Becoming an AMT can lead to a lucrative and rewarding career. However, there are some important skills that prospective AMTs need to possess.

A Willingness to Learn

There is a steep learning curve for new AMTs. Not only do they need to complete their academic training, but there is also extensive on-the-job training. Learning and development is also a career-long process, with AMTs being required to stay up to date on new directives, procedures, and practices.

Teachability and adaptability are therefore valued traits in the world of aviation maintenance. Prospective AMTs need to be willing and able to absorb new information and apply their newfound knowledge and skills in a practical environment.

Attention to Detail

Pilots, crewmembers, and passengers rely on the hard work of AMTs for aircraft safety and reliability. With such important responsibilities, AMTs must have strong attention to detail when conducting their work.

Small mistakes can have serious consequences when it comes to aircraft maintenance. With larger aircraft now having millions of parts, the work of AMTs is often complex and detail oriented.

Flexibility

The work environment of an AMT can be dynamic and challenging. While AMTs often perform routine scheduled maintenance, the nature of the work also means that they are called upon when things go wrong.

Whether an aircraft is grounded due to an unexpected maintenance issue, or a new problem is discovered during a routine process, AMTs must have the ability to adapt to changing situations.

Many AMTs will work in a 24/7 environment, especially if they work for an airline. Companies will often perform maintenance at night when many of their aircraft are not flying. Prospective AMTs need to be prepared to work shifts around the clock and on evenings, weekends, and holidays.

Ability to Work Independently and on a Team

Although AMTs can work in different types of environments and workplaces, they typically work as part of a larger operation. Large airlines or maintenance providers, for example, could have dozens or even hundreds of AMTs working in a facility at any given time.

AMTs can work on all parts of an aircraft, ranging from the engines to the pilot seats. Given the wide range of potential tasks, AMTs have to be able to work well on their own and as part of a larger team.

Strong Communication 

Effective communication is important in most workplaces, but it is particularly crucial when safety is involved.

Not only do AMTs have to communicate with their maintenance colleagues, but they often have to work closely with pilots, crewmembers, supervisors, and other professionals within their company. Having the ability to communicate well, both orally and in writing, is a major asset for an AMT.

Technical Skills

The work of an AMT is inherently technical and requires extensive knowledge and training. Many of the technical skills needed to be an AMT are obtained through formal training.

However, there are also valuable skills that can be developed outside of the field of aviation maintenance. For example, strong math abilities or a good grasp on diagrams and patterns can greatly benefit a prospective AMT.

Physical Skills

Being an AMT is a physical job that requires a certain level of stamina and dexterity. AMTs may have to stand for long periods of time, work in confined spaces or awkward positions, and operate a variety of tools and equipment.

While many of these skills can be developed through training and experience, it can help a prospective AMT to be in good physical shape and have a general understanding of how to use tools and power tools.

Do You Have What It Takes to Be an AMT?

Being an AMT requires a certain set of skills, abilities, and knowledge. While many of these can be obtained with training and experience, others require personal development and growth.

The post What Skills Do You Need to Become an Aviation Maintenance Technician? appeared first on FLYING Magazine.

Working on airplanes is like the Wild West sometimes. You have the good, the bad, and the ugly. Here are the top five attributes that should indicate your mechanic or shop is operating in the green:

Certifications

In the 1989 movie Parenthood, Keanu Reeves’ character states you need a license to buy a dog, drive a car, and even catch a fish. Guess what else you need a license for? If you said work on an airplane, you would be wrong. 

You need a license to return an airplane to service. Are individuals certified airframe and powerplant (A&P) mechanics? If you are inquiring about a maintenance repair and overhaul (MRO), are they CFR Part 145 certified? 

Stick with certified mechanics and shops. Just because someone’s cousin has a sick Chevelle and could change your Mooney’s oil doesn’t mean you should let them.

Tools and Equipment

Tools and shop equipment are the mechanisms by which we aircraft mechanics ply our trade. Are the  tools calibrated? Like a surgeon’s scalpel, we rely on the precision of our measuring instruments, the integrity of the torque wrench, and the sweet sound of the one-quarter-inch SK ratchet clicking through its turn. 

Airplanes are notorious for tight turn radius, and the SK version was second to none. For top-notchers, it is all about performance, not the show.

Technical Publications

Just like a pop quiz, if an inspector casually inquires about the airspeed velocity of an unladen swallow, the proper thing to do is puff up one’s chest and spout the answer in a good voice, right?

Wrong.

I have mentioned my ex-partner from the engine shop and his propensity to drop some knowledge on anyone who crossed his path—especially the FAA. It finally got to the point where I coached my crew to answer, regardless of the question, with this phrase: “Whatever the latest revision of the manual states.” 

I once had a primary maintenance inspector (PMI) advise me to stamp any printed material “FOR REFERENCE ONLY” in big red letters. His rationale was that the manual could have changed while we walked from the office to the shop.

I know this seems a bit like overkill, but there is truth in the sacred texts. It amazes me the number of mechanics I encounter who call the parts dealer with no clue as to the part number of their line replaceable unit (LRU). Ensure the facility you use is up to date and has the content library for your make and model.

Safety

Have you ever tried to pull over and check under the hood at 9,000 feet? That’s tough to do. Of course, no one is perfect, and accidents happen, but at what severity and frequency? 

Do a little homework on the shop or mechanic you are considering. Have they been cited by the FAA for naughty behavior? Remember, it’s all fun and games until someone gets their name in the newspaper.

Culture

The previous points are fairly straightforward. Is the entity certified? With a little due diligence, one can ascertain if the tooling is in order, technical publications accessible, and everyone has a clean record. 

What you truly need to understand is the culture. Specifically, are the employees empowered to speak up if something is wrong? In the case of a sole proprietor, is he or she the type of person to come clean and be honest with you?

We had a standing rule at my 145 engine shop. If you drop a tool in an engine and you raise your hand in confession, nothing bad will happen to you. It might be a long weekend, and no one is going fishing on Saturday, but zero disciplinary action would come down on you. What would happen is called a safety stand-down, Everyone stops what they are doing, and we go after the tool/part/foreign object debris. 

Have you ever heard the phrase “trust your instincts?” Well, it applies in this case as well. The best piece of advice I will give you—and I cannot stress this enough—is to spend some time on-site. Visit the shop several times if you can. Go unannounced and see how the staff react. I once knew a shop where, upon first sight of a dark late model Ford, the employees would scatter to the wind—all of them. For the record, I do not recommend that shop to my clients.

You will notice I didn’t mention how long it has been in business. Experience matters, but only competent experience. There are some working in the industry that are doing it wrong and have been for years. Stick with the professionals. 

The post 5 Attributes of a Top-Notch Maintenance Provider appeared first on FLYING Magazine.

As the rudders are a flight control system, federal regulations require the NTSB be notified in the event of a malfunction. According to the report, the servo that activates the rudders may have been adversely impacted by the cold.

What Happened

According to the report, the jet operated as United Airlines Flight 1539 had flown from Lynden Pindling International Airport (MYNN) in Nassau, Bahamas, to KEWR in New Jersey. Shortly after touchdown the captain who was pilot flying noted the rudder pedals “did not move in response to the ‘normal’ application of foot pressure while attempting to maintain the runway centerline. The pedals remained ‘stuck’ in their neutral position.” 

• READ MORE: NTSB Releases Preliminary Report on Florida Jet Accident

The captain used the nosewheel steering tiller to keep the aircraft near the centerline during the rollout as the aircraft slowed. The steering tiller is controlled by hand and used in the relatively tight quarters of the ramp.

Per the NTSB, the captain asked the first officer to check the function of his rudder pedals. The first officer reported his pedals were not responding, however, the captain then noted that shortly thereafter the rudder pedals began to operate normally.

The issue was reported to airline maintenance, and the aircraft removed for service.

The flight data recorder, which records aircraft performance data, corroborated the pilot’s statements regarding the malfunction of the rudder system. The data showed that during the landing and subsequent rollout the rudder surface position remained near its neutral position even though the force applied to the rudder pedals was increasing. 

• READ MORE: NTSB Chief Testifies That Boeing Is Stonewalling on 737 Door Plug Blowout 

The NTSB noted that “about 30 seconds after touchdown, a significant pedal force input was observed along with corresponding rudder surface movement. Afterward, the rudder pedals and rudder surface began moving as commanded and continued to function normally for the remainder of the taxi.”

The investigation involved the FAA, United Airlines (UAL), Boeing, and Collins Aerospace. It was noted in the report that the post-incident troubleshooting and inspection of the rudder control system found no obvious malfunctions with it or any of its components whose failure would have resulted in the restricted movement observed during Flight 1539 and the subsequent test flight that followed the event.

“As a precaution, the aft rudder input torque tube and associated upper and lower bearings and the rudder rollout guidance servo were removed for further examination by the NTSB systems group,” the report said.

Following the removal of the rudder system components, UAL conducted a second test flight on the airplane and found the rudder control system operated normally.

Component Details

According to the information gathered by the NTSB, “pilot control of the 737-8 rudder is transmitted in a closed-loop system from the pilots’ rudder pedals in the cockpit through a single cable system, aft rudder quadrant, pedal force transducer to the aft rudder input torque tube in the vertical fin. Rotation of the torque tube provides the command inputs to the two main and standby rudder power control units (PCUs) to move the rudder surface.”

The incident airplane was delivered to the airline in February 2023. The aircraft was configured with “a rudder SVO-730 rollout guidance servo that was disabled per UAL’s delivery requirements to reconfigure the autoflight system from CAT IIIB to CAT IIIA capability.”

Investigators stated that although the servo was disabled, it remained mechanically connected to the upper portion of the aft rudder input torque tube by the servo’s output crank arm and pushrod. The rollout guidance servo was removed from the incident airplane and subjected to cold soaking to determine if the cold had adversely affected the torque required to move the servo’s output crank arm.

Per the report, at room temperature it was found that the torque to rotate the servo’s output crank arm was within design specifications.

After the unit was then “cold soaked” for one hour and the test was repeated, it was found that the torque to move the servo’s output crank arm was significantly beyond the specified design limits.

“Because the servo output crank arm is mechanically connected to the rudder input torque tube, the restricted movement of the servo’s output crank arm would prevent the rudder pedals from moving as observed during Flight 1539 and the test flight,” the report said.

• READ MORE: Boeing Subcontractor Scrutinized Over Door Plug Failure

The reported rudder malfunction happened approximately a month after an Alaska Airlines Boeing 737-9 Max lost a door plug during climbout from Portland International Airport (KPDX) in Oregon. No one was injured, however, the incident led to the grounding of the aircraft. Boeing has been under intense scrutiny from the FAA and NTSB since the event, with both agencies focusing on the manufacturer’s safety culture.

“We appreciate the NTSB’s work on this preliminary report and will continue to fully support their investigation,” a Boeing spokesperson told FLYING. “We worked closely with United Airlines to diagnose the rudder response issue observed during two 737-8 flights in early February. With coordination with United, the issue was successfully resolved with the replacement of three parts, and the airplane returned to service last month.”

The NTSB noted the report is still preliminary, and the information may change as the investigation continues.

The post NTSB Investigates Boeing Rudder Malfunction Incident in Newark appeared first on FLYING Magazine.

You see the airplane at the gate; it cannot be long now. Suddenly, the ramp crew starts pulling bags off the airplane, and the gate agent makes an announcement via the intercom: “Ladies and gentlemen, it is my sad duty to report that our aircraft suffered a mechanical issue and cannot make today’s flight.” Now, this is typically not an issue, just dispatch maintenance, but in the near future, it could be detrimental to your vacation.

Who is going to work on the airplane?

My colleague Michael Wildes recently penned a piece about this for FLYING, and not much has changed since. Thankfully, the industry is resourceful and constantly taking measures to correct the situation.

Avionics for the Rest of Us

Those of you who follow my column know of my passion for training the next generation of aircraft maintenance professionals. You also know that my avionics skills are on a third-grade level. No offense to third graders. The FAA mandates training for pilots and mechanics, but avionics techs is a virtual no-man’s-land.

All of this brings me back to our Skyhawk project. When we last left Corey, he was working through the idea of upgrading his avionics panel using removed serviceable material from his friend’s Saratoga. During the time spent walking through that project, Corey informed me that he would need all new wiring to go with his new gear. Enter Oasis Aviation Avionics & Maintenance, a Newnan, Georgia, aircraft maintenance facility with a new business element that just may surprise you.

Earlier this week, I met with Oasis owner and president Steve Olive, a retired Air Force colonel, and found a pleasant surprise in my own backyard. Olive and company are looking to fill the void for avionics technicians by offering an apprenticeship program. Oasis Aviation is the sponsor and pays the student. Learn Avionics LLC delivers the related training and instruction.

Oasis is selective with its candidates, as the plan is for the students to join the crew at some point. There are only two criteria: The applicant must be 18 years old and a high school graduate. The firm receives applicants from high schools in its surrounding area, the Coweta CEC Center, and Spaulding County, Georgia.

Olive outlines what traits make good avionics technicians:

• Keen attention to detail
• Touch of OCD
• They never ever give up.

The avionics technician apprenticeship program is one year or roughly 2,000 hours. Graduates can add airframe and powerplant (A&P) for another two years or 30 months. Students start by stripping wire. Soon after, they move to pinning wire, assembling a connector, and then eventually building up the wiring harnesses, like they are doing for Corey. Once complete, the team creates a custom wiring diagram for all installations. Thus far, 10 graduates have finished the program.

Apprenticeships

Apprenticeships are not new, having been around for centuries. With a majority of the media focusing on FAA Part 147 schools, apprenticeships are sometimes an afterthought. Longtime industry organization Aircraft Electronics Association (AEA) offers an apprenticeship program, but it differs from Oasis as AEA graduates are eligible for a FAR section 65.101 (a)(5)(ii) allowance for the issuance of a repairman’s certificate. While the outcome is slightly different, Oasis does use the AEA curriculum in its program. The hope is that students stay on and join the team.

The U.S. military is keenly aware of the need for its service members to transition smoothly. Given that, the Department of Defense created the SkillBridge Program. Commanders in the military allow service members to leave the military early in order to train. Olive knew of a Marine who recently went through the program and is now at West Star Aviation in Chattanooga, Tennessee.

The Georgia Department of Economic Development provides some good information on what an apprenticeship is. It describes it as “a work-based training method that combines formal instruction with on-site, occupation-related training.” There are also apprenticeship opportunities at the federal level. The U.S. Department of Labor’s (DOL) Employment and Training Administration offers ways to register for an apprenticeship. There is a tremendous amount of good intel there. Another good resource is the DOL’s ApprenticeshipUSA. I encourage you to take a look and do your research. Perhaps you know someone who could benefit from a program like the ones offered?

Growing the Tribe

The best part of my job is getting connected with like-minded people who are always seeking to help one another. The Oasis Aviation Network was created for that very purpose. I’ve told you that my strong suit is not avionics. Most aircraft maintenance technicians are either A&P or avionics skilled. Some can do both, and if you find such a unicorn, capture it. We want to study and replicate it somehow.

The Oasis Aviation Network approached small aircraft maintenance shops with an idea to expand their businesses. Did you know that you can install the radio with just an A&P? These smaller shops may not have an avionics-skilled person on staff, but they are confident in their relationship with the network and can always call upon the team for help.

Now having more than 300 network members, the Oasis Aviation Network continues to look for ways to support the aircraft maintenance industry. Members can buy products, obtain training, and receive technical support. I am going back to spend some additional time with Olive this week. I might even learn a thing or two!

The post Oasis Aviation Sponsoring Aviation Avionics Apprenticeship appeared first on FLYING Magazine.

These cutting-edge seats, renowned for their advanced S-frame inertia-absorbing technology, are being touted as redefining the standards for the Bushliner 1850 aircraft. The companies maintain the seats are engineered to enhance crashworthiness and adaptability. One of the standout features is their ability to withstand forces of up to 30 Gs—a critical development stemming from an accident that left one pilot paralyzed.

The modular and easily removable design of the seats adds another layer of versatility, according to the companies. Operators can rearrange cabin configurations, with unused seats folded and stored in cargo compartments. Notably lighter than the original seats, the JAARS S-Seats also contribute to improved fuel efficiency and overall performance.

The proven S-frame design, engineered to absorb energy during accidents, outperforms original seats lacking essential crush zones, the companies said. The seats also feature track compatibility with Brownline-style cargo and seat tracks, offering superior strength compared to T-rails.

Since safety is paramount, all seats are equipped with a four-point shoulder harness/seat belt assembly. Crew seats offer height, back angle, and fore and aft adjustability, ensuring comfort and safety for all occupants. The modifications allow for easy transition between all-cargo and all-passenger configurations.

“The agreement with JAARS Inc. also grants Bushliner Aircraft exclusive distribution rights for North America, providing manufacturers and operators across the continent with access to these innovative, crashworthy seats for multiple types of STC’d certified aircraft and experimentals,” Bushliner said in a news release.

Bushliner said the seats are available for a variety of retrofit installations, including the Cessna 206 and 185.

The post Bushliner Teams Up with JAARS to Create Safer Seats appeared first on FLYING Magazine.

The P2012 STOL switches out the original Traveller’s Lycoming TEO-540-C1As for Continental GTSIO-520-S engines. At its maximum takeoff weight of 8,113 pounds, the 11-seat STOL model will have a takeoff distance of 1,394 feet compared to the standard Traveller’s 2,596 while offering a landing distance of 1,181 feet at its maximum landing weight of 8,003 pounds. The standard version is capable of landing in 2,438 feet.

“Addressing the needs of a market niche that has been underdeveloped and unsupported for decades, Tecnam once again provides a solution for operators seeking a modern, spacious, comfortable, safe yet stylish aircraft with outstanding STOL capabilities for their business,” the Italy-based company said in a statement. “The P2012 STOL is the only twin-piston aircraft with short takeoff and landing capabilities that [comply] with the latest certification changes.”

• READ MORE: Tecnam Introduces P2012 STOL To Serve Challenging, Remote Airports

Equipped with the Garmin G1000 NXi avionics suite, the Tecnam P2012 STOL has a top cruise speed of 185 knots, 905 nm range, and useful load of 2,831 pounds. The IFR-capable aircraft can be configured for missions including passenger transport, cargo, and air ambulance operations. Tecnam expects to begin P2012 STOL deliveries in January.

Expanding U.S. Partnerships

Italy-based Tecnam also announced at NBAA-BACE the launch of a new dedicated maintenance training program in partnership with Florida-based Aero Affinity Holding Corp.. According to Tecnam, courses will be available for its entire fleet. Tecnam noted that those who successfully complete the courses will be eligible to become an authorized Tecnam Service Center. Courses will be offered in locations including Ontario, Canada; Florida; and California.

“The American market is strategic for Tecnam,” said Umberto Giannotta, the company’s service delivery manager. “We want customers and technicians to be competent and comfortable flying and servicing the aircraft.”

In addition, Tecnam appointed Southern Cross Aviation as a spare parts distributor for the P2012 series in the U.S. Headquartered in Fort Lauderdale, Florida, Southern Cross also has a distribution hub in Anchorage, Alaska, and is planning to open a facility in Mesa, Arizona. Tecnam said the partnership aims to provide an “enhanced experience for P2012 operators across the country” in light of “many more” scheduled aircraft deliveries in the Americas. 

The post Tecnam P2012 STOL on Track for 2023 Certification appeared first on FLYING Magazine.

What Is an Annual Inspection?

The term “in annual” refers to the annual inspection your A&P IA must complete every 12 months. Consult your logbook. If the last annual entry is October 5, 2022, your airplane is due another annual before November 1, 2023. As you know, A&P is a mechanic holding an airframe and powerplant license. The added IA denotes inspection authorization, a higher rating level, and the only individual who can return the aircraft to service after the annual inspection. Annual inspections are mandatory. Besides, why wouldn’t you look closely at your aircraft periodically? After all, you cannot simply pull over and check under the hood up there.

An annual inspection features three main phases, which are not totally siloed from each other. Each of the steps play a role in maintaining the aircraft, and skimping on any of them could spell trouble down the line.

1. Inspection
2. Discrepancies
3. Return to service

Read on to find out how each phase works with the other, and what happens if you skip a step. 

I first introduced you to the annual inspection during our first few months together. The topic is so fundamental that I had to lead with it during the initial ground school of articles. Much of the intel presented here will help you better understand what we discuss. Go check it out.

Preparation

All right, gang. You remember my friend Corey Sampson and his Cessna 172? Well, friends, we are back again, and you guessed it! It is annual inspection time. A recent hangar sale has Sampson occupying his very own T-hangar at my old stomping grounds, Newnan-Coweta County Airport (KCCO) in Georgia. Sampson has invited us to join in the fun as we annual his airplane in a few weeks. First, let’s head back to the three-phase approach introduced earlier. Phase I is entitled inspection, which means we head to the hangar and start ripping off wing access panels to find the bad stuff, right? Wrong. We have a few hours of work ahead of us before we even begin to lay wrenches on hardware.

Inspection can denote a myriad of things, usually the airframe, powerplant, and propeller. However, before cracking into that, a best practice is to conduct a document recon first. I like thoroughly reviewing the main logbooks, airframe, powerplant, and propeller. Has any major maintenance been performed since the last annual on any of these?

As Sampson is the owner-operator, he has an intimate working knowledge of his aircraft, its history and maintenance schedule. When taking on an annual inspection job for a client, it is paramount to gain an understanding of how the aircraft is maintained. A review of the logbooks is a start. There can be telltale signs of potential trouble based on historical records. For instance, you see a logbook entry for an engine repair—the camshaft failed and contaminated the engine with metal. Did you also see an entry where the maintenance provider also flushed the constant speed propeller? If not, congratulations, you now have dirty, metal-laden oil introduced back into the fresh engine. Great.

Now comes the fun part: I will take airworthiness directives (AD) for $300, Alex. We talked about that, too. As mentioned in the AD article, save some headaches and subscribe to Tdata for AD research. Jim Thomas and the team also have a complement of other maintenance suites to aid in your endeavor. Mention this article, and Thomas will give you three months for the price of four. What? 

There are plenty of other service documents to keep you busy. Service bulletins (SB) are a good idea, and although not mandatory, they sometimes do turn into ADs. We always tried to do SBs at the shop unless the OEM issued them for commercial reasons. Yes, it happens. Don’t forget to check your components too. You can check Cessna 172 and be done. What about the magnetos, propeller, starter, etc.? These accessories can all have ADs in which to contend.

Resources

I know what you are thinking: When do we work on the airplane? Please have patience, my young padawan. Regardless of what the chief pilot tells you, you must take your time with aircraft maintenance. Trust me, I have been the root cause of many rescheduled tee times.

Sampson and I will start pulling panels soon enough, and FLYING will be there to capture it all. Maybe I will record some video to accompany our work. Would you like to go flying with us? In the meantime, here is some light reading to study until then.

So, you heard me drop the term IA up at the beginning. If you want more intel on that rating, check out the FAA Inspection Authorization Information Guide (FAA-G-8082-19). Although it is a bit dated, there are still some good nuggets of knowledge there.

Another key resource is Advisory Circular (AC) AC 20-106: Aircraft Inspection for the General Aviation Aircraft Owner. The Feds put this out in 1978, and the original is still the latest and greatest. Hey, if something works, then keep flying it.

Next are the wonder twins, two heavy hitters from the Code of Federal Regulations: FAR 91.409 Inspections and FAR 91.417 Maintenance records. Learn them, love them, live them.

OK, kids, that’s all for now. Remember, I will be back in a few weeks with some real, live-action commentary and maybe even some flick action. Until then, remember to stay safe and keep the blue side up.

The post Cessna 172 Annual 1.0 appeared first on FLYING Magazine.

Some refer to FOD as foreign object damage, but the FAA addresses the problem within its Foreign Object Debris Program. According to the FAA, FOD is “defined in Advisory Circular 150/5210-24 as any object, live or not, located in an inappropriate location in the airport environment that can injure airport or air carrier personnel and damage aircraft.” That sounds pretty serious to me.

If you encounter FOD, there is a good chance you will not be flying that day.

FOD Affects All Aircraft

FOD is a universal issue, affecting everything from Piper Cubs to C-5 Galaxies. Even spacecraft are susceptible to it. Perhaps the most infamous FOD incident involved the space shuttle Columbia when loose insulation foam “damaged panels of carbon heat shield material on the orbiter’s left wing.” I suppose you could now say that FOD is also an intergalactic issue.

FOD originates from several sources, according to Brad Bachtel, senior staff engineer for Boeing. Bachtel said the most common sources are airport infrastructure, normal airplane operations, and personal belongings.

Taxiway lights are one example of airport infrastructure that can turn into FOD. During my engine shop days, we performed a Civil Air Patrol Cessna 172 sudden stoppage inspection because blue landing light lens shards were found in the cowling.

Another FOD source that needs to be added to the list is the aircraft itself. In the case of the Columbia, for example, the insulation foam departed the spacecraft and struck the wing. In other examples, loose access panels have been ingested into the engine.

Collateral Loss

In addition to specific equipment losses, FOD can lead to collateral losses, according to MBJ Airports Limited. Sangster International Airport (MKJS) in Montego Bay, Jamaica, launched an awareness campaign highlighting FOD and maintenance costs that can include:

• Flight delays and cancellations that could lead to a loss of customers.
• Schedule disruptions caused by the need to reposition airplanes and crews.
• Potential liability because of injury.
• Additional work for airline management and staff. 

All of these costs are on top of the damage to the airplane.

Importance of ‘Walkdowns’

I started my career in the military doing FOD “walkdowns.” We would line up side by side and walk through the hangar and out on the flightline. We did this first thing in the morning, at chow time, and the last thing before we signed off for the night. We looked for anything that did not belong while thinking, “Would this hurt if it hit me at a high rate of speed?” If so, it will also hurt an airplane.

There are some basic steps you can take to help prevent FOD, regardless of the size of your operation, according to PS: The U.S. Army’s Preventative Maintenance Magazine. Those steps include:

• Conducting regular FOD walks
• Performing FOD sweeps with ground equipment
• Maintaining clean and orderly work areas to ensure a safe and FOD-free environment
• Being aware of what’s on the ground around you when the aircraft rotors or propellers are turning
• Emphasizing your FOD program with training, involvement, and teamwork

Other FOD Solutions

Vigilance in looking out for and picking up debris is low tech. Foreign Object Debris sells FOD bags and other related items, as well as offers information about FOD prevention.  

There are also high-tech solutions for airports. For more than a decade, Singapore Changi Airport (WSSS) has deployed the iFerret intelligent, automated FOD detection system. The  system, backed by a set of electro-optical sensors and proprietary software, is able to detect foreign objects as small as 4 centimeters on the runway with a more than 95 percent accuracy rate in all weather conditions, International Airport Review reported.

Most GA pilots will likely never encounter such advanced technology as this, however. Remember to keep your head on a swivel and care for your spaces. It could save you a headache later.

The post 5 Things You Can Do to Help Prevent Foreign Object Debris appeared first on FLYING Magazine.

Aviation entities nationwide will host fly-ins, roast hot dogs, and honor those who preceded us in the grand experiment of air travel. National Aviation Day (NAD) is for pilots, air traffic controllers, fuelers, logistics professionals, flight attendants, and aircraft maintenance technicians. Each of these trades owes a tip of the cap to the decades of individuals that blazed the trail or runway.

Since I am an airframe and powerplant (A&P) mechanic, my interest starts with Wright brothers mechanic Charlie Taylor. Taylor was the guy who started it all. You could pull up a chair during your NAD gathering and share what you know about aircraft mechanics. Who knows what little ears will be listening?

The Aircraft Mechanic Conversation

Why is there a sudden urge to get our youth interested in becoming aircraft mechanics? The bottom line is the technical labor shortage. According to a Boeing forecast, the industry needs “to recruit, train, and hire 610,000 new maintenance technicians.” The issue is not going away any time soon.

• READ MORE: The Aviation Mechanic Shortage Is Worse Than You Might Think 

Attempting to keep pace with a growing industry is tough enough, but the flip side is the aging workforce. 

The Associated Press, citing government data on the airline industry, recently reported that more than one-third of mechanics are between 55 and 64 and fewer than 1 in 10 are under 30. Even if we can get new talent involved in aviation maintenance, who will train the recruits? If recruiters can get new aircraft mechanics signed into the ranks, someone has to train them.

The learning curve for aviation maintenance is steep, and newcomers face daunting challenges to get up to speed. Technical manuals are a guide, and newly developed computer-based training (CBT) is another helpful tool, but nothing can replace a strong mentor. I cannot stress that enough.

Sparking an Interest

There has been a surge of aviation technical training avenues in recent years. Some schools introduce aviation and aircraft maintenance to kids in high school. While I applaud these efforts, I think that is still not soon enough. Some youths are already gravitating to their chosen profession in their mid-teens, especially those not headed to a four-year university. They are more likely to join technical trades, such as becoming an A&P mechanic. How do I know? I was one of those kids.

Children are a blank slate—little brain sponges, soaking up their environment and rapidly advancing toward the future at the speed of light. Blink and you just might miss it. I vote we start in elementary school. 

Educational Resources

Sparking interest early in life can be a blueprint for future occupation when children come of age. KidsKonnect offers educational resources for National Aviation Day, including worksheets and activities.

Remember making paper airplanes in school? Well, if you are going to do it, you might as well do it correctly. Here is a page from the Kidspace Children’s Museum website with a video tutorial.

For older kids, the Institute of Electrical and Electronics Engineers offers free aerospace activities that are more detailed and complex.

NASA also offers a list of ideas to help generate an interest in aviation for kids. The first suggestion—take a photo with arms stretched like airplane wings— should stand out to you. Most people do this all day long! They even give you the hashtag #NationalAviationDay to include in your photos. We could start a movement. The agency also reminds us of all the incredible technology that goes into airplanes. 

• READ MORE: The Slow, Steady Business of the Evolving A&P Mechanic

NASA also suggests visiting one of its visitor centers or science museums or watching an aviation-themed movie. That looks like a highway to the danger zone for me.

The space agency also advocates taking an introductory flight lesson on building an airplane. Now we are getting somewhere. But remember these don’t all have to be accomplished this year. 

Among other recommendations, NASA also suggests going on a plane-spotting picnic near an airport. This is the best advice of all. Grab a shady spot and pack some grub. My hometown airport, Atlanta Regional (KCCO), has picnic tables under a covered pavilion. Let the kids walk the ramp—supervised, of course. Most regional and GA airports have people on duty at the terminal, so ask them questions. Most are more than happy to help.

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National Geographic states the Industrial Revolution was the most profound event in history because of its sweeping impact on people’s daily lives. People left their rural existence for the first time and traded their plows for a crescent wrench. An entire generation had to learn all new skills quickly. That on-the-job training log entry must have been massive.

And now, the digital revolution is in full swing. Most of us learned dope and fabric in airframe and powerplant (A&P) school. How many opportunities have you had to recover an elevator? If you really want to, check out the Commemorative Air Force (CAF)—it could use the help. Soon this will also apply to sheet metal, vacuum gauges, and leaded avgas. 

Connected Aircraft

Never before in the history of forever have people stayed connected for most of their waking hours. When I was in outside sales, the only reprieve I had was flying out to see a customer. When airports, cafes, and even laundromats blasted free Wi-Fi, the expectation was to plug in and produce. As airliners had not yet adopted the technology, checking email at 25,000 feet was not yet a thing. Well, companies like Gogo Business Aviation changed all of that. As one of the first industry leaders, Gogo pioneered connectivity in aircraft. 

Why do you need connectivity? Because of the fear of missing out (FOMO), according to Gogo. Corporate flight departments must provide what their owners want. And it is no secret that executives like to stay connected. Gogo—or any other solutions provider—will install hardware and software on your airplane. Both of which will need maintenance at some point. Have you ever tried to troubleshoot your Wi-Fi at home with Monday Night Football about to start? Now you know how we maintenance professionals feel. 

If you think this stuff is out of Buck Rogers and you will not have to deal with it, think again. According to the National Business Aviation Association, 98 percent of aircraft are expected to have some level of connectivity within the next 15 years. As a result, operators are increasingly seeking cost-effective connectivity solutions. With this new technology brings new maintenance considerations. 

The Aircraft Mechanic of Tomorrow

Embry-Riddle Aeronautical University is helping to equip the mechanics of tomorrow today. 

“On connected aircraft, the technicians are now the first line of defense for cybersecurity,” said Neill Fulbright, Embry-Riddle’s director of avionics and cybertechnology. Remember that next time someone wants you to shop for the lowest maintenance rate.

Legacy entities often embrace tomorrow’s technology. Grumman Aircraft, for example, is iconic among aviation lore and one of the most recognized names in the business. And now, as part of Northrop, it is on the cutting edge of new technology. One of Northrop Grumman’s latest innovations is the Robust Accelerated Concurrent Engineering for Repairs (RACER) engineering tool. Imagine the ability to scan for structural problems on the aircraft then engineer a solution. Where was this during my time on the flight line?

Reinventing oneself is not easy, and I am not here to preach to you. I do come to you from a place of experience with this. I began my career making smiley faces in rivets at 18 years old and eventually worked my way up to counting out brake pads. Each step of the way took a small leap of faith to leave the familiar and journey to the unknown. At one point, I bought an aircraft engine shop, and I could only tell the difference between Lycoming and Continental if the crankcases were still painted. (Here is a hint: one of them is gray.)

No one morphs into a new person overnight. Read a book introducing a new skill or quick-hit watch a video tutorial. Ask different skill-rated technicians questions on the flight line and pick their brains. I used to volunteer for special assignments at work to grow my knowledge base and, as a result, it added value to my employment. Evolution is a slow, steady business.

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