Derek Laney Email & Phone Number

Bangor, Maine Area

In my current position, I am responsible for the overall performance and growth of the Component Shop. This includes customer satisfaction, financials and ensuring that an airworthy product is completed at a good price. I work very closely with our Sales Staff. From 2015 - 2017, I was the ISO/AS9100/AS9110 Management Representative. I worked closely with an ISO consultant and we developed and implemented the Quality Management System for C&L Aviation Services. In 2017 - 2018, I was heavily involved with the transition from AS9100, Rev. C and AS9110, Rev. B to the new standards. AS9100, Rev. D and AS9110, Rev. C. I still mentor and assist the Quality Department and the Management Representative as needed.

Bangor, Maine Area

I accepted the position of Component Shop Manager on 15 January 2007. As the Component Shop Supervisor, I oversaw a hard working crew of four full time employees and one part time employee. While supervising, I also performed all duties associated with planning, customer service interaction, management, quality assurance and quoting of work orders. In July 2007, we doubled the number of full time employees and the physical size of the shop. The company's revenue for 2007 increased by 78% when compared to 2006. In 2008, revenue increased again by 40% and additional employees including an administrative assistant was hired. The shop continued to grow and offer additional services for Caravan, Beech, Dash-7, Dash-8 and CRJ 200 components until the Bangor location was sold to C&L Aviation in 2010. Prior to the C&L acquisition, I worked offsite stateside for approximately 6 weeks in support of the modification of Beech King Air aircraft.

Bangor, Maine Area

I was hired as an A&P technician to perform various tasks required while performing heavy check maintenance on Dash-8 aircraft. Three months later, I accepted a position as lead technician. As a lead technician, I was responsible for the overall workflow of the crew to ensure that we met budget requirements and aircraft delivery date. I coordinated with the customer, planning, engineering and quality departments. I was responsible for heavy check maintenance crews working on Saab 340 and Dash-8 aircraft. Other tasks performed by the crews included aircraft storage checks, teardowns and structural modifications.

Wichita, Kansas Area

In July 2003, I accepted a supervisor position on the Bombardier Continental/Challenger 300 Production Line. My responsibilities included supervising union employees with crew sizes ranging from 35 to 100 personnel and various manufacturing activities for up to 8 aircraft. This activities included build, modification and functional test positions. Due to company reorganization, the Challenger 300 production line was being relocated to Montreal, QC Canada and I was asked to supervise the refurbishment of aircraft previously used for Flight Testing. The original budget estimate for the refurbishment of the 1st aircraft was completed nearly 12 months before we started. Although we exceeded the original man-hour budget by 7%, it is worth noting that the number of incorporated modifications increased by 67% and that we also performed additional maintenance manual requirements that were not originally in the budget. The aircraft flew two flights on the first flight day and completed its flight test profile on the third flight. This flight performance exceeded any aircraft that were rolling off of the production line at the time.

Wichita, Kansas Area

I accepted a direct hire position on the Bombardier Continental/Challenger 300 Production Line during its inception. I originally worked with Mitsubishi Heavy Industries for 3 months until their own workforce could be generated. As a technician on the production line, I mated fuselage sections and attached the wing. I also installed and tested various components including horizontal stabilizer, flight controls, oxygen, anti-ice, ECS, landing gear and hydraulics. In February 2001, I was promoted to lead mechanic for 2nd shift production. For 3 months, I was responsible for 4 aircraft and 30 mechanics during the startup of 2nd shift. From May 2001 to December 2002, I was responsible for the final 2 aircraft positions and 15 mechanics during the programs developmental phase until I was laid off. In April 2003, I was recalled to work and promoted to lead mechanic in May.

Wichita, Kansas Area

I was part of an all contract labor work crew at Bombardier Aerospace in Wichita. Our mission was to modify and complete De Havilland's Lear 45 wings to current engineering standards. I worked on hydraulic, fuel, structural, anti-ice, environmental control, landing gear and flight control systems. In February 2000, I was promoted to Lead Mechanic for De Havilland's Lear 45 wing crew. As lead, I was responsible for monitoring log books, work loads, parts shortages, and answering any technical questions. Our outstanding workload consisted of approximately 1500 hours in February and was reduced to approximately 180 hours in October. Manpower was also reduced during this time from 15 mechanics to 3.

Wichita, Kansas Area

My first aviation job in the civilian work force was working for Raytheon Aircraft on the Hawker 800XP production line. I rigged, functionally tested and troubleshot the 800XP with primary focus on the flap, wheel brake, spoiler, landing gear and hydraulic systems.

Minot Afb, North Dakota

I am proud to have served my country for two enlistments. I graduated basic training with honors and started my aviation career as a Pneudraulics Systems Specialist (454x4/2A6x5) in the U.S. Air Force. I worked flight line maintenance on Boeing B-52H, KC-135A and EC-135E aircraft. During this time I also had additional experience and training as an Aerospace Maintenance Journeyman (2A5x1). I launched, repaired, inspected, and recovered aircraft. Serviced, repaired, troubleshot, and inspected hydraulic, landing gear, flight control, in-flight refueling and weapons systems. Disassembled, cleaned, visually inspected and reassembled landing gear shock struts and actuators. I also performed duties as shift supervisor from December 92 - April 97 and as interim Hydraulic shop supervisor from January to July 1995. During this time CAMS Errors were below the 3% standard, the repeat/recur listing was reduced to 0 discrepancies and new records for consecutive on time sorties were achieved. My innovative use of resources directly contributed to the efficient training of new personnel and an increase of 7% in the wing's mission capable rate, 5 percent above standards. Some of my supervisor's comments: Outstanding mechanic; hand-picked to demonstrate the capabilities of the B-52H to the Secretary of the Air Force, Dr. Sheila Widnall; Repaired a leaking M/L/G actuator saving $10,500.00; Instrumental in the identification and isolation of a contaminated hydraulic system; Superior performer.; Furthered his technical knowledge by helping others; Innovative management of resources directly contributed to mission accomplishment; Discovered a damaged shock strut, averting a catastrophic failure; Using ingenuity allowed an aircraft to return home; Attended B-52H Condition Assessment/Improvement Program, Oct 16-20, 1995; Wavered to perform duties as a 7 level with Red X Orders; Good interpersonal skills and the ability to work without direct supervision.

Aviation Maintenance Technician - General & Powerplant, 93.4

1225 hours at a FAA certified Part 147 Aviation Maintenance Technician School. Reference 14 CFR, Part 147.

Aviation Maintenance

670 hours of technical training: Aircraft Pneudraulic Systems, Inflight Refueling Systems, EC/RC/WC/KC-135 Aircraft Pneudraulic Repair.