Recently, I wrote about what has become a hot topic for mechanics and pilots. That subject is hours required for qualification or certification. But what is really being examined is the result of the hours spent qualifying and certifying. This subject has resulted in Congress, as part of the current FAA authorization extension, requiring more hours in pilot training in order to fly for hire.
After my editorial on hours was published, I received a note from a respected FAA person saying that I had not given credit to the efforts of the ARAC committee that was working on updating Part 147, the regulation that governs aviation maintenance schools, (AMTS). And, that my evaluation of the current status of training for new A&P hopefuls was unfair to hard work that had been put in by the AMTS Part 147 Working Group.
Accordingly, I set out to find out what has been done to date with this subject. After some research, it is noted that in December of 2008 the working group made 11 recommended changes or modifications to 147. This is no short order and it had taken 18 months to get this done. In brief, the recommendations include:
1. Create a 147 school spec, allowing for more flexibility
2. Modify and update the curriculum and recognize a new method for dual teaching levels using knowledge and skill
3. Create a Maintenance Training Review Board that would conduct biennial reviews of curriculum
4. Minimum hours would remain at 1900 but redistributed as follows … 450 general; 800 airframe and 650 powerplant
5. Include Part 147 in the draft AC, Alternatives to Classroom Training enabling the use of alternative delivery methods such as CBT and online learning
6. Clarify terms, definitions and processes in 147
7. Formalize the 147 exemption process
8. Create a specific school of surveillance for FAA principle inspectors to provide consistency
9. Update AC 147.3A, Certification and Operation of AMTS
10. Review and update the Practical Test Standards and Knowledge tests
11. Review and update Flight Standards Information Management System
As best as I can glean, this is where we stand to date. Raymond Thompson, associate dean at Western Michigan University states in a letter dated January 29 of this year to the ATEC schools, that, due to a change in administration, the need to appoint a new chief at the FAA and some high profile events/accidents, the above recommendations have been put on a hold status. This does not mean the job will not get done as the task has an “A†priority status within the FAA.
Now that I have reported what I could find of the progress made by the ARAC, I must also report from the recent ATEC annual meeting this past spring. A study was made of the enrollment trends in AMT schools for the past 10 years. Evidence from the survey implies AMT schools have difficulty maintaining adequate enrollment. In 1998 there were 11,699 enrollments with 4,510 graduates of which 74 percent went into aviation. In 2008 there were just 5,807 enrollments with just 1,834 graduates with just 66 percent of these staying in aviation. It does not take a rocket scientist to perceive that we are approaching a serious problem.
It is my opinion that the 147 update needs a push to get it going again. The current curriculum is 48 years old. The recommendations need to be implemented and continuous changes to curriculum need to be instituted to match advancing technology. Further, the career path of an aviation maintenance technician requires serious change to match the education, responsibilities, and commitment that today’s technician must have. Society, management, human resources, and what have you, must recognize the technician’s job for what it is and find ways to provide more substantial benefits, acknowledgement, and pay grades that will hopefully attract more of the young to the profession.
