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DEBRIEF


Tips From an Experienced AME

Here are some excerpts from a rather lengthy dissertation by an experienced aircraft maintenance engineer(AME). We think they're worth passing on. This article was previously published in Aviation Safety-Maintainer, Issue 1/1984, and it is as relevant today as it was 25years ago.

  1. Have a clear understanding with company management of your roles and responsibilities, and conversely, what support you require from management. Only you can answer the question "Is the aircraft ready for flight?" Your signature is accepted by all concerned as your guarantee that the aircraft is fit for flight-airworthy.
  2. Ensure that all aircraft deficiencies, snags, and their rectifications are written up clearly in the appropriate logbooks. We've all heard the expression "The job isn't done until the paperwork is complete." An old cliché, but very true. Notwithstanding the legal requirement, such records are invaluable in order to recognize ongoing failure trends. They pinpoint incorrect operating procedures and are cost-effective.
  3. Often pilots do not have the technical expertise to clearly define a known or suspected snag. Encourage your pilots to discuss the problem with you; if necessary, assist in the write-up.
  4. Know the limits of your experience. When in doubt with a new problem, set aside your pride, and consult with one of your peers. Perhaps he's had a similar problem.
  5. Be suspicious of a discrepancy that shows up a second or third time. "Ground checked and found serviceable" is, in my belief, a cop-out if it's used more than once. If the snag keeps repeating itself, the machine is trying to tell you there is a deeper and probably more severe problem.
  6. Avoid returning an aircraft to service after component or accessory change that requires adjustment of controls without a local test flight. The reasons for this are obvious. While probably not a maintenance responsibility, test flights should be carried out by senior, knowledgeable pilots who have been briefed on the specific reason for the test. Whenever possible, the AME responsible for the work should go on the flight.
  7. Insist on a complete library of aircraft and engine servicing manuals, associated service bulletins, airworthiness directives, etc. Memory isn't good enough. Use the manuals religiously*. One reason we tend to get away from using manuals is because the job becomes so routine-it's like counting from one to ten. However, even the best of us sometimes forget the sequence in the simplest task. Simple tasks performed frequently can be botched-up.(*Today, in 2009, manuals are available on CDs or on-line. However, the same principle applies.)
  8. Don't flatter yourself with the thought that the school taught you all you need to know for a successful maintenance career. If you want to be a successful and respected team member, education is an on-going process.
  9. Don't take it for granted that rank and position keep a person from making mistakes. On the other hand, don't think that the lower the job, the less chance of serious blunders. There are plenty of cases where people performing seemingly unimportant tasks caused accidents.
  10. Don't leave a job incomplete and depend on someone else to finish it without a complete briefing on what has been done and what still needs doing. Most small operations don't have the luxury of an inspection staff to give final okay to a job. In such cases, the dual inspection and certification procedure is invaluable.
  11. You have undoubtedly heard it said that you can tell a maintenance worker by the way he keeps his toolbox. On a larger scale, the same applies to housekeeping in the hangar, on the flight line, and in aircraft cleanliness. A person who keeps his tools, equipment, and workplace neat works neatly and thinks neatly-and most importantly, safely.

Thank you Mr. AME. Perhaps the readers have something they would like to add. If so, let's hear from them. -Ed.

Date modified:
2010-05-20