traditions and try and make sure that our own desire to “do good” doesn’t make us rush. The buy-in to an SMS program has to start at the highest level in a company and be part of everyday operations for all employees. The dif- ficulty in meeting a deadline starts in the trenches because that is where the work gets done. These two forces have to meet on common ground and be understood by everyone. “The movement from management to leadership,
from fear to participation and from focusing on the self to the other are all elemental parts of the underlying paradigms that inspire the work of the organization,” says Daniel K. Judd, Ph.D. and assistant professor at Brigham Young University. Heavy stuff, but please think about it the next time someone pokes fun at SMS being yet another layer of paperwork and lip service getting in the way of getting the job done. I know there are more and more converts but there are still plenty of folks who do not believe that implementing SMS is more important than having the document in place. SMS is really just an umbrella for what we should always be doing anyway.
CONCLUSIONS Here are my conclusions and I’m sorry if they are a bit preachy. I have nothing to add to the Dirty Dozen; they are pretty much complete but they are only signposts. You have to take each one and say, “OK, how does this work or not work in my environment?” How we train and what we train for should not just be what is easiest to deal with. Psychological/behavioral issues are much more compli- cated than the procedures with which you try to address them (checklists, company policies, etc.). I think one important factor that will help ensure safety in the aircraft maintenance environment is to foster personal responsibil- ity for yourself and everyone you work with. Avoid false pride. None of us are maintenance gods. Don’t be afraid to say, “I don’t know but I know where to look it up.” Humility, in my book, is far and away the most important trait I hope I have and that I appreciate in others. Know that you will forget something. Ask for help more often. Although I have stressed training and being taught, when it comes down to it, you have to be willing to learn. For Pete’s sake, use the checklist. Oh, and don’t forget to wear eye protection and clean the drill press after you use it.
Jon Robbins has been an A&P mechanic for 32 years. He holds IA and private pilot and instrument airplane ratings. He supervises the helicopter maintenance program at CAL FIRE. Robbins is also on the Helicopter Maintenance magazine advisory board. His e-mail address
is
jon.robbins@
fire.ca.gov Experience. Unlike any other. +1 402.475.2611 | 800.228.4277 04 2014 39
DuncanAviation_DOM_Due-March5-2014.indd 1 3/3/2014 11:29:51 AM
When a unique aircraft interior takes a little extra skill and toil to come together, who can you trust?
He spent hours diligently working with the difficult-to-wrangle material of hair hide to create a custom piece.
Lars said working with an organic material like this one has unique challenges because each piece is different. He crafted a pattern and laid it out on the hides to pick the very best pieces that blended together yet juxtaposed enough to create a pattern that both flowed and created interest.
For the rest of the story visit
www.DuncanAviation.aero/ experience/
lars.php.
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