On January 18, Atlas Air Flight 3885 was between Miami and San Juan, Puerto Rico, when the crew received a fire indication in the Boeing 747-8F’s No. 2 engine at approximately 3,000 feet. An emergency was declared and the aircraft returned to Miami with no injuries reported.

• READ MORE: NTSB Issues Urgent Safety Warning for Some Boeing 737s

No signs of an uncontained engine failure were found, the NTSB’s final report noted, though minor burn damage was reported on the GEnx engine’s thrust reverser fan duct. The aircraft returned to service nine days later on January 27.

According to the agency’s report, a third-party maintenance contractor was tasked with performing a borescope inspection on the No. 2 engine, requiring the removal of a plug. Both the mechanic and inspector certified that the inspection had been completed in line with maintenance manual standards.

The removed plug was found loose in the engine cowling, which resulted in the fire.

Editor’s Note: This article first appeared on AirlineGeeks.com.

The post NTSB Blames Boeing 747 Engine Fire on Shoddy Maintenance Work appeared first on FLYING Magazine.

Aircraft did not start off with tires, or even wheels, for that matter. The Wright Flyer did not use landing gear. Instead, the launching rail system consisted of four 15-foot two-by-fours totaling 60 feet.

“[In 1909] Goodyear developed the first pneumatic aircraft tire, which replaced the runners and bicycle tires on pioneer airplanes like the Wright Flyer,” the company said.

It wasn’t until 1983 that Goodyear made the first radial tire approved by the FAA.

Specifications

The OEMs specify the specific tire size, ply rating, and pressure requirements for each individual aircraft. These elements directly impact the taxi parameters and landing operation.

During tire changes, it is crucial to install only approved aircraft tires.

Several tools assist in selecting the appropriate aircraft tire for your specific application.

Goodyear Aviation Tires features an online application guide where you can look up tires by size, part number, or aircraft.

The Goodyear Aviation Data Book contains seven sections to assist you in navigating the aircraft tire space. This booklet presents specific data on the proper tire sizes for different aircraft main and auxiliary/nose gears, speed ratings, nominal inflation pressures, dimensions, and other data users need to obtain the maximum service from their aircraft tires.

Automotive company Michelin also produces a line of aircraft tires under its Aviator brand. It also has a line of downloads to assist in outfitting your aircraft with the proper tire. 

One way an aircraft component, such as a tire, gains approval is through a supplemental type certificate (STC) issued by the FAA.  Michelin’s General Aviation STC, for example, may be found here.

All parts installed on certificated aircraft must carry some form of approval. Some approvals, such as parts manufacturer approval (PMA) parts, designated engineering representative (DER) repairs, and STCs, are alternate means of approval, which means the OEM does not support them.

Hazards

Aircraft tires are at a greater risk of damage due to their exposure to the elements, extreme temperature fluctuations, and high friction operation.

Common defects include:

• Wear: Uneven or excessive tread wear indicates that your tires may be improperly inflated.
• Sidewall damage: Cracking or bulging in the sidewalls can result from underinflation or harsh environmental conditions.
• Flat spots: Occurs due to heavy braking during landings.
• Foreign object damage (FOD): Debris on the runway can puncture or damage tires.
•  Neglect: Failure to maintain aircraft invites Murphy to hang out on your flight line.

Be wary of extreme air pressure loss. Goodyear urges the following: “Any tire removed due to a pressure loss condition should be returned to an authorized repair facility or re-treader, along with a description of the removal reason.”

Maintenance

Aircraft tires play a crucial role in aircraft operation. 

“Inflation pressure is the most important thing for the tire’s life,” said Tim Wong, service leader at VSE Aviation. “Check tire pressure before the first flight every day.”

Also important are ply ratings.

“Ply rating relates to how much load the tire can withstand,” Wong said. “The higher the ply rating, the heavier the load. Also, ply rating is a ‘rating,’ not necessarily the number of layers in a tire.”

Retreads can also be a good value, according to Wong.

“If you’ve flown commercially, 90 percent of commercial aircraft fly on retreads,” he said. “You will benefit from the OEM casing and longevity of our rubber. It’s definitely a great value with no risk.”

Tire pressure is the single most impactful maintenance item for aircraft tires, according to Philip Weber, former vice president of sales for Bridgestone Aircraft Tire.

The OEMs design aircraft tires to lose pressure as they fly, on average 2-3 percent per landing, to vent gasses that build up between the rubber layers. Regular tire pressure monitoring and maintenance will ensure proper performance and maximize safety.

Sidewall deflection is the biggest determining factor of aircraft tire longevity. The more sidewall deflection, the more quickly the tire wears, and the casing becomes scrap. Higher ply ratings give the tire more sidewall stability, resulting in more carrying additional weight. In addition, some tires have layers of Kevlar to improve tire puncture and FOD protection.

Retreads perform as well, and often better, than the original new tire. Unlike semitruck tires, where the new tread is simply welded to the outer surface of the casing, aircraft tires go through a complete re-baking process every time they are retreaded. This process makes the retread tire like new again.

Additionally, the baking process stiffens and seats the tire bead, which creates tires that are often easier to install and pressurize. In some cases (Boeing 737NG as an example), a retreaded tire can have a deeper tread than the original tire, providing longer on-wing life.

The post Understanding Aircraft Tires appeared first on FLYING Magazine.

Established in 1962, the GAA recognizes aviation professionals, specifically flight instructors, maintenance technicians, and FAA Safety (FAASTeam) representatives who make a positive impact in the industry.

Webb’s resume includes management and marketing positions at the Aircraft Owners and Pilots Association (AOPA), a 15-year stint with the Avemco Insurance Co. as vice president of marketing and public relations director, and seven years as the director of marketing and communications for the National Association of Flight Instructors (NAFI).

During her tenure with NAFI, Webb spent three years on the board doing fundraising and PR. After her time on the board, she co-produced the annual GAALive broadcast, a seminar highlighting the knowledge and ability of each year’s honorees.

Webb succeeds Sandya Narayanswami, who served as GAA board chair from 2019-24 and now moves into the position of fundraising director.

“Lauretta and I have become close colleagues and friends over the years, so I know she is the right person to grow awareness, participation, and continued operational efficiencies for our organization,” Narayanswami said. “It has been a pleasure and an honor to collaborate with the GAA board as chair, and I hope to continue to do so as the fundraising director.”

Webb said she and Narayanswami share the same objective for GAA.

“Thanks to Sandya’s outstanding efforts, GAA is a ‘well-oiled machine,’ giving me the opportunity to take our organization to greater heights,” said Webb. “Ours is a singular goal—work with FAASTeam leadership to identify, recognize, and honor the best-of-the-best flight instructors, mechanics, and safety reps in GA.”

Each year the GAA program receives nominations from around the country for the award of Instructor of the Year, FAASTeam Representative of the Year, and Aviation Maintenance Technician of the Year. The nominees must submit an application packet that is evaluated by their local flight standards district office. From there, if they qualify and are deserving, the nomination advances to the regional then national level.

The winners are recognized each July during EAA AirVenture in Oshkosh, Wisconsin. 

The post General Aviation Awards Names New Leadership appeared first on FLYING Magazine.

The Aviation Supply Chain Integrity Coalition, co-chaired by former National Transportation Safety Board Chairman Robert Sumwalt and former U.S. Transportation Deputy Secretary John D. Porcari, includes industry stakeholders such as Boeing, Airbus, Delta Air Lines, United Airlines and American Airlines, as well as GE Aerospace, Safran and Standard Aero.

The coalition was formed in response to 2023 revelations from jet engine manufacturer CFM International, jointly owned by GE Aerospace and France’s Safran, which found that thousands of engine components may have been sold with forged documentation by the British distributor AOG Technics.

Over a nine-month period, coalition members met with the goal of strengthening the overall integrity and safety of the supply chain. The group concluded with 13 recommendations focused on three key areas: strengthening vendor accreditation, digitizing documentation and improving the traceability of parts.

According to Reuters, while fewer than 1 percent of CFM engines in service were affected by this issue, the incident underscored the need for further action. It primarily impacted a small number of CFM56 models, the most widely sold passenger jet engines in the world.

“We were able to stop a rogue actor and quarantine the parts last year thanks to swift action from the aviation industry, but more is needed to stop anyone who tries to take a shortcut in the future,” said Sumwalt.

Editor’s Note: This article first appeared on AVweb.

The post Aviation Coalition Proposes Measures to Prevent Unapproved Parts appeared first on FLYING Magazine.

While Delta provided few details about the explosion, which is under investigation, here is what we know. Mechanics removed the tire from a Boeing 757 and transferred the wheel and tire assembly to the wheel and brake shop. I walked past that shop hundreds of times during my stint at TechOps, and to think about a tragedy of this magnitude is quite surreal.

• READ MORE: Two Killed in Delta Aircraft Tire Explosion

“It is a little bit alarming because this stuff doesn’t happen every day or every week or even every month,” Kyle Bailey, a former FAA safety expert and aviation analyst, told Atlanta Fox affiliate WAGA-TV. “These things explode, these things malfunction, people make mistakes. But sadly, in this case, two people were killed.”

I can attest that I have been an A&P mechanic for over 30 years, and 99 percent of things go off without a hitch. Unfortunately, when things go wrong in aircraft maintenance, they go terribly wrong.

Keep Your Head on a Swivel

In navigating the dangers of aircraft maintenance, it’s critical to maintain situational awareness, or “keep your head on a swivel,” according to the National Aviation Academy.

When my father worked for United Beechcraft at Fulton County Executive Airport/Charlie Brown Field (KFTY) in the early 1990s, a mechanic called for help holding a breaker bar so he could break down a King Air wheel and tire assembly. Having neglected to deflate the tire, it exploded, resulting in the death of a helper. 

Deflation is a vital step in changing a tire, according to a tip sheet compiled by industry professionals and circulated by the FAA. 

“Remove the air from the tire,” it says. “Warning: The tire will be deflated even though the size will not change. Deflate first to avoid any hazards. This is to be accomplished before the wheel is removed from the aircraft.

California Department of Public Health’s Occupational Health Branch case report 19CA002 offers some insight into what happens if technicians attempt maintenance on an inflated aircraft tire:

A stationary engineer working at an airport died when the tire and wheel he was disassembling exploded. The employees on the previous shift removed the tire and wheel from an airport passenger boarding bridge and placed it in the airport maintenance shop. The victim and a co-worker were removing the nuts and bolts that held the wheel together when the tire and wheel assembly exploded, striking the victim in the head and neck. The valve stem was not removed from the tube within the tire to release the air pressure.

The CA/FACE investigator determined that to prevent similar future incidents, employers with workers who change multi-piece tires should:

●      Implement policies and procedures as part of a safety program to ensure that tires are deflated before wheel disassembly.

●      Remove all pneumatic tires and replace them with solid rubber tires.

●      Consider providing employees with certified commercial tire service (CTS) training or hiring companies with CTS technicians.

The FAA-H-8083-31B Aviation Maintenance Technician Handbook—Airframe offers this caution: “Deflate the tire before starting the procedure of removing the wheel assembly from the aircraft. Wheel assemblies have been known to explode while removing the axle nut, especially when dealing with high-pressure, high-performance tires.”

Shop Safety Considerations

The No. 1 reason accidents happen is the failure to follow procedures, according to John Goglia, an airline mechanic and former National Transportation Safety Board (NTSB) member.

“The best way to prepare an aircraft maintenance team is through structured training,” Goglia said. “On-the-job training is one thing, but what if the guys in the shop have been doing it wrong for years? For example, aircraft tires are a lot easier to roll when inflated, even though they are supposed to be deflated when removed from the aircraft.

“Another thing to consider is that in some instances, mechanics work outside their skill, perhaps on loan from another department due to a surge in workload. Those are particularly at risk.”

In my maintenance days, the entire facility went on lockdown for training if we suffered an incident. We called it a safety stand-down, and nothing happened until we completed the task. 

Human factors, such as stress or complacency, directly contribute to many aviation accidents, the FAA said in its Aviation Maintenance Technician Handbook.

Admittedly, we do not precisely know what happened last week at the Delta TechOp shop. AMTs share a common bond and generally look out for each other.

Accidents happen, and sometimes with tragic consequences. We are duty-bound to understand what went wrong so we can correct it for future generations.

The post Deadly Tire Explosion at Delta Facility Highlights Risks in Aviation Maintenance appeared first on FLYING Magazine.

This is not what a CFI wants to hear when the learner is doing the preflight inspection. The learner was looking at the nosewheel of the Cessna 150, specifically, at a scalloped pattern on the side of the tire. She’d never seen this before—and frankly, in my more than 30 years of flying, neither had I. But I knew ugly when I saw it. 

One of the things I teach my learners is not to be embarrassed about asking for help, or asking a more experienced pilot or mechanic a question about something you find during a preflight. With this in mind I took a photograph of the tire with my smartphone and sent it to an A&P/IA with the text question, “OK to fly?” although I had a pretty good idea what the reply would be.

And I was right. 

The reply came back immediately: NO. A few more lines followed, mostly caveats about tires blowing at awkward moments and inquired if I needed help. I quickly explained the situation and ended with the phrase, “Decision: no-go.”

Although disappointed we could not fly, I was happy the learner had the opportunity to see a less-than-standard tire, because it allowed us to have a discussion about aircraft tires. They take a beating at a flight school, so it’s important for the learner to know what is normal and what is not. There is a reason that the checklist includes “check tires for proper inflation, damage, and flat spots.”

Negative transference—that is, applying information from something similar but different—can bite a pilot, especially with tires. One of the big mistakes made by fledgling pilots, especially those who are renting aircraft, is that they think airplane tires are the same as automobile tires, according to Randy Hedrick, customer support engineer for Michelin Tire. 

“Car tires have a wear bar. Aircraft tires don’t,” Hedrick said, noting that the flight students may not realize the aircraft tires are worn to the point of impending failure or more commonly, improperly inflated. 

“We recommend doing a pressure check before the first flight of the day. It’s normal for tires to lose pressure during the day, [so] losing up to 5 percent in two to four hours is acceptable.”

Renter pilots often don’t check the pressure of the tires as part of the preflight inspection. Improperly inflated tires can cause vibration—and that will definitely get your attention during ground operations, especially during takeoff and landing. 

Can You Change the Tire?

Most flight schools keep spare tires stocked, especially when they are also an FBO and have a visiting aircraft in need of maintenance. If they have a replacement tire, you have the tools, and it is your aircraft, so the FARs permit you to change the tire. But please don’t try to do it unless you have the proper tools and know how. 

Every mechanic contacted for this story said the same thing: It’s best to have someone with experience (like an A&P) show you how to do it at least once. There are more steps involved when changing an aircraft tire than there are when changing a tire on a bicycle or automobile, and different techniques and the right tools are a must.

For starters, you need to chock the other tires, find the jack point on your aircraft, and then have some blocks of wood to balance the jack. You have to be careful as you jack up the airplane and reposition the jack because the tire may move in.

Once the airplane is jacked up and the tire off the ground, you have to cut the safety wire. This releases the bolts that hold the brake pad in place, allowing you to take the wheel apart. That’s right—take the wheel apart.

The inner tube can take on a life of its own. Be very careful about the valve stem and be sure the tire tube is not kinked or folded. Installing the tube, whether new or used, involves talcum powder to guide in the inner tube. You have to be careful not to allow the tube to crease or fold, because that can introduce uneven wear, which you will feel when the tire rotates during ground operations.

These are just a few of the things we were warned about. There are many more steps to it, and even if you’ve done it before, you’ll probably want your A&P to check your work. You also need to log the tire change in the aircraft maintenance log.

Even putting air in the tire is not as straightforward as it is with cars. With automobile tires you find the pressure printed on the sidewall. On an airplane, that information is printed in the aircraft’s pilot’s operating handbook or airplane flying manual. Be able to find that information, noting the pressure for the nosewheel and main gear are usually different. 

Always verify those numbers before you ask someone to put air in the tires.

Flight School Tire Challenges

The flat spot is the most common issue found on flight school tires. This is caused by slamming on the brakes and locking them up.

Flat spots can be a challenge to see if the aircraft has wheel pants, so be ready to gently roll the aircraft forward by hand and check the tires all around during the preflight inspection. If the chords are showing through the tread, it’s usually a no-go situation. But there are some pilots who want to make the flight so badly that they get hit with an invulnerability stick and take the aircraft out anyway.

Please don’t be this person.

When you report an issue with a tire to the flight school you expect the maintenance crew to take a look at it. Most of them are good about this, as the aircraft doesn’t make any revenue when it is sitting on the ground.

If you are skeptical that the tire has been inspected, you can do the old chalk trick – make a line on the tire with chalk. If the tire is inspected the chalk line should disappear as the tire rolling over the ground will erase the mark. If the chalk line remains, the tire was not checked.

The post What You Need to Know About Tires When Learning to Fly appeared first on FLYING Magazine.

The role of an A&P is a challenging one with diverse job opportunities. Although they will often have a specialization, A&Ps are certified to work on all parts of all types of aircraft, ranging from widebody commercial airliners to small two-seat helicopters.

A&Ps are also sometimes referred to as aircraft mechanics or aviation maintenance technicians (AMTs). They can work for a variety of employers, ranging from flying schools to airlines to aircraft maintenance contractors.

Prospective A&Ps need to obtain a combination of training and skills before they can be certified by the FAA. Here are the four main steps to becoming an airframe and powerplant technician:

Meet the Basic Eligibility Requirements

To be an A&P, you must be at least 18 years old and be able to read, write, speak, and understand English.

Although you can obtain the technical skills required to be an A&P through training, you should also ensure that you have soft skills that will help you succeed in the field of aviation maintenance. These include strong communication skills and attention to detail.

Gain Formal Training or Experience

The FAA requires prospective A&Ps to meet either a training or experience requirement in order to be certified. There are three ways to meet this requirement:

• Completing the training requirement is the most common option, but also requires you to pay for the program. To meet this requirement, you will need to attend and graduate from an FAA-approved aviation maintenance technician school.
• Those with experience in the military have the option of completing a Joint Service Aviation Maintenance Technician Certification Council training course instead.
• Alternatively, you can complete 18 months of practical work experience with either airframes or powerplants, or 30 months of experience with both systems. Although this option may seem the most practical, entry-level apprenticeships can be hard to come by.

Pass the Required Tests

After meeting the training or experience requirement, a prospective A&P will need to complete the required FAA testing. First, there is a set of three knowledge tests. Once you pass these tests, there is an oral test and a practical test.

Get Certified by the FAA

After completing all the steps listed above, you can obtain your FAA certificate. The A&P certificate has no expiration date and does not require any medical testing.

The FAA certificate actually has two ratings—airframe and powerplant. Most mechanics will obtain both ratings, thereby earning the A&P designation.

FAQs

What is the salary for an airframe and powerplant technician?

According to the Bureau of Labor Statistics, the median salary for aircraft mechanics in 2023 was $75,400. The median annual pay for those working at airlines was $101,500.

Are airframe and powerplant mechanics in high demand?

Yes, there is high demand for A&Ps across the United States and around the world. The Bureau of Labor Statistics anticipates 4 percent growth for aircraft and avionics mechanics through 2032 and aviation training company CAE projects a need for 138,000 AMTs by 2033.

How long does it take to become an airframe and powerplant technician?

The timing depends on which training or experience requirement you choose and how long it takes you to complete the testing. A&P school programs typically range in length from 14 to 24 months. 

The post How to Become an Airframe & Powerplant Technician appeared first on FLYING Magazine.

And while I have, over the years, become adept at coping with such challenges like an adult, the exasperation I recently felt when fighting the sheet metal screws that secure my engine cowling in place on an otherwise beautiful day truly tested me.

It’s not that the engine cowling is complicated. On the contrary, it’s simply two very lightweight aluminum shells that fasten to the airplane with an assortment of various screws. To remove the cowling, one simply unscrews each of them, and each half can then be gently lifted away from the airplane. To reinstall the cowling, the process is reversed. Should be no big deal.

When hobbled by a near-complete lack of mechanical ability, however, things become a bit more complex. 

It’s my own fault. Growing up, my focus was on the piles of books and magazines that littered my room, and any opportunity to patiently focus on learning basic mechanical skills outside or in the garage tended to be quickly tossed aside in favor of more time reading FLYING or Car and Driver magazines.

Accordingly, my mechanical ability became—and remains—somewhat stunted. 

On the day in question, I was attempting to reinstall the engine cowling, and those sheet metal screws were fighting me every step of the way. Some weren’t long enough for the threads to take hold. Others spun in place, refusing to tighten like the threads were stripped. Still others seemingly hit a stop after a few turns, stubbornly refusing to tighten at all.

It was infuriating, and I was getting to the point where I would have to surrender altogether and beg my mechanic to come save the day.

That’s when I remembered one of the single greatest features of my airplane—the friendly, seven-day-a-week support and knowledge hotline, otherwise known as Dick, the airplane’s former owner.

Dick and I keep in touch pretty regularly. Having purchased the airplane from his friend some 40 years ago, he has over half a century of familiarity with it. When the time came to hang things up and sell it to me, I could tell it was difficult for him to say goodbye to his trusty friend. 

To help ease the pain, I promised to give him a call from time to time to update him on things. Since then, we’ve talked every couple of months. Our chats typically last an hour or more, the seesaw of conversation tipping back and forth between his experiences with the airplane in the past and my learning curve in the present. 

Despite having sold it to me, he continues to harbor a deep sense of ownership for the 170.

Once, when I mentioned that the engine had developed a small oil leak, his reaction was one of shock and deep offense. He could hardly believe that the engine he had taken care of so well had the audacity to misbehave in such a manner, and he wanted answers. Fortunately, fixing the leak was a simple matter of replacing a crush washer, and all was well.

Time and time again, Dick has demonstrated how he’s a walking encyclopedia of 1953 Cessna 170B, serial number 26053.

Right-side fuel drain acting up? Ah, yes, he recalled, he replaced that one back in ’85, so it’s probably due. Brake rotors looking kind of thin? Well, even though he’s only really ever used them to help steer on the ground, they’ve been on there since the Carter administration.

So when the profanity subsided during the Engine Cowl Screw Incident of Summer 2024, I caught my breath, wiped the sweat from my brow, and decided to call my lifeline for help. It didn’t take long for Dick’s friendly, easy-going manner to bring me back down to earth.

And as usual, he managed to explain things in a way that made me feel smarter than I am.

First, he had me spread all the screws out in a big container. Then, he began to point some things out. See how there are a few screws that are shorter in length? Those go up front by the left intake to better clear the forward left valve cover where there’s virtually no clearance. 

Oh, yeah. I guess those must have been the ones that weren’t biting or tightening down in other places. 

Notice how the thread pitch is slightly different on a handful of them? Back in 1983, he converted the forward sheet metal screws and Tinnermans to machine screws and floating nut plates. This provides a more secure attachment up at the front of the cowl for safety.

Oh, yeah—those threads are indeed a little different. That would explain why I was unable to thread so many of them into place. 

Dick methodically and clearly educated me on these finer points of the airplane, effectively talking me down from the ledge of incompetence and helping me to understand yet another mechanical aspect that had, up until that point, completely eluded me.

We chatted for a while longer, talking about flying, sharing some laughs, and updating each other on the latest happenings in our lives. 

It occurs to me that among all the criteria one must consider when evaluating various airplanes to purchase, the friendship and support from a previous owner is one factor that is completely unaccounted for.

Classified ads don’t include the previous owner’s demeanor or friendliness. There’s no way to evaluate whether that person would be willing to help out with information or advice in the future or, indeed, whether they are even the kind of person with whom you’d like to stay in touch at all. 

Perhaps it’s for the best. Because if such an evaluation system were in place and widely used, Dick would have increased the value of my airplane to a level well beyond my financial capability—and I’d never have been able to buy it to begin with.

The post Life Lessons and Surviving a Fight With Sheet Metal Screws appeared first on FLYING Magazine.

According to WSB-TV, one Delta employee and a contractor were killed as they were removing the tire.

Another airline employee was seriously injured as a result of the incident. In a statement to the news outlet, Delta confirmed the report.

“The Delta family is heartbroken at the loss of two team members and the injury of another following an incident this morning at the Atlanta Technical Operations Maintenance facility (TOC 3),” a Delta spokesman said. “We have extended our full support to family members and colleagues during this incredibly difficult time…The Delta family is grateful for the quick action of first responders and medical teams on site. We are now working with local authorities and conducting a full investigation to determine what happened.”

Few details are available as to what caused the incident. The involved aircraft is reportedly registered as N683DA, a 31-year-old Boeing 757-200 that had just flown from Las Vegas to Atlanta on Sunday evening.

Editor’s Note: This article first appeared on AirlineGeeks.com.

The post Two Killed in Delta Aircraft Tire Explosion appeared first on FLYING Magazine.

Becoming an AMT can lead to a lucrative and rewarding career. However, there are some important skills that prospective AMTs need to possess.

A Willingness to Learn

There is a steep learning curve for new AMTs. Not only do they need to complete their academic training, but there is also extensive on-the-job training. Learning and development is also a career-long process, with AMTs being required to stay up to date on new directives, procedures, and practices.

Teachability and adaptability are therefore valued traits in the world of aviation maintenance. Prospective AMTs need to be willing and able to absorb new information and apply their newfound knowledge and skills in a practical environment.

Attention to Detail

Pilots, crewmembers, and passengers rely on the hard work of AMTs for aircraft safety and reliability. With such important responsibilities, AMTs must have strong attention to detail when conducting their work.

Small mistakes can have serious consequences when it comes to aircraft maintenance. With larger aircraft now having millions of parts, the work of AMTs is often complex and detail oriented.

Flexibility

The work environment of an AMT can be dynamic and challenging. While AMTs often perform routine scheduled maintenance, the nature of the work also means that they are called upon when things go wrong.

Whether an aircraft is grounded due to an unexpected maintenance issue, or a new problem is discovered during a routine process, AMTs must have the ability to adapt to changing situations.

Many AMTs will work in a 24/7 environment, especially if they work for an airline. Companies will often perform maintenance at night when many of their aircraft are not flying. Prospective AMTs need to be prepared to work shifts around the clock and on evenings, weekends, and holidays.

Ability to Work Independently and on a Team

Although AMTs can work in different types of environments and workplaces, they typically work as part of a larger operation. Large airlines or maintenance providers, for example, could have dozens or even hundreds of AMTs working in a facility at any given time.

AMTs can work on all parts of an aircraft, ranging from the engines to the pilot seats. Given the wide range of potential tasks, AMTs have to be able to work well on their own and as part of a larger team.

Strong Communication 

Effective communication is important in most workplaces, but it is particularly crucial when safety is involved.

Not only do AMTs have to communicate with their maintenance colleagues, but they often have to work closely with pilots, crewmembers, supervisors, and other professionals within their company. Having the ability to communicate well, both orally and in writing, is a major asset for an AMT.

Technical Skills

The work of an AMT is inherently technical and requires extensive knowledge and training. Many of the technical skills needed to be an AMT are obtained through formal training.

However, there are also valuable skills that can be developed outside of the field of aviation maintenance. For example, strong math abilities or a good grasp on diagrams and patterns can greatly benefit a prospective AMT.

Physical Skills

Being an AMT is a physical job that requires a certain level of stamina and dexterity. AMTs may have to stand for long periods of time, work in confined spaces or awkward positions, and operate a variety of tools and equipment.

While many of these skills can be developed through training and experience, it can help a prospective AMT to be in good physical shape and have a general understanding of how to use tools and power tools.

Do You Have What It Takes to Be an AMT?

Being an AMT requires a certain set of skills, abilities, and knowledge. While many of these can be obtained with training and experience, others require personal development and growth.

The post What Skills Do You Need to Become an Aviation Maintenance Technician? appeared first on FLYING Magazine.