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Field,
Good topic and one that is near and dear to me. If you don’t mind I’ll “opine”
In my opinion it’s not possible to run a “perfect” maintenance program. At best you can run a satisfactorily adequate program that serves the aircraft, operation and pilot(s) to the safest possible degree. Paul nailed it in his first post when he said a great many variables need to be considered when working up the maintenance routine.
“How often does the aircraft fly? How proficient is the pilot? What conditions has the aircraft been flown in, ie; a lot of wind, rough landings etc. Does the aircraft in question have enough "time" flown on it during the course of a typical "airshow" year to warrant more than a couple of 100 hr and a good annual inspection during the year? How "good" or healthy is the engine?”
I would also add and more than likely that routine will need to be tweaked a little as you move forward, especially if it’s an odd ball with little historical data to work from.
Benchmarking a good Warbird maintenance routine is again, in my opinion, not only based on the FAR’s and all of the factors listed above, but also by taking a good cross-sectional view of how the type is currently being operated, what’s working what’s not and adapting from that information. You will look at the manufacturers data for the type (although to a lesser degree simply because we are operating these aircraft differently now than they were during their service years, we’re operating them well beyond their intended service life and finally because many things that have a marked impact on schedules and routines changed such as fuel, oil and coolant quality just to name a few). As somebody already mentioned giving everything the fish-eye several times over really makes the difference. You check my work and I check your work, license or not. You work on my airplane, you sign in on my maintenance log and when you sign out you make a quick note of all the things you touched and that includes cleaning the airplane! If you are going to be working on it, the requisite manuals are within hands reach, period. If you are caught working on the airplane not signed in or without manuals you sit in the corner with the dunce hat while the rest of us consider what part of the floor needs swept……
The old A&P vs. Volunteer debate again. I’ve seen volunteers that I wouldn’t trust to work on my bicycle or sweep the floors around the airplanes, and they were licensed, experienced A&P’s. I’ve had non-licensed volunteers that fell into the same category. I’ve also had non-licensed volunteers with great mechanical aptitude and a lot of non-aviation related mechanical experience and they proved to be the best mechanics I’ve ever worked with. Although the responsibility that the licensed mechanic carries when he/she signs off an inspection needs to be respected, it’s quite unfair to waive that piece of paper in front of equal or better quality non-licensed mechanics and claim superiority. I have witnessed too many times to count and it causes my BP to surge! I will let the subject lay at that. As Brandon said, there is a lot of tribal knowledge out there and a great deal of it is in the hands of the non-licensed. This too must be respected.
Volunteers….here is how I was initiated into the brotherhood of Warbird mechanics some 20 years ago and how I “evaluate” new potential volunteers today. Everybody starts in the same place, sweeping the floor. It sounds menial and perhaps it is to somebody who has experience in the trade with a good head on their shoulders, but I don’t know anything about a person until they are put to a few simple tests. Sweeping the floor tells me a few things; willingness to be there, eagerness to do any job that needs to be done, how well the job was done and the new recruit’s attitude while doing it. Depending on how well they did, they may sweep floors for some time to come or “graduate” to touching the airplane, cleaning it to my exacting standards. I will show them precisely how I do it and give them half the airplane as an example of how I expect their half to look. They will also be instructed on what I expect them to look for and write up while cleaning it, such as loose screws, unsnapped Dzus’s, cracks, chaffing, leak streaks, smoking rivets, etc. To me cleaning an airplane is not the simple task of making it shine again, it’s a real fine way to inspect its entire exterior and flight control surfaces. It also forces the new recruit to look at the airplane up close and personal so they get to know it… an awful lot can be learned if attention is paid. Passing that simple task means they will be asked to participate in the next inspection, whether it’s a 25, 50, 100 or annual. No, they won’t be touching the anything without specific directions and won’t be doing any critical tasks. They will likely be cleaning the insides of panels, internal structure that is now open, vacuuming the interior of the airplane. If you are getting the feeling that I believe cleaning an airplane is the best way to get to know it, you are right! It also keeps the grime out of it which causes it to wear prematurely. Promising candidates may also be asked to do some oiling, greasing and maybe change the oil. From there I have a pretty good idea of the quality of the individual I’m working with. With each subsequent inspection they will be tasked with increasingly more technical work most often working directly with me or one of the other experienced volunteers until we are both comfortable with how things are progressing.
I have, and in fact we all have lost too many dear friends playing this game therefore I am in no rush when it comes to these airplanes. The war ended 60 years ago and we have time to do things right. Human life and the well being of the airframe are far more important to me than having to make it to the next show.
Sorry for the long “bloviating” post!
John Beyl
Crew Chief CAF P-51C
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