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Forgotten Field,
In response to what you say about the logistics’ of setting up an available “pool” of spares…QEC’s etc…the whole concept of that would be predicated on the idea that you could actually get a group of owners together that would want to accomplish something that and do so co-operatively. And with the costs involved I think that would be a monumental undertaking. Let alone the idea that for the most part owners would rather spend their dollars on flying the aircraft (due to the fuel and oil costs alone, and let’s not forget insurances of some sort) than keeping a shelf load of available spares around. Then you have to take into account the liability issues behind the idea of that very “pool” of spares. Where would they be kept, who would administer them, parts compatibility and records etc… World War II was much different in that the Government and the military basically controlled product availability, both on a cost basis and availability basis. In today’s world, most warbirds are maintained within the parameters of availability of parts at hand…. either from those few specialty shops who cater to them or from “the guy I know who had a bunch in his barn”……. or, sadly, from wrecked aircraft whose parts are still viable. When you consider a full restoration, then it becomes a matter of finding a machine shop who can replicate the parts you need, AND find someone to certify them as within specs. Because the FAA, while a “toothless tiger” when it comes to the airlines, cares NOTHING about going after the owner/operator of a classic aircraft or the mechanic when it comes to doing something wrong. They land on them with BOTH FEET. And I’ll take one more step here; lets not forget the attorneys and potential litigation that could result if something were to go wrong. History is replete with examples of product liability lawsuits over many issues, aviation not withstanding.
As to the issue of the “volunteers”. Your point is WELL taken. I cannot tell you how many times I have been in a similar situation. I take maintenance as a personal thing and the pride from doing a GOOD and proper job, and to allow someone access to doing something, potentially improperly on my watch is unforgivable. Your question about “vetting” maintenance volunteers is well taken, but someone who knows his business should supervise all volunteers who work on the plane. A case in point, a friend of mine…an A&P who came out of WW II was working on a wing rebuild of a PBY. The volunteers in his instance didn’t think twice about running down to the local hardware store to pick up such items as nuts, bolts, and washers to replace items out of the wing assembly during the rework. Now, the best you can get at any hardware store is Grade 8 stuff, which is okay for cars and automotive items, but there is a reason why aircraft are done with MIL SPEC hardware. And the volunteers in question could NOT understand the difference between MIL SPEC and regular every day hardware. Grade 8 or worse is nothing more than what I refer to as “hardened peanut butter” when it comes to aircraft. Which is why I say that a person WITH knowledge of what is going on must be involved. If the aircraft in question is a large one, say a PBY or B-25, or TBM etc…then you had better get more than one person with aviation knowledge and background there to help supervise the work due to the complexity of the aircraft.
You ask the one basic question here in “How do you develop lasting leadership skills in a volunteer organization” . Again, this is a trust issue. And we all know how difficult the issue of TRUST is to build in the first place. And again, I’ll go back the idea of the volunteers; there is a hierarchy in volunteer groups. Those closest to the owner/pilots usually are the ones who get the trust issue resolved in their favor the quickest. I call it the “brown nose syndrome”. PLEASE do not think that I feel all volunteers are like this. A lot of folks just want to come out to do the work that needs to be done…. but many, as I said before are the kind who want to walk around all puffed up wearing Museum X or Association Y’s jumpsuit. But when it comes to getting down and oily, they are usually nowhere to be found, but that is and has been my experience. I cannot speak for all groups though and please forgive me if there was any insult in that remark, there was none intended.
Jase brings up some interesting points in his posting as well…check, inspect…. and check and inspect again……… You must remember that these aircraft were NEVER intended to live to see this day. They were very high performance machines built to do a job for which their useful life no longer exists. And they certainly are NOT toys. They must be given the respect, which is their due if they are to remain airworthy. Both from a maintenance standpoint as well as a pilot’s standpoint. These aren’t the cars you drive or the Cessna 150 you may fly on a more regular basis. These are high performance aircraft, which in their day could do amazing things. And must be regarded, maintained and flown with that respect in mind. Otherwise you invite disaster, which we have all seen this past year in the loss of both aircraft and precious lives of the pilots who flew them.
If you have ANY concerns about looking at something………by ALL means do so. If you have to service the fluids on a normal basis, then take the “opportunity” to look around. See if hoses, clamps, seals, and wire bundles are secure. I know access is usually limited by the fluid access panel…but give it a shot. It just MAY save you bigger trouble down the line. If you (the mechanic or volunteer) do a walk around before the pilot does his…TALK about it together. Voice your concerns TOGETHER…that will build trust.
Eric, you hit the nail solidly on the head…Inspect, Inspect, Inspect. OPPORTUNITY is the key. If you have it take it. Better to deal with an issue on the ground before the pilot has to worry about it while airborne. He has enough on his mind while flying. But I will disagree with you on one point. That the pilot BE one of the mechanics. In my opinion, that is akin to having an owner say “Yep..I know my tires look bad…but I don’t want to replace them just yet…I’m only gonna fly it one or two times this year”. Personally, I’m okay with the pilot helping…but not being the one with the responsibility. Someone has to sign the logbook and having seen “helper pilots” before….they are more concerned with getting airborne quickly than they are with safety. Case in point, I was doing a preflight on couple of fighters prior to them going up for display….one of the pilots was barking orders at me to hurry up and get his plane done and bring him a “bucket of oil”. I told him, rather pointedly, that I will finish the preflight and he could relax because it was my responsibility, as told to me by the chief mechanic, to do the preflight’s and that I was the one that was going to be held responsible if he did an quantity check, topped off the fluid, and then forgot the cap on the tank just because he was in a hurry to get airborne, I didn’t want his engine to seize while he was up in the air. Sad story but very true. He came back to me after he flew the display to apologize for his actions and thanked me keeping him aware of the situation. Point is, he was in a hurry…. and I was more concerned for his life and the aircraft’s safe return to the ground so it could fly another day for the pilot’s and crowd’s enjoyment. That is why I don’t mind a helper pilot…it is just I would rather accept the responsibility myself and keep the two separate. I World War II…the crew chief’s always said that the planes were “on loan” to the pilots, because they were theirs. On the ground this is true…in the air…they are the pilots. But the two must work together…and EARN the respect and trust of one another to make it work. If not…. you may as well restore the aircraft to static condition and let it gather dust in a museum. Personally, I want to see them fly…as we all do.
I hope this topic continues…and I do apologize for my long editorial here, it isn’t meant to incite folks…it is meant to raise awareness. Maybe it can help build trust and respect as well. At any rate….it could be of some use to keep folks who work and fly these marvelous aircraft for our enjoyment around for a long, long, time.
Any Thoughts??
Respectfully,
Paul
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