Aircraft Maintenance Technician (AMT), refers to a licensed qualification for carrying out aircraft maintenance. Aircraft Maintenance Technicians (AMTs) inspect and perform or supervise maintenance, preventive maintenance, and alteration of aircraft and aircraft systems.
Aircraft maintenance technicians are responsible for inspecting and performing or supervising maintenance, preventive maintenance, and alteration of aircraft and aircraft systems. In the USA In the US, TMAs usually refer to themselves as A & P, for the structure of the aircraft (Airframe) and the mechanics of the powerplant (Powerplant Mechanics).
In the USA, for a person who holds a mechanic certificate issued by the Federal Aviation Administration; the rules for certification, and for certificate-holders, are detailed in Subpart D of Part 65 of the Federal Aviation Regulations (FARs), which are part of Title 14 of the Code of Federal Regulations. The US licensed qualification is sometimes referred to by the FAA as the Aviation Maintenance Technician and is commonly referred to as the Airframe and Powerplant (A&P).
In many countries the equivalent license to an AMT is the Aircraft Maintenance Engineer (AME).
The twelve factors in the maintenance of aircraft
Due to the large number of aviation accidents related to the maintenance work that occurred between the 1980s and 1990s, Transport Canada identified twelve human factors that reduced the ability to act efficiently and safely and, for which, these errors occurred. These twelve factors, known in English as ‘Dirty Dozen’ 2 , were adopted by the aeronautical industry with the aim of avoiding human errors during the maintenance of aircraft. Therefore, it is important to know these twelve factors, their symptoms, as well as understand the interactions between workers, to learn how to prevent these failures in the future.
The twelve factors
Lack of communication
Lack of communication is one of the key human factors in faulty maintenance. The communication occurs between aircraft maintenance technicians and pilots or those in charge of replacing parts of an airplane, among others.
Each change of shift is a critical moment in the maintenance of an aircraft due to the degree of understanding between operators, especially when more than one maintenance technician is working simultaneously on the same aircraft.
It is important to be precise and complete the maintenance report without omitting any steps so that the next technician can resume the work exactly where it was completed, knowing the updated status of the aircraft.
Satisfaction
Satisfaction is a human factor in the maintenance of aircraft that develops over time. A technician is gaining experience and knowledge in a way that generates a sense of self-satisfaction and false confidence.
A repetitive task can be overlooked due to the number of times the maintenance technician has performed it beforehand without encountering an error.
To combat this satisfaction, a technician must train to expect to find a fault that has been previously created in the inspection of an item. He must be fully involved in the task he is doing, giving equal importance to any inspection of an aircraft.
Lack of knowledge
The lack of knowledge during the maintenance of an aircraft can lead to catastrophic results. The differences between aircraft models, as well as the evolution of technological systems, require technicians to prepare continuously.
All maintenance must be developed according to standard specifications and approved instructions. These instructions are based on the knowledge gained in the engineering and in the operations of equipping an aircraft.
If during maintenance work, the technician in charge has any doubts about the aircraft he is dealing with, he should consult an expert technician in said model before acting without sufficient knowledge.
Distraction
A distraction during the maintenance of an aircraft can be caused by the interruption of it. When work is resumed, the technician in charge may miss some detail that needs attention.
It is estimated that 15 percent of maintenance errors occur as a cause of distraction.
The distractions can be mental or physical, and can occur regardless of where the technician develops his work.
A good procedure is that, when the technician notices a lack of concentration, go back to the last three steps he made and verify that his work has been carried out correctly.
Lack of teamwork
Related to the lack of communication, this factor contributes to err in the maintenance of an aircraft. Sharing knowledge among technicians, coordinating maintenance functions, rotating in different tasks and working with flight personnel to solve problems make maintenance work optimally.
A lack of communication increases the difficulty of the work and, the disagreement between them can directly affect the physical integrity of the aircraft.
Fatigue
Fatigue is the human factor that contributes in greater percentage to cause errors that trigger serious accidents. Fatigue can be a physical or mental component. A person is said to be fatigued when their cognitive capacity, decision making, reaction time, coordination, speed, strength or balance are reduced.
The best remedy for fatigue is to maintain the recommended sleep hours. The technician must be aware of the quantity and quality of their rest hours. Small intervals of rest during the maintenance work are justified in case of symptoms of drowsiness.
The consumption of caffeine or medication is not recommended to fight against this fatigue.
One measure to check the level of fatigue of the technicians is the control between them, as well as the observation of an inspector during maintenance work.
Lack of resources
A lack of resources, or lack of quality, can interfere with a technician’s ability to complete a task due to lack of support material.
The technicians can carry out a previous revision of the maintenance work to be carried out to request the necessary pieces.
With a correct organization, making sure that the personnel has the corresponding tools, repaired and calibrated, they serve to avoid possible improvisations that cause incidents.
In turn, the use of technical documentation is a critical resource that can help solve aeronautical maintenance problems.
Pressure
The maintenance of an aircraft requires individual action in an environment of constant pressure in order that the tasks are carried out correctly and as quickly as possible so as not to make mistakes.
However, this pressure in most cases has a negative effect on workers. The airlines have a financial manual that includes a strict schedule of their activities on land and in air, in order to force the technicians to work under pressure so that they perform the maintenance tasks at a high speed to continue using the aircraft 3 .
To combat this pressure, technicians should ask for help if they need it to perform a task. It is also recommended that if it is seen that the time imposed for a task is insufficient, the maintenance organization should be informed and the conditions discussed.
Lack of character asetivo
Assertiveness is the ability to express feelings, opinions and needs in a positive and productive way.
The technicians in charge of aircraft maintenance need to have feedback between them. It is important that you have the relevant documentation to argue the facts and favor the explanation of what a technician is trying to do in an aircraft.
Stress
Aircraft must be functional and carry out flights in such a way that they generate the maximum possible money for the airlines, which requires that the maintenance work be carried out in as short a time as possible, to avoid possible delays or delays. Cancellations
The continuous advance of the technologies that require the best preparation of the workers, working in dark, closed spaces, with lack of resources and long periods of time, as well as the great responsibility that the maintenance works have, are the main stress factors in the technicians.
To fight against stress, workers are recommended to maintain a healthy life, respecting their sleep hours, having a good diet and exercising daily.
Lack of conscience
Much related to false satisfaction or trust, the lack of awareness is defined as the inability to recognize all the consequences of an action or lack of foresight.
After completing the same task several times, it is easy for technicians to become less vigilant and develop a lack of awareness of what they are doing and what is around them. Each time a task has been completed, it should be treated as if it were the first time.
Rules
There are unwritten rules that are followed by many organizations. These rules are created to solve problems that at first glance are ambiguous. However, some standards are not safe or productive, generating a negative effect on the working group.
Omitting steps during maintenance of an aircraft, working from memory without following pre-established steps or not following basic procedures are examples of unsafe standards.
Common mistakes in aircraft maintenance
The Civil Aviation Authority of the United Kingdom conducted a study in a space where maintenance tasks were performed and drafted a list of the most common errors they found, highlighting:
Incorrect installation of components.
Assembly of wrong parts.
Discrepancies in the electrical wiring of the aircraft.
Forgetting tools and materials.
Failure in lubrication work.
Failure to secure access panels and fairings.
Failure to secure panels and fuel gates.
Failure to eliminate locking pins.
It was concluded by assuring that 20 percent of all air accidents have been caused by technical failures, while 8 percent have been caused by human factors.
USA
Certification
The general requirement for eligibility for a mechanic certificate include the following: The candidate must
Be 18 or older
Be able to read, speak, and understand English fluently;
Meet the experience or educational requirement; and
Pass a set of required tests within a maximum of 24 months.
The required tests include, first, a set of knowledge tests; these are followed by a practical test, which includes an oral examination component, and which is administered by a Designated Mechanic Examiner (DME).
A person who fulfills the necessary requirements is issued a mechanic certificate with either an airframe or powerplant rating, or both. It is these ratings which together account for the common practice of referring to mechanics as “A&Ps.” Until 1952, instead of the Powerplant rating, an Engine rating was issued, so the abbreviation “A&E” may appear in older documents.
Eligibility for the mechanic tests depends on the applicant’s ability to document their knowledge of required subject matter and ability to perform maintenance tasks. The FAA recognizes two ways of demonstrating the needed knowledge and skills: Practical experience or completion of a training program at a school certificated under Part 147 of the FARs.
Industry competitions
The AMT Society presents the Maintenance Skills Competition annually, which recognizes top AMT teams across all aviation including commercial and military.
Applications based on experience
Applicants for a Mechanic certificate with a single rating—either airframe or powerplant—and who base their application on practical experience must demonstrate 18 months of work experience applicable to the chosen rating. Those applying for both ratings must show a total of 30 months of applicable experience. Many military-trained aircraft mechanics are eligible to use their work experience as the basis for an application for a civilian mechanic certificate.
Applications based on education
Applicants who attend an Aviation Maintenance School program certificated under Part 147 study an FAA-approved and supervised curriculum. Those applying for a Mechanic certificate with a single rating—either Airframe or Powerplant—study a “general” set of subjects for at least 400 hours, as well as at least 750 hours of material appropriate to the chosen rating, for a total of 1,150 hours. Those who pursue both ratings study the “general” material, as well as the 750 hours for each rating, for a total of at least 1,900 hours. Completion of such a program of study typically requires between 18 and 24 months.
Required areas of study in the “general” curriculum include electricity, technical drawings, weight and balance, hydraulics and pneumatics, ground operation of aircraft, cleaning and corrosion control, basic mathematical calculations, forms and record-keeping, basic physics, maintenance manuals and publications, and applicable federal regulations. Thorough knowledge of FAA rules and regulations (especially with regard to accepted repair/modification procedures) is also expected of A&P mechanics.
Required areas of study in the airframe curriculum include inspection, structures—wood, sheet metal, composite—and fasteners, covering, finishes, welding, assembly and rigging, hydraulics, pneumatics, cabin atmosphere control systems, instrument systems, communication and navigation systems, fuel systems, electrical systems, position and warning systems, ice and rain control systems, and fire protection systems.
Required areas of study in the powerplant curriculum include inspection, reciprocating and turbine engine theory and repair, instrument systems, fire protection systems, electrical systems, lubrication systems, ignition and starting systems, fuel metering systems, fuel systems, induction and airflow systems, cooling systems, exhaust and reverser systems, propellers, unducted fans, and auxiliary power units.
Inspection authorization
Some AMTs, after at least three years of working in their field, choose to acquire an inspection authorization (IA), which is an additional rating added on to the individual’s mechanic certificate. These individuals are allowed to perform annual inspections on aircraft and sign off for return to service on major repairs and alterations on the required block of the FAA form 337. Certification and limitations, including renewal requirements, of mechanics with inspection authorization is contained in 14 CFR Part 65.
The requirements for obtaining an inspection authorization is that the AMT must be licensed for a minimum of three years and actively exercising the rights of an A&P for the two years prior to the date that the IA examination is to be taken.
Renewal of the IA rating must be done every two years (on odd years) by submitting to the FAA a form showing a minimum of activity in which the IA exercised his or her authority. This activity comprises either annual inspections, major repairs, major alterations, or a minimum of 8 hours of FAA approved training. This activity must be accomplished every 12 months even though the renewal period is every 24 months.
Types of licenses
In Europe , the license is given by the European Aviation Safety Agency , EASA part 66 (JAR-66), and there are five subcategories of the European license to which you can initially choose:
A1, A2, A3, A4
B1.1. Aircraft with turbine engine.
B1.2. Airplanes with piston engine.
B1.3. Helicopters with turbine engine.
B1.4. Helicopters with piston engine.
B2. Avionics
B3 Small aircraft
C
A license A can issue certificates of commissioning and perform maintenance tasks with the limitation imposed in its category within the parameters imposed by the center 145.
A maintenance license for aircraft of category B1 allows its holder to issue certificates of suitability for service after maintenance work, including work on the structure of the aircraft, the power plant and the mechanical and electrical systems. Also included in these faculties is the replacement of replaceable avionics units online that need simple checks to demonstrate their operation.
A maintenance license for aircraft of category B2 allows its holder to issue certificates of suitability for service after electrical and avionics systems maintenance work. 1
ARGENTINA: In Argentina, licenses for aeronautical maintenance are called: Mechanic for aircraft maintenance Mechanic for aircraft radio equipment
Requirements
Spain
In Spain to be able to practice as “TMA” it is necessary to comply with the conditions that are listed in Royal Decree 284/2002. of March 22, which in essence are:
Be 18 years old
Have accredited sufficient knowledge about the matters specified in said royal decree, which retakes those that are related in EASA – JAR Part 66
Accredit a minimum experience in aircraft maintenance tasks, the amount of which will depend on the type of license. 250h for license B1.2 and 400h for licenses B1.1, B1.3 and B1.4.
In Spain, having approved the Higher Degree Vocational Training Cycle of Aeromechanical or Avionic Maintenance Professional Training is not a required or sufficient requirement to obtain the TMA license.
Requirements for the theoretical exams required by the EASA LMA Part 66
The applicant for an aircraft maintenance license must demonstrate, through an examination in SENASA (Spain) or approved EASA School Part 147, a level of knowledge as detailed below:
Common agenda for Licenses B1 and B2:
Mathematics
Physical
Electricity
electronics
Digital techniques, instruments
Materials, equipment and tools
Maintenance practices
Basic aerodynamics
Human factors
Aeronautical legislation
Propellers
Additional agenda for license B1.1:
Gas turbine engines
Aerodynamics, structures and systems of the plane
Additional agenda for license B1.2:
Piston engines
Aerodynamics, structures and systems of the plane
Additional agenda for license B1.3:
Gas turbine engines
Aerodynamics, structures and helicopter systems
Additional agenda for license B1.4:
Piston engines
Aerodynamics, structures and helicopter systems
Additional agenda for B2 license:
Propulsion
Aerodynamics, structures and systems of aircraft
Experience requirements to obtain an LMA License Part 66
The applicant for an aircraft maintenance license, who has approved the theoretical modules as established in the table above, must have acquired:
For subcategories B1.2 and B1.4:
Three years of practical experience in the maintenance of operational aircraft, if the applicant did not previously have relevant technical training; O well
Two years of practical experience in the maintenance of operational aircraft and having followed a training considered relevant by the competent authority as a qualified worker, in a technical trade; O well
One year of practical experience in maintaining operational aircraft and having completed a basic training course approved under part 147 of EASA.
For category B2 and subcategories B1.1 and B1.3:
Five years of practical experience in the maintenance of operational aircraft, if the applicant did not previously have relevant technical training; O well
Three years of practical experience in the maintenance of operational aircraft and having followed a training considered relevant by the competent authority as a qualified worker, in a technical trade; O well
Two years of practical experience in maintaining operational aircraft and having completed a basic training course approved under part 147 of EASA. 1
Colombia
Colombia, Person holding a license that enables it to carry out maintenance work on airplanes online (line technician, TLA, TLH) or in relation to specialties (technical specialist, TERM, TEEI, TESH, TEMC, TEH) own workshops Aeronauticals and Regulated by the UAEAC, Special Administrative Unit of Civil Aeronautics.
In order to access these technical licenses, the applicant must comply with several requirements depending on the license requested.
Requirements stated in the RAC, Colombian Aeronautical Regulation. “RAC 2 – Aeronautical Personnel” and RAC 65 that has not been put into effect so far.
Type of license granted to aeronautical maintenance personnel
TLA Airline Technician
TLH Helicopter Online Technician
TERM Technical Specialist in Repairs of power plants
TEEI Technical Specialist in Electricity, Electronics and Instruments – Avionics Specialist Technician
TESH Specialist in Hydraulic Systems
TEMC Specialist in Metallic Structures and Composite Materials
TEH Helicopter Specialist
Source from Wikipedia