Lance Sudbury AME’s Post

Looking at the number of Job Adverts for Aircraft Mechanics, Engineers and Technicians currently running on this and many other platforms, this image is in danger of rapidly becoming the reality that many MROs are facing. There is a World Wide shortage of aircraft maintenance personell, yet an ever growing number of aircraft. Unfortunately JUST throwing ever increasing wages at the current people within the industry is not going to fix this shortfall. For many decades the highly skilled and qualified people that keep these magnificent machines serviceable and airworthy have been undervalued. That is now finally starting to change but I fear only due to supply and demand reasons, not because the work they do is more respected and valued. Industry needs to change its approach to maintenance, in many MROs it's still being done exactly the same way it was done decades ago, it needs to move forwards, we are still stuck in a never ending demand for countless amounts of physical paperwork multiple workstations in every hangar full of sometimes hundreds of sheets of paper that all need filling in by hand, signing multiple times for the same task (MRO task sheets, Customer task sheets, maintenance tracking system task sheets, etc, etc), sometimes inadequate maintenance manuals (some OEMs are much better than others) aircraft designed and built for aesthetic appearance with little regard for actual maintenance activity (which takes up a large percentage of an aircraft's life) facilities that in some cases are pre 2nd world war and in desperate need of upgrade to become a pleasant environment to work in and often unrealistic expectations and demands on the timelines people are given to work to. Regulatory authorities need to change their approach to regulation, instead of making things easier and clearer a lot of regulation seems to have the opposite effect, are these changes really needed or is there an element of politics at play between different organizations? Whilst I fully appreciate the need to ever tighten up on Safety, this is already one of the safest industry's in the world and not all changes seem to be safety driven, ICAO sets a global standard, why can't maintenance regulations and licensing requirements meet one global standard? One Global License with one set of rules. If you can certify work on an aircraft in the Uk, why can't you certify the same work on the same airframe just because it happens to of landed in a different country, many many examples of crazy limitations and restrictions that apply differently between A&P, UK, EASA, and so it goes on. Whilst none of these areas help recruit more people, they make the job a lot more difficult than it needs to be, it doesn't help retention, it doesn't help make the job more attractive. Whilst individuals can make investment in its people and facilities, until there is a more joined up change to the way things work, I fear that we will see more and more hangars looking like the below.

Cannot agree more

Pilots/A&P Mechanics: If you qualify for a 119 position for a 121 or 135 operator, consider adding that detail to your LinkedIn profile and resume. I've noticed some pilots include "119" somewhere in their LinkedIn profile (usually in the title) and resume, specifying that they meet the qualifications for Director of Operations, Chief Pilot or Director of Maintenance roles under FAA 119.69(a). This small detail on your profile helps recruiters to quickly zone in on qualified 119 post holders in a LinkedIn candidate search. Many companies give the title "Chief Pilot” for positions that do not require a 119-qualified pilot. Searching this title alone leads to a large amount of unqualified profiles when searching for 119 qualified candidates. Jobseekers: Add "119" or "119 qualified" to your profile if you meet the qualifications (see attached link for the specific qualifications for 119 DO’s or CP’s). Recruiters: Consider using phrases such as “119 Director of Operations,” "119 Chief Pilot," or “119 Director of Maintenance” in your job postings if you are searching for experienced 119’s for 121 or 135 operations.  Example: "Must meet FAA 119.69(a) qualifications to perform the [insert title] role on a 135 certificate."  This specificity helps attract suitable candidates. If you are curious if you would qualify as a Director of Operations, Chief Pilot or Director of Maintenance for a 121 or 135 operation, see attached link which outlines detailed qualifications. https://lnkd.in/gJQtWzMi

Opportunity

Good day connections! Have you ever faced the situation where your car needs tire replacement in the middle of the street and you are forced to replace it? Do you remember how did you jack the car? A simple procedure isn't it.. Well, Jacking an airplane ideally needs at least 7 mechanics working together to jack the plane.. Thought of sharing with you today an experience, I had the pleasure of giving a helping hand under the supervision of our Licensed Aircraft Maintenance Engineer to Jack an airplane that needs routine engine service. Here is the standard operating procedures to jack an airplane: 1. Preparation stage: We ensure the plane is parked securely on a level surface. Using a thin sheeted metal or a paper to ensure there are no gaps underneath the jacks. 2. Safety Checks: Verifying the jack whether it is rated for the plane's weight in the first place! Some of them are used for jumbo jets only while the others are meant for private and small planes, each of them can't be used for the other aircraft category. 3. Positioning: Placing jacks under designated lift points on the aircraft structure. Just like jacking the cars! You dont want to place them randomly and unevenly. 4. Lifting: Gradually raising the jacks evenly on the three sides (two main landing gears sides and the nose landing gear) to avoid tilting the plane. Each side two workers perform the raise, while the seventh engineer observes the balance of the aircraft and instruct the workers to tilt one side only if needed. 5. Support: Once lifted, we secure the plane with safety stands or blocks. Safety above everything. You want to make sure you are able to work on the next day. 6. Maintenance observation: Perform necessary tasks while ensuring the aircraft remains stable. Always be aware of your work, and double check each other's work as well! 7. Lowering: Carefully lowering the aircraft after work is completed using the exact same technique as lifting the aircraft. 8. Inspection: Checking the plane for any damage or issues post-lift. #AME #Airplane #Jacking

Being a nationally licensed AMT is a challenging job and (Globally) requires certain (non-certifying) abilities and expertise. Aviation Maintenance Technicians (AMTs) play a critical role in the aviation industry (despite global recruiters and UK & EU HR departments alike, still defining UK CAA/MAA Category B & C Qualified and Experienced - Part 66 Licensed Personnel, as Entry Level candidates)? Additionally, ICAO have released the (three-tier signature) Aircraft Maintenance Technician Engineer Mechanic (AMTEM), certifying RIVERS OF BELIEF… Question: What are the components of intellectual competence for trained, Suitably Qualified and Experienced (Engineering and Maintenance) Personnel [SQEP]? Answer: As a result of all work carried out, intellectual competence consists of: * motivational-value, * cognitive, * metacognitive, * self-educational, * research, * communicative, and (last but, by far not least) * personal intellectual curiosity components. Soft skills are tied to our personality and character, and they're related to our behaviors. Some examples include flexibility, integrity, curiosity, communication style, time management, and how we deal with complex situations.

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