Gyroscopic Systems Explained

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Transport Canada Approved for R/T

Gyroscopic Systems explained

The Mighty Martin Mars Part 2

Publication Mail Agreement No. 0041039024 April - May 2012 and Return Undeliverable Canadian Addresses to Alpha Publishing Group Inc. Volume 10/Issue 6 Suite 2 - 203 4360 Agar Drive, Richmond, BC, V7B 1A3 email: [email protected] $6.95

Freedom to Fix Departments 4 Upcoming Events kay, this heading was blatantly plagiarized from the theme of the 4 Advertisers Index recent Pacific AME Association’s Oannual symposium. My apologies to you. 6 STCs & New Products I’m going on a bit of a different tack with this though, partly inspired by a letter to the 8 Letters from Readers editor (see page 8). 10 Industry Forum There have always been complaints about the amount of paperwork required by gov- 22 AME Association ernment authorities, and about how much and PAMA News time it takes to do this paperwork. The letter mentioned above is from a small AMO 39 Classified owner who is considering shutting down his operation because there is simply no time left 42 AMU Chronicles to do the work. Has it really come to this? By Sam Longo How many readers out there are having the same problem? We’d like to hear from you. Now, some level of government oversight Features is not going to go away, ever, even though the new safety management systems (SMS) 30 AMU is viewable online: at www.amumagazine.com subscribe and download suggest that we might become self-policing. The Importance of Accurate Record-keeping 12 The reason for this was brought to my at- By Norm Chalmers tention recently. The general public would not accept it. End of story. We do live in a Gyroscopic Systems Explained 16 democracy, and one of the problems with a By Gordon Walker democracy is that everyone has a say, even if they don’t know enough about the issue. The thing is that nothing better than democracy The Mighty Martin Mars, Part 2 30 has come along. By Mike Broderick So, we’re stuck with government watch- dogs in aviation. But does it have to be adver- Unusual Attitude: A Human Factors Issue 36 sarial? Does it always have to be a them-and- By Stuart McAulay us scenario? Is it possible for us all to pull in the same direction? Well, it is possible for us to work together. I saw it in action years ago in the Western Region. One particular TC AirMaintenance Update Published by Alpha Publishing Group Inc. inspector who came by every month or so Suite 2–203 4360 Agar Drive Publication Mail Agreement Number 0041039024 Richmond BC V7B 1A3 Canada and Return Undeliverable Canadian Addresses to: was not only a wealth of knowledge, but ac- Alpha Publishing Group Inc. l phone: (604) 214-9824 fax: (604) 214-9825 Suite 2–203 4360 Agar Drive tually would go back to Edmonton and re- toll free: 1-877-214-9826 Richmond BC V7B 1A3 Canada search questions I’d asked him and come up with an answer. He also did the other part of email: [email protected] website: www.amumagazine.com his job, that of having a look at aircraft and managing editor: Ian Cook Subscription Rates: 1 Year: $35 2 Years: $55 AirMaintenance Update is published 6X annually. the associated paperwork, and was quite art director: Gregory Kero AirMaintenance Update may not be reproduced in thorough in this aspect of his job. publisher: Bill Carter whole or in part in any form without the express written If all concerned could work toward getting sales manager: Kasi Snow permission of Alpha Publishing Group Inc. Copyright 2012 Printed in Canada aircraft safely into the air, and we could all Advertising inquiries: (604) 214-9824 Corporate Member of: pull in the same direction, the current system production manager: Chrissie Harvey could work quite well. We are going to have Helicopter circulation: Anne Gervin Association more on this topic in future issues. If you have International contributors: Mike Broderick, anything you’d like to say on the matter, please Norm Chalmers, Sam Longo, This publication neither endorses nor confirms the information contained within. The appropriate authorities should be drop me a line at [email protected]. Stuart McAulay, Brian McNair, Gordon Walker contacted prior to commencing work on any aircraft or Perhaps we can all pull in the same direction. aircraft part or procedure. Publications Mail Registration No. 0007198278 ISSN 1703-2318 — Ian Cook, Editor

AIRMAINTENANCE UPDATE 53 Upcoming Events

CANADIAN EVENTS UNITED STATES EVENTS NBAA 65th Annual Meeting and Conventioin Alberta International Airshow 55th Annual AEA (Aviation Electronics October 30 – November 1, 2012 July 21 – 22, 2012 Association) International Convention Orange County Convention Center, Lethbridge, AB April 3 – 6, 2012 Orlando Executive Airport www.albertaairshow.ca Washington, DC Orlando, FL http://www.aea.net/convention/DC2012/ http://www.nbaa.org/events/amc/2012/ 50th Abbotsford Airshow August 10 – 12, 2012 NBAA Business Aviation Abbotsford Airport, BC Regional Forum INTERNATIONAL EVENTS www.abbotsfordairshow.com April 12, 2012 Van Nuys Airport, CA Aero Friedrichshafen Atlantic Canada International Airshow http://www.nbaa.org/events/fo- April 18 – 21, 2012 August 25 – 26, 2012 rums/20120412/ Friedrichshafen, Germany Summerside Airport, PEI http://www.aero-expo.com/aero-en/ www.airshowatlantic.ca 27th Annual Maintenance travel-accommodation/overview.php Management Conference Canadian International Airshow May 1 – 3, 2012 12th Annual Ebace (European September 1 – 3, 2012 Nashville Convention Centre Business Aviatioin Convention Exhibition Park Nashville, TN & Exhibition) Toronto, ON www.cias.org http://www.nbaa.org/events/mmc/2012/ May 14 – 16, 2012 Geneva Switzerland Ontario AME Symposium EAA Airventure Oshkosh http://www.ebace.aero/2012/ October 17 – 19, 2012 July 23 – 29, 2012 Delta Meadowvale Resort Wittman Regional Airport Business Aircraft Europe and Conference Centre Oshkosh, WI September 12 – 13, 2012 Mississauga, ON www.airventure.org Biggin Hill, UK www.ame-ont.com http://www.miuevents.com/bae12

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4 AIRMAINTENANCE UPDATE

STCs & new products

Concorde Battery announces higher Level 5 KTC from Snap-On Industrial capacity RG-224 for Bell LongRanger provides tool security for mobile boxes

Concorde Battery has announced Snap-on Industrial’s new Level 5 KTC certification of the higher capacity RG-224 (Keyless Tool Control) series of tool for the Bell LongRanger. Concorde’s storage is a system that fully secures tools sealed lead acid recombinant gas, by using an electronic keypad or scanning absorbed glass mat RG-224 is a 24Ah an ID badge to gain entry into a tool box. battery designed for improved performance With KTC the box is easily accessed and longer life in demanding applications. anytime, anywhere, achieving the same RG-224 is FAA TSO C-173 approved and level of security as a lock and key system has passed the rigorous requirements of while eliminating the inconvenience that TSO testing. The RG-224 can be installed keys often produce. The result is a tool in Bell LongRanger models using Falcon Crest STC No. SR090692RS and is storage system that actually enhances shop and facility productivity. a plug-in replacement for the OE Ni-Cd or previously installed RG-222. For more information visit www.snapon.com/industrial For more information www.concordebattery.com

Mecaer Aviation Group unveils AW169 VIP Walter Surface Technologies launches helicopter interior Bio-Rust to replace toxic rust removal

Mecaer Aviation Group (MAG), Walter Surface Technologies has the Italian aircraft interior announced the availability of BIO- specialist, has developed a new RUST, a non-corrosive solution that interior for the AgustaWestland eradicates rust on iron and mild AW169 with the vision of steel. It provides workers with a safe, maximizing passenger comfort, biodegradable alternative to traditionally reducing noise levels in all flight hazardous, labor-intensive processes. conditions and providing a state- BIO-RUST is safer for workers and of-the-art in-flight entertainment the environment because it does not system (IFE). The 6-passenger use highly corrosive and toxic acids. cabin configuration can be quickly re-configured into a 7-passenger version, The new product is volatile organic among a variety of different cabin layouts available to meet customer compound-free, solvent-free, and phosphate-free. Workers can safely use requirements. Comfort and ergonomics, careful study and positioning of BIO-RUST without wearing special clothing and the non-flammable solution lighting, quality details and superior materials are the leading design features. does not require costly storage or complex disposal procedures. For more information visit www. mecaer.com For more information www.walter.com

Carrying medical oxygen now safer with AeroMechanical Services Receives its invention from Quality Aircraft Interiors first AFIRS 228 Activation STC

The Oxygen Cylinder Restraint AeroMechanical Services Ltd., System (OCRS) meets the under its FLYHT brand name, needs of both oxygen-dependent has received its first activation clients and aircraft operators by STC for the Automated Flight providing a safe, easy-to-install Information Reporting System method of transportation for (AFIRS) 228 on a Bombardier the ‘E’ or ‘D’ model of oxygen CRJ-900 series aircraft. cylinder. This product meets the The activation STC was requirements of Advisory Circular approved by Transport Canada No. 0257(2006.12.11). Two models of the OCRS are available and possess an Civil Aviation and issued under the authority of FLYHT’s Design Approval STC for a number of aircraft. Call Quality Aircraft Interiors at (888) 996-1999 Organization. It allows for the full installation of AFIRS 228 on the aircraft type. or visit www.qualityaircraftinteriors.com for details. For more information visit www.flyht.com

To announce your STC or new product, email a JPG photo and a product description to [email protected] or [email protected]

6 AIRMAINTENANCE UPDATE

Letters from Readers

e all grumble about government authorities, but in the same predicament, he is discovering that the burden is frustration with the ever-increasing amount of becoming too great, and he is hearing of more AMEs relin- paperwork required by these authorities has been quishing their AMO because the paperwork leaves them little Wan ongoing complaint in aviation for many years, and there time to do maintenance, and they are sick of the hassle. seems to be no end in sight to this increase. We will be delv- We are wondering if anyone knows how many AMOs there ing into this in a future issue of the magazine, but meanwhile, are in British Columbia, how many AMOs lost or gave up their here is a letter from a reader. It would be interesting to know license in the past year, and how many new ones have become how many AMO operators are considering closing their doors licensed in the past year. Is there a net gain or a net loss of because there is simply no time left to do the work, and also, AMOs in British Columbia? Does anyone know where this how many people have considered opening a shop but have information can be obtained? opted not to for the same reason. Have a look at the letter and if you have any comments, — Dawson Creek, BC whether in Canada or the US, please send them to me at amu. [email protected] and we’ll publish them in a future edition of the magazine. To the the Editor: — Ian Cook, Editor I just read Norm Chalmers’ column, and I think it makes a good addition to the magazine. As I said to Norm in an email, To Whom it May Concern: I like working on airplanes, not studying regulations, but I think if he keeps it simple, his column in AirMaintenance My husband is an AME as well as a commercial pilot and Update is a good source of knowledge that we all need, operates a small AMO. Like many other small operators, whether we like it or not. he is increasingly frustrated with the escalating paperwork required by Transport Canada. In conversations with others — Walt S.

8 AIRMAINTENANCE UPDATE

Industry Forum

Vector Expands Langley BC and Arriel 2, General Electric T58/CT58 land for turboprop engine maintenance OPeration and CT-7A /T700), including complete repair and overhaul (MRO) work for test capability, dynamic components, all three of their regional airlines: Eagle RICHMOND, BC, Feb. 11, 2012 — airframes and major inspections (sup- Airways, Air Nelson and Mount Cook. Vector Aerospace Helicopter Services- port for various Sikorsky, Eurocopter This agreement is an expansion North America has announced the con- and Bell models), full-service avionics and formalization of the services Stan- solidation and expansion of its Langley, including glass cockpit engineering, dardAero has been providing for British Columbia, Canada structures development and integration, complete Air New Zealand carrier, Eagle Air- and avionics facilities, which is sched- aircraft rewires, and Supplemental Type ways, for the last several years. Today’s uled to open for business in December Certificate development. For more in- announcement expands that relation- 2012. Vector-Langley has provided its formation about Vector Aerospace, visit ship to include the airline’s two other highly specialized airframe and avion- www.vectoraerospace.com. regional carriers – Air Nelson Ltd. and ics services such as engineering, Supple- Mount Cook Airlines Ltd. mental Type Certificate development Service will be provided on all three and glass cockpit system development Air New Zealand selects regional operator’s fleets of turboprop and integrations to an international StandardAero for Turbo- aircraft. Eagle Airways operates a fleet customer base for more than 20 years. prop Engine MRO of 18 Beech 1900D aircraft; Air Nelson Vector’s comprehensive service portfo- TEMPE, AZ, Feb. 27, 2012 — Standard- operates a fleet of 23 Bombardier Q300 lio includes: engines (Pratt & Whitney Aero has announced that it has signed aircraft; and Mount Cook operates a PT6T, Rolls Royce model 250, Arriel 1 a service agreement with Air New Zea- fleet of 11 Avions de Transport Regional ATR72-500 aircraft. All work will be performed at StandardAero’s Winnipeg facility with support from its Service Centre in Sydney, Australia. For information visit www.standardaero.com.

Canada Marks National Aviation Day WITH Student Internship OTTAWA, ON, Feb. 23, 2012 — The Government of Canada celebrated Can- ada’s fourth National Aviation Day and the aviation industry’s future leaders by

10 AIRMAINTENANCE UPDATE launching a new internship program for senior high school students interested in civil aviation. The Transport Canada Civil Aviation (TCCA) Student Internship Program is a paid, two- month summer work term at Transport Canada headquarters in Ottawa. Internship is open to students currently enrolled in grades 11 and 12, Secondary V or the first year of CEGEP. Applicants must be fluent in English or French and be prepared to submit a letter of reference from a teacher and a parental onsent form. Students must complete the online application and submit an essay by April 30, 2012, to be considered. The successful intern will be notified by June 8, 2012. For more information on the eligibility requirements and the online application process for the Transport Canada Civil Aviation (TCCA) Student Internship Program and National Aviation Day, visit our website at www.tc.gc.ca/aviation-day.

HRD Aero Systems Expands WITH Component Control Software SAN DIEGO, CA, Feb. 23, 2012 — Component Control has announced that HRD Aero Systems, Inc., the world’s largest independently-owned safety equipment repair station, has expanded its Quantum Control MRO and Logistics software footprint to increase operational efficiencies as the company grows to support and link together globally dispersed inventory and repair partnerships in the United States, Asia and Europe. HRD Aero Systems offers end-to-end safety equipment services, for every make of aircraft and helicopter, on a full range of fire extinguishers, oxygen bottles, oxygen masks, evacuation slides, life rafts, vests and air bottles. The Quantum Control MRO and Logistics solution delivered to HRD Aero Systems operates on a highly scalable and secure Oracle database and includes a range of logistics and business modules. For more information visit www.hrd-aero- systems.com.

Now in CCS Composites Receives Silver Boeing Supplier Performance Award FAIRFIELD, CA, Feb. 27, 2012 — CCS Composites, a sub- sidiary of TenCate Advanced Composites, has received a 2011 Boeing Performance Excellence Award. The Boeing Company issues this award annually to recognize suppliers who have achieved superior performance. Your solution for CCS Composites is one of only 407 suppliers to receive Avionics Maintenance the Silver level of recognition. Paul Draghi, Vice President of Operations for parent company TenCate Advanced Com- Votre solution en posites USA states: “This award is especially meaningful as a Maintenance d’Avioniques result of the investments we have made in capacity. We have maintained this high delivery rate and quality standard while Ground Equipment completing a move to a new larger aerospace grade facility in Equipment au sol Fairfield, California.” For more information on the Boeing Performance Excel- 600, 3e Avenue,, Laval,Laval, Quebec, H7R 4J4 lence Award, visit www.boeing.com/companyoffices/doing- Tel: (514) 631-2173 Fax: (450) 627-2199 biz/supplier_portal/bpea.html. For more information on CCS www.aeroneuf.com.aeroneuf.com [email protected]@aeroneuf.com Composites visit www.ccscomposites.com. n

AIRMAINTENANCE UPDATE 11 The Regs

the importance of Accurate Record-keeping

BY NORM CHALMERS Pacific Airworthiness Consulting

Chris Sheldrake, an AME and Maintenance Coordinator from Ontario, in on the mark when he writes to us: “We all get complacent and start to take shortcuts with the mundane task of record-keeping.”

Complacency has been one of the bad guys of the Dirty Dozen identified and made immortal many years ago by Doctor Human Factors himself, Gordon Dupont. Records keeping, or lack of it, has been identified in many crash investigation reports as a source issue or contributing factor. The legal position of Transport Canada (TC) is this: if the Norm Paterson starts out his letter with “I still find task completion is not recorded in the logbook, then that I keep learning about regulations.” He, I, and it was not done. Be prepared to explain it to the judge, everybody else are also learning. He also asks about because the documented record is often the only sourcing inspection checklist advice, stating that he evidence to show that the work was done. If you spends a lot of time sifting through every SB, SL, AD, have certified that an inspection was completed and mod., STC, inspection chec list, etc., etc. to keep the one item is missing that needed an initial, stamp or lists current. Norm expresses concerns about what he signature, then the aircraft is unairworthy. “might be missing in the vast sea of regulations.” If you find that recording may be an area of Good on Norm; we all ought to be like him. Wor- concern in your organization, then you have identi- rying about missing something is part of the life of an fied a risk as per SMS. The next step is to do some- AME, A&P, and AI. That is our normal burden. Un- thing to reduce or eliminate the risk. That action til the wheels are back on the ground in front of the might be creating an additional screening step that hangar, we worry. If you are not concerned every time requires sign-off somewhere in the final review of you put your signature on the line, maybe you ought to the documentation. consider another line of work. This topic is important Chris also brings up the topics of SMS and fatigue to everyone, from the person writing up the mainte- management, QA and elementary work which are nance work order to the pilot. Every person or com- on my do-to list for future columns. pany in the process has responsibilities.

12 AIRMAINTENANCE UPDATE For our purposes here, I will assume order and a list of the requirements ment. If you have a customer that doesn’t that we are referring to an AME/AMO and options. The requirements include want the “required” stuff done, I strong- dealing with private aircraft just to keep the inspection checklist (Appendix B ly advise you to reject the work. More things simple. stuff), the due items in Appendix C and commonly, your customers just do not First, I’ll point to sources of infor- airworthiness directives. If you are not know this stuff. It is your responsibility mation that may help. TC Staff Instruc- up to date on the ADs for that aircraft to educate them and do the required tion MSI26 and the associated checklist then the work order needs to specify work. This is not in the regulations, identify the basic requirements that the that you will do the research and com- but is the ethically right thing to do aircraft must meet to be operated in plete whatever ADs are needed. The and is also that way legally. Remember Canada. You can find all these docu- optional items are the SBs and all that the term “duty of care.” I will illustrate ments at the TC web site at http://www. stuff. When all the items are listed on this point. tc.gc.ca/eng/civilaviation/standards/ the work order, the owner signs it to On September 17, 2005 an Enstrom maintenance-regsdocs-menu-2944.htm. acknowledge understanding and agree- helicopter crashed, taking the lives of You can also find it by going to my website and then to LINKS and choos- ing “Transport Canada Index”, then “Maintenance and Manufacturing – Regulations and Documents” and you’re there. Read these documents carefully to identify what parts of the checklist apply. Following that initial or import inspection, we must attend to the “continued airworthiness” aspect with annual and other scheduled inspections. The minimum requirement is specified on CAR Standard 625 Appendix B - Main- tenance Schedules and in Standard 625 APPENDIX C - Out of Phase Tasks and Equipment Maintenance Requirements. The aircraft inspection checklist must address every area identified in this Appendix B. Usually the maker’s aircraft inspection check sheets address all areas. CAR 605 Division III identifies the specif- ics of who is responsible for the ongoing maintenance of aircraft. For the purpose of this column we will call that person the owner. The following scenario is as per the CARs. This person who owns an aircraft brings it to you to have an inspection done. You perform the work identified in that request or work order, make a technical record of all the work done and perform the maintenance release for that work. The owner has the responsibility to ensure that all of the work that isre- quired is identified in the maintenance release. That, in a very small nutshell, is what the CARs require and TC expects. In reality the scenario is different. The owner is an individual who knows little about “technical stuff” and doesn’t understand owners’ responsibilities. The owner brings an aircraft in and says “please do an annual”, or words to that effect. Now you sit the owner down with a work

AIRMAINTENANCE UPDATE 13 two men. The Transportation Safety Board of Canada Report A05P0227 found several contributing factors, including lack of attention by TC. More to the point, the report made the following statement: “The accident helicopter’s maintenance records were in- adequately kept and did not constitute a reasonably accurate reflection of the condition of the helicopter or of the level of maintenance performed or required.” The families sued various entities, including TC and the AME. One of the families settled out of court earlier on in the process. The action came to trial in May 2011, but TC and the manufacturers settled out of court with the remaining family just before the trial. The amount settled on was almost $4 million. The AME did not settle out of court, and went to trial in May. The trial took place, and when it was done, the judge found against the AME. The judge issued his Reasons for Judgement and I quote from that document the single most important part that relates to my point. It went as follows: “The only conclusion to be drawn from that is Mr. X (the AME) breached the duty of care he owed to Mr. Y (the pilot and owner) to take reasonable steps to ensure that the aircraft was airworthy and that that breach of duty caused the crash.” The judgement for damages due to the family from the AME was $645,000 Canadian. In the U.S., the awards are as- tounding. For more on that you can visit the website of The Wolk Law Firm Airlaw at www.airlaw.com. Select the “Ver- dicts & Settlements” tab to view individual cases by year. There are numerous examples pursued by the USA DoT available at www.oig.dot.gov. Select the green tab “Investigations” and then “View All”. In the judgement mentioned, the term “duty of care” was used. That term is a universal phrase mean- ing just what it says. The Canadian Law Dictionary states it as “the amount of care that would be taken by a reasonable man in the circumstances.” We all owe this duty of care at some level to those around us. And now for something completely different. Tis the season for aviation seminars, symposiums and conferences. Being located in the Vancouver, British Columbia area, I attended the January 2012 edition of the Pacific Aircraft Maintenance Engineers Association Annual Symposium and Trade Show. The venue in the facilities of British Columbia Institute of Technology’s YVR campus was superb. The line-up of lectur- ers was also superb. I highly recommend that you view the presentations at the PAMEA.com web site. TC usually provides us with updates on regulations, and they did so again as you can see. I also attended the Aviation Leadership Fo- rum and the BC Aviation Council annual meeting, which also had some great speakers on important topics. I thank all the people who came to me and commented that they read this column with interest. And now for something else completely different. Trans- port Canada is moving its Abbotsford, British Columbia district office away from the airport into a warehouse. I can only imagine two reasons that this could happen. The first is that the Minister of Transport must have angered the Minister of Public Works and Government Services who con- trols the real estate and accommodations for federal offices.

14 AIRMAINTENANCE UPDATE Whatever he did, he ought to apolo- gize, because the next move could be to Puntzi Lake or Stewart. The second reason is because of SMS. Since close contact with, and surveil- lance over, the aviation community and industry seems to be no longer relevant, they now have cheaper digs at 103-1785 Clearbrook Road, V2T-5X5, north of the Abbotsford airport. They don’t have enough parking spaces for their own cars, so if you need to visit them you might park at the Tim’s and buy some Tim-Bits and coffee to take to the TC office in the back. It might cheer them up. In our next issue, I plan to speak to the Accountable Executives, Cer- tificate Holders, and PRMs out there, so heads up and stay awake. I also will revisit “Elementary Work”, because my previous discourse on this subject did not sufficiently address it to meet the needs of commercial operators. I do like to consider myself an expert on the subject of the administration and application of Canadian aviation regulations and standards by the regulatory authority, but I am not a legal expert. From now on you will see the following disclaimer at the end of my column: I am not a lawyer or legal expert. What I write in my column is not legal advice, nor legal opinion. If you face a legal issue, you must get advice from a lawyer, preferably one with experience in the aviation matters in your own country.

NORM CHALMERS worked with Trans- port Canada as an Airworthiness Inspec- tor for 25 years. Before this, from 1967 to 1983, he worked in the aircraft maintenance industry in and around Western Canada and in the Arctic. His industry experience includes the operational maintenance of normal and commuter category aircraft and smaller transport category aircraft in the corporate sector as well as several years working in major repairs in the helicopter sector. As an Airworthi- ness Inspector, he has been responsible for most duties related to the position, including the approval of all aspects of maintenance, manufacturing, training, and responsibilities related to distribution organizations. Norm now operates Pacific Airworthiness Consulting; www.pacific- airworthiness.ca. n

AIRMAINTENANCE UPDATE 15 Feature Gyroscopic Applications explained

BY GORDON WALKER, AME ‘E’, Professor of Avionics Centennial College

While not wanting to be slanderous to my own profession, it’s hard to deny that the avionics world is the domain of the more, shall we say, “quirky” characters of the aircraft maintenance industry . . .

I’ve always assumed that this is because electrons and radio waves cannot actually be aerospace industry. Instrumentation, stability con- seen (unlike levers, gears, pushrods, and bellcranks) trol, and guidance systems in everything from single- and therefore the avionics “cone heads” must spend the engine trainers, to spacecraft and intercontinen- bulk of their time engaged in cerebral exercises, imag- tal ballistic missiles, rely on the characteristics and ining what these invisible entities are doing. The recent properties of gyros to perform their tasks. Like most hiring of a new batch of avionics professors at my place technologies, gyros have undergone considerable evo- of employment has resulted in a coven-like network of lutionary changes over the years, and particularly in avionics people, gathering like magpies on a wire to recent times, driven by advances in the development bandy about whatever concepts they have been tasked of microchip applications. But before getting into that, with teaching. The most recent topic of conversation let’s have a look at some good old fashioned, mechani- amongst this avionics enclave was centred on gyro- cal gyro basics. scopes, thus inspiring this month’s article, “Gyroscopic A gyro is basically a rotor, spinning on an axle. Applications: Explained”. That’s it. Simple, eh? Think of a kid’s toy spinning top. Gyroscopes – usually referred to simply as gyros If it’s not rotating, it will fall on its side; but once we – have long been an integral part of the aircraft and spin it causing it to rotate at high speed, it will stand

16 AIRMAINTENANCE UPDATE

erect maintaining its position as long as it continues to spin. The artificial horizon in an aircraft works in the same way. Because the axle, or axis, is vertical and the rotor is horizontal, the spinning top is considered a vertical gyro (VG). The vertical gyro in an aircraft has its spinning rotor aligned with the earth’s horizon. As the aircraft pitches and rolls, the rotor, mounted on pivoting rings called gimbals, continues to spin, aligned with the Earth’s horizon. The key to understanding this instrument is to realize that it is NOT the horizon symbol which moves (it remains rigid, aligned with the Earth’s horizon) but the instrument case, and the aircraft that move around it. Likewise, as the aircraft nose pitches up and down, the gyro remains in place, aligned with the actual horizon. It is in fact the aircraft, and the instrument case which pivot around the gyro. Of course, because the pilot is attached to the moving aircraft, it appears that it is the artificial horizon that is moving rather than the aircraft and instrument case. Well then, if a vertical spin axis means we have a vertical gyro, then a horizontal axle will give us a ...WRONG... not a horizontal, gyro, but rather a directional gyro (DG). A directional gyro is the key to the aircraft’s gyro compass system. Just as the VG rotor remained aligned with the Earth’s horizon, the DG’s rotor (spinning around a horizontal axle) will remain aligned with a particular compass heading. As the aircraft rolls and yaws onto various compass headings, the DG maintains its rigidity in space, causing the compass card in the radio magnetic indicator (RMI) or other gyrosyn indicator to constantly display the current heading of the aircraft. Gyros do have an unfortunate tendency to drift and pre- cess over time. (This is why the spinning top eventually starts to move away from its original position), so the directional gyro must be periodically reset or corrected. This can be done manually by the pilot if the aircraft has a free compass system, or automatically by means of a flux valve which senses the Earth’s magnetic fields, in a slaved compass system. The artificial horizon and the gyro compass form two of the most essential flight instruments in the panel. Less expensive mechanical gyros are driven pneumatically by vacuum pressure supplied by a pump or venturi. More expensive mechanical gyros are driven by electric motors. The gyro rotors may be contained within the instrument, in the case of smaller aircraft and standby emergency instruments, or they may be remote mounted units, connected to the instruments by means of synchro motors, in the case of the larger M2 class aircraft. The phenomenon of maintaining its rigidity in space is a gyro characteristic that is also a key element in the development of inertial navigation systems (INS). Inertial navigation allows an aircraft, spacecraft or guided missile to find its way from departure point to destination (or target) without the aid of external inputs, such as radio signals or magnetic compass fields. This is accomplished by using accelerometers to measure movement from a known starting location. In order to prevent changes in pitch or roll attitudes from causing erroneous acceleration readings, the accelerometers are mounted on a gyro-stabilized platform. To clarify, picture an aircraft

18 AIRMAINTENANCE UPDATE commencing its take-off roll. As it moves from a full stop to flying speed, the accelerometer will measure the amount of acceleration in a forward direction to determine the present position of the aircraft. However, when the aircraft rotates and the nose rises, the gravitational pull on the accelerometer would cause the navigation unit to calculate this as an increase in forward acceleration if the accelerometer was mounted directly on the airframe. By mounting the accelerometers on a gyro-stabilized INS platform which will remain aligned with the Earth’s surface regardless of aircraft attitude, erroneous acceleration readings are avoided. These precision gyros are very delicate, and very expensive. The phrase “Handle Like Eggs” is often stencilled on the gyro casing, and purpose-built shipping containers are used to transport them. The fragile nature of mechanical gyros, and the fact that they contain many high-speed precision moving parts, means high maintenance costs as well as high initial purchase prices. For these reasons, as well as reliability issues, aircraft operators have welcomed advances in gyro technology which have lowered costs and increased reliability. Ring laser gyros and strapdown technology have eliminated the mechanical gyros from the attitude, heading, and reference systems of many M2 aircraft. Even more exciting is the development of microelec- tromechanical systems, or MEMS. These devices can contain accelerometers and full axis gyroscopes in a package the size of an aspirin at a cost of less than a cup of coffee.

AIRMAINTENANCE UPDATE 19 This is the technology that has been used extensively in video games and cell phones for position and orientation sensing, and is now making its way into aircraft cockpits. It is already possible to call up a (free) app on a smart phone, which will give the user fully functional and real-time video display instrumentation, including gyroscopic artificial horizon and heading, air and ground speeds, altitude, rate of climb and more. Many aircraft owners are now opting to replace their existing instruments with MEMS technology, and some manufacturers are actually offering modular MEMS packages designed to fit directly into the old panel once the mechanical instruments have been pulled. While many of today’s aircraft still use the stalwart old rotating mechanical gyro, they, like dope and fabric, naviga- tors and flight engineers, free in-flight meals and baggage checks, are destined to become just a part of aviation history.

GORDON WALKER entered the avionics industry after graduation from Centennial College in 1980. His career with Nordair, Air Canada, CP Air, PWA, and ultimately Canadian Airlines took him to many remote corners of Canada. Since leaving the flight line to pursue a career as a college professor, Walker has continued to involve himself in the aviation/avionics industry, by serving on several CARAC Committees concerning the training and licensing of AMEs, being nominated to the CAMC Board of Directors, and being elected President of the National Training Association. (NTA). n

20 AIRMAINTENANCE UPDATE

PAMA SoCal Chapter

2012 SoCal PAMA Calendar l Jim Hanson, Western Jet/Jet Edge, cash donation – l April 10: Chapter Meeting chapter general fund l May 1: Deadline for Scholarship Applications l Nikki King, Extraord‐N‐Air, cash donation – SoCal PAMA l June 12: Chapter Meeting, Scholarship Awards scholarship fund l July/August: No Meeting (Summer Recess) l Carl Abejon, Burbank Sign, holiday social door sign and cash l September 1: Chapter Meeting donation – chapter general fund l November 13: Thanksgiving Chapter Meeting l Sabrina Baiocco and Luisa Benin, Clay Lacy Aviation l December 11: Holiday Social and Veronica Lozano, Rotorcraft Support – raffle ticket sales

November 2011 Meeting Wrap December 2011 Scholarship Raffle Prize Donations

Thank you, Ken Heath. $2263 for the SoCal PAMA scholarship fund. Thank you SoCal The SoCal Chapter enjoyed a fabulous Thanksgiving dinner, replete PAMA supporters and raffle ticket volunteers: Aero‐Nasch/Jet Brella, with turkey, stuffing, and all the fixin’s on November 8, 2011 at the 94th See’s Candies, Aircraft Window Repairs, Aviall, Business Aerotech, Aero Squadron Restaurant in Van Nuys, CA. Hosting the dinner and Chapter Members (donation by Gail Erwin, Derek Freeman, Chris presentation was Mr. Ken Heath of Goodrich Corporation, Sensors Cancelosi), Clay Lacy Aviation, Consolidated Aircraft, Corporate and Integrated Systems, who traveled all the way from Ohio to deliver Air Parts, Extraord‐N‐Air, Gulfstream LGB, Helicopter Accessories. an excellent presentation on “Installation, Care And Maintenance of Services, HeliPower, Million Air Burbank, 94th Aero Squadron, Ro- Pneumatic De‐Icers.” torcraft Support, Standard Aero LAX, Triumph Instruments‐BUR, Ken opened with an overview of the early years when Goodrich Universal Avionics invented and patented their deicers (1935). The first boots were installed on Douglas M‐2 mail transport aircraft and Ken noted that 2012 SoCal PAMA Scholarships their newest generation boots are still considered the most cost effective to this day. The scholarships are open to Southern California resident A&P stu- He seamlessly covered an extensive wealth of information includ- dents and A&P/IAs enrolled in approved aviation education pro- ing the anatomy of a deicing system, boot composites, the inspection grams. The 2012 applications are available at www.SoCalPAMA.org. process with tips for spot checking condition, laser band codes and The deadline is May 1, 2012, and the awards will be presented on cure dates, warranty, storage, installation dos and don’ts, and helpful June 12, 2012. line maintenance, cleaning, and repair recommendations. For anyone needing further information on installation, Go- Industry Events 2012 PAMA SOCAL PAMA odrich provides a video on their website and YouTube. Of course, all are welcome to contact Ken directly anytime via cell (330‐354‐5791), l NBAA Regional Forum – April 12, Van Nuys, CA; NBAA.org email ([email protected]), or visit www.goodrich.com. Bravo l NBAA Maintenance Management Conference – April 30–May 3, Ken! Thank you and Goodrich. Nashville, TN; NBAA.org Greg Potter, Chapter President, MC’d the chapter meeting with l ALEA Convention, July 11–14, Reno, NV; ALEA.org the usual review of financials and chapter events before opening l ALEA W. Regional Conference, Sept. 4 – 6, the floor to guest introductions, employment opportunities and an- San Diego, CA; ALEA.net nouncements. Special thanks go to volunteers Sabrina Baiocco and l AEA W. Regional Conference, Sept. 11–13 Reno, NV; AEA.net Luisa Benin of Clay Lacy Aviation for their assistance in raffle ticket l Reno Air Races Sept. 12–16, Reno, NV; Airrace.org sales, and Carl Abejon of Burbank Sign for the chapter door sign. l AOPA Aviation Summit, Oct. 11–13, Palm Springs, CA; AOPA.org $281 was donated to the SoCal PAMA Scholarship Fund! l IA Training – Rotorcraft Support, TBA; Burbank, CA; 818‐997‐7667 Thank you chapter supporters: Aero‐Nasch/Jet Brella, Task Force, l NBAA Annual Convention, Oct. 30‐Nov. 1, Orlando, FL; NBAA.org Kobalt, Consolidated Aircraft, Craftsman, Corporate Air Parts, Idea, l Western Museum of Flight, Monthly, Torrance, CA; WMOF.com Kansas Aviation, Mid‐Continent Instruments, SoCal Jets, Rotorcraft Support, and Universal Avionics. PAMA Mission Statement

December 13, 2011 Holiday Social Wrap The mission of PAMA is to promote continuous improvement in professionalism and recognition of the aviation maintenance techni- Thank you to our very generous sponsors. The chapter extends spe- cian through communication, education, representation and support. cial thanks to: l Dan and Linda Ramos, poinsettia centerpieces SoCal PAMA News l Joe Sabatini, BizJet, cash donation – SoCal PAMA scholarship fund Dan Ramos, Publisher and Gail Erwin, Editor

22 AIRMAINTENANCE UPDATE Central Ohio PAMA

Maintenance Symposium Provides Training and gineering and worked at Teledyne Continental Motors for 6 1/2 years, Awards much of that time as a Senior Quality Engineer. Also graduating is Mark Beckwith from England, who comes to The Ohio Aviation Maintenance Symposium ran from March 14th to MMS Aviation through a partnership MMS has with Mission Aviation 15th at the CSCC Aviation Maintenance Technology Facility at Bolton Fellowship – United Kingdom (MAF-UK). Mark has been a Design Field. The two-day event featured vendor booths and presentations Engineer and has worked for British Aerospace, Boeing, and Agusta- good for submission to the FAA for IA renewal. FAA representatives Westland. We’re happy we could help them as they test for certification from the Columbus and Cincinnati FSDOs were in attendance to par- and enter careers in Missionary Aviation Maintenance.

ticipate in this annual event. Finally, we want to thank all who dropped by the COPAMA CENTRAL OHIO PAMA The first day began with the presentation of the Charles Taylor booth and participated in the daily raffles, either by providing prizes Award to Cliff Kelling for his 50 years of service in aviation mainte- or buying tickets for the fundraiser. Thanks also to our members who nance as both a technician and educator. Tim Sokol, our FAASTeam manned our booth, and Dale Forton and Tammy Van Prooyen at the program manager, started the presentation by sighting several facts PAMA booth next door. about Cliff’s career that prompted 30 letters of recommendation received by his office. Tim jokingly told the group they could stop COPAMA Takes Part in 2012 District Science Day sending letters; his mailbox was overflowing. Only three letters of recommendation are required for consideration of the award. District Science Day, Saturday, March 17th, featured warm spring- Tim handed the podium over to Mark Harden of the Columbus like weather as we arrived Columbus State’s main campus. This year’s FSDO who advised that Cliff’s wife, Marylyn, and son Greg, were also judges included Gene Sprang, Earl Redmond and Lowell Dowler to in attendance for the award presentation. As part of the award, Mary- review the aviation-related projects of the hundreds of student proj- lyn received a pin to acknowledge her support over those 50 years of ects there for the district competition. The three projects chosen for Cliff’s aviation career. Mark then shared highlights of Cliff’s life that the COPAMA Sponsored Award are: helped win him the award. 1. The Effect of the Design of the Airfoil on the Lift Produced Cliff started at a local machine shop manufacturing parts for sev- Gregory Vojacek, Saint Paul ES; 8th Grade eral aircraft produced by North American Aviation. He then worked 2. The Effect of Winglets on Gliders at Lane Aviation as a mechanic, then as shop foreman, and helped pre- Alex Gray and Jack Carlin, Immaculate Conception ES; 7th Grade pare the “Spirit of Columbus” Cessna 180 aircraft that set so many 3. Model Rocket Fin Shapes records for Geraldine “Jerri” Mock. I asked Cliff for his memoirs of his Edwin Glaubitz, John Sells MS; 7th Grade participation in her flights and he responded with Background Infor- mation on the “Spirit of Columbus” and a photo of 38 Charlie. We want to thank all the students we interviewed for competing in this During the winter quarter of 1976, Cliff joined the Aviation year’s District Science Day and to encourage them to continue their Maintenance Technology staff of Columbus Technical Institute, now interest in science and aviation. known as Columbus State Community College. I was lucky to attend At the Professional Pilots Association March Meeting, President one of the first classes of students he taught at CTI, and that was the Tom Lusch presented a check for $1,000 to Gene Sprang as a dona- quarter my transcript has for course 2513 - P/P TH & MNT-JET, our tion to the COPAMA Scholarship Fund. This marks a continuation of first interaction as instructor/student. While there, he helped train support by PPA to the scholarship fund by both monetary donations over 1,600 students and earned higher degrees in his own education. and co-hosting and attendance of the Central Ohio Aviation Golf He finished his career at NetJets Inc. and now lives in retirement at his Outing and Holiday Dinner. home in Hebron, OH. Gene extended the thanks of all of us at COPAMA and the Schol- During the afternoon session, members of the FAA presented arship Fund recipients to Tom and all of our friends at PPA for this the Award of Excellence “Gold Award” to Columbus State as part of generous contribution. the AMT Awards Program. On the podium to present and accept the award were Dick Bickerstaff, CSCC Chairman of Construction Sci- The February Topic was “Next Gen” by Ed Bannen of ence & Engineering Technologies; Valerie Palazzolo, Manager, Great Honeywell Lakes Region FAASTeam; Tim Sokol, Program Manager, FAASTeam Manager; and Mary Vaughn, CSCC Assistant Dean, Career & Techni- Our last meeting was held February 14th and featured a discussion cal Programs. of “Next Gen” airspace and equipment by our good friend and sup- The second day of the Symposium included the presentation by porter, Ed Bannen of Honeywell. He highlighted the hardware changes Gene Sprang of a $900 check from the COPAMA Scholarship Fund to that will be required for communication between ground controllers Dwight Jarboe of MMS Aviation. The check will pay for testing fees of and other aircraft. He also mentioned that, with the number of air- two apprentices finishing the MMS program to become A&P techni- craft needing to be modified and the FAA just finalizing the equip- cians. They are Paul Gettle, who has a background in automotive en- ment requirements, the 2020 deadline might slip to a later date for full

AIRMAINTENANCE UPDATE 23 implementation. Ed’s discussion was well worth the risk to those who l Alan Harding will give a presentation about the Ohio Aviation attended this meeting, held on Valentines Day. Association at our May 8th meeting. The meeting included a presentation of a FAASTeam Award to l 2012 Central Ohio Aviation Golf Outing: Friday, September 7th Rich Cadys by Tim Sokol, our FAASTeam director. We want to con- gratulate Rich on receiving the award and look forward to having Tim Recent Events back to give our April presentation “Aviation Maintenance – Past, Present and Future”. The Ohio Aviation Maintenance Symposium was held on March 14th April will be our next regular meeting, with the Maintenance and 15th at CSCC AMT Bolton Field. The two-day event featured IA Symposium being our March event. We’ll send out notices when Renewal and Vendor Booth presentations. we get closer to that meeting. Please RSVP to the email notice you We’re looking for presenters as we build our fall meeting calen- receive, or send a note to [email protected] with the number who will dar. If you have a technical presentation around an hour in content be attending. This helps up assure there will be food enough for all at and have held back due to the cost of the meeting sponsorship, please dinner. contact us at [email protected] . We have resources ready to fund the cost of the meetings that do not have a presenter. Rick Ochs of Spirit Avionics Was Chosen for Two Awards Our Monthly Meetings

In an email from their Airmail Maintenance forum, the NBAA Main- Monthly Meetings are held on the second Tuesday of the following tenance Committee announced their selection of Rick Ochs to re- months: January, February, April, May, October and November. The ceived the GA Regional Avionics Technician of the Year Award. pre-meeting gatherings are at 5:30 p.m., dinner is at 6 p.m., and the On Friday, February 10th, Rick was notified that he has also presentations are after dinner. The Central Ohio Aviation Golf Outing been selected as the FAA Avionics Technician of the Year. The award (COAGO) is our September meeting and the holiday dinner is our includes round-trip airfare, four nights in a hotel, and a rental car for December meeting. Oshkosh, along with a bunch of prizes donated by the industry. He will Lane Aviation’s Port Columbus facility at 4387 International be presented the award by the FAA administrator at the Theater in the Gateway, Columbus, Ohio 43219 is the location of our six monthly Woods during AirVenture on Wednesday night. We want to congratu- meetings. We meet in their Media Room on the second floor. Thank late Rick on the outstanding achievement of receiving both the award you Lane Aviation and staff. and the national recognition. COPAMA’s Mission Coming Up on the Calendar COPAMA, is a non-profit membership organization designed to l Tim Sokol of FAASTeam will give a presentation on “Aviation Main- provide a forum for the exchange of ideas, concepts and techniques tenance - Past, Present and Future.” April 10th at Lane Aviation: Social through communication, education, representation and support Gathering 5:30 p.m., Dinner 6 p.m.; Presentation after dinner. related to the aviation industry.

PAMA Hartford-Springfield

December Chapter Meeting whom he spent time at the school, he made up his mind that after graduating high school, he would attend the adult education program There’s lots of stuff to report on this month, so here goes. The first item at Ellis, and he did. He began the program, but sadly, was unable to is that the chapter elected some new officers at the December meeting. complete it at that time. After spending four years in North Carolina Heartfelt thanks go out to Sandy Brown who served as chapter presi- he returned to Connecticut to resume and complete his schooling at dent for the last year. Dave Armando, who served as vice-president, the newly-constructed facility of Connecticut Aero Tech in Hartford has been elected to the position of president. Dave is a recent graduate where he is currently a student. of Connecticut Aero Tech and has recently been hired as the Director Shane Hilton remained on as treasurer and yours truly is still the of Maintenance for Flight Design USA. Dave is also a private pilot and chapter secretary. Again I would like to thank Sandy for guiding us so has built and flown both a Rotorway 162 and a Kitfox. skillfully through the past year. Robert Torres was elected as the new vice-president. While Rob- Our presenter at the December meeting was Jack Rice, a WWII ert was in high school he was told about the adult aviation program veteran who flew P-51 mustangs over Iwo Jima. Jack explained that for at Harvard H. Ellis Technical High in Danielson, CT. He visited the much of his life, he did not like talking about his military experiences, program and shadowed a student there for a day. After a well-given but at a reunion several years ago he realized that he did have some tour of the facility, coupled with the kindness of the individual with memories that he enjoyed sharing. He told about the time he landed

24 AIRMAINTENANCE UPDATE ATODSRNFEDCENTRAL AME HARTFORD-SPRINGFIELD and grabbed a watermelon from a field next to an abandoned airstrip. powerplant practical exam, the other students finished in about two Upon returning to base his wing commander greeted him and asked hours, while it took him the full four hours allocated. Afterwards, as how he got the melon, to which he responded that he had made a he washed up, he asked his teacher about his grade. “I gave you a score really low pass. Jack also made us aware of some of the differences of 150 points out of 100 possible, said the teacher. “What? How can in the aircraft models and how the improvements allowed our pilots that be?” asked the surprised former gynecologist. “Well, I gave you to have better fighting machines. At ninety years old, he amazed the 50 points for disassembling the engine perfectly, another 50 points people in attendance by answering a question about the amount of fuel for reassembling the engine perfectly, and an additional 50 points for his aircraft held, with quantities that were correct to the exact gallon. doing the whole damn job through the oil fill door in the engine cowl. We want to thank Jack, both for sharing his memories with us, and also for his service to our country. New Chapter Website

I/A Refresher Event Follow Up We have created a new website for the chapter, but kept the name rela- tively close to the old one. The old address was hspama.org. The new Thank you to all who attended the Hartford–Springfield PAMA-host- address is hspama.com. Due to the closeness in addresses, if you do a ed I/A Refresher Event on March 8th. The event was made possible by regular search on the new address, most search engines will find the the contributions and assistance of the following organizations: API old .org address, not the new one. By adding parentheses around the Worldwide, Global Jet Services, 3M Industrial Business, Aviall, Dallas new address you can force the search engine to only look for an exact Airmotive, The New England Air Museum, Federal Aviation Admin- match. So try using “http://www.hspama.com” and you should not istration, Windsor, CT FSDO, Hartford–Springfield PAMA Chapter. have a problem. Once you get there you will find lots of new content The event was a great success, and I am very appreciative to everyone and all of the current chapter information. We have added a section for who took time out of their day to attend. classified advertising. We can post job ads or ads for anything else you Regards, might want to sell to aircraft mechanics. Hartford–Springfield PAMA Vice President Robert Torres Attention Aviation Humor by Unknown At the Hartford–Springfield chapter meeting on April 10th, the mem- Career Change bers of the Board of Directors of PAMA National will be attending. After nearly 40 years in practice, a gynecologist decided to retire to This includes our new president, Dale Forton. It will be a rare opportu- pursue his first love, aircraft maintenance. He enrolled at the local nity to come and meet with the leaders of our organization and discuss community college and worked very hard, but worried that he was first-hand any issues you might have. The meeting will be at the Sky- too old to compete with his younger classmates. Sure enough, on the line Restaurant. Please mark your calendar for this important event.

Central AME Association

Career Education Ladder Graduation from this program will provide each person with some credit to their experience, or more properly, their skills development. The following is meant to be a discussion paper for members of Traditionally, these people are known as students and not apprentices. CFAMEA with a view to identifying what training a professional AME The majority of AMEs today begin their careers in this manner. would need for certain paths. It is hoped that from these discussions, The next way to achieving initial training is through a four-year training objectives, followed by standards and expectations similar apprenticeship program. Under this program, a student will attend to other professions, would be developed to support the professional the training institution for four nine-week training sessions. They are AME throughout his or her career. I have avoided placing timelines usually credited with time towards their experience credit. During the because in today’s workforce there are no norms any more for when a four-year apprenticeship program, they must remain employed in the person should be at the next level. Instead I have focused on what skills industry and build time towards their skills development. This is only a person needs to do the job and to what level of competency. offered in one province, and only for the M category of license. After completion of their first semester, they are normally called apprentices. Initial Applicant Training The next path is through the completion of acceptable training. There are currently five methods for an individual to enter the AME Currently, the only approved acceptable training is through ICS. This career path. The first is the traditional full-time student at one of the is distance education. People who normally use this path are those training institutions across Canada. The program traditionally lasts who currently work in the industry, and do not want or have the time from 12 to 36 months, depending on the type of AME program. to attend a training institution full time. There is no credit towards

AIRMAINTENANCE UPDATE 25 skills development in this program. People using this form are usually Production Manager called apprentices until successfully achieving their licenses. A production manager is usually in charge of a large group of people Next would be someone coming from the Canadian Armed and is responsible for assigning work and resources to crew chiefs. Forces who has been evaluated by the proper authority and is either At this level, they require a detailed level of knowledge of CARs 571, granted equivalency for initial training or who would need to com- 602, 605. 573, 551, 591, 593 and the applicable 700 series, depending plete certain gap training. Normally the gap training can be achieved on their operations. Also, they require extensive knowledge in work through acceptable training, and most often, these applicants do not planning, the delegation of duties, usually training skills, computer have to complete additional skills development, but must prove six literacy, an intermediate level of knowledge of supply chain manage- months experience in civil aviation prior to applying for their license. ment, excellent interpersonal skills and detailed knowledge of com- The final entry path would be for a foreign worker who applies to pany policies and procedures. In an AMO environment, this would have his or her credentials assessed by an appropriate authority. Simi- normally be a middle management position. larly they would fill the gaps through whatever means they can find. Gaps in this category may be initial training and skills development. Auditor Companies require auditors. Depending on the company they Skills Development may have, people whose entire role is this, or it may be one of their Except for those applying from the Canadian military, all of the above additional duties. People who fulfill a position of auditor require spe- will need to work a specific number of hours in skills development. cialized training in how to conduct an audit and documentation of During this phase, all are referred to as apprentices. Traditionally, what they have done. The Canadian Aviation Maintenance Council when the apprentice has demonstrated the ability to meet the mini- (CAMC) has developed a set of Occupational Standards, so I will not mum requirement for that skill, it is recorded in a logbook. These skills try to redo others’ work. are usually signed off as tasks on various systems. It is expected that at the end of the apprenticeship, the individual will have the skills and QA Manager knowledge to apply for a license. Depending on the company, this may be a middle to upper management position. As such, they will require management training in Licensing standard skills for running a business as well as specific training in QA. Once all the minimum requirements of the Canadian Aviation Regu- Except for the smallest of companies, this would normally be a full- lations (CARs) have been met, the apprentice can apply for licensing. time position. The QA Manager would have to have detailed knowl- For the majority of apprentices, this is through the presentation of a edge in not only all aspects of the CARs, but OHS as well. CAMC completed logbook, proof of experience (time), initial training and has already developed a set of occupational standards for QA Manager successful completion of a regulatory exam. Those from the military and should be referenced for specific skills. and foreign applicants will have to complete other exams as well. Upon successful completion and the payment of the fees, an AME license will The following would normally be considered senior management, and be issued and the title of Aircraft Maintenance Engineer may be used. the skills are similar regardless of position: Generally speaking the newly licensed AME has a limited knowledge Trainer/Instructor and understanding of the CARs. In commercial operations, the AME In large companies and training institutions, you will find these peo- may or may not be granted Aircraft Certification Authority to sign a ple in roles that require specialized training in lesson plan develop- maintenance release. ment, class control, detailed knowledge of CAR 566, and instructional From this point forward, I will be presenting some options of techniques. Any of the accredited training institutes should be able to where a professional AME’s career may go and the skills and knowl- provide details of additional skills required. Skill sets for Managers in edge that they would need to be successful. There are multitudes of this field would be similar to those below. titles in the industry, so I have chosen what could be a traditional career path, regardless of the type of license a person holds. Also, this Maintenance Manager, Person Responsible for Maintenance path is meant for those in commercial operations who make up the (Control), Director of Maintenance majority of professional AMEs. People in these positions require very detailed knowledge of virtu- ally all aspects of the CARs, OHS, and labour regulations and can be Crew Chief expected to be called upon to interpret and enforce these regulatory CENTRAL AME ASSOCIATION A crew chief is someone who is given a group of people and a specific requirements. CAMC has occupational standards in place for this and job to do, such as an inspection to complete. As crew chief, they will these should be referred to. normally have demonstrated detailed knowledge and understanding of the technical systems of the aircraft or aerospace product they work Ministers Delegate Maintenance on. This is normally developed between their initial licensing and This is a specialty area where the individual would require detailed their selection as a crew chief. As well, there is a requirement to better knowledge of most of the CARs in order to import/export aircraft. understand the CARs, so training in this area might be warranted – Skill set would require the ability to review documentation, aircraft in particular, a more detailed understanding of 571. This is usually a repairs and modifications, compliance of aircraft certification re- person’s first time as a supervisor, so training in work planning, people quirements and work with owners and organizations conducting the management, conflict resolution, etc. would be meaningful, as would import. They also require the ability to work with the regulator and a better than basic knowledge of company policies and procedures. be able to complete their required documentation in a timely manner.

26 AIRMAINTENANCE UPDATE AME Technologist maintenance control issues, which are an operator (private or com- This person would work directly with a DAR or DER with the design mercial) responsibility and not an AME responsibility. An example of and testing of new or improving aircraft designs. Please refer any com- this is that a lot of AMEs still believe that ADs are their responsibility. ments to me at [email protected] or call me at 204-218-0956. 3. As for how you get to gain the skills and knowledge for an M AME license, there is currently no difference with a graduate of an approved Proposed AME Licensing Changes training program between an M1 and M2. In fact, regulation changes A request for feedback from AMEs on whether or not to move from some years ago forced all training institutions to train on all types of a two rating M license to one has gone out from CFAMEA. I am in aircraft. The merits of this can be debated but I believe this was done support of one M license for the following reasons: to support the license structure in the CARs. I know, for the people in our company, there is no difference between an apprentice (I will use 1. If you review CAR 571.10 (1): No person shall sign a maintenance this word as the industry uses it, but it does not exist in any regulation) release required pursuant to Section 605.85 or permit anyone whom working on a small aircraft or a large aircraft. The skill development the person supervises to sign a maintenance release, unless the stan- is the same. The knowledge component may be different, but the skill dards of airworthiness applicable to the maintenance performed and level expectation is the same. In plain words we expect them to be able stated in Chapter 571 of the Airworthiness Manual have been com- to correctly remove and install an FCU on both types. plied with and the maintenance release meets the applicable require- 4. The current system actually restricts individuals to advancing with- ments specified in section 571.10 of the Airworthiness Manual. The in AMOs, as it is currently up to the Civil Aviation Safety Inspector privilege of signing a maintenance release is granted to an AME in whether or not the individual’s task logbook has enough tasks to give 571.11. If you read the regulation, the person who signs the mainte- them both or just one of the ratings. Not only is this subjective, but it nance release is not necessarily the person who does the work. The fails to recognize skill development that is equivalent. Remember that regulation explained in the standard actually tells you that the person in order for your logbook to qualify, the applicant (TC language for an signing the maintenance release is actually inspecting to ensure that apprentice) need only complete 70 percent of the applicable tasks. This the work has been done in accordance with the applicable standard. means that if you only work on piston aircraft, you can be licensed. This is a major thing to consider, as a significant number of peo- This is proof that even in the regulators’ eyes, it is not what you work ple believe that the license is an indication of your skills when in fact on, but whether or not you have the skills to inspect the work to ensure it is simply your authority to sign a maintenance release. I challenge it meets the standards. By moving to one M rating, this issue will go you to show me where an AME who holds either an M1 or M2 license away. I queried TC with the question of whether or not a person who cannot comply with the regulation, regardless of the type of aircraft only worked on gliders could be licensed, and the answer is yes. This they work on. The responsibility is the same for all ratings of the AME is another area the AME associations should address if we wish to be license. recognized as professionals outside ourselves. 2. Next, for those who would like to say that you must have the skills I believe that the M rating AME license should be changed to and knowledge to carry out the requirement of 571.1, I refer you to only one for the reasons above. This issue should be the first item that CAR 571.11 (3)(4)(5)(6)(7) where the conditions of using your main- the associations deal with. I have hinted that other areas should be tenance privilege is detailed. Again, in the standard, this is explained addressed, such as the term apprentice and the lack of understanding quite well. The shortened version is that you cannot sign a maintenance by AMEs as to what their license really is and is not. release unless it is within your experience level. There is no difference in inspecting the completed work (of yourself or others) on a small Respectfully submitted, aircraft or a large aircraft. I have found that people usually confuse Dennis Lyons AME ONTARIO AME AME Association of Ontario 2283 Anson Drive, Mississauga, Ontario L5S 1G6 tel: 1-905-673-5681 fax: 1-905-673-6328 email: [email protected] website: www.ame-ont.com

“How can I be sure? In a world that’s constantly changing,” are the forward with the concept of one national AME association across words from a 1960s hit song. As it was back then, it is still true today Canada. Their annual general meeting will be held in Toronto, in – change that is. Here’s just an example of what’s in store for us as time October. Now that’s an opportunity to get involved. takes us through 2012: There’s talk of combining the current M1 and M2 licences into Industry Canada issued new corporate governance rules for not- one category. The jungle drums tell us a lot of debate is taking place on for-profit organizations. That means we’ll have to do a gap analysis this topic. If you have an opinion, do let us know. of our current bylaws so that we can be in compliance for the 2014 And even with all the change that’s going on, we had accomplish- deadline. Luckily we’ve been doing our homework and this will not be ments from 2011 to be proud of: such a daunting task. 1. We held the 37th annual Ontario AME Symposium and Workshop The Canadian Federation of AME Associations is moving in October. This year’s is looking to be even better.

AIRMAINTENANCE UPDATE 27 2. The Northwestern Ontario AME Workshop was held in Thunder Keep minutes and publish within 24 hours Bay. This record should be a summary of the key points made along with an 3. We conducted three human factors courses, most notably with Air ACTION LIST that shows who is doing what by when. Georgian. 4. Ryan Gomes won the bronze medal in aircraft maintenance at the Keep things short and simple World Skills Competition held in London, England. Ryan is a frequent This focus will help to avoid confusion for all concerned. volunteer for the association. 5. John Longo won the Gordon Rayner award, Wilson Boynton was About the author: honoured with the Robert McCombie award, and Jeff Runciman went John Longo has AME certification and many years experience in tech- home with the Clare Leavens award. nical operations as a Certified Technician, Technical Trainer, Opera- tions Manager and Industry Advisor. He is currently working as avia- We invite you to become involved and be part of positive change. tion consultant with international clientele and serving as the Director of Training for the AME Association of Ontario. Sincerely Board of Directors Message from the Board of Directors Regarding Skill Training for the Aviation Community Uncle John’s Advice Column The AME Association of Ontario supports the effort to offer training Meetings - Briefings (Cultivate them to enhance your operation) opportunities to the aviation community. In recent years, the semi- annual Saturday board meetings have included seminars on Effective The monthly director meetings for the last three years have been Communications, Running Meetings and Auditing. This is expected using the system that was introduced in 2009 related to advancing the to continue and the selected subjects are influenced by the needs of the business of the association. Being new to the group in February 2009, members. Members are welcome at these meetings. when I thought the time was right I intervened to introduce the full We are always open to being hosted for the monthly meeting view action list system. The medium used was a white board and eras- venue. The training events are also hosted by our corporate sponsors able markers in full view of the board members present. As the month- to minimize costs for the association. ly meetings happened and everyone appeared to be comfortable with We launched training by offering a one-day stand-alone event of the action list, I added in the three Ws: Who, What, and When? Human Factors for Aviation Maintenance with our hosting partner, All the while, issues were being addressed and solved and then Air Georgian, on three consecutive days in September 2011. In total, the final piece, the full function agenda, was incorporated and is still 36 attendees participated in the interactive training including the VP in use today. We have now experienced three years of meetings using of Maintenance. Also, through our discount for AME Association the agenda system and the board members’ feedback is encouraging us partners, we obtained two new corporate members, Venture Aviation to continue. A sample agenda could be made available for you to see and Mid Canada Mod Center. what I mean by full function. Of course any of you are invited to copy In this initial event, we bartered by offering four complimentary or borrow any idea that will help you in your operation from what you seats per day to Air Georgian staff in lieu of paying to rent their fully read here. equipped classroom. We give this example to encourage other opera- Here are some things you could try to enhance your meeting/ tors who have a training requirement to make a request. We will enter- briefing process. Prepare an agenda document – electronic or paper tain and act on your needs as best we can. based (A template that is copied, pasted and adjusted each month) The board of directors decided that any paid up AME Associa- tion corporate partner’s staff may enjoy the lower enrollment fee to Features of the Agenda attend the training. Day, date, location, start time, names of those involved, numbered line items with description of the item, expected outcome, who leads the Be safe, discussion, who is involved and the time allotted for the item. John Longo AME Director Training, AME Association of Ontario ONTARIO AME ASSOCIATION ONTARIO State the Reason for the Meeting - Briefing On the agenda, declare the purpose of the meeting/briefing. In the Save the Date case of the AME Association monthly directors meeting, it is to promote and mentor (and to advance the business of the association on The Ontario AME Symposium Committee has started planning for behalf of the members in a timely and professional manner.) this year’s annual Symposium and Trade Show. The Ontario AME Symposium will be held on October 17–19, 2012 at the Delta Mead- Plan Ahead owvale resort and Conference Centre. As always, the committee Think through, invite, and collect subjects/items for the agenda in ad- welcomes and encourages ideas and suggestions for technical session vance and issue the agenda ahead of the meeting so attendees can review topics. We are also looking for volunteers to help plan another success- and come prepared to have a helpful discussion on the various topics. ful event. If you have ideas or comments, or want to help out please contact Cara Tweyman at: [email protected]

28 AIRMAINTENANCE UPDATE

Feature The XPB2M-1/-1R aka the Martin Mars Part 2

The first Hawaii Mars life was cut short in an accident on Chesapeake Bay just a few weeks after her maiden flight. A failed leading edge of the vertical BY MIKE BRODERICK stabilizer is what brought this gallant lady down. Helicopter Engine Repair Overhaul Services In 1945, at the end of the war, the contract for the original order of 20 aircraft by the Navy was reduced to six. So four more JRM-1s and one JRM-2 were built: Philippine Mars; Marianas Mars; Marshall Mars; Hawaii Mars (the II) and the lone JRM-2, Car- Welcome back, everybody. Are you ready oline Mars. to continue our discussion about the Mighty Martin And what is the difference that separated Caro- Mars? Good, ‘cause I am. Last time we ended with a line Mars from her siblings? Well starting with the couple of questions about the other four members of four Pratt & Whitney R-4360 3000 horsepower this small but mighty family of transport planes. We engines replacing the Wright R-3350 2400 horse- will answer these questions, and then I say enough power engines, along with larger propellers, the with the history; let’s get into the good stuff like how Caroline was given an increased maximum speed of the two remaining aircraft ended up as fire fighters, 238 versus 222, a cruise speed of 173 versus 158, and what airframe modifications were made to these and an increased gross weight of 165,000 pounds majestic flying boats so they could not only land and versus 145,000 pounds. live on the water, but they could drink their landing Now, what happened to all these aircraft on the way surface and carry it to the nearest fire. to becoming firefighters? Let’s find out. But before

30 AIRMAINTENANCE UPDATE we do, here is some cool CK (cocktail knowledge) that will give you a sense of just how big these ladies are. Just in case you want to put one of these together as homebuilt project, here is what you are going to need to construct the airframe: 7.5 miles of wiring, 3 million rivets, 60,000 lbs. of aluminum, 25,000 lbs. of steel; 750 lbs. of rubber, 800 lbs. of plastics, 800 square feet of plywood, 650 square yards of fabric, 2,000 lbs. of copper, tin, zinc (and other metals) and 300 gallons of paint. And a darn big hangar to build it. Now that would be one heck of a homebuilt project don’t you think? After a short but distinguished career, the Marshall Mars followed the fate of the first Hawaii Mars on May 5, 1950 when she burned at sea during a short test flight after an engine change. From 1946 to 1956 before the big four (as the remaining JRMs were known) were unceremoniously retired, they flew a combined 32,997 hours (about five flight hours per day per aircraft), carrying 76,403 passengers, 5,488.3 cargo tons, and 1,495 tons of mail on 1,940 round trips. As a retirement gift, they were put into outside storage at NAS Alameda until being sold for scrap in 1959. Thank you for your 10 years of faithful service.

A fire protection committee recommended aerial“ tankers to fight forest fires . . . the answer

was a large flying boat which

could scoop up large volumes of water and smother flames.

Another Career Change

Like the Phoenix, whose legend is its rebirth from its own ashes, the Martin Mars also would be reborn due to the ashes of a particularly disastrous year of forest fires in British Columbia, Canada, during the mid-1950s. A fire protection committee was formed as a result of a meeting between all the lumber companies in BC. The committee recommended the expansion of aircraft as aerial tankers to help fight the forest fires. They also agreed that the current stable of aircraft was not adequate for the job. Dan McIvor, the senior pilot at MacMillan Bloedel, the largest lumber company in BC, believed that the answer was a large flying boat which could take advantage of all the lakes in the region by scooping a large enough volume of water, then get through the dense groupings of trees in the forest, and smother the flames. Mr. McIvor began the search, only to find that most large seaplanes had been retired. Bob Morin, a friend of Dan’s, told him that the US Navy had its fleet of Martin Mars JRM aircraft on the salvage block. When Dan finally located the right officer in charge of the salvage bids, he was told he was too late. Bids were closed,

AIRMAINTENANCE UPDATE 31 and Hugo Forrester of the Mars Metals Company was the successful bidder at $23,650 each. Dan offered him $25,000 each, and Hugo, being a sharp businessman, took his $1,350 profit per plane, and the Forest Industries Flying Tankers (FIFT), which was the consortium of BC lumber companies via Dan McIvor, was now the new owner of the big four. Dan’s employers were not onboard right away, but Dan would not be deterred, and finally convinced them to fund an inspection trip to California. McIvor’s proposal paid the Mars Metals $100,000, and set aside another $100,000 for ferry costs and conversion to water bombers. His estimate also figured about $60,000 a year per aircraft for maintenance and a flight crew.

Dan not only struck a great deal in the purchase of the aircraft, he also managed to obtain enough spare inventory from the Navy to guarantee the operation of the big four well into the 21st century. And as a parting gift the Navy gave the new owners 43 metal cabinets filled with everything from hull and airframe templates and drawings to operational histories. Beginning in early August , the big four were flown one at a time from San Francisco Bay. The Marianas Mars was the first to make the journey to Canada, landing in Patricia Bay near Victoria Airport and going to Fairey Aviation for conversion to the prototype fire bomber. Caroline, Philippine, and Hawaii Mars followed over the next few weeks. Caroline Mars joined Marianas in Patricia Bay and was to be used to train flight and ground crews. The first of the big four slated for conversion was Mari- anas, and those creative engineers at Fairey Aviation came up

32 AIRMAINTENANCE UPDATE with some clever schemes to convert this first gentle giant into a lean mean firefighting water bomber. First, they removed all the superflu- ous gear that was required for hauling folks and freight and installed a single 6,000-gallon fiberglassed Douglas fir plywood tank in the cargo compart- ment. And since Marianas Mars is an aircraft that lands on water; and there is more than ample water supply from the many lakes in the area, why not design a unique water loading system that takes advantage of both of these facts? They conceived, invented, manufactured, and installed a retractable system that uses two probes faired in just aft of the hull step. The retractable pick-up scoops allowed uploading of water while the aircraft was taxiing. The scoops allowed 30 tons of water to be taken onboard in 22 seconds. Later some of the hull fuel tanks were replaced with water tanks. In the spring of 1960 Marianas Mars was moved to Sproat Lake on central Vancouver Island near Port Alberni. The training and shake-down training was intense as new water dropping tactics and strategies were developed. Those involved in the training discovered they needed a spotter plane to assist in guiding Marianas to the right location. They also found out during these training sessions, that 100 knots air speed at about 150 to 200 feet AGL delivered the most efficient application of water.

And Then There Were Two

Just prior to the season in 1960, Dan McIvor, who was the main captain trained to fly Marianas, lost his medical due to an eyesight issue and there was a change in captains. This would turn out to be a devastating change. The new captain attacked a fire directly uphill – a tactic that was against established procedures. As he came close to the ground, he turned the Marianas downhill in a steep turn while still fully loaded with water. The downside wing clipped the trees and the Marianas cartwheeled into the mountainside, killing all on board. The Caroline was rushed forward for conversion, and on appeals, Dan got his license reinstated. Finally, in 1962, he would get his chance to prove that

AIRMAINTENANCE UPDATE 33 his investment of time and money into air support could reach the site. Caro- Caroline on a much tougher fire at the the conversion of the Mars aircraft was line, already loaded for work, delivered head of Ramsey Arm. This time, the going to pay off. A fire broke out on the the first load over the top of the rapidly job took two hours and 22 sorties to shore of Vancouver Island’s Cowichan moving fire. Then, swooping down to extinguish the fire. Dan, Caroline and Lake. The fire, induced by its own forced Lake Cowichan, she recharged herself the FIFT had proven the worth of their draft, was moving quickly up the slope and hit the base of the fire. After six investment. of an adjacent steep hill. more sorties, the fire was under control However, this moment of joy was The Caroline, piloted by Dan and extinguished. This took less than an short-lived, as Caroline was destroyed in McIvor and a crew of three, arrived at hour. Two days later, McIvor and crew the winter of 1962. She was tethered on the fire before other ground crews or would repeat this same heroic feat with the ramp at Patricia Bay when Typhoon Frieda arrived. Frieda was not kind to Caroline as she got tossed about as if she were a toy. When Frieda was gone in the morning, Caroline lay bent and broken, and her flying days were finished. After the storm, Fairey Aviation was once again commissioned to start conversion on the two remaining Mars – Philippine and Hawaii. We will begin our next lesson talking about the exciting lives of these aircraft, and is a lot left to tell. While doing my research and talking with folks involved with these giant machines, what has impressed me the most is the resilience of these aircraft. Think about it: these aircraft began their careers in 1946. They hold airlift and endurance records that have yet to be challenged. These four aircraft had logged 32,997 accident-free flight hours at the time they were retired by the Navy in 1956 and subsequently sold to FIFT. Were it not for a tragic miscalculation while on a mission, and a freak storm I am positive there would still be the big four today.

34 AIRMAINTENANCE UPDATE Next time, we will discuss what Philip- pine and Hawaii have been doing lately, as well as dig deeper into what it takes to keep these two 65-year-old ladies acting like 18-year-old debutants. Thanks for joining me again today; and until next time, remember: even the best pilot can’t fly until you the technician says its OK to fly.

MIKE BRODERICK is Vice President of Business Development at Helicopter En- gine Repair Overhaul Services (HEROS). Over the past 35 years, he has served as a shop technician, engine shop supervisor, Engine Program Director, Director of Maintenance, Director of Operations, and owner of a Rolls-Royce engine overhaul and MD Helicopter component overhaul shop. He is a certified A&P, and holds a Bachelor of Science degree in Avi- ation Administration. As well, Mike has been appointed as an FAA representative for the FAA Safety Team (FAAST) and is a member of the HAI Tech Commit- tee. Mike is a regular contributor to Air Maintenance Update. n

AIRMAINTENANCE UPDATE 35 Feature Unusual Attitude: a Human Factors issue

BY STUART McAULAY

tive of who we are, or at least who we are perceived to be, within both the social and corporate environments. This, unfortunately, is not the complete picture. Looking at each other from a new per- spective is not something that many of us will consider. The point of the exer- cise, though, will become increasingly evident as we consider the weight of our It is no secret that the aircraft relationships and the potential to empower those strug- maintenance profession demands a high level of gling within their contributing roles. Every one of us focus and a positive attitude in order to preserve comes to work with outside influences that will continue safe behavior. We learn this through the inherent to occupy our minds and hearts even as we make that demands of the trade, reinforced by formal human daily transformation from personal life to professional factors and risk management training. The air- life upon arriving at the airport. Some of us make that craft maintenance professional is also expected to transformation with ease, while others, to varying degrees, mature as a good communicator in the network of will carry the weight of personal distractions in the form shop procedures, flight operations, and corporate of health concerns, trying relationships, or any number management. Each person within that network of other stressors. These additional factors will undoubt- also influences the group chemistry in which he edly influence our thinking process as we turn our focus or she functions as a contributor of skill, unique to the tasks at hand. This is something that we tend not experience, and personality. In time, these unique to think about, though it greatly affects us. We tend to traits come to represent the character of that per- sense when one of our peers is having a bad day as they son, for better or for worse, throughout their circle appear to be more distant in thought or they just don’t seem of influence. Many of us can identify those around to be their regular selves. This is usually regarded as part us who are primarily seen as highly skilled, very of the routine of life, and personal issues are expected personable, somewhat aloof, or even quiet and to remain none of anyone else’s business. We try to ignore dependable. Our character is generally reflec- them and get on with our work.

36 AIRMAINTENANCE UPDATE Our interpersonal relationships at work are greatly influenced by any combination of stressors that have been shown to alter the results of our work and even our perception of each other. Factors such as fatigue, poor communication, and unnecessary work distractions add to the less obvious under- lying stressors that we have carried with us from home. This regular cycle of psychological strain is often held in check to some degree as our moods ebb and flow with daily events and personal interactions. Many of us would consider this to be quite normal. This cycle however, may also gradually worsen if our mind is in a perpetual state of negativity, hopelessness, or continued stress. This compromised state of being then becomes a legitimate threat to the continued performance of aircraft maintenance. If we are to be honest with ourselves, we must then consider the adverse effects that these unwanted distracters have on our mental health and focus. The effects may even be seri- ous enough to warrant sick time away from work, just as a physical setback like the flu or a broken arm would require. The only difference is that our brain function is compromised in much the same way as our immune or skeletal systems are in the preceding examples. Our industry is currently exploring the effects of fatigue upon our ability to perform maintenance at an acceptable level. I see the application of fatigue management to be part of a greater issue of mental health awareness. The idea of considering the broader spectrum of mental health and wellbeing can easily become an uncomfortable invasion of our personal space, yet it shares a common concern alongside fatigue management and the prevailing human factor principles deemed worthy of regulated training. To a general public, mental health issues usually include, but are not limited to, anxiety, depression, schizophrenia, or bi-polar conditions. These are all examples of mental conditions that are likely to affect our ability to think and focus, and are gradually becoming more manageable with medica- tion or regular cognitive therapies. Many people can learn to perform their jobs at a confident level when diagnosed and treated properly while many others will continue to quietly suffer because of the social stigmas attached to these mental health conditions. The truth here is that our emotional and social wellbeing are affected by our state of mental health whether we are in good spirits, forever confident or suffering from temporary lapses in clear thinking. The elementary symptoms of known mental health issues are not that easy to sort out, but these common disorders are still often tagged with shame and embarrassment by individuals who need their conditions brought under control. Unfortunately, the stigmas have forced them to withdraw, sometimes even self-medicating with excessive substance use. These disruptive alternatives can result in good workers becoming lesser versions of their personal and professional selves. I remain acutely aware that my own contributions to this industry have suffered greatly at times due to many years of unresolved symptoms of anxiety and depression. This recur- ring and sometimes elusive condition has taken its toll on my

AIRMAINTENANCE UPDATE 37 personal wellbeing, my family, my relationships with others, may seem like an unfair intrusion into our personal lives but and therefore my career. I am fortunate enough to have made is as important as our present self-analysis methods using ac- significant changes at key times along the way but very few ceptable human factor principles. observers can imagine the effort involved when just making it Our society has been slowly awakening to the effects of through another day is considered a major accomplishment. mental health in the workplace, yet in many circles, we can’t This, for many of us, can apply to days, weeks, months and seem to get past the social barrier that represses this type of even years of struggling to maintain dignity while looking for illness. Traditional maintenance environments have always answers. I have also moved around to different workplaces been populated by the strong silent types. Regardless of the over the years in a futile search for a fresh mind-set but have myth or mystery of the technician, it has become increasingly always been brought back to the stark reality as an awkward evident that all corners of our working world must contin- reflection of my true self. Sometimes it feels as if it will never ue to evolve beyond our familiar cultures and be constantly end. Others who have experienced these intrusive feelings maturing in our ability to recognize that each of us is a work know what its like to be followed by a dark cloud. in progress, first personally, then professionally. While struggling employees need to come to grips with Mental illness must now be seen and accepted as an un- their state of mental wellbeing, employers are urged to learn wanted disabler of the human spirit. This disabling enemy how to provide the knowledge, support, and non-judgmental permeates our otherwise reliable thought processes, leaving understanding of the situation as it relates to their own em- them distorted and incapable of doing the best job possible, ployees. Anyone who suffers quietly will not usually look to regardless of preparation or training. This effect does not his or her employer for support for fear of being shamed or discriminate between our daily work commitments or our even teased about their condition. Even if a supervisor gen- most intimate relationships with spouses or family. It is like uinely understands, the matter can easily circulate and the an unexplainable fear or loneliness that separates us from harmful channels of gossip and assumptions made by other our contributing position in the workplace or community. co-workers can be very counter-productive. We need to promote an accessible outlet within the corporate This sets up a barrier of fear for the worker who would structure that permits each person dealing with these issues to rather not admit that there is an issue. The normal working discuss alternatives. The company can do its part in protect- conditions may become threatened when a vulnerable human ing the dignity of the person while supporting him or her in mind continues to be responsible for work on the aircraft. I their time of need while the individual submits to his or her believe, too, that we as employees have another responsibility support network. This process could also be applied to addic- to consider when we perform our work in the wake of men- tions, health issues, and family situations. tal illness. It might then become necessary for the employee I have endured my career in general aviation while liv- to disclose his or her condition to a supervisor as potentially ing with this dark cloud for many years. I have regularly been debilitating stressors, as it could become a safety issue. disoriented by the ongoing battle between the human spirit How, then, do we really deal with mental evaluations in and the rational mind. In other words, I am often just not the workplace? It is difficult to speak on behalf of others who capable of doing what it is that I have been trained to do. I have may be affected in their own way and have the capacity to managed to keep evolving in various capacities of aircraft cope in whatever way works for them. Some may have even maintenance while still experiencing frequent setbacks but overcome their illness and be able to carry on a normal work summoning the will to keep going and to provide for a family. day. I can only draw upon my own interpretation of these I have shared my experiences here in a sincere effort to feelings based upon my own experiences, but there is still an further understand and ultimately encourage the awareness of all-too-familiar story out there. mental health issues in our aviation communities. I have not Raising the awareness and ultimately the acceptance of always been up-front about my own situation; however I am this touchy subject will not be an easy transition for the work- still active in general aviation maintenance and still active in place, given our current social parameters; but awareness is getting myself better. a good starting point. Individuals can turn to their families, This summary of thoughts has barely opened the door friends or doctors to get a feel for what support mechanisms to our overall relationship with mental illness in the work- are out there. They should also be able to approach their work place. There is certainly more evidence to uncover, newfound supervisor in confidence and admit that they need to deal strategies to learn, and many stories to tell. Our increased un- with something that not everyone readily understands just derstanding of these issues, however, should prove that living yet. Employers and supervisors need to further their aware- with an unusual attitude may end up being not so unusual ness and perhaps even learn to recognize when someone after all. within their ranks is quietly suffering. If the person is suffer- A new attitude toward dealing with mental illness in the ing then the quality of the work may also suffer. workplace will only come about as we continue to reveal the A well-prepared manager should be able to relieve the truth about ourselves. I will continue to uphold the need for unspoken tension by initiating conversation with the one they continued exploration of mental illness themes and resources have observed to be out of sorts. With this in mind, it may in future articles as they pertain to both employers and em- then be prudent to weave these mental health factors into our ployees. Further awareness initiatives will be part of our na- management training and quality assessments. This concept tional Mental Health Week, May 7–13, 2012. n

38 AIRMAINTENANCE UPDATE Classified Aviation Services

AIRMAINTENANCE UPDATE 39 Classified Aviation Services

40 AIRMAINTENANCE UPDATE Classified Aviation Services

Employment

AIRMAINTENANCE UPDATE 41 AMU Chronicles

BY SAM LONGO

Making the Judgment Call As aircraft maintainers, the most valuable tool that we posses is not located in our tool- box. It is, however, a resource that we continue to covet and collect through out our careers. That intangible commodity is commonly known as experience . . .

hen I started my employment with Air Canada in engine, and checked the box left by stores. The new FCU was January of 1979, it was a dream come true. I had just the correct part, but I immediately noticed the lack of a seal finished writing my Transport Canada license in kit. I had done enough FCU changes to know that new seals WOctober of 1978 and everything was coming together. My previ- were required, so I quickly informed the foreman of the omis- ous experience, working with Nordair and DeHavilland Canada, sion and carried on with the job. The HP pump, FCU and gave me the confidence to tackle my new post, wielding wrench- attached plumbing are all secured with a plethora of 5/16 MS es for the nation’s airline, and I was keen to learn the ropes. bolts, using finely machined surfaces and rubber o-rings for After a few weeks being closely watched and tested on day transferring and sealing the high-pressure fuel within. shift, I was deemed a sufficiently worthy cand date and was Now up to my elbows in fuel pipes and parts, the foreman assigned a 6-3-rotation shift on Crew 21. As the shifts rolled reappeared to let me know that the seal kit was not coming, by, I worked hard, learning and listening, guided by the senior and suggested that I simply re-use the old seals and get on mechanics on my crew. By and large, they were all very gener- with the job. The clock was ticking and now the fun began. ous, sharing their wisdom and experience. Working in a union environment always has its pros and One particular midnight shift, I was assigned to work cons, but the collective agreement is clear. You cannot refuse to with Gert. He was an excellent mechanic trained in Germany, do a job when requested by a foreman. I was not happy with his having worked for Lufthansa and American Airlines before request to use the old seals, and gave him my opinion as such. coming to Air Canada. On this particular night, he shared a I also added that although I would carry out the job, I would pearl of wisdom that I will never forget. After making a judg- refuse to sign for the work. He was clearly OK with that com- ment call on the condition of a tire, he turned to me and said, promise and the job continued. Before installing the new with a slight German accent; “Sammy, zee difference between FCU, I very carefully inspected all the old o-rings and found a good mechanic und a bad mechanic iz a good mechanic them all to be nick-free, pliable and in “as new” condition. knows vat he can get away wiz.” Once the component change was complete, the big Tri Star To explore this gem of a statement further, how does was towed and chocked at the blast fence for a leak check and that “good” mechanic know what he can get away with? The FCU tuning run. All was well, and afterwards it made the gate answer is elementary; he has accumulated the necessary ex- just before the end of our shift. So now the question remains: perience to consistently make the correct judgment call. De- Was the use of those o-rings ethical? Legal? Perhaps the most spite a highly regulated industry with many clear-cut rules, important question is: was I comfortable in knowing that the regulations and procedures set out ever-so-carefully in MEL’s job was beyond reproach and the aircraft safe? The answer is (minimum equipment lists), maintenance manuals, and yes and yes. There was no doubt in my mind that the job was Transport Canada publications, there will always be those carried out to the highest standard. Refusing to sign the job pesky grey areas. Consequently, someone will have to make a cards was my way of protesting the compromising position decision. Should it fly or not? We all have our own stories of in which I had been placed. It was also the only time this type playing this game. One that comes to mind for me happened of situation ever occurred with me at Air Canada. To this day, much later in my career with Air Canada. I do not know who signed for my work. It was the start of the evening shift, and I had moved Judgment calls continue to be a tricky business, and due on to working in Wide Body Check Crew. The foreman to the nature of our industry, we will all be required to face assigned me to change a fuel control unit (FCU) on the port those challenges and personal tests. Just be sure to remember engine of an L1011. He also informed me that the aircraft was Gert’s wise words and always err on the side of the GOOD required to be serviceable and on the gate before the end of mechanic, and be absolutely sure you know exactly what our shift. Due to the urgency of the situation, I got to work YOU can get away with. For more published columns by Sam right away opening the cowlings of the Rolls Royce RB211 Longo, please visit www.samlongo.com n

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