Welcome to our Dec/Jan issue of D.O.M. magazine, our last issue of 2017, and also our fi rst issue of 2018. Next year marks the 10- year anniversary of D.O.M. magazine! D.O.M. magazine has consistently grown

over the past 10 years. Since our launch in 2008, when we published six issues a year, we have grown to 11 issues a year, a twice-a- month email newsletter, and a robust website ( Further, the success of D.O.M. magazine helped us launch another publication, Helicopter Maintenance magazine, to serve helicopter maintenance professionals. We would like to thank all of you that have

continued to read, support, and be part of the growth of D.O.M. magazine. We we look forward to the next 10 years serving aircraft maintenance managers. Stay tuned for more from D.O.M. magazine!



LEARNING TO FLY UPDATE! Earlier this year, I announced my intent to learn to fl y. My thinking was that learning how to actually operate these fl ying machines would make me a better-rounded mechanic and be able to see things from a diff erent perspective. I received plenty of feedback on the topic with one letter from a former co-worker that was particularly poignant. I published most of this letter in our November Digital issue. If you haven’t read our November Digital issue, please go back and read my column in that issue about how one of our readers (a former work associate of mine) benefi ted from learning to fl y. The issue can be read at www. When I started on this adventure, I had an idea on what it would take to learn to fl y. After all, I’ve been around aircraft/aviation most of my life and am pretty familiar with the mechanics of fl ight. But I must say, I’ve already gained a whole new level of respect for the people that choose to be a pilot for a living. As with aircraft maintenance, the task of being a good pilot is a lifelong learning process that involves continuous learning and improvement. I knew it was also going

to involve lots and lots of learning. As with maintenance, I knew I needed to buckle down and study mounds of regulatory material. But I also knew there were some other things involved like weather and navigation. It’s also interesting to me how it all ties into aircraft maintenance. Using the equipment is as much about understanding the operation of the equipment as maintaining it. What I wasn’t prepared for was the level of focus and concentration needed to actually fl y an aircraft. I’m sure it will become second nature at some point, but the three dimensional aspects of fl ight are challenging to someone who has had their feet securely planted to the ground for 56 years. Barreling towards the runway at 60 plus miles an hour, not to mention keeping the nose pointed at the center line in 15-20 knot winds, is both challenging and frightening. Yes, there are many hazards associated with aircraft maintenance as well, but (short of accidentally putting yourself in a dangerous predicament) being literally one wrong move away from death isn’t something I’ve experienced while working on aircraft. Thank goodness for my fl ight instructor, who has managed to keep me alive so far! Also, I am frankly struggling a bit with the

physiological aspects of fl ight — something called air-sickness that happens on those windy/choppy days or when we aggressively practice stalls and spins. As of this writing, I’ve fl own roughly fl own for 10 hours. I’ve not soloed yet, but am still thankful that my instructor is buckled just a few inches away from me for when I need him. I don’t plan on letting him out of the airplane any time soon. Despite all this, I am thoroughly enjoying the experience and am now looking forward to each consecutive lesson. I will keep reporting back as I progress through the lessons.

Thanks for reading and if all goes well with

my lessons — hope to see you in 2018! Thanks for reading! Greg Napert, Proud to be an A&P

66 | dec 2017 | jan 2018

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