A Step above A&P Mechanic

Many of us have been pushing over the years for some type of advanced recognition from the FAA for A&P mechanics who have training and/or qualifications above that required for the basic ratings. The FAA developed the AMT Awards Program for this purpose and the Professional Aviation Maintenance Association has instituted its own advanced-recognition program. The only problem with these programs is that they don't generally translate to a higher wage scale. Unlike the average hobbyist pilot, few mechanics have the luxury of pursuing non-monetary awards. They're too busy trying to make ends meet.

The late, unlamented FAR 66 proposal would have created advanced recognition for some, but would also have created a "type-rating" system similar to that used in Canada and Europe. Unfortunately, the changes to our present system were too extensive for many mechanics to swallow and would simply have harmonized our profession into extinction, by forcing A&Ps to upgrade to the new standards. One of the more attractive features, however, was a title change to "aircraft maintenance engineer" from A&P mechanic. Inevitably, that baby was thrown out with the bath water when the overall proposal was resoundingly rejected.

Now, however, an exciting new proposal is circulating at FAA headquarters. This new approach would establish an aircraft maintenance engineer as a step up from an A&P mechanic. It would not require mechanics to upgrade, which was a big stumbling block in the FAR 66 proposal. If a mechanic is happy just being an A&P, fine. Under the new proposal, the upgrade will be a voluntary process and will require a total of four years of college education, including two years of A&P school. Specific subjects will be approved by the FAA in order for the college to be accepted. One major benefit to undergoing the time and expense to upgrade will be that the FAA AME certificate will be issued automatically upon graduation and will allow the individual to perform many of the functions now allocated to DARs and DERs. This additional income potential will be strong incentive for the ambitious among us.

Think of it: no longer will we be looked at as trade-school graduates, but will have a bachelor's degree to show for our parent's second mortgage outlay. Those of us who've been in the business for a while will be able to get a continuing education with tax-deductible dollars and will legitimately be able to call ourselves AMEs at the end of it. This has been the holy grail for many A&P mechanics for a number of years. This latest proposal is being jointly spearheaded by Mike Harkins, president of the Delaware First State PAMA chapter (2005 Chapter of the Year) and PAMA president Brian Finnegan, with input from other prominent maintenance professionals.

This proposal could be a breath of life for some A&P schools, as well. By affiliating with accredited four-year colleges, or in some cases attaining their own approvals, these schools will now be able to attract students and/or investment funding to the point of being financially sound institutions. We've lost quite a few A&P schools already, due to low enrollments. The cause of this phenomenon is debatable, but the basic facts are irrefutable: lack of prestige and income for A&P mechanics. Wouldn't it be great to reverse that trend?

An additional aspect of this proposed change to Part 65 is a two-year renewal for the inspection authorization. For most of us, that may make the whole effort worthwhile.

The proposal is in its infancy, but has widespread enthusiastic support, both in and outside the Washington D.C. beltway. (Yes, we do have major supporters at FAA headquarters, but they'll have to remain unnamed for now.) Suffice it to say that we've never had a better shot at being designated as professionals than we have right now.

The downside is that we, the aircraft maintenance community, will have to band together to make this happen. If you care at all about your chosen profession, now is the time to support the changes. PAMA doesn't have enough members to be able to push the FAA, unlike larger associations like AOPA or NATA. Membership numbers are all that count to the bureaucrats. Your first step should be to join PAMA, even if just for this one critical year. Drop out in 2006 if you don't feel it's worth your while, but at least join in 2005. Attend a local chapter meeting and get others interested. You probably know five other A&Ps that you can drag along with you, if you're afraid you won't know anyone there. Then e-mail your congressperson and senators to ask that they support the proposal when it comes out.

When the notice of proposed rulemaking is published, it is absolutely critical that each of us respond with lucid, well thought out comments. If we don't, FAA senior officials will see that there is no great groundswell for the proposal and will assign it to "B" level rulemaking. That means that they'll complete the rulemaking process at about the same time the meek inherit the Earth. Only an industry-wide show of support will get us "A" status. Politics has its own priorities, so if no immediate safety implications are evident, we could all lose when the proposal dies a quiet death. PAMA and the trade publications will do their part to keep this proposal a high-visibility item, but the rest is up to us.

We (you and I, my brother or sister mechanic) are about to have an opportunity to change our profession for the better and make a lasting contribution to aviation safety, ensuring that successive generations are there to maintain aerospace vehicles. This may be the most important thing you ever do for yourself, your future, and that of your fellow mechanics. -- By Howard Fuller