Preparing for this 25th anniversary issue of AMT magazine provided me a chance to reflect back on what I have seen and done over the past quarter century of my aviation life. It goes without saying there has been changes, not only in the industry but for me, and I’m sure for many of you. We are all part of a very dynamic, exciting, constantly changing, and wonderful industry.
In 1989, the year AMT magazine began, I was working as a senior foreman with Northwest Airlines. I began with the airline six years earlier as an aircraft mechanic. The airline was still called Northwest Orient and operated the Boeing 727, Boeing 747, and the McDonnell Douglas DC10-40. I had responsibility for a crew of technicians doing a variety of sheetmetal, fiberglass, and metal-bonded repairs during heavy maintenance checks on the Boeing 747 Classic in what we later referred to as “Building B” at Minneapolis St. Paul International Airport. A year or two later, most of the aircraft heavy maintenance was combined together at Building C, and Building B was used primarily for line maintenance. Today when I enter MSP to catch a flight I drive past what is left of the original Building B; much of which had been demolished years ago to give way to ramp space and other expansion.
After a few years I took a position as a shop manager responsible for maintenance on a variety of interior components mainly passenger seats. In 1995 I moved into the Quality Assurance (QA) group as an auditor where I stayed in a variety of roles until leaving the airline in 2010. Those 15 years in QA will likely be the best part of my aviation career. I was fortunate to become involved in many aspects of the airline operation including international maintenance activity and traveled around the world conducting maintenance compliance, ramp operations, and fueling operations audits, and at times an extended stay on-site at some of the largest MROs in the world.
At some point in the 1990s I began to receive copies of AMT magazine and would see them in breakrooms and offices during my travels and at my own company. Never in my wildest dreams did I ever think I’d be the editor some day and writing this article. In late 2009 while contemplating my future during the Delta/Northwest merger, I came upon an ad in AMT magazine that caught my attention. AMT was looking for a technical writer/editor. I kept returning to this ad and concluded working for AMT magazine looked interesting and something I could do and would enjoy. And as the saying goes, the rest is history.
The airline industry has certainly changed since I started as a mechanic. For passengers, paper tickets and phone calls to reservations have given way to online bookings and check-in kiosks. Back then friends and family could see you off at your departure gate and now say goodbye at the TSA check point. Back then legacy airlines did most of their own maintenance in-house. At some point this changed and now most airlines have settled into a blend of in-house maintenance and the use of maintenance providers around the globe.
I remember well when the first Boeing 757, Boeing 747-400, and Airbus A320 appeared in the fleet. These we thought of as new-generation aircraft. Fiberglass access panels and bonded aluminum honeycomb gave way to carbon graphite. And then there was this thing called fly-by-wire on the Airbus. Today, we see major portions of small and large aircraft constructed using composite materials and modern aircraft really are flying computer systems. I also recall when the last of the 727s, DC-10s, and 747 Classics left the fleet. Yes, the airline industry certainly has changed since many of us began our careers.
At My Core I’m a General Aviation Enthusiast
Just over 25 years ago a small private owned grass-runway airport near my home was nearly lost and reverted back to agriculture land. A small group of passionate aviation enthusiasts joined together to save this wonderful little airfield. The airfield was purchased, a corporation formed, and individuals could become part of the ownership by purchasing shares. A volunteer board of directors was formed to manage the business and preserve the two grass runways and old World War II style building. The airfield was originally called Carleton Airport after a local college that partnered with the Army Air Corps in the early 1940s to develop a Civilian Pilot Training Program there. In the late 1990s, after a lot of work by these dedicated volunteers, Stanton Airfield was placed on the National Registry of Historic Places. I’ve been part of this group for the past quarter century and held roles as the vice president and president of the board. Now, Historic Stanton Airfield is home to private owned recreational airplanes, as well as the Minnesota Soaring Club. A handful of airplanes are available for rental and flight instruction, a small maintenance shop exists, and a few new hangars. Our specialty evolved into tailwheel flying, Light Sport Aircraft, and the occasional aircraft restoration. We have a small staff but really survive on the dedicated volunteers that accomplish much of the day-to-day work.
But we all know general aviation has seen its share of challenges and unfortunately the average private pilot and aircraft owner doesn’t fly near as much today. Young people and new enthusiasts don’t walk through the door of the FBO to inquire about flying lessons like they did years ago. Fuel is expensive, aircraft rental is expensive, new aircraft are expensive, and old aircraft keep getting older and can require more maintenance.
Throughout my airline career I remained active in general aviation and now am involved in most every part of the industry. Yes, I am one of those aviation enthusiasts. Grassroots aviation is the best in my book! We can all take a lesson from the aviation enthusiasts who, in this one example, saved a wonderful piece of aviation history and provided a place for people to enjoy and participate in general aviation at its finest. What does the next 25 years have in store for us all?
