Attracting and Keeping Mechanics
I have had a few calls and e-mails the past few weeks regarding IA renewals, so I want to start off this week’s posting by giving my fellow IAs a friendly reminder — the March 31 deadline for completing your IA recurrency requirements is fast approaching. Remember — the FAA revised the requirement for renewing our IA certificate to once every two years. NOTHING changed in regards to our annual recurrency requirements. We still need to meet those annual requirements by March 31 of this year. Then between April 1 and March 31 of next year, we need to meet another year’s annual recurrency requirements and go into our local FAA office and have them renew our certificate. For those that continue to practice their IA responsibilities after March 31 without meeting recurrency requirements, they will be in violation of the FARs and subject to FAA disciplinary action. You can reference FAR 65.93 to review IA renewal requirements.
Now for the meat and potatoes of today’s blog. It has to do with the future of aircraft maintenance. Many of you take time to comment on this blog, and I appreciate your participation in this public forum. One of my most replied-to postings in the two years I have been blogging was “Future of Aircraft Maintenance?” from November 2006. To date it has received 52 comments. In that posting I asked, “What can we do to help recruit more youth to pursue aircraft maintenance as a career? What can we do as aircraft maintenance professionals to help raise the interest level in aircraft maintenance?”
Well I got just about every sort of response from very positive to negative. It reminds me of a comment we received from a reader four years ago in response to a salary survey question. He said, “Don’t become an aircraft mechanic — A piano player in a whorehouse gets more respect than we do!”
Reading the ongoing responses to that blog, it is evident that quite a few readers are fed up with the industry.
Here’s today’s question. For those of you that are fed up with the industry, are considering leaving the aircraft maintenance career field, or for those that have already left, what would it take to change your attitude? Money? Respect? Job conditions? Working hours? Advancement opportunities? I don’t necessarily want to hear why the industry is bad. I want to know what it would take to change your attitude — what changes would it take to satisfy your career goals and aspirations?
I am not just soliciting feedback from those fed up with the industry. If you are happy with your job situation, let us know why. What makes your job fun? What motivates you and pushes you to excel? Why do you find your career choice rewarding?
Thanks in advance for your feedback.
Joe Escobar
I have always been around aviation. My dad was a mechanic, and I ended up in the same career field. It has been good to me. I have worked at an FBO my whole career. It is a good company to work for. It is like a family. A few of the guys have been here for over 20 years.
Maybe i’m not making 100,000 a year, but I am happy. I knew what I was getting into when I enrolled in A&P school. I haven’t regretted any moment of it.
It sounds like the airlines are where the problems lie. It seems like there are numerous things they could do to keep employees. Maybe treating them like people instead of disposable assets would be a good start?
Dave
Money - I have 30 years in the industry and my brother-in-law who does sheetrocking in NYC makes considerably more than I do. I would have left for a new career long ago if I did not have children and a mortgage. I’m still here because I can’t start from scratch.
Thanks for the feedback Dave and Paul. So Paul, for you money is the issue. But how much more money would you require? What pay would you consider proper for the work you do as an aircraft mechanic (and all of the responsibility that goes along with it)?
Just curious,
Joe Escobar
I like it!
Well I guess I have run just about full circle in this career field; in the last 20+ years I have worked on everything from gliders, to war birds, to brand new 747’s and damn near every thing in-between at one time or another. I have worked under Part 91, 135, 121 and 145, day shift, night shift, and swings, in 6 different states from east coast to west coast. All together I have managed to work for 15 different companies over the years including part time jobs, and a look thru my tattered old book of “Jane’s Aircraft of the World” I see that I have over 160 different aircraft models “check marked” as having been worked on. I started out at $8 per hour in the 80’s and have seen my pay rise and fall over the years but always seem to get by just fine. I have help positions such as Line Boy, Mechanic, Inspector, Service Manger, Station Manager, Chief Inspector and QA Inspector, I have worn suits and ties to work, and also gone to work in every piece of cold weather gear I owned….all at once! Now I am not a “special case” or extraordinary Mechanic but am just an ordinary guy with a difference. And that difference is that I can “get along” with just about everyone. I have found that a positive attitude will take you anywhere you want to go in this career field, up, down or sideways, what ever it is you want to try next, all you need do is show some ambition and maintain a healthy and positive attitude. I have always liked aviation and I still do. It’s likely to be the career for me til the day I retire. There is always enough diversity in the job’s and opportunities for change that keeps it fun and interesting for me. And the pay……..well I have also found that to be, at least partly linked to attitude. As far as respect goes……….I guess I am happy with the guy I see in the mirror every morning, and that’s all that really matters to me.
Thanks for your input Scott.
Joe
I, too, have always been around aviation. Here are some of the retention issues I hear, and I agree with some of them.
1. Money - Raises don’t even cover for the increase in benefit costs. I think a reasonable wage to start and raises consistent with other skills in the industry would be satisfactory. You can make more as an automotive tech with half of the hassle.
2. Unprofessional coworkers - “I just want a job w/ no commitment.” and management methods that are not consistent with aviation.
3. Lack of upward movement - “Let’s hire my buddy from outside—-”
4. Static positions - If you are good, we can’t afford to move you.
Just some thoughts.
OK, we have another comment regarding pay. W. Johnson says, “a reasonable wage to start and raises consistent with other skills in the industry would be satisfactory.”
Can you give me a number?
Considering the time and money A&Ps have to spend for two years of 147 schooling, what do you think is a reasonable starting wage for an A&P? How big should annual raises be to do more than just cover cost of living? What is a reasonable pay for a seasoned mechanic? Say one with 10-years experience?
And thank you for sharing the other three issues. The ability to move up and work in a professional work environment are key to employee retention.
Joe
Joe,
I believe that base pay for a certificated tech w/ no experience should be around the $15-16 range. There should be a COLA increase tied to some reliable index, and a potential for annual merit increases. There should also be, possibly through our antiquated certification system, some type of endorsement pay. This should be a graduated scale accounting for SKILL level, not longevety.
I suppose you could look at what US civil service scales are for an idea. I no longer work for the gov’t, but I don’t here pay complaints as much from the CS folks. I would say that around 1.00 per hr/per yr. would be reasonable for an average tech.
I await an attack.LOL.
Joe,
Inasmuch as airline mechanics work twice as many hours/month as airline pilots, and inasmuch as there are NO requirements for formal education for pilots vs. 14CFR147 requirements of roughly 24 months of formal education for A&P mechanics, would it not be reasonable for the wages of airline mechanics to be at least 2/3 those of the pilots, who work 1/2 the hours?
We all know that’s not about to happen, so we will see fewer and fewer AMTs entering the field until we are at least granted professional respect by the companies that employ us. That will only come when they are forbidden by the FAA to offshore their maintenance and recognize the magnitude of the problem. I won’t hold my breath, though.
Howie
No attack from here.
The only reason I ask for numbers is I am curious what is considered fair pay for the work we do.
I realize wages will vary by geographic location and by segment of the industry, but what do others reading this blog think? If money is an issue for you, what segment of the industry do you work in, and what pay would you consider fair?
Joe
I work in a 145 MRO who has major 121 customers. Obviously, the wages are capped by the contracted labor rate. As maintenance is a double hit to the operators (no revenue and all cost), and we compete with other 3d party 145s, this is the largest impact on the prevailing wage.
As the widow (April 3, 2007)of a man who was passionate about flying. He died while working in his yard, almost as good as dying in bed.
From age 9 to 71 he lived and breathed flying. A Korean vet, wounded in a war that was never declared a war, he came back to get his pilot’s license. He had “perfected” his flying expertise by going up with other pilots while in Korea (age 18). He would sit on his helmet to avoid the flack. The GI Bill paid for his getting his license (all but 10%), and he was wounded, but not while flying.He never took his 10% disability pay or his Purple Heart as he would have had to stay in Korea for another two weeks. I was married to him for over 34 years. He still sometimes dreamed of things he saw while in Korean, but he mostly told me about the funny things. He had been made a warrant officer and had two of the best sevice clubs in the area. The illegal booze (M*A*S*H anyone?) suppoorted two orphanages, and a Korean houseboy was put through medical school. This, of course, is a tribute to a noble guy who raced Formula-One cars while finishing up his degree in Music (in three years). He played over 20 musical instruments and sang like a homesick angel. However, as he said to me when he proposed, “I love you flying, andsex, and you, but not necessarily in that order.” Hwe was offerd a job in the FAA–I think so that they could be rid of him as he always read all the fine print. He generally never asked the FAA unless he already knew the answer. He died doing what he loved, taking care of his home and me. Ironically, he had been rear-ended four times in the last few years–always at a stop sign or a red light. The last accident was the one in which he suffered sliight brain damage. The other guy was looking at a pretty girl and plowoed into Jolly who had stopped for a woman who was turning into convenience store parking lot. I feel that God was telling him it is time to leave Planet Earth, but I just wish he could have stayed just a bit longer. So I say to all you lovers of flight, don’t give up on your dreams. We need the stalwart sould who are not in the field for money but for a profession that they love.
Don’t judge me by my typos, please.
Umm…interesting post Susan. Thanks for the chuckle and for sharing your perspective with us!
Joe
Following enactment of GARA, the independent mech/inspector has become unduly exposed to litigation consequences whether he has a culpable role or not. Insurance costs are excessive. Large organizations and repair stations can better insulate themselves and their mechanics by paying the insurance premiums.
A legal, professional, and conscientious mechanic doesn’t even gain relief setting themselves up as an LLC. There continues to be the incompetant (or even inebriated) pilot who makes a disasterous mistake. His survivors and estate will use the shotgun approach to seek the deep pockets. The maintenance logbook suddenly becomes the most convenient listing of candidates to bring suit against. There is your name, and number, in the permanent acft record.Forever. I am proud of, and competant with, my A&P/IA activities but I am unwillingly exposed and implicated in other’s unacceptable actions. The long-term risk exposure has diminished my passion for aviation maintenance.
I would say the #1 thing is RESPECT. As we get a lack of it from the public and other people in the company. They doesn’t care if we go out of our way to get the flight off, by doing things at the line when it’s 5 below and wind chill is - 40, and it should be sent to the hanger. When we do a 30 min job in 15 min, we should have done it faster. I just would like the respect of being treated “like a person” when my actions could be holding your grandmother’s life in their hands when she flies. When I tell someone what I do, they are like “wow”, then they bring up the time when MX caused them to be 15 min late last time they flew.
I didn’t get into this job for the $$, but I can make more fixing equipment that makes that plastic needle that tells how much gas you have.
What do I like about being an A/P….I like the travel, I love knowing that I like my job and what I do. I don’t think I would be in this job if it wasn’t for my love of it…as there are days when I think I should take that job offer and make more $, get more respect, better working conditions….
The subject about retaining A&P’s and IA’s. I am surprised that there is anyone working in this field in the US, considering the low rate of pay offered. There is a world wide shortage of engineers (as we call them in Australia). Additionally there is the responsibility factor which surpasses most occupations.
The company I work for gives the A&P and avionics technicians two pay raises a year. The starting wage is for a rookie is in the $17 to $18 range with the top rate over $33.00 per hour. The benefits are the best I have had in all my years in the GA business. Lots of training is provided. The industry represented by my company has come a long way. There are good job available. You may have to move but they are out there.
The 2 year renewal for IA’s is a step in the right direction, but the current regulation only helps the
faa with reduced paperwork. Nothing has changed for the IA except sending in a renewal form. Requiring the same renewal expereience for each of the 2 years is ridiculous. How about the FAA giving us som relief in this area and only require experience over the entire 2 year period.
Good point Keith.
The change to Part 65 came out as a final rule without a prior comment period. When it did, I made a similar comment. It seems like the change could set a lot of IAs up for some sort of certificate action.
Joe
Joe,
Lets start by saying I do not usually make comments on this subject but after reading these blogs I feel that one is needed. I was brought up in the aviation field first getting my pilots license at 17 then my A&P shortly after, because my father felt that you should be able to work on and understand what you fly because there is no parking on clouds when things happen. I have been on the respect band wagon since I started in this field, seems like the glory goes to the pilot not the mechanic even though without the mechanic the pilot would not have gotten his glory or his passengers safely to there destination time and time again. The EAA recoganize the mechanics with there golden wrench award, write up and plaque :-). I feel with regcognition will come a good pay check but not until this happens. I stay in the aviation field because it is in my blood but it sure does hurt when your at work you hear people say they pay more per hour to get their car repaired then they do to get the airplane repaired. I have worked in all fields of aviation from cleanup boy, chief pilot, DOM, chief inspector, test pilot, airport owner/operator and most things in-between. I currently work as DOM/GM/Test Pilot for a restoration shop where I manage 8 A&P’s doing all kinds of work on a lot of Old aircraft. I also work on GA aircraft after hours and weekends to help make ends meet and keep my hand in GA as an IA but that also seems to be getting harder and harder to keep up with. Seems the airports around the country seem to be plotting against us A&P’s (because of the BIG liability we open up :-)) requiring a large amount of liability insurance (at a BIG cost to the A&P) to work at their airport. I can understand this if you go onto a field where there is a established FBO that can provide the service the owner wants but if there is not an FBO (which is a large majority of smaller airports) why block the A&P trying to get the owner some assitance so he can maintain and fly his aircraft. Guess I went off in another direction but feel some of the aviation industries problems have been the fear of law suites they tend to sue any and all people associated with the aircraft at one time or another even if the pilot made a bad call flying past his and/or the aircrafts limits this needs to stop and soon.
As for pay mine has been slow in coming especially if you compare the responsibility to the pay check in the aviation industry to the other industries we seem to be far behind. My pay raises have not even kept up with the rapid rise in the cost of living. I feel a DOM for an aviation department responsible for 5 - 10 aircraft should be making (starting) at least $75,000.00 adjusted UP for a higher cost of living area. I think this ia a good strating base. As someone stated the civil service area does this and you do not hear too many complaints about money from that sector.
I have carried on to long but the industry needs to take a hard look at the whole picture, respect, money, liability, loyality, and continuing education (for upcoming changes) and fix them then retention might be easy. If an A&P/IA can go to work at a GM dealership and make more per hour with no signoff responsibility and get more respect I do not see much choice here. I feel the only real good, conscientious, die-hard aviation buff will remain standing (like me) if these issues are not addresed so people can get into the field and FEEL the respect to want to stay.
Don Anklin
Well, I have been in the administrative (maintenance records) side of this biz for nearly 10 years, and have just enrolled in A&P school (at 42 years of age!). I’m not doing it for the money, but for the love of aviation. I see so often, the salespeople, the project managers, the “bureaucrats” get credit for an on-time delivery (I have worked both GA and commercial aviation, my heart is in GA), when we all know it wouldn’t be possible if not for the techs. I have had my sanity questioned by more than a few people for making this choice, but it is not something I can walk away from. The big thing, I think, is the lack of respect for these folks. They work their butts off, make the delivery, and someone else gets a bonus. When we learn to appreciate the guys behind the scenes, we will retain the good ones!
$
Back in 1990 I was paid $19hr at JFK, last year I had calculated that at 3% per yr, I should be paid $36 hr in todays money, I’m only making $22 plus ( major mfg part 145 repair station) so I actually make less today than I did in 1990. I don’t recommend to iether of my teenage boys to enter aviation. We also have the prospect that aviation is fueled by CRUDE. Crude oil is a limited supply, for aviation to continue fot the next hundred yrs, we will need a replacement fuel.
Well I have thought about how we are viewed and paid. I think we need to start with the A@P. FIrst off I know a lot will disagree with me but you should not be able to touch an airplane without a licence. These MRO’s are filled with unlicenced indivduals working on passenger airliners with low pay and experience. This allows airlines to subcontract their work. Cant do this on the pilot end. All pilots HAVE to have a licence to fly an airplane even though experience is varied they still cannot leave the ground with their hands on the controls without a licence. This put the pilots in a better situation that us and makes them harder to replace. Second. The A@P itself is kind of a joke outside of the USA. It is really not recongnized when you stack it up agains JAA/European standards which are much stricter than the US standard and it also has several layers of expertise in their licencing instead of the blanket A@P which covers all. They at one time were considering splitting the A@P into commercial/airline type and a general aviation type. But this for many reasons fell through. The lobbyists like the ATA and the airlines DO NOT want anything that will tie their hands more in respect to maintenance. That is the final reason why I think we are viewed the way we are. You see maintenance is the nessessary evil in a corporation. We do not generate revenue. We cost them money. Even though they could not generate revenue without us keeping their machines flying is besides the point. Lastly we are our own worst enemy. We have too many varied indivduals in the ranks. Take the sitcom WINGS for example. You have the mechanic “Lowell” who is the mechanic is sort of a buffoon on the show. Even though I loved the show it does ring true of how the general public views mechanics of any sort. I make top pay in the industry right now and I am fortunate. But I have had a lot of roller coaster rides along the way in my 21 yrs in the industry. So overall I think if a person really thinks he or she wants to do it they need to fully understand what they may be in for. I know no job is secure anymore really. However, I believe aviation today just isn’t like it used to be and I would avoid it if I had it to do over again.
I have some very happy memories working as a mechanic when I was a younger man. The problem that I had with maintenance was the lack of upward mobility. I could never be seen as more than “just a mechanic” regardless of my experience or education. After finishing my degree I became a misfit in the caste system. No place for degrees on the floor and no place for mechanics in the office. My toolbox and uniform felt like an anchor holding me back. It wasnt terribly difficult to leave it all behind. I thought that part 66 could have provided an avenue for higher achievment but nobody saw it. I have concluded that an A&P is too basic to ever carry much value by itself, it was too easy go get.
RESPECT-Many of today’s companies are run by number people that have no concept of what it is like in the “trenches” because they have never been there and in many instances they didn’t go to school for Aviation Management either. Companies are being bought out and run by investment firms. Skydrol destroying your new pair of work boots that the company doesn’t buy for you or your finger tips nearly frost bitten because you can’t work with gloves. What’s that, you need a new piece of equipment to do the job properly? What is my return on Investment? The company just bought one 15 years ago! In aviation there is nothing better than a “been there done that” manager with a good head on his or her shoulders.
I am a DOM with a Part 91 managed flight department in the midwest supporting a newer super-midsize business jet, been in the business almost 30 years.
I have exemplary performance evaluations from every flight depatment director I have ever worked for.
My management company and the client KNOW that my current salary is $20K less than the industry average. It is also $20K less than my ex-wife’s salary as an R.N. (with 10 year’s experience). Why don’t they make things right? “We don’t give anyone that kind of raise” Why don’t I bail? Kids in High School.
You want a salary number? How about $100K plus for anyone working an airplane on their own.
After all, if a doctor or nurse screws up, only one person dies. If WE screw up, multiply this by the number of seats on the airplane.
As they say, “When the autopilot is on, the mechanic is flying the airplane!!
None of these issues will be addressed, until airplanes start missing trips due to maintenance issues. Then there will be all kinds of money to throw at the problem. Hope I live long enough to see it.
I believe that the Department of Labor classifying A&P
mechanics as skilled labor would be a great start.
Updating the Circulars is a huge step. As a current student I find the mechanic program has a very dinosaur feel to it. Technology has advanced and the other competing fields have adapted but why haven’t we? It seems like the players that control this industry still are stuck in “the golden age of aviation.” But that was a different era and if we don’t EVOLVE then yes our industry is doomed. But I think we will.
Training and respect. I was furloughed from a major airline and went to work as a tech for an automotive dealer. I received more training from the dealership in my first six months than the last 6 years from the airline. Plus by my third year I was making more money than I ever made in aviation.