Mark's rule #1.
Treat everyone and everything as if they're incompetent until proven otherwise.
Pictures. Everyone loves pictures. You might not know what you're looking at, but it sure looks interesting doesn't it?
My Aviation portfolio - I've experienced Industrial Exposure (work experience) at
Riverina Airmotive (piston engine overhaul),
Aeroservice (G.A Maintenance - everything and anything),
Aerotech ("Aerial Agriculture" and Firebombing "First Response"), Southern Propeller Services (propeller overhaul) and
Flight Training Adelaide (training aircraft). There are also a few pictures at the end of Pulse Aero, RFDS and Premiair Aviation. Also included are some of my hand skills projects.
I am currently studying a Certificate IV in Mechatronics (combination of Avionics[aircraft electronics] and Mechanical) at
TAFE SA Parafield Aviation campus (
Here's an aerial picture!).
The lecturers that I've had at TAFE have been nothing short of spectacular. They have come from an RAF background (during/post Cold-War and Falklands Crisis) and then continued into other Aviation sectors such as G.A. and Defence Contracting. Their experience, outlook and trade knowledge is easily world class and inspiring on a daily basis.
They have three
training aircraft, a
Cessna 421 Golden Eagle, a
Piper Aztec and a
Grumman Cougar along with a
workshop (
piston engine area - Turbines
Rolls Royce Allison,
Rolls Royce Derwent,
Westinghouse J34,
Pratt & Whitney PT6-A 20), composite room and an engine test stand. Our day is split into theory in the morning and practical in the afternoon (Human Factors - possibly to do with Circadian rhythms?). Currently we're finishing off propellers and governors in the morning and manufacturing an avionics tray (
my sheet metal layout) in the afternoon (which is half sheet metal project and half avionics connections).
An Aviation Maintenance Engineer (AME) does an apprenticeship under one of three disciplines: Mechanical (Airframe and Engine), Avionics (Aircraft electronics) and Structures (sheet metal and composites). Under CASA, an AME can become licensed in either Mechanical or Avionics (B1 and B2 license respectively), when licensed they can sign an aircraft as fit for flight on behalf of the company. This of course means they accept the responsibility for that aircraft both at that moment and for the life of the aircraft.
"Irrespective of the licence or rating, the international privilege of a LAME is also stated in Annex 1. The duty of the LAME is to certify the aircraft, or parts of the aircraft or system, as airworthy after an authorised
repair, modification, or installation of an engine, accessory, instrument, and/or item of equipment, and to sign a maintenance release following inspection, maintenance operations and/or routine servicing.
The Australian privileges of the LAME are to sign for the completion of aircraft work, to perform independent flight control inspections and to release the aircraft to service after maintenance. Annex 6 to the Convention states the LAME must sign the aircraft’s ‘maintenance release’ after maintenance. Whilst this takes many forms around the world, this is a statement that the aircraft is safe to fly."
This in turn means that it's all about attitude in the aviation industry, "You can bring a car to the side of a road, the plane is only going one way when it fails, down." It's a daunting responsibility upon Aviation Engineers world wide, that their work is their concern for the life of the aircraft (despite many of the aircraft initally built with the intention of a lifespan of ~20 years (hence the Cessna SIDs initative and soon to be other aircraft manufacturers directives for aging aircraft).
Aviation is split into four areas of work:
General Aviation (Parafield, Griffith, Moorabin, Karratha etc) generally smaller aircraft (cessnas/pipers/diamonds, etc but can include Metros, Beechcraft, etc [upmarket GA])
Commercial - Major airports and airlines. Qantas, Virgin, Tiger, Alliance, Rex, Cobham, etc.
Defence Contractors - Raytheon, Nova Defence.
The Royal Australian Air Force.
Overhaul facilities would be a "fifth" I suppose, but they're not necessarily AME qualified (although some are).
Aircraft components and hardware cost a multitude more than what your hardware store equivalent would. This is due to the requirement from CASA and other aviation authorities,
"Regulations 42W, 42X and 42ZA of CAR 1988 require that aeronautical products are to be supplied with documentation that provide authenticity, traceability and maintenance history if any."
So this means that the aircraft bolt (which is drilled for safety lock wire fastening) comes from the supplier with a certificate of conformity. This bolt can then be traced to the foundry (batch numbers and heat treatment) and what day it was processed, then back to the mine, what day it was mined, what bucket it was in and what area of the mine site it came from. Similar for petrochemical products, what humidity, what chemicals, temperature, etc.
I finished High School with the intent to study Engineering at University, which I did end up doing however I didn't enjoy it for numerous reasons. I left and found myself doing a Certificate II in Engineering (Welding) which I really enjoyed and learnt a lot from. It was there I made a friend who got me onto the Aviation course. I had worked on my car (Daihatsu Charade) which taught me a lot (there's a big difference between reading about a nut and a bolt and using your hands to get the nut on correctly and tightening up to the correct torque - this is experience). I considered being an automotive mechanic but after a 4 year time investment as an apprentice there isn't much financial incentive. So all things considered, the aviation industry has to be here to stay in one form or another (maintenance as opposed to manufacture), the quality of work has to be upheld to rigorous standards so I thought why not. Thus far I haven't been disappointed.
As far as South Australia goes:
Parafield Airport - From what I know used to be Ansett and Ross Air up until the 1980s. Now is host to smaller 145 organisations, propeller and piston engine overhaul, pilot training, engineering training and that's about it.
Adelaide Airport - Everything else, Aerobond, REX, Cobham (National Jet), Pulse Aero, RFDS, Pilatus/Premiair Aviation, TAE, Alliance, Qantas, Virgin, etc...
There are some smaller organisations up north east towards Gawler and down south towards Aldinga.
So, 6 months into my course, have my thoughts and attitudes changed? Aside from being overwhelmed at the sheer complexity of aircraft... Everything still comes down to attitude! Are you eager to do the work required In Accordance With (IAW) and willing to raise your hand when you've made a mistake or are unable to complete a task.
I had stopped past Main North Nissan to pick up a gasket for my car (in my TAFE Parafield Aviation Engineering - [Badge hand sewn on by yours truely!] Uniform) to which the parts interpreter said, "It was always my dream to work on aircraft but I wasn't smart enough". This was interesting on two points, this person wasn't motivated enough to follow through with their dream (and that's all it takes) and secondly I am now living someone's dream. That is a very empowering thought.
It's easy to see aircraft in the sky and think nothing more of them other than fast transport from A to B but I now have this immense pride and appreciation for what it has taken for that aircraft to be there. From Research and Development (R&D) to Design to Manufacture to Maintenance and Logistics. I know that someone, just like me, who gives a stuff about what he does is keeping that aircraft and the aviation industry operating.
And sitting inline with the Adelaide Airport runway (just behind Hungry Jacks on Marion Road), ~30m below Jets and Turboprops coming in for landing... I'm probably on my way to being deaf but wow, what an experience!
Mark out :)
