Back in the late 1800s the railroad industry was burgeoning as a result of western expansion, the industrial revolution and technological advancements. Procuring steel rails was relatively easy as numerous producers were strategically positioned to meet the need. Not all manufacturers at the time utilized the same formula or process to create the steel and numerous rail failures occurred many of which resulted in costly accidents. In 1898 the Pennsylvania Railroad engaged a group of scientists and engineers led by Dr. Charles Dudley to conduct studies on the numerous materials including the steel they purchased in bulk and subsequently develop product standards to insure the quality from each supplier met the expectation. This cadre formed the original American Society for Testing and Materials.
Corporations, trade associations, and engineering societies often worked on the same standard problem without knowing about each other’s work and produced overlapping and conflicting specifications. To streamline the process, the Society teamed with other professional organizations, U.S. Departments for Commerce, War, and the Navy to establish the American Engineering Standards Committee in 1918 to coordinate and review standards for the massive support of the American participation in the first World War industrial initiatives which remained active after the war and led to the creation of the American National Standards Institute (ANSI). The American Society for Testing and Materials did continue in existence and changed its name to “ASTM International” in 2001 with offices in Belgium, Canada, China, Mexico, and the United States. In the early 1920s, ASTM’s main activities still focused on the steel, railroad, and cement industries with most of its members based in the industry laden Northeastern part of the United States. In the four decades after World War I, ASTM evolved and contributed to the rise of new industries including electronics and aerospace technology.
Aviation interests of ASTM include creation of specifications for aviation gasoline, jet fuel, light sport aircraft manufacturing and operations, certification of non-transport aircraft Federal Aviation Regulation (FAR Part 23), and even security in conjunction with the International Civil Aviation Organization (ICAO). ASTM International has no role in requiring or enforcing compliance with its standards but it may become mandatory when acknowledged by an accepted legislative approval. In the United States, ASTM standards have been adopted, by incorporation or by reference, in many federal, state, and municipal government regulations. The National Technology Transfer and Advancement Act, passed in 1995, requires the federal government to use privately developed consensus standards whenever possible. The Act reflects what had long been recommended as best practice within the federal government.
Effect on aviation maintenance community
So just what could this internationally accepted organization possibly have to do with the aviation maintenance community? Aircraft worldwide are manufactured to comply with the standards compiled by various airworthiness authorities connected to countries with the highest demand for these machines. In the United States, FAR 25 covers transport type aircraft and FAR 23 covers the majority of the non-transport fixed wing equipment. If we build aircraft to comply with globally accepted criteria, should the technicians caring for the worldwide fleet also have a globally common need-to-know? Also those that do not fall within the ranks of the airframe and powerplant technician such as avionics installers or structural specialists need guidelines to ensure universally accepted standards are met for each installation or repair.
The aviation maintenance profession is really not that much different from the medical field where there are general practitioners and those that specialize in very specific areas. In our world, those involved in general aviation may be resealing a landing gear strut one day and troubleshooting an autopilot the next. In the airline world specialization is more common as is life in many maintenance repair organizations (MRO) and even aircraft manufacturing. There is a need to establish common standards for each area of specialty.
In most corners of the globe, local airworthiness authorities require technicians returning aircraft to service after maintenance or repair to be licensed. In the US, FAR Part 65 lists the credentials needed to become and then currency requirements required to retain qualification along with privileges. This covers not only the airframe and powerplant technicians but also applies to Inspection Authorization and Repairmen. In addition, Part 183 of the FAR pertains to those designated to act as representatives of the FAA to provide certain types of approvals.
So just what does it take to be a member of the worldwide aerospace personnel team? The answer is that one solution cannot be universally applied. FAR Part 147 addresses airframe and powerplant maintenance technician preparation schools. Provisions are also in place to accommodate military training along with life experience. One dilemma, Part 147, along with many other FARs, was authored in 1962 and although the content was broadly worded, few provisions are incorporated to accommodate technological advancement. Those working in MROs or for manufacturers have little to no previous guidance other than on the job training (OJT) to know the do’s and don’ts associated with their livelihood. In some communities industry has partnered with academia to develop special high level programs to educate those entering the aerospace industry on various standard practices along with proper use of tools and safety.
About a year and a half ago a number of industry trade associations, several manufacturers, MROs, and the FAA met in Washington, D.C., to discuss the state of the global aviation maintenance profession including the decreased number of people entering the field, advancements in technology as well as the applicability of analog regulations to the now digital industry. The outcome of the meeting was a universally accepted conclusion that change is needed and ASTM is the ideal vehicle to initiate and promote the endeavor. In the time since the first meeting ASTM committee F46 covering aerospace personnel has been created and officers have been nominated and elected.
Sam Haycraft, co-founder and executive vice president for West Star Aviation, a major maintenance repair organization has been elected the committee chairman. In Haycraft’s perspective: “The biggest hurdle will be to bring the right group of representatives together and develop a Global Standard that will work for all Airlines, OEMs MROs and regulatory agencies to help ensure the safety of the world fleet.” Haycraft goes on to say, “In the MRO world good quality technicians are becoming fewer and fewer every year. The amount of experience leaving the industry is very concerning. To educate people to perform these tasks, a set of global standards will be imperative to keep up with the demands of the growing fleet of aircraft.”
Another issue of concern to West Star, along with most other commercial ventures, is the work force. “Today,” says Haycraft, “the average age of the A&P mechanic is 60 years in the US. which has the largest aviation community in the world. A global standard will help develop and train technicians from around the world to allow for a larger and more effective work force to maintain the growing number of aircraft. The number of aircraft entering service in the next five years out paces the technicians by a widening margin every year.”
Long-distance troubleshooting
New technology creates new challenges not just supporting an aircraft at home base but can also complicate repairs at remote locations. Unfortunately, many in our business do not realize most maintenance diagnostic systems are still nothing more than troubleshooting tools and proper use requires a thorough access of and complete interpretation of presented materials, not just reading the fault code will be the key to successful return to service. The aircraft of today utilize numerous data networks to run everything from flight deck displays to cabin management and even communications. NEXTGEN concepts are all dependent on high-speed data and space-based communications. Technicians involved with installation of data buses and ethernet cable need a keen awareness of the numerous pitfalls that hamper proper operation. In the United States, certified repairmen acquire specific skills with certain test equipment but only retain their FAA rating as long as they work for one repair station.
One intent of ASTM F46 is to create universally accepted standards for those of us involved in all phases of aircraft manufacturing as well as ongoing support and continued airworthiness. This is intended to closely interface with global airworthiness authorities to enable technicians to acquire the new need-to-know on all levels as well as promote legislative initiatives to keep the regulations and policies in tune with technology.
The endeavor lends to the creation of additional privileges for qualified technicians well above and beyond those currently granted. In fact, it may become a reality for a technician with the proper knowledge but without return to service authority to repair an aircraft in a foreign land while being supervised through electronic media and the properly rated technician on the viewing end can create and send the maintenance release in a timely fashion preventing significant departure delay.
Membership in the ASTM organization is open to anyone with an interest in its activities. Standards are developed within committees, and new committees are formed as needed, upon request of interested members. Membership in most committees is voluntary and is initiated by the member's own request.
As of 2015, ASTM has more than 30,000 members, including over 1,150 organizations, from more than 140 countries. The success of this global endeavor depends on contributions from all of us. Please get involved. For more information visit http://www.astm.org.
Jim Sparks has been maintaining aircraft for almost 40 years with the majority of the time involving Business Aviation activities. Jim’s endeavors have placed him on six of the seven continents contending with numerous situations from routine flight dispatch to critical AOGs. His career includes maintainer, avionics/electrician, educator, tech rep, and director of aircraft maintenance. In addition to other activities he is engaged with ASTM assisting in the global development of criteria defining the Next Tech for NEXTGEN. You can reach him at [email protected].
