Business Aviation Supporting the Maintenance Function

Virtually all aircraft require maintenance in some form or other. The military along with airlines generally operate maintenance depots along with field support groups in strategic locations capable of handling the rigors of our profession. Specialized shops and fixed base operators provide mechanical repair along with an array of services to fit the needs of smaller general aviation aircraft. Traditionally, aircraft and some engine manufacturers establish service networks for operators of their products while larger maintenance repair organizations (MRO) exist to provide services for a significant percentage of the business aircraft fleet. Some larger corporate flight departments do staff for varying degrees of aircraft support. Capabilities range from accomplishing daily and routine checkups to and including major inspections and overhaul. National Business Aircraft Association (NBAA) In the United States the National Business Aircraft Association (NBAA) has been around for 67 years and is a tremendous ally of todays aviation technician. Many initiatives are underway to enhance the profession while providing liaison with airworthiness authorities around the globe. Leaders of the business aviation community have recognized the special activities required to not only make the worlds business aircraft safe for flight but fit for mission. Many corporations use their aircraft in a role as mobile offices to ensure travel time is productive and hopefully profitable. In addition these portable meeting rooms can be utilized once the aircraft arrives at smaller out of the way airports that just happen to be convenient to production or distribution centers and provide both comfortable and secure conference facilities. A dedicated NBAA Maintenance Committee made up of 137 of our industry peers that are actively engaged in the aircraft maintenance profession provides information and guidance to members while taking an active role in working to give value to member companies. Initiatives and challenges Some of the current initiatives include formation of a Connectivity Group addressing global airborne communications. Just how does the Airframe and Powerplant technician fit into all this? The question is presented frequently by executives experiencing Failures to Communicate. Most corporate IT departments are very savvy with supporting their internal networks and firewalls. Consider accomplishing this with a mobile asset traveling at sometimes 85 percent the speed of sound in excess of 40,000 feet above the planet? Oh by the way, many of these network geeks think that the term A&P applies to a food store chain. They dont realize that correcting a data discrepancy on an aircraft could require an approval for return to service. The NBAA is not only addressing the repair capability but is also looking to provide guidance to flight crews or cabin attendants capable of guiding passengers through the intricacies of establishing a secure and stable connection in unfamiliar surroundings. Another aspect is to provide some guidance regarding systems and overall capabilities so operators can be informed when planning a connectivity installation in their business aircraft. Currently the schools providing education to those entering the maintenance profession dont touch on connectivity. Prospective technicians do not receive exposure to data networks which in itself poses a challenge as most new aircraft include varying degrees of digital data transfer. It has been realized technicians do need the knowledge to install, inspect, and diagnose data buses as airframe or engine computer anomalies can prevent aircraft dispatch. Unfortunately AC43.13 does not provide adequate guidance regarding this technology. One of the greatest challenges faced by technicians today is dealing with analog regulations while working in a digital world. The NBAA Maintenance Committee Regulatory Group has undertaken this challenge and is currently pursuing concerns dealing with terminating actions for Airworthiness Directives, use of electronic documentation, and even approval of aircraft inspection programs. This can be accomplished by forming partnerships with the Federal Aviation Administration to provide industry guidance to ensure rule making is working as intended and will apply both to business aviation and in most cases, across the board to general aviation as well. NEXTTECH for NEXTGEN Currently the committee is keenly focused on the aircraft technician and has allied with a number of other professional organizations. The concern ours is a profession that has not stayed up with advancements in technology. An initiative called NEXTTECH for NEXTGEN is underway and includes a multidirectional approach to the dilemma. Reports produced by both Boeing and Airbus predict technician shortages across the globe and with newer technology finding its way into all corners of the aviation industry it is not only a question of enough technicians but enough qualified and competent people capable of ensuring airworthiness. Technicians involved in business aviation typically have a different need to know than the specialists most often engaged by airlines, maintenance repair organizations, or manufacturing sides of the profession. They are more the general practitioners of the field and demonstrate proficiency in numerous areas in addition to mechanical aptitudes such as administration, inspection, diagnostics, and teamwork. NEXTTECH does take into account the basic foundation knowledge of the aviation technician and has aligned with the Aviation Technician Education Council (ATEC) to address the need to amend the curriculum developed 50 years ago to ensure the basic need to know is realized prior to bestowing return to service authority. Considering the demographic that about 80 percent of those actively engaged in the business are over 40 years old, there lies an opportunity to provide for continuing education and to highlight the importance that those involved understand newer concepts such as set forth in Part 25-1701 known as Electrical Wiring Interconnect Systems (EWIS). EWIS does introduce methods and concepts not originally considered when installing, maintaining, or even testing aircraft wiring systems. In fact the Aircraft Electronics Technician (AET) certification is another initiative where NBAA has connected with industry partners and engaged the American Society for Testing and Materials (ASTM) to create and champion a standard that hopefully will be adopted by global airworthiness authorities to ensure worldwide comprehension as technology continues to evolve. Promoting the Profession NBAA actively encourages members to promote our profession at school-sponsored career days as well as aviation events. This energy has been harnessed and the Maintenance Committee has created a program known as Technical Awards and Career Scholarship (TRACS). This program is funded by those with a vested interest in our livelihood and offers educational programs such as specific Maintenance Initial courses on an array of business aircraft along with more generic avionics and human factors programs. In addition, cash contributions have been distributed to scholarship recipients to assist in travel costs while attending their awarded program. Unfortunately, there have been years where the number of scholarships outnumber the applicants. The program is open to all current and aspiring technicians including active duty military personnel with a career interest in business aviation. The National Business Aircraft Association does have international affiliation and provides a network where a global community can share ideas and create strategy to steer our collective future. In addition to conducting one of the largest annual aviation gatherings, it does promote local events including seminars acceptable toward Inspection Authorization renewal. For more information please visit NBAA.org. Yes, the NBAA does champion the issues and concerns of member companies but can be a significant ally to all those tasked with preserving our profession and the guardians of airworthy.

Jim Sparks has been in aviation for 30 years and is a licensed A&P. His career began in general aviation as a mechanic, electrician, and avionics technician. Currently when not writing for AMT, he is the manager of aviation maintenance for a private company with a fleet including light single engine aircraft, helicopters, and several types of business jets. You can reach him at sparks-jim@sbcglobal.net.

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Business Aviation Supporting the Maintenance Function