Lack of Resources

By Richard Komarniski

July / August 1998

Commonly accepted definition of an Aircraft Maintenance Technician: "A person who has learned to do
more and more with less and less until they are fully qualified to do everything with absolutely nothing."
Does this sound all too familiar?

Let's review a case study that will help to illustrate the importance of having the proper resources. The
Piper Navajo was one of the more high time aircraft in the fleet but was generally well maintained. The
crew had been complaining about a "Door Not Closed" light coming on in flight, but it always appeared to
function correctly when maintenance personnel tried it on the ground. Since the latch was worn,
maintenance management personnel decided to order new parts to be installed during the next 100-hour
check. The parts were not designated as AOG'd (Aircraft on Ground) and they had not arrived when the
100-hour check was performed. The aircraft was signed out as "return to service." Flight crews noticed
that the door light was coming on more regularly and could be activated while the aircraft was on the
ground if you pushed on the door. Still, no parts had arrived (the factory was going through a bankruptcy),
and the aircraft continued to fly. One day, a lady sitting near the door complained of a draft and noise
from the door. The co-pilot left the cockpit to check on the door and just as he reached to check the
handle, the door flew open. He fell out of the aircraft, but his legs had become caught in the strap used to
hold the door when it was opened. The co-pilot was looking down at 3,000 feet between him and the
earth — his feet held by a strap, and no way of getting back in the aircraft. The pilot made an emergency
landing with the co-pilot dangling and looking at a runway just inches from his face, on touchdown. There
were no physical injuries, but plenty of adrenaline was flowing that day in the aircraft. Another pilot, who
was flying single pilot in the same type of aircraft, was not as lucky. Setting the autopilot, he went back to
check on the door and disappeared, never to be found.

What can we do about incidents like these? In the case study, there were a few options. The latch was
giving lots of warnings that it needed replacement. It should have been replaced even if it meant the cost
of AOG-ing the part, or calling around to locate the correct part, or grounding the aircraft until the correct
part was located.

Parts are not the only resource we need to do our job properly, but all too frequently parts become a
critical issue. We can try to be proactive by checking suspected areas or tasks that may require parts at
the beginning of the inspection. We can AOG the required parts, or order and stock anticipated parts
before they are required. We can also work at establishing available sources for parts and arrange for
pooling or loaning in order to meet critical shortages.

Making sure that we have the correct tools for the job is just as important as having the proper parts when
you need them. And, having the correct tools means not having to improvise. Recently, an aircraft
manufacturer was weighing an aircraft (which had received a new interior) prior to releasing the aircraft
for an air show. Two days before the planned flight, the aircraft was weighed without the proper electronic
load cells placed between the aircraft jack and the aircraft. You guessed it—the aircraft slipped off of one
of the load cells and the jack point creased the spar. If we improvise, what can be the potential cost? We
need the right tools to do the job and if they are broken, out of calibration, or missing, then we need to get
them repaired, calibrated, or returned as soon as possible.

One of the most common lack of resources we face in our industry is adequate lighting for the task at
hand. AME/A&Ps often depend heavily on flashlights perched on some part of the aircraft to carry out a
task when only a few meters away is a proper portable light. How many times have you seen a fellow
worker do an inspection in a wing, take out 56 screws; drill out 6 of them, replace 2 anchor nuts, and then
spend 5 seconds looking inside the wing with a single-cell AA pen light? What are they really going to see
with such a light?
Colin Drury from the State University of New York at Buffalo found that most maintenance facilities were
lit to 51 foot-candles of light (ft-c). In his studies, he recommends a minimum of 75 ft-c, with critical
inspection situations requiring a minimum of 95 ft-c. He also found lighting requirements double with age.
For example, for a 25-year-old technician 50 ft-c of light may be sufficient while 100 ft-c of light may be
required by a 55-year-old to perform the same task.

Technical documentation is another critical resource that can lead to problems. When it comes time to
find out more about what we are working on or how to troubleshoot and repair a system, sometimes we
cannot find the information we need in the manuals or diagrams in order to complete the task. If we
cannot find the information we need, we should feel free to ask a supervisor, or speak with a technical rep
or technical publications department at the appropriate aircraft manufacturer. Most of our manuals are in
a constant state of revision, and, if you do not identify missing information in the manuals, then nothing
will be done to correct the documentation. The publications department relies on your feedback. Some
manufacturers have technical support people available by the phone 24 hrs a day to answer your
questions. They are a valuable resource, use them. Do not put yourself in the position of having to make
decisions on your own without the proper documents to support your decision. Resources are there to
help you, so use them.

The final and most valuable resource you can have in a maintenance department is the flight crew. All too
frequently, the level of communications between the flight crew and the maintenance crew is extremely
poor. The flight crew can provide us with all sorts of valuable information when dealing with a defect. This
information includes:
•When and where the event occurred ¥Indications prior to failure
•Did the system surge or flicker?
•How often does the system cycle?
•Range of transmission or reception
•Time of retractions or extensions
•Noises in aircraft, in the headsets, etc.
•Vibrations, stiffness of system
•Was irregular trim required?
•Ease or lack of control
•Smoke or fumes
•Loss of amperage and/or voltage.

When I have worked with various aviation maintenance departments, one of my first goals was to build a
rapport with the flight crews. Again, this is not the first thing most maintenance personnel think of doing. I
showed them that I was very interested in how the aircraft performed and was interested in all of the small
defects as well as the big ones. I wanted details. The more they told me, the easier my job was to
troubleshoot and less time was wasted. The flight crews always called me on the radio when there was a
defect or if they thought I may want them to do some troubleshooting on the ground before they shut
down the engines. The result was that most problems were fixed the first time around. The company
saved money and made money because we worked together.

When we have the proper resources for the task at hand, there is a much higher probability that we will
do a better and more efficient job. And, there is a higher likelihood that the job will be done correctly the
first time. Learn to use the resources that are available. If the correct resources are not available, then
make the necessary arrangements to get them in a timely manner. The end result will save time, money,
and of course, enable us to complete the task knowing the aircraft will be airworthy from all aspects.