Right to Repair Act
Currently, winding its way through the warrens of Congress, there is legislation that, if enacted, will enable independent auto repair shops to compete for business now guaranteed only to dealer-controlled establishments. This is professed to be important because currently car manufacturers severely limit the number of repair shops allowed to have the tools, diagnostic codes, and updated repair information essential for the repair of late model autos. It is stated that these conditions unfairly limit the consumers’ choice of places to maintain their autos. More to the point, the problem this law is, in fact, attempting to fix, is the direct result of the much more frequent use of computers and proprietary diagnostic tools in cars. This effort is in the face of DMCA, (the Digital Millennium Copyright Act) which bans sidestepping or circumventing technological protection measures.
Why, do you ask, am I bringing this issue to the forefront in an aviation maintenance publication? Well, while I suspect there are several parallels between the concerns this legislation addresses for auto mechanics that would be applicable to aircraft technicians, there are some that just jump out at me.
For one, the use of computers as the primary systems drivers in automobiles is catching up to airplanes. Today’s auto mechanic is doing much the same as an aircraft technician has been doing for years. He is no longer opening the hood and checking the wires etc. He is plugging in a specialized computer that reads and interprets information generated by all the computer chips in the car, such as those for tire pressure, braking, hydraulic pressure, steering, etc. If the auto mechanic lacks the ability to “talk” to the car’s computers because he may not have the diagnostic codes, he will be unable to analyze, replace, and/or repair a part that is needed. This is the same for an aircraft technician. So the independent auto repair industry is seeking legislative redress so that it can stay in business and continue to offer work opportunities for its labor force. This provides auto mechanics with more job opportunities and, as a natural consequence, higher pay.
While there are significant differences between maintaining an auto and keeping an aircraft airworthy, I think there may be something here that will bring attention to the need to give greater recognition to what an aircraft mechanic deserves. Because there are so many limitations related to tools, training, manufacturer approvals, etc., for maintaining an aircraft, an aircraft technician is much more limited in his or her mobility and, as pointed out previously this limits earning power.
Think about it. Here is legislation designed to protect and enhance the opportunities of a needed but less skilled and educated part of the work force. Generally if an auto mechanic makes a mistake it will only result in inconvenience and expense, while a mistake by an aviation technician can result in lives lost.
And I have not even mentioned onerous disparities in pay, hours, and work environments.
My goal here is to continue to emphasize the need for aircraft technicians to have an organization to represent them so that their position in America’s labor force is respected and valued. Monitoring legislation like this demonstrates the lack of equivalent efforts for the aircraft technician. Not only should the Department of Labor recognize the special differences that exist between these two jobs it should consider efforts to redress the differences that will enable aircraft technicians greater mobility, recognize the years and expense of their training, and give ample consideration to the responsibilities aircraft technicians accept.
Thanks for pointing out the vital need for AMTs to be represented in Washington, Nick. This should be the primary goal of an organization purporting to represent our best interests. Unfortunately, this does not appear to presently be the case. PAMA never pretended to lobby for us and AMT Society has yet to have the funding and membership numbers that would allow such an effort. Perhaps if they made a real effort in this area, more AMTs would join. It may be a chicken and egg situation, but if nothing changes, nothing will get done.
Best wishes for ‘10.
Nick:
As always, you are “Spot On”. That was an excellent observation to start off the New Year. I do not want anyone working on any of my equipment (car, boat, lawn mower, etc.) without the proper training and experience. I guess that’s why we do so much ourselves. I fully support Mom & Pop shops and have often found that some of the best auto mechanics reside there. Typically, I take older vehicles to them and they perform well.
I could understand OEM’s maintaining their information in a proprietary database for a reasonable length of time and then be required to release it to the general public. In my humble opinion, this provides intellectual property protection, which the OEM’s earned by providing the R&D to develop these new technologies. Following a reasonable period (3-5 years?), the data should be released to the Mom & Pop shops and allow them the opportunity to do what they do best, which is to keep the rolling stock rolling for untold numbers of Americans.
As you very wisely related this to our aircraft situation, I have found that there are many AMTs who do not wish to learn new technologies. I am quite dismayed by this attitude. As the aircraft we maintain become more technologically advanced, there will continue to be computer interfaces making up the primary infrastructure of this aircraft. To my peers who would resist this advancement, I offer that you are not expected to become a computer nerd. You are merely expected to learn how to interface the device to your airplane, capture, store, evaluate and transmit data. Often times, you do not even have to evaluate it. The OEMs will gladly do that for you.
To all my peers, I ask that you get on board, move into the 21st century and be prepared to excel by increasing your knowledge base. This is all part of our goal to help raise awareness of the value of the AMT/Avionics Technician both within and outside of our industry. Be professional. It could help line your pockets.
Happy New Year
when aircraft start fallen into people back yard because of the lack of amt or the aircraft being inspected over seas.only than something might be done.the amt have never been respected in this country and never will be.ever one remembers the nyp pilot.but no one remembers his mechanic.and that taylor award by the time you can receive the award you can not even walk to receive it.after the first year of a amt you should receive this award.we need a lobbying group like japan has to catch up.i went to erau in 1996 in it was almost a ghost down.you cannot susport a family on what fbo or airlines are paying so no one wants the job.very sad.also what the towel heads did to my industry on 911 plus the fuel cost has almost killed this industry.if i did not have my own busneiss i would have gotten out long ago.you have a great magazine amy.keep up the good work.godspeed lomax airmotive
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Quite an interesting post you got here. I’m feeling the issue indeed. I just hope that what is right for everyone will be served.
Nick,Thanks for the info.Being a new A&P I have learned alot from the AMT mag.I believe that it very important that we have some type of rep. in DC but like most bureaucrats they don’t concider the person that works at that leval.So please keep up the good work and the faith.. Charlie
Good article,
My recommendation is to never under restimated the mom & pop shops i.e. being as up to date and experienced as the dealer.the seceret is to find the good mechanic period.
As an A&P with Dealer experience who is involved with both skill sets A/C & GSE. My observation and practical experience is there are some very talented mechanics out there who have years of experience. The test in the aviation community is when placing an A/C mechainc into GSE. We get to see if he has the horsepower along with real mechanical talent or just knows how to read a code. I do care to read about AC mechainc bashing or knocking GSE or vice- versa. I care about the Professionlism in our industry.
One other troubling comment I recommend writers who do comment leave out the ethnic slurs. There is no need for this. There are a lot of good people out there that should not be maliciously nor unneccesarly targeted. So please do not get caught up in the hype keep your comments civil
Bob
Aviation mechanics have all the mobility they need. They can ride the airplane to wherever in the world that its being worked on. Car mechanics don’t have that option and must make a living locally. The answer to low A&P pay is simple. Find something else to do for a living. Most of us already have.
NC - you certainly misunderstood my use of the term mobility. I used it to point out that aircraft technicians have greater difficulty moving from a job to another job elsewhere because of the more demanding requirements for training, tools, approvals etc that
each must meet. This limits “mobility” in the economic sense and, thus, limits earning capability. Regret I was not clear.
Also, hopefully, through a concerted effort A&Ps will begin to garner the wages they so richly deserve and will not have to find something else to do.
Whoa thar people, first & foremost you’re comparing apples to oranges & that just CAN’T BE DONE!!! We’re looking at 2 completely different worlds here! Nick’s statement that”… If the auto mechanic lacks the ability to “talk” to the car’s computers because he may not have the diagnostic codes, he will be unable to analyze, replace, and/or repair a part that is needed. This is the same for an aircraft technician.” is asinine! There’s this little thing called 14CFR that specifies, in several different Parts, that an AMT must have the proper training, equipment, service data, facilities etc… necessary to maintain the aircraft he or she is servicing. Auto mechanics have no such regulatory requirements nor do they have the oversight & scrutiny (FAA) that aircraft technicians are burdened with.
I would like to see EVERY technician assigned any task on whatever type aircraft to have the most up-to-date training, data & equipment available right now, today! But that’s in a dream world & until that dream becomes a reality we’ll have the FAA oversight & the FARs guidance because right now, like it or not, the quality of the work depends solely on the integrity of the technician. I chose this career for the excitement & the challenge & those reasons still apply today. I don’t know about you but my pride WILL NOT allow me to perform substandard work yet auto mechanics don’t seem to have that same pride in their work. Most could care less, it’s M-F 8-5 & they’re gone. They wouldn’t know you from Adam if they tripped over you. From my perspective, my customers know every tech on the floor & I encourage interaction with owners. It’s all part of service.
So with all due respect to auto mechanics (and there are good ones) please don’t ever compare us to them; it’s analogous to comparing a neurosurgeon to a gardener in that the neurosurgeon spends years in school, apprenticeship & practice to hone his skills while “training” all along the way while the gardener “decides” he wants to garden, buys some tools, maybe reads some H&G magazines & starts out on his merry way. Don’t get me wrong, I agree 150% with the need for copious amounts of training & better compensation for all levels of aviation technicians but to use auto mechanics as a comparison is bringing our career field to new lows. Just one man’s opinion…