As we begin 2011, a year that will have more rare date sequences using the Number 1, I am reminded of the famous French proverb, which, in brief, states, "everything changes, everything remains the same," so too, with the aviation industry and its aircraft maintenance professionals. As we start this new decade, aviation is on the threshold of some of the most important technological advances in recent history. Most of these relate to digital electronics, fly-by-wire, advanced computer-based cockpits and composites. Is the professional workforce that comprises most A&Ps and IAs ready for this? Take for instance composites, and the new Dreamliner. Why this aircraft? While it has had its delivery problems, 787 manufacture will include more than 50% composites. This is in comparison to just 1% in the 747, 3% in the 75/767 and just 11% in the 777. Composites will be used in more than just structural pieces; engine parts are now being made of composites. Composites allow for significant weight savings and such futuristic concepts as aerodynamic molding of airframes and parts. Of course, we are also seeing increasing use of composites in large cabin corporate aircraft. Again it's all about weight savings and efficiency gains. As an aviation maintenance professional, do you know all you need to know to pass on the airworthiness of an aircraft where repairs have been made to an integral composite structure or part? How about the recent French decision to find Continental and, in particular, one of its maintenance technicians guilty of criminal behavior and libel for the crash that resulted early last decade? I know our editor, Ron Donner recently covered this subject in an article, and I am adding my two cents. Only the French will allow their national pride and the unassailable honor of their national carrier to skew justice and imperil the global aviation safety system. We all know this system relies on the integrity and candidness of those that may have participated in an incident or accident that was the result of an error or some break in the human factors chain. When the security that goes with full revelation of the facts is removed, so is the defense for all that rely on this system for safety. C'est la guerre! Here I go again. Aircraft maintenance and its personnel ignored! Did you know that there was a report on the state of the United States Aviation industry to Ray LaHood, DOT Secretary recently? The Future of Aviation Advisory Committee submitted such a report that covered major industry concerns, including safety, industry and workforce competitiveness, funding and the environment. The 19-person committee put forward a list of 23 specific recommendations representing the interests of labor, manufacturing, the environment, finance, academia, and consumer and general aviation stakeholders. "Most egregious," did you know that there was not a single maintenance professional or voice on this committee? That's scary. Like I have said before, the squeaky wheel gets the attention and it does not appear maintenance is an important enough issue to the powers that be for the future of aviation in this country. Another observation. Recently I read an article that laments the current loss of interest in becoming an airline pilot by our youth. Apparently the glamour is gone. According to the article it just costs too much, with just too many years of serf-like service needed to recover the investment. The writer asserted there would not be enough pilots at the ready when those that are over 60 have to retire at 65. "At the ready" means properly experienced and trained to handle the job. That may be. My issue is why hasn't anyone documented the potential shortage of qualified and dedicated aircraft technicians? Of course, they don't have to worry about the loss of glamour. Technicians do their jobs because they love to make things work right and fix things when not right. The industry needs to recognize this rather than sending jobs across the border and overseas. Did you know that U.S. domestic airlines send 70% of their maintenance work out of the country? Many of the repair shops that do the maintenance on the craft that fly the public have personnel that can't speak, much less read, English. And the airlines encourage this by politicking for unfair favorable treatment of these out-of-country ops. Our carriers do not want a level playing field for these outside resources as this would cut the savings they achieve by being able to use shops that have no drug or alcohol controls and are not inspected by FAA to the same scrutiny that those in this country are. This is not right! period! Gee, when I started this harangue, I intended to concentrate on the increasing responsibilities of the aircraft technician. I will save that for later writings. In parting, let me suggest we all be like ants. Ants work as a group, each supporting the other. From practically the beginning of life on the earth as we know it, ants have epitomized teamwork and achievement. The more aircraft technicians unite as a group, while at the same time maintaining individual integrity, the more, as a group, will be accomplished.
Nick Sergi
