Last year, there were eight displays from various notable vendors like Teledyne Continental Motors, Textron Lycoming, Garrett Aviation, Champion Aviation products, SnapOn Tools, and many more. This year Aviall will be the sponsoring vendor and more than fourteen top level vendors will set up table-tops and booths. In addition to the vendors that participated last year there will be representatives from Precision Airmotive, Electrosystems, Consolidated Fuel Systems, Stratoflex, Lord Corporation, Allison, Corrosion Technologies, Shell Oil, Marathon Power Technologies, BFGoodrich Aerospace, Michelin Aircraft Tire, Slick, Royal Lubricants Parker-Hanifin Airborne/Cleveland Products, EXTEX, PTI Technologies, and Unison Industries Goodyear Tire & Rubber.

In response to your suggestions, the 1999 conference speaking schedule will be arranged so that you can hear all of the featured mainland speakers; like Bill O’Brien from FAA Headquarters in Washington DC, George Petterson from the National Transportation Safety Board, Naomi Tsuda from the FAA Western-Pacific Region Legal department, and Chinh Vaughn from the FAA Aircraft Certification Office.

At the AWARDS banquet on Friday night we will be honoring the AMT AWARD winners, recognize the employers who have participated in the AMT AWARDS program, and induct another Charles Taylor Master Mechanic Awards winner. In addition, the Honolulu FSDO will be inaugurating the annual Maintenance Technician of the Year Award and recognize the District and Regional winner of the Aviation Safety Counselor of the Year winner.

Attending the 1999 Aviation Maintenance Safety MegaConference will again be applicable toward your participation in the AMT AWARDS safety program and your attendance to both days (all day) can be used as a renewal basis for your Inspection Authorization.

Aviall will sponsor coffee and pastries in the morning - free of charge this year. They are also sponsoring the Friday evening AWARDS banquet.

THREE HUNDRED AND SIXTY DAYS

By an Anonymous Author

As today’s aviation world grows, I find myself in a precarious situation. I realize that not only are the aircraft getting more complex and expensive, but so are the mechanics' positions and responsibilities, and especially DOM’s.

The cost of aircraft today along with parts, components, insurance, advertisement, contracts, scheduling, labor and shipping tend to keep the operators fully extended and under tremendous pressure.

Of course, the operators' only thought is that now it is 1730; you can have the aircraft to perform any maintenance required, scheduled or unscheduled; but it has to fly at 0700 tomorrow morning.

Most mechanics' normal hours are usually from 1430 to 0 dark thirty, or however long it takes to complete the job. If nothing else breaks down that night or the following morning, then he may rest a full eight hours. If something does break, OH WELL, the beast prevails. This A/C must fly.

Jump up, collect your thoughts, your publications, your tools, your parts list and blast off to wherever your ailing machine awaits you. Ninety percent of the time it is something very simple, not affecting the actual airworthiness of the aircraft, but to comply with the FAR’s, everything must work unless you have an approved MEL supporting your aircraft.

I personally enjoyed the hard work and challenge of the maintenance side. As the company changed aircraft type and added to its fleet, maintenance became much like a marathon, except there was very little rest between races. Many factors contribute to overall airworthiness such as fatigue, morale and crews' rest. I found myself overwhelmed.

Now to the point - KNOW YOUR LIMITATIONS!

I realize I was limited in management. Even though I had great mechanics and fantastic helpers, I was still overwhelmed. I have found that realizing one’s limitations is an educational experience, but it does not mean that your present limit is all you can ever achieve. It only means that you have to acknowledge where you need help. My case was management.

Being an airframe and powerplant mechanic carries a tremendous amount of responsibility. Take it seriously. Understand that you and the operator are a team. Keep the communication lines open and undistorted. Most of all respect one another including owners, operators, mechanics, pilots, and the FAA. If someone needs attention, give it to him or her. Listen with your heart, not your eyes.

The greatest strength is being one complete team functioning as one complete body.

I personally failed to follow through with the completion of a job that was returned to service, and now it has cost me a 360 day suspension. Of course, it was not intentional. In my case it was the installation of an STC. I made a logbook entry that stated the work was complete when in fact it wasn’t. In addition, I had not completed a Form 337 or completed other changes to the aircraft records.

Make sure you cover every detail, no matter how busy you are or how simple the task. Always perform all maintenance in accordance with regulations and directives. No shortcuts! No certificate lost.

THREE HUNDRED AND SIXTY DAYS. Yes, that is an extremely long time to be without your certificate.

The following questions are from the "Before the task" checklist:

• Do I have the knowledge to perform the task?
• Do I have the technical data to perform the task?
• Have I performed the task previously?
• Do I have the proper tools and equipment to perform the task?
• Have I had the proper training to support the job task?
• Am I mentally prepared to perform the job task?
• Am I physically prepared to perform the task?
• Have I taken the proper safety precautions to perform the task?
• Do I have the resources available to perform the task?
• Have I researched the FAR’s to ensure compliance?

The following questions are from the "After the task" checklist:

• Did I perform the job task to the best of my abilities?
• Was the job task performed to be equal to the original?
• Was the job task performed in accordance with appropriate data?
• Did I use all the methods, techniques, and practices acceptable to the industry?
• Did I perform the job task without pressures, stress, and distractions?
• Did I reinspect my work or have someone inspect my work before return to service?
• Did I make the proper record entries for the work performed?
• Did I perform the operational checks after the work was completed?
• Am I willing to sign on the bottom line for the work performed?
• Am I willing to fly in the aircraft once it is approved for the return to service?

If you would like to have a copy of this Maintenance "Personal Minimums" checklist, please give me a call. They’re free - a gift from the Airworthiness Aviation Safety Program. There is a limited supply of them; so hurry and get yours today.