The Evolution of Training Aircraft Mechanics

In the old days, aircraft mechanics with an airframe and powerplant (A&P) rating were hired without much fuss by airlines, fixed-base operators (FBOs) and independent maintenance, repair and overhaul (MRO) operations.

Times have changed.

Now referred to as aircraft maintenance engineers or technicians (AME/AMT), the field has become more sophisticated and demanding due, in part, to advances in aircraft design, technology, maintenance processes, airline industry growth and competition.

For the final installment in our train-the-trainer series, CAT spoke with two AME training operations in Australia: Stuart Membrey, managing director of Adelaide-based AeroTrainingX, an AME training company and consultancy, and Denis Manson, co-director of Brisbane-based Ten Hammers Pty Ltd., which specializes in interactive training and training devices for AMEs.

Finding the Right Instructors

Choosing the right AME trainers these days can be a complex process.

“We look for someone, who is passionate about training and in for the long haul,” said Membrey. “And that might not necessarily be with us, but someone who wants to make training their career. We look for someone who has an aircraft maintenance background but [that person] does not need to be a 60-year-old veteran” with various type ratings.

Manson agreed but added: “the scarcity of experienced trainers has prompted some organizations to take a chance on younger people and it has proven successful.”

He added: “The best train-the-trainer courses are run by people experienced in training techniques, who have real-life exposure to designing, implementing and evaluating training materials.

But perhaps a more important quality is to be able to share their enthusiasm and nurture it in others.”

Both agree that the AME instruction model must evolve beyond outdated training methodologies and training aids.

The Investment Challenge

The challenges for trainers and the organizations that employ them are significant. Instructors pay can be around half that of AME’s working the line.

Boeing forecasts a need for 610,000 new AMEs through 2034, according to the U.S. Aviation Academy. Yet investment in maintenance training lags far behind pilot training

“Airlines have no problem investing in pilot training and trainers, but no one gets off the ground without competent maintenance teams,” said Membrey. “So why don’t we invest in maintenance training?”

Changing Teaching Methods.

Teaching methods have evolved, leaving less room for old-school instructors.

“Most older instructors are from the ‘sage on the stage’ generation, where students were stepped through their courseware in a linear process,” said Manson.

“’The ‘guide on the side’ is becoming common. Younger students prefer self-directed research and collaboration in their learning. They do not passively consume information in a linear fashion like previous generations.”

“These younger students present ICAO’s Next Generation of Aviation Professionals (NGAP), who are considered so crucial to the future of the industry. We need to serve them,” Manson said.

One solution to increasing the number of AME trainers is to allow them to move back and forth between an airline or Approved Maintenance Organization (AMO) and a training establishment.

“It could be more of an informal secondment where a number of AMO staff are identified and nurtured as [part-time] trainers," suggested Manson.

Qualification Requirements

Is there a set curriculum or testing of prospective AME instructors to be considered for hire?

“In general, the answer is no,” said Membrey. “Ideally the prospective trainer should deliver something to the team, but I have seen this go wrong in the past where a prospective trainer was able to fake it for the interview. So it’s not a perfect system.”

In Australia, the basic qualification is the Certificate 4 in Training and Assessment, which supports the roles of entry-level vocational education and training (VET) for teachers, trainers and assessors. The Certificate comprises 12 units and takes six months to two years to complete.

However, the national competence is not universal. When people are trained under the national system, which includes ab-initio pilots and maintenance technicians, trainers and assessors also have to be qualified.

Virtual And Extended Reality

Both training organisations are exploring virtual reality (VR) and Extended Reality (XR) applications for AME training, though with different approaches.

“We are investigating a way to deliver training in the ‘metaverse’ for [AME] students to join virtually in a classroom, which they can do from pretty much anywhere in the world,” said Membrey.

“VR and XR do open some fantastic training opportunities for AME trainers and students. In this environment, we can install and remove components, see things move and ramp up the learning curve.”

Some AME courses are better delivered face-to-face, such as type training and human factors, while others can be delivered online, such as fuel tank safety. Engine borescope training can be delivered virtually.

Some in the training community worry that VR training could replace or dominant training programs for pilot and AMEs.

“My standard response here is that content will drive the delivery method,” said Membrey. “Think of it this way. Once upon a time, the most advanced classroom had a blackboard and chalk… VR, XR AR are just the new thing instructors and training developers use to increase learning outcomes for students.”

Ten Hammers utilizes VR an Augmented Reality (AR) assets for AME and cabin crew training, though Manson noted resistance from some quarters.

“Some training businesses have an open mind, and an eye for the future, but many older instructors have a resistance to newer technologies,” he said. “Some of these older trainers, who may be winding down towards retirement, see technology improvements as annoying to learn and not worth their while.”

The Deepening Shortage

Both training experts believe the shortage of AMEs and trainers will worsen before it gets better.

“Because of the retirement of the Boomer generation, there is now, and will be exacerbated in the future, a shortage of AME trainers," said Manson. “While projected growth figures are not constant between analysts, there will be a reduction in AME numbers due to efficiency gains and technologies.”

However, as the volume of aircraft worldwide increases, the need for additional AMEs, pilots and cabin crew will also increase.

International Support

Both Ten Hammers and AeroTrainingX can train prospective AMEs in other countries, depending on local regulations.

“We do see a great responsibility in the industry for relatively affluent countries to support developing countries in their efforts to up skill their workforce,” said Manson. “In Australia, this means some of our Pacific Island neighbours.”

Those countries include Papua New Guinea, Timor-Leste (East Timor), along with those in Southeast Asia, such as Indonesia, Laos, Myanmar, Malaysia, Singapore and Cambodia.

Ten Hammers is working on a virtual aviation-training program to support the acquisition of technical English language skills to a level where people can successfully join an AME training course or ab-initiopilot or air traffic control training.

Regulatory Evolution

Both Membrey and Manson believe that regulators are beginning to acknowledge the existence and potential efficiencies of new technologies and teaching methodologies for AMEs. However, aircraft mechanic training lags behind pilot and cabin crew regarding training-related technologies and methodologies.

“Overall, the landscape is slowly changing, and the regulators are being less intransigent,” said Manson.