Eagle Manager: Will Pilots please do maintenance?

inigo88 said:
Regarding the "signing off the missing static wick so we can fly to an mx base to get it fixed" example, forgive me for my ignorance of part 121 maintenance practices but... couldn't they just get a ferry permit from the FAA? :ooh:
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Don't know how it is at other airlines, a missing static wick is not an MEL it's a CDL and pilots cannot flight crew placard a CDL. A mechanic has to sign off a CDL.

Until a few years ago, pilots at Eagle couldn't do flight crew placards even though flight crew placarding was a normal thing at other regional airlines.

Even if it's going to a ferry a mechanic has to sign off a ferry permit.
 
Yeah we can have up to 3 missing...

But...
Only from wing trailing edge (1 missing of 6), horizontal stab trailing edge (1 missing of 2), or rudder (1 missing of 3) if it is the redesigned rudder.

Static wicks really ruin your day if they aren't there.
 
So here are just a couple of things you need to think about:

All Maint personnel including contract Maint have insurance. When working for Eagle (or delta or whomever) you are working under their cloak of approved Maint and if you stay within their approved procedures, then the company is liable. If you are contract Maint, same thing, you work under the cloak of who ever employees you with their insurance. If you are private, then you have your own insurance and your own contract with said airline. The pilots are not under any cloak. You would have to either make them part of your Maint dept and that would start a shiat storm with the Maint group or you would have to be individually insured. Either way, I have yet to find a pilot with an a&p at my airline who said anything but "I'm not putting my cert on the line for these clowns". I just don't think it's actually feasible to do this.
 
I don't know which is worse. This email or that memo from some regional CP about flying through the clouds to help clean the airplane. :)
 
MikeD said:
Of course. Just pointing out that in the general world of aviation, this isn't unheard of. However in the 121 world, this seemingly would be unheard of.
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The FEs at ATI were A/Ps and did work on the airplane on the road. Well not on Mexico but most other places. 121 supplemental.
 
Dugie8 said:
The FEs at ATI were A/Ps and did work on the airplane on the road. Well not on Mexico but most other places. 121 supplemental.
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A few of those planes are sitting here at MZJ sans engines and with grass growing up around them...
 
Firebird2XC said:
I was an Army Blackhawk crewchief. I've totally done it. Flew with maintenance pilots, took a toolbox with me everywhere, etc.

I'm with you. So long as the point isn't lost to others that this is totally not normal in the airline world.
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Your point is valid but the example is flawed. Crewchiefs are maintainers, not pilots.
 
Pichettet1 said:
Your point is valid but the example is flawed. Crewchiefs are maintainers, not pilots.
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*shrugs*. What's your point?

My point is that there was a designated mechanic with other in-flight duties involved.

I don't support pilots pulling double duty at all in the airline world.
 
I work for a part 135 air ambulance company and we have approved by the FAA (and our union) maintenance procedures which the pilot is authorized to do. They are:

1) Refill the medical oxygen (not the aviator's breathing oxygen.)
2) Remove or install aft cabin seat
3) Airworthiness check
4) Removal and installation of GPS data card

We get initial training an annual training on these items.
 
SpiraMirabilis said:
I work for a part 135 air ambulance company and we have approved by the FAA (and our union) maintenance procedures which the pilot is authorized to do. They are:

1) Refill the medical oxygen (not the aviator's breathing oxygen.)
2) Remove or install aft cabin seat
3) Airworthiness check
4) Removal and installation of GPS data card

We get initial training an annual training on these items.
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... but how many mechanics do you employ?

... and 135 vs 121 is a big step.
 
Firebird2XC said:
*shrugs*. What's your point?

My point is that there was a designated mechanic with other in-flight duties involved.

I don't support pilots pulling double duty at all in the airline world.
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My point was that it's different than pilots being required to do maintenance. I agree that it's a silly idea for 121 operators.
 
Pilotdude3407 said:
So here are just a couple of things you need to think about:

All Maint personnel including contract Maint have insurance. When working for Eagle (or delta or whomever) you are working under their cloak of approved Maint and if you stay within their approved procedures, then the company is liable. If you are contract Maint, same thing, you work under the cloak of who ever employees you with their insurance. If you are private, then you have your own insurance and your own contract with said airline. The pilots are not under any cloak. You would have to either make them part of your Maint dept and that would start a shiat storm with the Maint group or you would have to be individually insured. Either way, I have yet to find a pilot with an a&p at my airline who said anything but "I'm not putting my cert on the line for these clowns". I just don't think it's actually feasible to do this.
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Pretty much. In most cases, if the A&P is signing the work off with an employee number he is working under the protection of the companies Part 145 repair station certificate and by extension is insulated to degree on the liability side. If he is signing off the work with his A&P number then he/she better have his ass covered... Either way, Eagle/Envoy's plan is just asinine and there is no way that I, as an ATP with an A&P would ever agree to such nonsense...
 
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