We have all been there, a boss not only does not appreciate the work that you do, and they are just downright miserable people to work for. This is an all-too-common scenario that people face everyday of their lives. Leading to a level of unhappiness in the workplace brought about by employers' attitudes which is staggering.
Many people talk a big game, claiming that they are going to contact the labour board, and that they are attempting to address the way in which their employer is treating them. At the end of the day it is simply talk and they are too afraid to do act upon it because they are fearful of losing their job and disrupt their financial security. Everyone knows that the way they are treated is inappropriate and inhumane, regardless like many throughout history, they are frozen in fear, unable to stand up for their basic human rights.
No one should wake up on a Monday morning feeling like (or actually) vomiting because they are so anxious about going to work. Nor should they be cowering at the thought of checking their emails because they are worried that they are going to be harassed during their time of rest. It is a sad state in our society when someone cannot even run home and escape, their sanctuary is no longer a safe haven for those who seek refuge.
It is demoralising, disgusting, and illegal to treat your employees in such a manner. Employers who deploy this type of dictator like strategies to suppress their staff need to be held accountable for their actions. Whether it be paying a monetary fee or being subject to ridicule on a public platform.
I once worked for a someone (who I will not mention their name) they gave me a my first break in aviation and for that I will always be thankful. However to this day I still remember the things that they said to me and the way that I was mistreated. Working for weeks on end and void of pay. I was too afraid to say something because I was just a kid and did not want to lose my job. I was trying to pay my way through college and desperate for money. The manner to which I was reprimanded in front of customers, as if I was a child and did not have the mental capacity to understand that I made a mistake. Furthermore the way they would put me down daily, making comments like I "should never touch an aircraft", and I "will never amount to anything", and that I "should be thankful" that they were paying my way through college. I still get a lump in my throat thinking about it to this day. No amount of blogs or articles on the subject could get across the viciousness and the extent of what I was the subject to. I hope my child never goes through that same experience as I did. That individual no longer has their business and unfortunately it is not because I went to the labour board, it's because of poor business practice. In the fact they were cheating everybody who gave them money, so I guess karma is real.
If people reading this article take anything away from what I am preaching, it is that your value is not only what you are compensated. Your value is also who you are as a person, the personality and individuality you offer. You deserve to be treated like a person, and not someone's door mat. Do not be afraid to demand equal treatment and be afraid to stand up for what is just. There will always be other jobs and if there's anything that I have learned is that you cannot put a price on your happiness, and that no dollar amount is worth it. Consequently, if you are unhappy at work, when you come home that negative energy is going to translate into unhappiness in your life. One cannot be their best self and be the best for their family in that state of mind.
I do not want people to get me wrong, I do not believe that some sort of Utopian work space exists. People get angry, tempers do flare up, it is human nature. This generation in the workforce cannot take criticism or handle getting flack for legitimate reasons need to learn how to handle it. What I am talking about is the relentless bullying that employers can do with employees, specifically newer less experienced staff. What I am talking about is disregard for employees to the point of senseless nervousness, where they get sick at the thought of working with you and go home part way through the day.
People need to learn the difference between paying their dues and being mistreated. There is no place in any industry for bullying and it starts from the time you are young and unfortunately for some people it never relents. I was always taught growing up the best way to deal with a bully is to confront them, and unfortunately in my life I have not had the backbone to stand up for myself enough. I hope that this article does not fall on deaf ears and that those of you who suffer from chronic persecution in your place of work find some solace in the fact that you are not alone, and find the strength that you need to face it head-on or escape it.
Monday, August 26, 2019
Sunday, July 28, 2019
I Won't Hire People Who Work For Free
I recently had an interview with a graduate of one of the Ontario college programs. They were a very eager individual, who seemed keen on working towards their licence and ready to learn. The interview was going well, until four words came from their mouth "I'll work for free". At that point in the interview, what initially started an intriguing conversation with a prospective candidate, turned into a discussion about one's self worth in the work force.
"Pardon?" I asked, taken back by the self deprecating statement the interviewee had just said. "I will do whatever it takes to get into the industry. My professors told me that sometimes you need to work for free, in order to get your foot into the door." At this point confusion started to turn into rage, and I stopped the interview to lecture this individual about the harm that this practice, that what their professors have been advocating is doing to this industry. That people who are willing to work for free do not value themselves, and their time. No one works for free, not people serving coffees in drive-thrus, nor recent college graduates trying to pay back student loans and start a career.
It is because of these industry practices that an shop has a hard time charging as much as a car dealership for labour rate (for highly specialized work I might add). It is because of these types of practices that entry level pilots sleep in their cars because they can't afford a basic living income. When someone is willing to work for free, how is someone else trying to make it in the industry supposed to compete? They can't, the only way to beat free is paying someone to work.
Everyone in aviation has been getting pushed around for far too long, where we have bred this culture of worthlessness. I am all for someone having to pay their dues, it is almost anticipated that you will start by pulling panels and sweeping the floor. However, even the person sweeping the floor deserves fair and equitable pay for what they are doing, they deserve the chance at being able to survive.
Luckily, due to the shortage of Aircraft Maintenance Engineers due to the loss of the work force through attrition, we are finally in a position of bargaining better wages and cultivating a new era. If all of the Pilots, Aircraft Maintenance Engineers, the Technicians, and any one of the hundreds of job titles in the aviation industry were to walk off tomorrow - the world would stop. No flights anywhere, means no travel infrastructure, it would be crippling to shipping of goods world wide thus affecting the economy, and these are just a small number of things it would impact.
When you put this into perspective, it is sobering to realize that we are worth more than we give ourselves credit for. So when you are at that job interview, I am not saying for you to become narcissistic, but to reflect on what your self worth is and try to get top dollar for your labour. If we collectively start practising this, I truly believe we can get the ball rolling on change.
Friday, July 19, 2019
10 Tools That Are Guaranteed to Impress Management On Your First Day As An Aircraft Maintenance Technician!
It is the worst feeling arriving at your new job unprepared. It is a new career for you, you have never worked in an aviation maintenance environment. Any tools that you likely have at this point are ones that you have acquired throughout the years working on your vehicles at home. Although those tools are handy, they likely are not enough to fill out a professional grade tool box.
Something that has always baffled me has been how new employees will show up to the job with no tools at all! They have willingly chosen an industry that requires tools to be purchased, yet they have none (not even basic stuff) on arrival. Often the answer that I get is that they didn't know what they needed, and wanted to see first hand before buying anything. I guess that is a valid argument to make, how can you buy what you don't know.
One would assume that any individual arriving to the industry will have had some college exposure to a hangar environment, and that they would have been exposed to a minimal set of tools to complete college projects. However, we know what happens when one assumes.
Nothing impresses me more than when a new technician shows up with a decent spread in their tool box. It doesn't need to be Snap On or Mac, but just a well rounded set of tools that make me stop and think "Hey, maybe this guy means business."
So to help mitigate some of that first day embarrassment, I have compiled a list of the top ten tools you really need the first day to make a lasting impression on management.
1. Speed Handle
The speed handle may look ancient, however our fore fathers were on to something with this device. Speed handles allow you to really lean into a screw and get some serious torque to loosen fasteners. These bad boys also live up to their name, and you to whirl them in your hands when you get good with them, allowing you to remove fasteners efficiently. They are a staple in the M2/ Airline industry, and are usually one of the first tools technicians are introduced to as they begin to pull hundreds of panels off of wings.
Buy 10 of them, as the flashlight is your best friend. Flash lights are an essential part of the business. As an Aircraft Maintenance Engineer, you will constantly be looking, and working in dim lit areas. Areas require inspection and light is essential to being able to all the issues for that particular inspection or area.
The days of disposable batteries are gone, and I really do welcome this new era of USB rechargeable flashlights. Simply mark which one is yours and plug it in somewhere near an outlet or a computer. These are infinitely useful, and I have often taken mine from work home as it works so well. Having an assortment of variety of lights is a great idea as well. One being a handheld stick type light, and another being a trouble light style that can be fastened in a work area.
Your flashlight should be shock proof as they are susceptible to falling, explosion proof as we work around highly volatile chemicals and flammable substances, and last but not least, water proof, just in case you drop it into the lav. You won't have to label yours after, it will be stained blue.
6. Mirror
This is a pretty basic one, mirrors are required to perform inspections. It doesn't have to be anything fancy, I prefer the telescoping variety. Some are mounted on a hard stick, however they are a bit useless in my opinion as they do not extend that far.
The nice thing with a mirror, you can find them anywhere exactly like the one that I have shown here, so if you break it they are locally sourced easily. Trust me, you will break them - then every spar you look at will be cracked!
7. Pick Set
Such an over looked item that is the pick set. These are extremely useful to get into places that you cannot get into with a common screwdriver. They are very handy for remove and installing o-rings. Picks can be used to fish wiring through conduits, they can be used for gently scraping witness paint off of a fastener, they can be used for a whole myriad of tasks that you couldn't even begin to imagine.
You do however need to be careful with picks as they are a lot sharper than you think. I have seen many get impaled by them from poor working practices. Needless to say the pain is immediate. Picks can also mar delicate surfaces that require certain RMS finishes, such as gasket mating surfaces. This can affect the sealing of the area, and lead to headaches down the road.
8. Duckbill Pliers
It is funny because before you get into aviation you never, ever hear anyone say "Please pass the Duckbills", they just aren't that common. However, once you arrive on the scene, Duckbills are an essential pair of pliers in the Aircraft Maintenance Engineers arsenal. They are often confused by the masses as Needle Nose pliers, however they are far from it. The Duck Bill is slightly wider, giving it better grip than needle nose. The jaws are typically lightly knurled instead of serrated, this prevents Duckbills from marring lock wire like Needle Noses do.
The wide jaws allow you to get the edge of the Duckbill pliers closer to your work, and sometimes be able to get in on a slightly different angle that just works. Duckbills unlike Needle Nose, do not have a pair of cutters built into them. They are purpose built and they work well at what they do.
9. Safety Wire Twisters
Safety wiring is a job that is done multiple times a day, several days a week. As an Aircraft Maintenance Engineer, wire twisters save me a TON of time. I was reluctant though to place this on a list of tools that a technician absolutely needs, because you really should be practising with your hands. You need to be able to pick up lock wire, cutters, and a pair of Duckbills and be able to hand twist safety wire to AC43.13 standards at anytime.
Hypothetically lets say you are on a ramp somewhere and you are doing a turn around on an aircraft. You need to lock wire something, oh shoot, you forgot your wire twisters, and all you have are basic hand tools... What will you ever do? That is when you turn MacGyver, and use your hands and twist it by hand. You don't have time to go back to the base to get your wire twisters. Therefore, knowing how to lock wire by hand is still an essential skill.
Wire twisters come in many varieties, of course Snap On/Blue Point being the most expensive, and not necessarily any better, this Proto pair that I have posted here are literally the exact same pair. I do warn that this pair has a tendency to lose its locking ability if you start to use it with 0.041" lock wire. Ideal for 0.032" and below. A heavier duty, separate pair is ideal for 0.041", since it isn't used often (typically propellers in general aviation) you could get a way without it.
10. Wrenches
No box is complete without wrenches. For the time being, buying a your basic set from 1/4" to 1" is the bare minimum. However wrenches are an animal of their own, and there are so many different variations. You are eventually going to need double offset, stubby, ignition wrenches, flare wrenches, the list goes on.
There are two schools of thought with wrenches, I used to be a snob and only buy Snap On. I find the quality of Snap On wrenches is amazing. Over the years though, I started to realise that realistically a wrench is a wrench, and if I purchase a cheaper one, I can grind it up in order to make a wrench for a particular job. So in my tool box I have a mix match, I have Snap On as my daily wrenches I do for 90 percent of the tasks that I am doing (but really any brand would do), and I have cheap ones that I purchased online that I take to the bench grinder and make a wrench that works for my application. At the end of the day, if it breaks I can buy another one quickly, and affordably.
Wrenches are a tool that everyone has preferences with. The box end angles can vary from brand to brand, the tolerance on the open ends can be looser on some than others. Chrome Vanadium is not a great choice because if its starts to flake it can get into a sensitive area in the aircraft or engine.
Conclusion
As you can see, these are only 10 tools that will get you started, there are still many, many other basic tools that you require like hammers etc. I will probably come back and revisit this topic, and make a more comprehensive guide to the tools that I use on a daily basis. The bottom line is, that if you are coming into your new job prepared, and you have to borrow very little from your colleagues, that is going to go a long way towards creating a self image of responsibility. Nothing drives other Aircraft Maintenance Engineers and Technicians crazy like other people going through their tool box, if you can do your best to avoid being that person, your journey will be an easily less painful one!
Something that has always baffled me has been how new employees will show up to the job with no tools at all! They have willingly chosen an industry that requires tools to be purchased, yet they have none (not even basic stuff) on arrival. Often the answer that I get is that they didn't know what they needed, and wanted to see first hand before buying anything. I guess that is a valid argument to make, how can you buy what you don't know.
One would assume that any individual arriving to the industry will have had some college exposure to a hangar environment, and that they would have been exposed to a minimal set of tools to complete college projects. However, we know what happens when one assumes.
Nothing impresses me more than when a new technician shows up with a decent spread in their tool box. It doesn't need to be Snap On or Mac, but just a well rounded set of tools that make me stop and think "Hey, maybe this guy means business."
So to help mitigate some of that first day embarrassment, I have compiled a list of the top ten tools you really need the first day to make a lasting impression on management.
  |
| https://amzn.to/2JMhnBk |
The speed handle may look ancient, however our fore fathers were on to something with this device. Speed handles allow you to really lean into a screw and get some serious torque to loosen fasteners. These bad boys also live up to their name, and you to whirl them in your hands when you get good with them, allowing you to remove fasteners efficiently. They are a staple in the M2/ Airline industry, and are usually one of the first tools technicians are introduced to as they begin to pull hundreds of panels off of wings.
I prefer speed handles which have a large ball type grip on the end that allows you to use the palm of your hand to push on it. Speed handles which have the long cylindrical type handles tend to hurt your palm after that 100th panel.
2. 1/4" Drive 12 Point Socket Set
This really is the meat and potatoes of the industry. In other industries typically you would be reaching for the 3/8" drive socket set, however due to the dainty nature of aircraft hardware we typically use the 1/4" for about 90 percent of the time as an Aircraft Maintenance Engineer. I am not saying that you won't need a 3/8" and a 1/2" drive socket set either, far from that. I am only stating that if you are limited on budget, 1/4" is the must have.
Now it may not be feasible at this time to afford Snap On brand sockets and ratchets, however I must admit that the fit and finish on them are amazing. The ratchets hands down are the best in the industry. The sockets walls are just that much thinner to allow you in tighter spots. My socket and ratchet set are Snap On, and I have to say I am very happy with the quality of them. That being said, any high quality socket set will due to get you started. These Stanley socket sets are an okay starter, and at the price you won't be crying if something breaks. Watch the ratchets as they have a tendency to start slipping. It may be worth while purchasing, at least, a Snap On quarter drive ratchet to get you going.
3. Extensions
These go hand in hand with the above, however socket sets only come with a couple. You will often have to get into tight places that will only work using longer extensions. The further you can get out from your work they less confined you will be. You will often find as well that be further away will allow you to be able to see what you are doing.
Everyone has their opinion on extensions, I personally like wobble extensions, these act as faux universal joint sockets (to some extent) where as others hate them and like traditional straight extensions. Wobble extensions are limited on torque, and I have broken them clean in two.
4. Ratcheting Screw Driver
This really is a must. Ratcheting screw drivers are a really fast way to remove fasteners. As you are unscrewing with one hand, the other can be spinning the shank of the screw driver allowing you to spin screws out twice as fast. Twice as fast, twice as efficient, and typically efficient employees climb the corporate ladder. Okay, maybe that is a little bit of a stretch, however you get my point. Being more efficient at tasks like this will go a long way in the eyes of your employer. Ratcheting screw drivers are usually bi-directional and have a switch to change direction on the fly. Some of them have removal ends, some do not. They all usually have magnets on the end, so be careful around things like flux detectors and magnetometers (high sensitivity to magnetic fields like me.)
5. High Quality Flashlight
2. 1/4" Drive 12 Point Socket Set
 |
| https://amzn.to/2XSXi6c |
Now it may not be feasible at this time to afford Snap On brand sockets and ratchets, however I must admit that the fit and finish on them are amazing. The ratchets hands down are the best in the industry. The sockets walls are just that much thinner to allow you in tighter spots. My socket and ratchet set are Snap On, and I have to say I am very happy with the quality of them. That being said, any high quality socket set will due to get you started. These Stanley socket sets are an okay starter, and at the price you won't be crying if something breaks. Watch the ratchets as they have a tendency to start slipping. It may be worth while purchasing, at least, a Snap On quarter drive ratchet to get you going.
3. Extensions
 |
| https://amzn.to/2SuoKS0 |
These go hand in hand with the above, however socket sets only come with a couple. You will often have to get into tight places that will only work using longer extensions. The further you can get out from your work they less confined you will be. You will often find as well that be further away will allow you to be able to see what you are doing.
Everyone has their opinion on extensions, I personally like wobble extensions, these act as faux universal joint sockets (to some extent) where as others hate them and like traditional straight extensions. Wobble extensions are limited on torque, and I have broken them clean in two.
4. Ratcheting Screw Driver
 |
| https://amzn.to/2XYp9x1 |
This really is a must. Ratcheting screw drivers are a really fast way to remove fasteners. As you are unscrewing with one hand, the other can be spinning the shank of the screw driver allowing you to spin screws out twice as fast. Twice as fast, twice as efficient, and typically efficient employees climb the corporate ladder. Okay, maybe that is a little bit of a stretch, however you get my point. Being more efficient at tasks like this will go a long way in the eyes of your employer. Ratcheting screw drivers are usually bi-directional and have a switch to change direction on the fly. Some of them have removal ends, some do not. They all usually have magnets on the end, so be careful around things like flux detectors and magnetometers (high sensitivity to magnetic fields like me.)
5. High Quality Flashlight
 |
| https://amzn.to/2XZ4toO |
The days of disposable batteries are gone, and I really do welcome this new era of USB rechargeable flashlights. Simply mark which one is yours and plug it in somewhere near an outlet or a computer. These are infinitely useful, and I have often taken mine from work home as it works so well. Having an assortment of variety of lights is a great idea as well. One being a handheld stick type light, and another being a trouble light style that can be fastened in a work area.
Your flashlight should be shock proof as they are susceptible to falling, explosion proof as we work around highly volatile chemicals and flammable substances, and last but not least, water proof, just in case you drop it into the lav. You won't have to label yours after, it will be stained blue.
6. Mirror
 |
| https://amzn.to/2XRCEU3 |
The nice thing with a mirror, you can find them anywhere exactly like the one that I have shown here, so if you break it they are locally sourced easily. Trust me, you will break them - then every spar you look at will be cracked!
7. Pick Set
 |
| https://amzn.to/2y5TBel |
You do however need to be careful with picks as they are a lot sharper than you think. I have seen many get impaled by them from poor working practices. Needless to say the pain is immediate. Picks can also mar delicate surfaces that require certain RMS finishes, such as gasket mating surfaces. This can affect the sealing of the area, and lead to headaches down the road.
8. Duckbill Pliers
 |
| https://amzn.to/2O3fS74 |
It is funny because before you get into aviation you never, ever hear anyone say "Please pass the Duckbills", they just aren't that common. However, once you arrive on the scene, Duckbills are an essential pair of pliers in the Aircraft Maintenance Engineers arsenal. They are often confused by the masses as Needle Nose pliers, however they are far from it. The Duck Bill is slightly wider, giving it better grip than needle nose. The jaws are typically lightly knurled instead of serrated, this prevents Duckbills from marring lock wire like Needle Noses do.
The wide jaws allow you to get the edge of the Duckbill pliers closer to your work, and sometimes be able to get in on a slightly different angle that just works. Duckbills unlike Needle Nose, do not have a pair of cutters built into them. They are purpose built and they work well at what they do.
9. Safety Wire Twisters
 |
| https://amzn.to/2JLqP84 |
Hypothetically lets say you are on a ramp somewhere and you are doing a turn around on an aircraft. You need to lock wire something, oh shoot, you forgot your wire twisters, and all you have are basic hand tools... What will you ever do? That is when you turn MacGyver, and use your hands and twist it by hand. You don't have time to go back to the base to get your wire twisters. Therefore, knowing how to lock wire by hand is still an essential skill.
Wire twisters come in many varieties, of course Snap On/Blue Point being the most expensive, and not necessarily any better, this Proto pair that I have posted here are literally the exact same pair. I do warn that this pair has a tendency to lose its locking ability if you start to use it with 0.041" lock wire. Ideal for 0.032" and below. A heavier duty, separate pair is ideal for 0.041", since it isn't used often (typically propellers in general aviation) you could get a way without it.
10. Wrenches
 |
| https://amzn.to/2Sl2bik |
There are two schools of thought with wrenches, I used to be a snob and only buy Snap On. I find the quality of Snap On wrenches is amazing. Over the years though, I started to realise that realistically a wrench is a wrench, and if I purchase a cheaper one, I can grind it up in order to make a wrench for a particular job. So in my tool box I have a mix match, I have Snap On as my daily wrenches I do for 90 percent of the tasks that I am doing (but really any brand would do), and I have cheap ones that I purchased online that I take to the bench grinder and make a wrench that works for my application. At the end of the day, if it breaks I can buy another one quickly, and affordably.
Wrenches are a tool that everyone has preferences with. The box end angles can vary from brand to brand, the tolerance on the open ends can be looser on some than others. Chrome Vanadium is not a great choice because if its starts to flake it can get into a sensitive area in the aircraft or engine.
Conclusion
As you can see, these are only 10 tools that will get you started, there are still many, many other basic tools that you require like hammers etc. I will probably come back and revisit this topic, and make a more comprehensive guide to the tools that I use on a daily basis. The bottom line is, that if you are coming into your new job prepared, and you have to borrow very little from your colleagues, that is going to go a long way towards creating a self image of responsibility. Nothing drives other Aircraft Maintenance Engineers and Technicians crazy like other people going through their tool box, if you can do your best to avoid being that person, your journey will be an easily less painful one!
Wednesday, July 17, 2019
5 Key Things You NEED to Know About Aircraft Maintenance Engineering
If I have to summarise Aircraft Maintenance Engineering, the easiest and most straight forward answer would be, that it isn't for everyone. Often when technicians get into the field there is a major culture shock. What they have been fed in school vs. what reality are two complete different things. Unfortunately, this rude awaking to the emerging technician is often overwhelming and consequently they leave.
However! Don't let this scare you. If you are a highly motivated individual, someone who is tech savvy, and hands on, there is A LOT of demand in this industry right now for someone like YOU. The amount of Aircraft Maintenance Engineers being lost through attrition far out numbers the amount of graduates leaving our colleges. With the right mindset, tools, and a readily armed resume you are almost guaranteed a job in the industry.
Without further ado, I bring you 5 Key Things You NEED to Know About Aircraft Maintenance Engineering:
1. There are several different types of Aircraft Maintenance Engineers
M2 category takes care of everything an M1 cannot, so turbo fan/jet anything. An M2 category license is what will be required (among other things) to be able to work at an airline such as Air Canada, Jazz, West Jet etc. which are Transport category aircraft. It also includes business class type aircraft which are turbo fan such as a Cessna Citation for an example.
Both M1 and M2 categories can sign out a helicopter with their licence, however there are stipulations, one of which requiring a type rating (a rating which allows you to work on a particular aircraft) for that particular helicopter.
AME E licensed individuals have the privilege of signing off avionics type work. For example installation of a new piece of equipment like a radio etc. I do not mean the simple act of un-racking a radio and reinstalling it, by installation I mean the wiring and integration of a radio into an avionics radio rack. This is a blanket type rating, and therefore is not bound by M1/M2 category restrictions, E licenses can service all types of aircraft electronic systems.
AME S is a structures license that is also a blanket license, and allows an individual to work on either general aviation or transport category type aircraft. They perform structural repairs, fabrication of new sheet metal parts, and much more.
2. Not a 9 to 5 type job!
People in the aircraft industry seldom sleep it seems. Besides working weird rotational shifts which throw off a person's circadian rhythm, hours are long, and there typically is always room for over time. Luckily these days the industry is starting to wake up and realise that they cannot work employees to the ragged edge, as they will get burned out and make mistakes.
Working in general aviation has allowed me to have a normal life style, which is partly why I work in this sector of aviation. My hours are 7:00 am to 4:30 pm Monday to Thursday, Friday I work 7:30 am to 4:00 pm we take every other Friday off. Although it may seem like great hours, they are long hours. The work pace is fast, and I am constantly on the go. Especially as a Director of Maintenance, I am running after the phone and putting out fires on the floor from the time I punch the clock. By the way... Hangars usually aren't air conditioned, so by the time lunch break rolled around most guys are on a second set of shirts.
In the airline industry you will be expected at first to work afternoons and nights until you get some seniority in the union. A lot of times you may be working 5 ON 5 OFF 4 ON 4 OFF type of schedule, 12 hour shifts, rotating between days, afternoons, nights. If your 5 ON fall over the course of a long weekend, you are still working it. Flights need to happen. Simple.
3. Salary is not what you expect
I had a professor who told the class. " You can make as much money as you want to make." As he stood on the podium proclaiming his rhetoric, we looked upon him with such a sense of hope. Then reality set in, and I began working my first job for $14.00 dollars an hour Canadian, and driving 2 and half hours (up hill) each way daily. Sudden, I felt like I was not going to be making much money at all.
This is not a blanket statement for all of the industry, but as a whole Aircraft Maintenance Engineers are under paid for the amount of responsibility bestowed upon us. Statistically looking at salaries on a Google search has revealed, that in the Greater Toronto Area the median income for an AME is $25.38 per hour. Compare that to an automotive service technician which in the Greater Toronto Area the median income is $24.40 per hour. A $1 an hour difference between working on a Boeing and a Buick. Great.
It isn't all fire and brimstone however, as you make your way up the corporate ladder and get into management positions, take type courses, stay with a company longer and make your way through the union, the pay does get substantially better. You can look online at Air Canada's collective agreement, a Lead Aircraft Maintenance Engineer 2 by the end of April 1, 2019 would be making $43.40 per hour. Not too shabby, based on a normal work year, that is approximately 90k+ annually. They also have benefits and pension packages as well.
There is also the corporate/business aviation class. Typically pay is higher (in to the six figure realm) if you are working for the right place. Schedules often revolve around the company or boss, so sometimes your life can be dictated by this. This is a good choice when you are younger and you can build your schedule around this type of work. It is harder later on when you have a family to try and jump in to this schedule.
4. It's a lot of responsibility
At any given time, I may have one of more aircraft that I have signed out flying in the air. As an Aircraft Maintenance Engineer, I have technicians fresh out of college working under me. I have to thoroughly check their work, to make sure they didn't miss something, forget something etc. They performed the work, and although they sign the individual task, I ultimately buy off on the maintenance release for the work being carried out.
It can be a nauseating at first, and when you initially get your license you may feel uneasy and uncomfortable for the first little bit. It is a good trait to have as an Aircraft Maintenance Engineer because it shows that you care about your work. As you grow as an AME you will soon start to feel less anxious about signing something. At the end of the day, if you performed the work in accordance with the applicable standards of airworthiness, you will be okay.
I think of the main things to take away from that is to not lose sight of the big picture. An aircraft needs to be safe. Period. Often times I feel that people get so hung up on the paper, to the point that the forget to fix the aircraft.
5. There is a lot of paperwork... a lot
The amount of paperwork that is generated for the inspection, maintenance, and releasing of an
aircraft is out of this world. Naturally, the type of individuals who are drawn to this line of work are hands on type of people, and not purveyors of pens and paper.
There are log book entries to be made, modification reports to be filled out and sent to Transport Canada, Supplement Type Certificates that need to be inserted into the aircraft technical log history. There are rectification sheets that are generated during inspections, that need to be filled out to show how a problem was rectified. Airworthiness Directive lists, maintenance tracking sheets, inspection check lists. The list could go on forever.
Everything that could have a piece of paper has one, even new or recertified aircraft parts have release tags which need to be kept in the aircraft logbook as a record that this part is serviceable.
Often when people get into this industry they are taken back by how much writing they have to do. One of my biggest suggestions to people, as I see this very issue all the time, is that their penmanship is sub par. If you are a slow writer, or a have poor penmanship, it may be wise to practice as this is a very time consuming part of the job, and although its required, employers do not like paying for paperwork labour any longer then they have to.
Wrap up
The intent of this blog was not meant to scare you away from choosing a career path as an Aircraft Maintenance Engineer, it is simply to shine light on an industry that really does kind of hide behind a veil of mystery to the public. People choose career paths blindly, and many times people get to school and enjoy themselves, but once they fall out of the nest and into the real world, they can't fly back to the nest fast enough.
I stuck it out, and I have a very successful and rewarding career that is still only blossoming. I have future plans for entrepreneurship, further learning and self growth, as well as growth of the Aircraft Maintenance Intel blog.
Serious research and out reach are the best ways to find out if this career is for one. Feel free to e-mail me to get advice or insight on how to emerge onto the aircraft scene and make an impact on potential employers.
4. It's a lot of responsibility
At any given time, I may have one of more aircraft that I have signed out flying in the air. As an Aircraft Maintenance Engineer, I have technicians fresh out of college working under me. I have to thoroughly check their work, to make sure they didn't miss something, forget something etc. They performed the work, and although they sign the individual task, I ultimately buy off on the maintenance release for the work being carried out.
It can be a nauseating at first, and when you initially get your license you may feel uneasy and uncomfortable for the first little bit. It is a good trait to have as an Aircraft Maintenance Engineer because it shows that you care about your work. As you grow as an AME you will soon start to feel less anxious about signing something. At the end of the day, if you performed the work in accordance with the applicable standards of airworthiness, you will be okay.
I think of the main things to take away from that is to not lose sight of the big picture. An aircraft needs to be safe. Period. Often times I feel that people get so hung up on the paper, to the point that the forget to fix the aircraft.
5. There is a lot of paperwork... a lot
The amount of paperwork that is generated for the inspection, maintenance, and releasing of an aircraft is out of this world. Naturally, the type of individuals who are drawn to this line of work are hands on type of people, and not purveyors of pens and paper.
There are log book entries to be made, modification reports to be filled out and sent to Transport Canada, Supplement Type Certificates that need to be inserted into the aircraft technical log history. There are rectification sheets that are generated during inspections, that need to be filled out to show how a problem was rectified. Airworthiness Directive lists, maintenance tracking sheets, inspection check lists. The list could go on forever.
Everything that could have a piece of paper has one, even new or recertified aircraft parts have release tags which need to be kept in the aircraft logbook as a record that this part is serviceable.
Often when people get into this industry they are taken back by how much writing they have to do. One of my biggest suggestions to people, as I see this very issue all the time, is that their penmanship is sub par. If you are a slow writer, or a have poor penmanship, it may be wise to practice as this is a very time consuming part of the job, and although its required, employers do not like paying for paperwork labour any longer then they have to.
Wrap up
The intent of this blog was not meant to scare you away from choosing a career path as an Aircraft Maintenance Engineer, it is simply to shine light on an industry that really does kind of hide behind a veil of mystery to the public. People choose career paths blindly, and many times people get to school and enjoy themselves, but once they fall out of the nest and into the real world, they can't fly back to the nest fast enough.
I stuck it out, and I have a very successful and rewarding career that is still only blossoming. I have future plans for entrepreneurship, further learning and self growth, as well as growth of the Aircraft Maintenance Intel blog.
Serious research and out reach are the best ways to find out if this career is for one. Feel free to e-mail me to get advice or insight on how to emerge onto the aircraft scene and make an impact on potential employers.
Welcome To My New Blog!
Welcome! If you have stumbled upon this blog you are likely interested in pursuing a career as an Aircraft Maintenance Engineer. Perhaps you are already an Aircraft Maintenance Engineer, and are looking to see latest trends and topics relating to our industry.
Whatever the case may be for your journey to this blog, I welcome you, and invite you to take your time and read through the many articles that will provide you with insight and enjoyment for hours to come.
I should however introduce myself. My name is Ryan Gomes, I am an Aircraft Maintenance Engineer M1 category and Director of Maintenance at Tri-City Aero Maintenance Inc. in Breslau, Ontario, Canada. I have been licensed for over 6 years now, and have been in the aircraft industry for over 12! I have worked in general aviation my entire career, and started with Amateur Built (CAR 549) aircraft.
Over the course of my career I have left maintenance to get into teaching, and I was a Professor at Mohawk College in Hamilton, Ontario for 1 year.
Besides other accolades which you can view here at my LinkedIn profile, ones that I am particularly proud of are my accomplishments with Skills Ontario, Skills Canada, and World Skills. I am the Skills Ontario OTC Gold Medallist for 2010, I am the Skills Canada NTC Gold Medallist for 2010, and I am the 3rd place finalist at the 2011 World Skills Competition in London UK.
My involvement in Skills goes deeper than that as well. I was the Ontario Technical Chair for the Aircraft Maintenance Competition for 7 years, and I also had the pleasure of representing Canada as the World Skills Canadian Expert for the 2015 competition in Sao Paulo, Brazil. This afforded me the opportunity to be able to help design a podium finish training plan for Canada's competitor, which ultimately lead to his Silver Medal.
Having been in aviation for the greater part of my working life so far, I have learned that the lifestyle can be a challenging one. It takes grit to deal with the daily pressures, the harsh work environments, and worst of all the types of personalities you may come across in your travels. These are all obstacles that I wish someone would have told me when I was pursuing Aircraft Maintenance as a career choice, and that is how I am going to approach this blog - a definitive guide to surviving this industry and getting yourself set up to become an "A" player in the highly competitive work force.
I want to treat this blog how I treat everything in my life, with the absolute utmost dedication and perseverance, so that I can bring to you value information to succeed in this field.
Whatever the case may be for your journey to this blog, I welcome you, and invite you to take your time and read through the many articles that will provide you with insight and enjoyment for hours to come.
I should however introduce myself. My name is Ryan Gomes, I am an Aircraft Maintenance Engineer M1 category and Director of Maintenance at Tri-City Aero Maintenance Inc. in Breslau, Ontario, Canada. I have been licensed for over 6 years now, and have been in the aircraft industry for over 12! I have worked in general aviation my entire career, and started with Amateur Built (CAR 549) aircraft.
Over the course of my career I have left maintenance to get into teaching, and I was a Professor at Mohawk College in Hamilton, Ontario for 1 year.
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| Ryan Gomes competing at the 2011 World Skills Competition |
My involvement in Skills goes deeper than that as well. I was the Ontario Technical Chair for the Aircraft Maintenance Competition for 7 years, and I also had the pleasure of representing Canada as the World Skills Canadian Expert for the 2015 competition in Sao Paulo, Brazil. This afforded me the opportunity to be able to help design a podium finish training plan for Canada's competitor, which ultimately lead to his Silver Medal.
Having been in aviation for the greater part of my working life so far, I have learned that the lifestyle can be a challenging one. It takes grit to deal with the daily pressures, the harsh work environments, and worst of all the types of personalities you may come across in your travels. These are all obstacles that I wish someone would have told me when I was pursuing Aircraft Maintenance as a career choice, and that is how I am going to approach this blog - a definitive guide to surviving this industry and getting yourself set up to become an "A" player in the highly competitive work force.
I want to treat this blog how I treat everything in my life, with the absolute utmost dedication and perseverance, so that I can bring to you value information to succeed in this field.
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It is the worst feeling arriving at your new job unprepared. It is a new career for you, you have never worked in an aviation maintenance en...
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Welcome! If you have stumbled upon this blog you are likely interested in pursuing a career as an Aircraft Maintenance Engineer. Perhaps you...
