. 

  1. ‘Critically Deficient’ Airspace

IFALPA, in late 1996, publicly made an issue on safety in the skies over Africa. This move spurred an international effort to improve safety and modernise the management of African airspace. In response to the concerns highlighted by the South African pilots, IFALPA formed a European/African (EUR/AFI) working group, which tasked a group of carefully selected pilots to formally record any and all shortcomings and deficiencies encountered during operations in African airspace. What evolved was a comprehensive database of general, enroute, terminal area and aerodrome problems that existed in Africa.

 

IFALPA Structure

Conference

Member Associations gather annually at Conference where the Federation Constitution By-Laws and Policies can be reviewed and revised if necessary, Conference has the ultimate authority within the Federation. Between Conferences, the Federation is governed by the Executive Board. They are responsible for the day-to-day running of the Federation, for making decisions as necessary affecting the implementation of policy, and for interpreting and applying the Constitution and By-Laws.

Executive Board

As the second highest governing body of the Federation, the Executive Board consists of the President, Deputy President, Executive Vice-President (Administration, Membership & Finance), Executive Vice-President (Professional & Government Affairs), Executive Vice-President (Technical & Safety Standards), and the Executive Vice-Presidents (Region).

Regional Vice-Presidents (RVPs)

There are five IFALPA Regional Groups and each is represented by an elected IFALPA Regional Vice-President to deal with industrial, social and technical matters, and to facilitate the implementation of IFALPA policies.

  1. Africa and Middle East (AFI/MID)
  2. Asia and the Pacific (ASIA/PAC)
  3. Caribbean and South America (CAR/SAM)
  4. Europe (EUR)
  5. North America (NAM)

 

IFALPA Members

In excess of 100,000 pilots in over 100 Member Associations around the world are currently in IFALPA Membership.

 

IFALPA Mission

The mission of IFALPA is to promote the highest level of aviation safety worldwide and to be the global advocate of the piloting profession; providing representation, services and support to both our members and the aviation industry.

This goal is realized through our core function, which is to represent our members by:

Interacting with international organizations to achieve the highest level of aviation safety.

  • Promoting the highest level of safety worldwide.
  • Developing common policies and positions and promoting the adoption of such policies by ICAO, regulatory authorities and the State of each Member Association.

Promoting and enhancing the role and status of professional pilots in ensuring the safety of the aircraft and well-being of passengers and goods entrusted to their care.

  • Promoting a viable and expanding air transport industry.
  • Providing training and education for the benefit of professional pilots. 

Providing Member Associations with services as needed.

  • Assisting in the organizational development of Member Associations.
  • Supporting Member Associations by providing expertise in the areas of Technical, Safety, Regulatory and Industrial issues.
  • Facilitating the exchange of information and the co-ordination of activities amongst Member Associations and Pilot Alliances through various forums such as Conference, Regional Meetings and Standing Committees.

 

IFALPA Standing Committee

Standing Committees are required to:

  • develop work programme items to Policy status for endorsement by the Membership;
  • develop immature policy into proposals of mature policy status and formulate proposals to update existing policy in accordance with the latest developments;
  • formulate briefing material and working papers for the Federation’s representatives attending international and other meetings;
  • suggest suitable Federation representatives for particular meetings;
  • advise the Executive Officers generally on matters pertaining to their specific area of interest and expertise.

 There are 10 IFALPA Standing Committees & 1 Advisory Group

  • Accident Analysis & Prevention Committee (AAP)
  • Administration, Membership and Finance Committee (AMF)
  • Aircraft Design and Operation (ADO)
  • Airport and Ground Environment (AGE)
  • Air Traffic Services (ATS)
  • Dangerous Goods Committee (DGC)
  • Helicopters (HEL)
  • Human Performance (HUPER)
  • Legal Advisory Group (LAG)
  • Professional & Government Affairs (PGA)
  • Security (SEC)  

 

  1. Accident Analysis & Prevention Committee (AAP)

 Mission

The AAP Committee ensures that safety investigation activities result in the development of prevention strategies that contribute to improved levels of safety. To achieve this, the Committee assesses the timely publication of final reports of accidents and their compliance with ICAO Annex 13, monitors the implementation of any safety recommendations, identifies and communicates unsafe trends and actively promotes the development of non-punitive safety programmes.

 

  1. Administration, Membership & Finance Committee (AMF)

Terms of Reference

  • To provide advice and/or recommendations to the Executive Board aimed at the resolution of Problems duly referred to or associated with the provisions of the Covenant of the Federation and the Constitution, By-Laws and Rules of Order, especially as they relate to:
    • The rights and obligations of Membership, including Membership participation and status; Application, Removal and Expulsion procedures; methods of Subscription calculation and payment
    • Federation Officers, including their election, duties and terms of reference
    • The organisational structure of the Federation
  • To progressively develop proposals for amendment of the Constitution, By-Laws and Rules of Order aimed at the resolution of problems duly referred to the Committee

 

  1. Aircraft Design & Operation Committee (ADO)

Core Activity

To improve air safety on a worldwide basis by influencing the design of air transport aircraft, their components, their performance and operation and to improve the working environment of the individual airline pilot, considering environmental aspects.

The task of the ADO Committee is to:

  • Detect, identify and monitor areas of development, where input is required to influence the design of technology and/or procedures, to ensure a safe operating environment for the airline pilot community, using the experience and expertise of its members.
  • Develop Policies and Policy Statements on these items, associated with the design and operation of aircraft used in international commercial operations, as broadly defined by the contents of ICAO Annexes 6 and 8, and related ICAO documents, to be presented to the respective regulating bodies, authorities and operators, as well as to the interested public.
  • Liaise with aircraft manufacturers, system designers and engineers, as well as scientific and regulating bodies, to enhance their understanding of the view and requirements of the airline pilots to improve the safety and operational effectiveness of international commercial aviation, considering the environment.
  • Develop proactive general statements and position papers for engineers, scientific and regulating bodies, manufacturers and Member Associations on present and future developments to be made available for the public.
  • Enhance the expertise of the members of the committee and their respective Member Associations by relaying information from scientific, engineering and manufacturing bodies.
  • Enhance the general standing of IFALPA, the airline pilots and their associations within the general public through the effort to improve air safety worldwide, as the stakeholder for the travelling public.

 

  1. Aerodrome & Ground Environment Committee (AGE)

The Committee’s Role

The Aerodrome and Ground Environment (AGE) Committee is primarily tasked with providing a liaison between the Airports community, IFALPA, and the International Civil Aviation Organization (ICAO).

The primary focus of our work is to ensure that airports around the world adhere to ICAO Annex 14 (Aerodrome Standards) and to provide input to ICAO on the improvement of the Annex 14 Standards and Recommended Practices (SARPs) as the industry evolves.

Our Mission

In order to provide a policy platform from which we can assess the requirements to update ICAO’s Annex 14, we have developed our own IFALPA Annex 14, detailing areas where we feel that improvement is needed.  Our mission is to lobby ICAO and the ICAO contracting States to implement our requirements, provide input at the individual airport level on improvements, and to inform our membership where there is a difference between what we advocate as the minimum level and what is currently being provided.

Our Relevance

Many States continue to file differences to the ICAO Annex 14 SARPs and as such our work is required and timely.  As new technologies emerge, such as Visual Docking Guidance Systems (VDGS), Engineered Materials Arresting Systems (EMAS) or Runway Status Lights (RWSL) we will work with the developers of such systems, to ensure that the needs of the aviation community are safely met, and if there are areas of non-compliance, that these are notified to the member associations so that additional cautions can be developed.

 

  1. Air Traffic Services Committee (ATS)

IFALPA monitors the Air Traffic Management (ATM) developments mainly through its ATS Committee. The standing members of the Committee meet twice yearly and actively represent the Federation at various forums in ICAO, Eurocontrol, EASA (the European Aviation Safety Agency), FAA, and RTCA participating as subject matter experts.

Terms of Reference

  • To prepare and discuss working papers which review, modify and amend IFALPA policy concerning all aspects of communication, navigation, surveillance and air traffic management (CNS/ATM) operations performed by air traffic service providers
  • To prepare and discuss working papers dealing with the provision of Meteorological information for aeroplanes and with the provision and operation of Search and Rescue services
  • To provide expert advice on air traffic, meteorological and search and rescue issues upon request to the Executive Board, other Committees, Advisory Groups, and interested external parties
  • To contribute to the development of relevant ICAO Standards, Recommended Practices, and associated guidance materials

The ATS committee provides oversight on the following documents ensuring that the additions and proposed amendments are harmonized and ensure global interoperability;

  • ICAO Annex 2, Rules of the Air
  • ICAO Annex 3, Meteorology
  • ICAO Annex 4, Aeronautical Charts for Use by the Pilot
  • ICAO Annex 5, Units of Measurement
  • ICAO Annex 10, Communications
  • ICAO Annex 11, Air Traffic Services
  • ICAO Annex 12, Search and Rescue
  • ICAO Annex 15, Aeronautical Information Services
  • ICAO PANS ATM (Doc. 4444) 

Mission
The mission of the ATS Committee is to improve aviation safety worldwide, to promote a single level of safety to the highest standards possible, applying the professional experience and expertise of the members of the committee. Develop global harmonized policies and positions and to promote the adoption of such policies by ICAO, the respective Regional Body. 

Coordination

The ATS Committee works very closely with IFALPA’s Member Associations through either individual Member Associations or regional groups such as ECA and ALPA International who in turn represent the global interests of their pilots in Europe and North America.

ICAO has published and is working on implementing global standards for future ATM in the Global Air Navigation Plan. These components for change are defined in the Air System Block Updates (ASBUs). The technologies, procedures, and regulations need be implemented on a common global basis by the respective regions. These changes need to not only improve safety but deliver operational improvements to accommodate projected traffic growth in aviation.

The ATS committee acts as a common coordination arena for the other IFALPA committees such as ADO, AGE, HUPER, and others to insure the entire pilot perspective is covered in these changes. They also act to be the international coordination between regional Member Associations’ work efforts where possible. For example, the European Cockpit Association’s work with the SESAR- JU should be harmonized with the work of the Air Line Pilots Association- Intl and their work with the FAA’s NEXTGEN program. The South Pacific’s work through AusALPA, NZALPA, and other MA’s needs to be harmonized with their counterparts in the northern hemisphere.

The overarching IFALPA document describing the common principles are found in the Future of Air Navigation v3.0 – 11POS03

 

  1. Dangerous Goods Committee (DGC)

Mission

The IFALPA Dangerous Goods Committee promotes the safe transportation of dangerous goods by air throughout the world.  Articles and substances capable of posing a risk to heath, safety, property or the environment are regulated as dangerous goods, and may be carried safely only when properly declared, packaged, labelled, and when the Pilot in Command is notified. IFALPA seeks to maintain the highest regulatory standards for the transport of declared dangerous goods, as well as preventing undeclared dangerous goods from being carried on aircraft.

Role

The Dangerous Goods Committee is composed of pilot volunteers from member associations throughout the world.  These committee members represent IFALPA at the United Nations (UN) Sub Committee of Experts on the Transport of Dangerous Goods, at the International Civil Aviation Organisation (ICAO) Dangerous Goods Panel, the International Air Transport Association (IATA) Dangerous Goods Board, the International Atomic Energy Agency (IAEA), the World Health Organization (WHO) and various other governmental and industry events worldwide.  The Committee Chairman is one of 17 voting members of the ICAO Dangerous Goods Panel.

 

  1. Helicopters Committee (HEL)

The IFALPA Helicopter Committee (HELCOM) focuses on all aspects of rotary wing related matters and advises the Executive Board on these issues, as well working in close co-operation with all of the other standing committees within the Federation. Commercial Helicopter operations around the world cover a wide variety of tasks from the transportation of offshore and onshore personnel, flight training and corporate work, to the more challenging search & rescue operations, police and emergency medical services, as well as advanced aerial work such as under slung load operations, crop spraying and power line inspection/repair.

Helicopter Accident Level

The accident level in helicopter transportation is still significantly greater than that found in fixed wing operations, and although the overall rate is slowly declining, it continues to be a major cause for concern. Among the reasons for this disparity, as identified by the International Helicopter Safety Team (IHEST), are a lack of training, an indigent safety culture and poor management. The goal of the HELCOM is to reduce this accident level by improving all areas of helicopter flight safety, and this remains our primary commitment.

Pilot Associations

The active members of today’s Committee come from Member Associations representing Helicopter Operations from around the world, and these pilot associations, via their technical committees, work continuously to improve air safety. Our Member Associations commonly have the same goal as most operators, having the belief that creating successful, stable companies with robust safety initiatives, is the best way forward for all concerned. The ‘grass roots’ voice of pilots can often bring a reality and balance to the difficult process of creating regulations which are intended to be workable, economically viable, and most importantly, deliver meaningful improvements to air safety.

Our Work

The HELCOM currently holds one main meeting per year, with the work of the committee being focused on ICAO in support of IFALPA’s representation on the Air Navigation Commission. In addition to this, we have representation on a number of influential rotary wing working groups/organisations and work closely with our colleagues on the European Cockpit Association Helicopter Working Group. Active pilot participation is paramount to us maintaining our commitment to make rotary wing operations as safe as is humanly possible.

 

  1. Human Performance Committee (HUPER)

Terms of Reference

  • To prepare and discuss working papers which review, modify and amend IFALPA policy
    concerning all aspects of;

    • Aero-Medicine,
    • Pilot Selection, Training, Licensing.
    • Human Factors in Aircraft Design, Procedures and Operations,
    • Human Factors in Incident / Accident Analysis,
  • Develop IFALPA policy by taking notice of findings of international research and recognised
    developments in human factor science and by interacting with other relevant IFALPA
    Standing Committees.
  • To provide expert advice on Human Performance issues upon request to the Executive Board, other Standing Committees, Advisory Groups, and interested External Parties

 

  1. Legal Advisory Group (LAG)

Role

To provide legal advice to the Federation as required by the Executive Board or Conference through:

  • Responding to requests for legal opinions and the development of positions on legal issues.
  • Undertaking specific legal projects assigned by the Executive Officers or Conference.
  • Providing legal support and advice to IFALPA’s representatives at International Organisations when requested and authorised to do so by the Executive Board.

Mission

To assist IFALPA in its mission to be the global voice of professional pilots, to promote the highest level of aviation safety world-wide and to provide representation, services and support to its Member Associations.

Relevance

The LAG consists of a mixture of legally trained pilots and qualified lawyers drawn from the IFALPA Member Associations. It has various functions:

1. Administrative

  • It oversees the collection and dissemination of practical legal advice and contact numbers for the use of members involved in accident or incidents away abroad.
  • It monitors legal developments in the Member Association countries for possible impact on the members, and advises accordingly, e.g. the introduction of random drug and alcohol testing.
  • It shares and compares the application of certain laws in different countries, e.g discrimination laws/labour laws for the mutual benefit of the LAG members. 

2. Legal Advice

  • It gives legal advice to other IFALPA committees on request.
  • It gives generic legal advice to Member Associations on request.
  • It provides general legal guidance to Member Associations on a proactive basis, e.g. the handling of drug and alcohol charges.

 3. Campaigning

  • In conjunction with IFALPA committees, it prepares lobbying material and presentations, attends international conferences and other meetings to further the aims of IFALPA, e.g. the campaign to see the universal adoption of Annex 13 and the legal protections contained therein.
  • It supports the campaigns of Member Associations where there has been a miscarriage of justice in the legal treatment of a pilot/s because of their work.

 

  1. Professional & Government Affairs Committee (PGA) 

Terms of Reference

The task of the Professional & Government Affairs Committee is to assist the Federation and its Member Associations in representing the airline pilots in industrial matters to the maximum extent possible. To achieve this task, the Committee will:

  • monitor and study industrial developments in the aviation industry which may impact the airline pilot and inform the Member Associations of these developments in the most appropriate way. This can be done by a presentation at a Professional & Government Affairs Committee meeting, by organising a seminar or any other suitable method
  • develop policies associated with industrial matters related to the profession of the airline pilot
  • compile, analyse and disseminate information on regulatory and contractual issues, using the information provided by the IFALPA Regional Bodies and the Member Associations
  • identify and develop negotiations tactics and skills and facilitate the training of these skills so that Member Associations may more easily achieve their industrial objectives
  • develop and facilitate any training as deemed appropriate by the Committee. The Professional & Government Affairs Committee Chairman is responsible, in close concert with the IFALPA Professional Affairs Consultant and the IFALPA staff, for the optimal functioning of the Professional & Government Affairs Committee
  • at the request of Member Associations, The Professional & Government Affairs Committee is able to give tailored support on specific issues

 

  1. Security (SEC)

Mission

The SEC Committee’s core function is to ensure the protection of all persons involved in civil aviation and the general public against acts of unlawful interference perpetrated on the ground or in flight. To achieve this, the Committee provides expert advice on security and facilitation issues, contributes to the development of relevant ICAO Standards, Recommended Practices and associated guidance materials, and reviews any new developments and technical solutions in the field of aviation security and facilitation.

 

( Sumber : http://ifalpa.org )

 

 

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