A new report from AAR Corp., a company that provides aviation services to commercial and government operators, MROs, and OEMs, warns that the aircraft mechanic shortage has reached a critical point.
The company’s 2023 Mid Skills Gap report urges employers to “break down silos” and collaborate with high schools, colleges, non-profit organzations, and elected officials to expand early access to aviation maintenance curriculum and training.
“Mid skills” describes careers that require industry certifications but not a college degree, including aviation mechanics, according to officials with AAR, which has been putting together the report since 2011.
The 2023 report includes several suggestions to increase the number of aviation mechanics, including:
- Work with lawmakers and state agencies, nonprofits and educators to launch a national campaign to raise awareness of aviation careers.
- Encourage training programs to teach people with industry experience how to instruct others to build the faculty population.
- Ask lawmakers to pass common sense immigration policies that allow aviation companies to recruit talent from abroad to meet demand and keep airplanes flying safely.
- Make it easier for veterans to quickly transition their skills to appropriate industry jobs.
- Push to eliminate restrictions on AMTs taking the FAA general exam as pilots can do with their written exams. Getting these exams completed early will lead to increased certifications for the industry, officials noted.
- Increase training capacity by creating programs to make experienced retirees instructors in education programs.
“These processes won’t happen overnight,” the report’s executive summary states. “There is much work to be done in the coming years. The goal of this report is to show that the challenges ahead can be overcome if industry employers act collaboratively, creatively and, above all, urgently.”
“Workforce development is a team effort across industry, education, and government,” said John M. Holmes, AAR’s Chairman, President and CEO. “Given the forecasted demand for aviation maintenance technicians, these efforts could not come at a better time.”
“We have the facilities to grow. We just need the talent,” said Ryan Goertzen, AAR’s Vice President of Workforce Development. “Companies that invest in training must look to solve the issue not only for themselves, but for the industry.”
You can read the entire report here.
As an A&P and private pilot, I’ve read several mechanic-bashing comments from other pilots following previous articles here on this newsite. Those comments don’t help. And try working under a whip-cracking boss for an airline or MRO on midnight shift, often outside in below freezing temps with a deadline to get the plane to the gates by morning for ten years and see how you like it. Most of you guys have no idea what we’ve put up with. There’s much that the A&P schools won’t tell you (and for obvious reasons). I’m retired now and have no plans of going back.
Ambulance chasing lawyers as the first problem, which causes insurance to be unavailable to the small mechanic operator. Stop the lawyers!!
Many A&P/IA are leaving the business due to the litigious nature of the business now. Lawyers sue everyone they can in search for the deepest pocket! Tort reform needs to include protections for AMTs as well!!!!
I am very sad to inform that a Technical School that I attended some 40 years ago closed.
I am talking about Emily Griffith Technical school that offered an A & P program/ Pilot school at the old Stapleton Airport for Denver High School students and anyone wanting to earn the A& P license. Very sad but working to bring this back.
Presently, retired from Frontier Airlines Maintenance department, working to bring this program back. I have called, written letters to all the management at Emily Griffith Technical School, no reply. Greatly appreciated if anyone can advise, help with this project. This Technical school gave me an opportunity to advance my career. I want to give back.
Thank you.
Having survived 50 years of General Aviation maintenance holding certificates for all the vital functions, I find some validity in many of the suggestions here, especially considering the wide expanse of time involved.
But the sum total of our current situation is rooted in the notion that flying for personal enjoyment and achievement has been replaced by what is measured as a means to an end, and that end lacks the passion and thrill that we enjoyed, the ones who ignored the low wages and physical hardships.
Personal flying has flourished as a business purpose, devoid of the fabric that held crumbling rural airports and meager threadbare flight schools together in a bid to survive the slow erosion of interest in testing oneself for the purpose of building character. Consequently, point to point GA travel is a straighter line than ever, with no room for wandering over uncharted countryside just because you have fuel in the tanks and altitude to spare.
The manpower crisis is very real and many of us are too old and beat up to continue the trade. This epidemic of labor mediocrity is fueling the demise of an industry that once held in esteem, the worthiness of precision over risk and discipline over foolishness simply to ensure that the goal of legal and safe were both satisfied when the airplane rolled out the door.
But staying legal and staying safe are not always complementary, and the former has no authority over the latter in any legal interpretation. The defensibility of that is being put to the test.
Gaining ground in both areas needs to be found in the remaining resources at hand. Model-specific flying clubs, local EAA chapters, and the plethora of aviation publications like this one help. It is the last bit of fabric this industry has left. Above all else, it is sharing of experience and expertise that will pull us forward.
San Diego’s Montgomery Airport (MYF) & Brown Field (SDM) requires $5 million each occurrence & $10 million aggregate insurance for Aircraft Maintenance & repair operator & mobile mechanic operator!!
$2 million liability for mobile mechanic operator $9600/year & $2 million liability for aircraft maintenance & repair operator $25000/year!! so what is the cost for $5 million liability?
Could be one reason why aircraft mechanic shortage reaches ‘critical’ point
I can’t believe that none of the comments on this topic have discussed FAA FAR Part 5: https://www.ecfr.gov/current/title-14/chapter-I/subchapter-A/part-5
If you are the best mechanic in the industry and a Charles Taylor award recipient you obviously participate in FAA FAR Part 5. The Aviation Industry is starving for what’s in your head. Follow through with your responsibility. That’s what they created this set of regulations for.
Part 5 must be way past due for heavy discussion, one of you GAN writers need to start the topic and explain it to the folks that are ignorant of it.
I don’t think that any of us commenting are operators of an Air Carrier or Charter organization, part 119 or 121.
But, having a personal SMS, safety management system, would be a go a long way to preventing a number of maintenance and worn component failures.
Cessna has a 100 hr checklist of 80+ items, which would be a good guide for other aircraft.
So, every annual, [ owner assisted[, is started with me going through this checklist, [ available online[, which takes me 2 days…lots of things to remove to gain access to some items, and a lot of lubricating.
After I’ve completed the checklist, I then call the A&P IA to come inspect and check the items I noted that need attention.
One item that I do is to crawl under the panel with a screw driver, and tighten all the screws on the circuit breakers, all 20 + of them.!! I was surprised the first time I did this how many screws were 1/2 turn loose; not enough to cause a problem, but another 1/2 turn would cause a high resistance connection, possibly causing a fire or just an intermittent instrument.!
When I do oil changes, at 25 to 40 hrs, I check every bolt and nut on the engine, since the cowl is off, giving easy access to all the firewall forward items.
After 15 years of flying my C175, I continue to find things, cracks in baffles, loosening valve cover screws, [ no provision for safety wire ]…etc.
All of the above does require that the owner/pilot learn what to look at and do correctly, per the maint. manual and parts manual, and any applicable service instructions.
The ‘Aviation Mechanics Handbook’ is a good guide, as well and the Jeppesen Technician Study Guide, 3 books.
Thanks Jim, You just wrote a short SMS. You described what works for you to keep your flying safe. Many senior mechanics can’t do that. Don’t know why.
Most of my SMS is emphasizing the regulations that do work. The most important one is that anyone working on an aircraft study all available manuals and service information. To start with everyone who ever turns a screw on a plane reads the A.C. 43.13.
The idea of SMS is to pass this most important knowledge down to the newest Aviators. Calling everyone stupid is not how Aviation is going to improve.
Just retired after 30+ years as an A&P with a major US airline. For the responsibility you have the monetary amount you get is just not worth it. That doesn’t count work schedules & conditions you work under.
It’s not a lack of “mid-skills” as much as a lack of living wage issue. And quality of life issue. And benefits issue. & building a retirement issue.
Here in NavyTown (Norfolk, Va) we have a perpetual shortage of pipe fitters & welders in the shipyard. But no man doing that hard, dirty, dangerous work for 20 yrs goes home & says to his children, “follow in my footsteps, child.”
Instead, he drills education, self-improvement, & building skills for the future (like healthcare, computers, & finance) into his children so they “don’t have to sweat on their knees in dark, in cramped, asbestos laidened, dangerous fumes & dangerous chemicals, confining spaces 10-12 hours per day, 6 days a week.”
Except for the asbestos, sounds a lot like A&P work. Twirling wrenches is a fine hobby, but a poor employment when you’re work for other people. A&Ps want their kids to grow up to have a life like the owners of the airplanes they work on, not like themselves. It’s the Anerican dream in action.
Let’s address some of AAR’s concerns:
“Work with lawmakers and state agencies, nonprofits and educators to launch a national campaign to raise awareness of aviation careers.”
– Promotion only goes so far when the industry has set an employment standard of
layoff – rehire – layoff based on available workloads. Individuals who have a vested long-term interest in a company tend to be more dedicated and productive. (Ex: Airline direct employees vs. MRO contract personnel).
“Encourage training programs to teach people with industry experience how to instruct others to build the faculty population.”
– The sheer magnitude of the need for this should be motivating these efforts. Unfortunately, this does not seem to be the case as much with MROs. (Airlines tend to do better in this area with GenFam and CBT training with permanent employees.)
“Ask lawmakers to pass common sense immigration policies that allow aviation companies to recruit talent from abroad to meet demand and keep airplanes flying safely.”
– Currently, many MROs are using existing laws to hire immigrants from outside the United States that are not licensed professionals and are not functionally literate. The current regulatory allowance that one licensed A&P can “supervise” up to ten non-licensed, non-English-speaking “technicians” has been driving this trend to the financial benefit of the MROs themselves. MROs in Europe recognize English as the language of Aviation regardless of the speaker’s native language – such as in Iceland, Germany, Hungary, Bulgaria, Romania, etc. Here in the United States’ Southeast the predominant language in use in the hangar is often Spanish. Why is this the case? Making current immigration regulations even weaker will only exacerbate this problem, not make it better.
“Make it easier for veterans to quickly transition their skills to appropriate industry jobs.”
– … and make it financially beneficial for them to do so.
“Push to eliminate restrictions on AMTs taking the FAA general exam as pilots can do with their written exams. Getting these exams completed early will lead to increased certifications for the industry, officials noted.”
– lowering current standards as a solution? Not sure about that…
“Increase training capacity by creating programs to make experienced retirees instructors in education programs.”
– Sounds like a great idea. But this segues into the issue of motivating individuals to pursue a career in this field. During a recent I.A. renewal meeting at Tarrant County Aviation college in Ft. Worth, Texas, it was shown that in any given semester, they are fortunate to be able to enroll 15-20% of their total student capacity due to a general lack of interest. The Aviation Department at Shasta College in Redding, California was shut down in part due to lack of interest. There is already an under-utilized training capacity in many locations.
In the early years of my career, I was mentored by WWII veterans and learned much of their tribal knowledge. In those days, wisdom gained through doing was assigned a higher value than a degree in Aviation earned by the inexperienced.
Until we are honest in addressing what has created the current situation, we will be unable to employ workable solutions.
Signed – an Aviation Professional Since 1979.
I’ve been an A&P for 31 years, an IA for 18. I went out to the local field shop who at the time was actively looking for a mechanic, the posting had been up for a good while. I think their highest time A&P/IA other than the DOM was 6 years. When the subject of pay came up, the DOM said, “well, I can’t pay you more than him, he’s got his IA too.” I wasn’t really looking for much more, maybe a bit to show that actual years of experience was actually worth something. They are pretty much the only game in the area and I don’t think I was out of line. I agree with a lot of the comments here, AMT’s are undervalued as both employees and mechanics. The industry still hasn’t fully evolved from thinking of us as grease monkeys. The other issue is the lack of skills coming out of high school. I grew up working on motorcycles and tractors, after I taught A&P school I came to the realization that dads aren’t teaching the basics to their kids; like hand tools and how to use them. I don’t want to beat up on any one thing, but I think the aviation air of superiority is one of our biggest detriments. How many times have you walked into an FBO or stood outside the fence watching airplanes and got ignored? We need to be better about promoting our vocation. Seriously, what’s better than watching an airplane that only a day before; you had the engine torn apart, you figured out and fixed a problem and then watched it take off and fly away until you couldn’t see it anymore? For you guys that were able to get out of aviation and have gone into construction or carpet sales, you’re better than me, I’ve tried a few other jobs throughout the years, I always wound up back at the airport. I worked with a guy a long time ago, he said “Karl, once you get into aviation you can never get back out.” That must be true, otherwise I wouldn’t be reading comments from construction guys telling us how bad aviation is, in General Aviation News. Probably some irony there.
“Mid skills” describes careers that require industry certifications but not a college degree”
I’m sure the term was derived during a planning session of some HR team, none of whom could change a flat, let alone overhaul an engine.
No, I’m not an A&P but as a pilot I have all the respect possible for their skill.
They ought to be paid at least as much as an office dweller with a psychology degree contributing little to the corporate bottom line.
We still have “mechanics”, getting greasy working on magnetos? Carburetors? Generators? My Lexus dealer charges $120/hr for a ” Technician” to service my car, he/she wears a clean uniform and works with such high technology it requires company paid training and a certificate. Hmmmm
The Lexus “technician” isn’t working magnetos out of model T, or a Lycoming/Continental.
Nor was an A&P rating needed to work on all of those turn of the century mag systems.
I have been and mechanic since 1976 and active IA for 38 years, presently Inspector for a major airline. I am very involved in GA , own 172n. My experience with non mechanics working on their own aircraft is not positive. In fact, i am totally against the current trend of making it easier for ANYONE to get a A and P rating. Yes, there are mechanical people out there, some are even mechanics. The current ‘crop” is no where near the skill set of those from just a decade back. People are getting in to aviation because its a “job” and not a vocation that many of us pursued because we love aviation. It shows. My work at the airline is now totally different in execution , baby sitting people and having to inspect even the most insignificant of tasks for correctness. Before covid, that was not the case. I can say with clarity, owners that get the rating just to work on their own aircraft are problems waiting to happen. I know how hard it is to fine a good mechanic IA. I looked at 26 172’s across the country before i found mine word of mouth up north of me. Even that group that maintained and did the engine on this one i call “80% ers” cause thats about the amount they managed to do on all the work they did. On the 26 planes i looked at,,no one ever asked what i did for work. I found unairworthy planes that just had a annual. It was impressive. Lack of mentoring is diluting knowledge in our industry., I tried to get a NPRM through at the start of the year to try and address this, but the FAA says it not a priority. Ya, right, they cant keep planes away from each other,, guess they are pretty busy CYA. I know we have bad apples in the group, i feel for anyone that has had a bad experience with employment. Those problems extend to other industries as well. One thing that set individuals apart is dedication to learn. My cohorts and new hires are glued to phones,,, I’m reading SB’s and Maint manuals. Most owners and new hires , not a priority.
Hear! Hear!!!
Agreed !
Mentorship, safety protocols, and continued training are sorely needed. I think its a rare GA shop that can afford to attract and keep the right type of motivated and high quality employee. It’s hard work with an awesome responsibility rewarded with sub standard pay and benefits. If GA wants to attract and keep mechanics, the shops need to step up and offer real mentorship and training opportunities. Be willing to invest in their employees so this profession can remain alive and well into future. I earned my A&P at night while working full time in the Aerospace Design Industry. I figured it would make me a better designer and give me some cred on the integration floor. I am also a pilot. After I retired, I worked as an A&P in a shop for about a year. The one positive I can say about the shop was there were no cell phones (except for photographs) or music. The emphasis was on focus. The joy was in the work.
• Undoubtedly, the pandemic has significantly exacerbated the aviation industry’s workforce challenges. Throughout this period, a considerable number of skilled professionals chose to depart from the aviation sector, and regrettably, the majority have not returned, citing various reasons.
Based on my research and analysis, the issue is poised to escalate over time, potentially resulting in dire consequences for aviation maintenance unless addressed with the utmost seriousness. In conclusion, numerous measures must be earnestly embraced by all stakeholders. Allow me to highlight a few crucial ones:
Aerospace companies must enhance the overall employee experience, offering competitive compensation packages, increased flexibility, cutting-edge technology, and higher salaries to remain competitive in talent acquisition.
Collaboration with regulatory bodies is imperative to streamline the mechanics’ certification process, rendering it more accessible and efficient, thereby attracting more individuals to the profession.
Exploring the recognition of equivalent qualifications from other countries can serve as a catalyst for welcoming international talent, diversifying the workforce, and addressing the shortage more effectively.
I would like to have a restricted A&P program, where a pilot/owner can study and test to work on his own simple, non-complex aircraft, like a Cessna 172 or a Piper PA24.
Maybe have a minimum pilot hours , maybe 250, and ownership years , maybe 10 .?
That would relieve the mechanics with an IA to do annuals and complicated repairs.
I do almost of the maintenance work on my Cessna now and then have an A&P inspect and sign it off.
We have a graduated pilot certificate set up by the FAA, so why not a similar program for A&Ps.?
Currently an A&P is certified to work on piston engines, turbine engines, aluminum, tube and fabric, or wood airframes, as will as turbochargers, retractable gear, etc… !!!
Jim … year after year at Airventure, I bring up the fact that even here in the shadow of Oshkosh, there’s only one IA for several airports … and he is 80. If he goes away for any reason, the FAA may as well roll up the runways at several airports. I’ve held an A&P for decades but never worked as one directly. I COULD get an IA but I don’t want to start a business and I don’t want to have to tell all the folks who would find out I had one that I’m not doing other people’s airplanes. So I just don’t get my IA.
MY idea is similar to yours. IF I worked as an A&P at a busy flight school, I could theoretically do five 100 hr inspections on a simple GA airplane in between annuals. But if a person who flies around 25 hrs per year comes around needing an annual, I can ‘t do it. THAT is nuts! I’d like to see the FAA relax the requirement for an IA to do annuals on airplanes flown less than 100 hrs per year. Every five years based upon time OR every 100 hrs, a regular annual would be required. In between, an A&P could certify a “condition” inspection much like an E-AB or a S-LSA. This’d still require a certified person to inspect and certify an airplane as airworthy but negate the need for IA’s to waste their time on airplanes flown little by private owners.
With the new MOSAIC coming around, I’d say that ANY airplane flown as a MOSAIC qualified LSA by a private owner recreationally would only require condition inspections … period.
Another point is that as an A&P, I can sign off a condition inspection on a high performance E-AB filled with all sorts of avionics yet I cannot sign off a 1939 Piper Cub annual. THAT is nuts.
I could not agree more! I have been a professional automotive mechanic for 50+ years. I’m also an instrument rated pilot with over 2000 hours in this airplane. I’ve owned my R172K for 41 years and have done 100% of the maintenance and repairs. I have everything signed off by an AP/IA and years ago this was a simple process. But now there are no AP’s at my airport and there is only one IA that comes 100 miles to do the annuals. As I have gotten older I’m flying less then 20 hours a year now and there are no surprises in the annuals. I would be willing to be tested for a “restricted AP” program to sign off my own plane and a serious annual every 5 years or 100 hours. But the real issue is the lack or AP’s and IA’s to turn too for work. The closest repair facility to my airport is 100 miles away. The FAA has made this process so difficult it’s not worth the time and education to past all the requirements for the younger generations to keep this system going.
I had 4 years in the USAF and a technical school, obtaining my A & P in 1985. I worked for a repair station for 5 years before finishing my career with nearly 32 years with a major airline. My experience was very rewarding overall. There were times as a union employee that we had serious issues with poor contracts but still loved my job because I enjoyed working with some great people, both union and management and I loved being around airplanes. It’s not for everyone if you don’t want to possibly be on midnight shift for years or can’t deal with working in the elements or the few times have to deal with toilet maintenance, and accidental baths in hydraulic fluid and fuel. I don’t have any GA experience and they typically don’t make the money and benefits in commercial aviation, but if you love aircraft, it’s still a great job. Wish all well for those who want to be come AMTs.
A minor cross training program on aircraft specifics for experienced mechanics in other fields and an appropriate test would probably work well.
Maybe today isn’t all that different than when I started swinging aeronautical wrenches in 1970. Guys who worked in the garage at the Chevy dealer could afford to learn to fly in the Cessnas I fixed, yet I couldn’t even afford the avgas!
You are correct. The difference is line mechanics are usually flat rate which means they are paid according to performance, A&P is hourly. Automotive mechanics are not paid for time spent looking up what they don’t know, looking up past service records, etc.
Successful automotive line mechanics also require a vast amount of ever increasing knowledge and ever increasing numbers of systems. A Chevy dealer mechanic from the ’60s ’70s ’80s ’90s that left the field couldn’t walk into the dealership today and even start to make a living.
I’ve been in automotive for 60 years and owned aircraft for 38.
They should try paying a living wage and treating mechanics like they are human beings. I have an A&P license and worked in the industry for 5 years. It was the most miserable experience of my life. I quit and went back into construction where I make half again as much money and have outstanding benefits. I would rather shoot myself in the head than go back into aviation.
, Ted Ostrander, I agree. I have never worked with some of the most evil and under-educated people in my life as I have in the aviation industry. I’ve had a PPL and an A&P/IA license for the last 22 years, have been actively involved in aviation on a regular basis, and I’ve seen my share of stuff. I am becoming increasingly aware of how unsafe it is getting to fly these days due to lack of education and ethics of some of the people who are maintaining aircraft. And it is getting worse through the process of time. Yes, I agree, we need more mechanics, but not at the expense of the flying public who depend on us by putting their lives in our hand every time they climb in an aircraft. I don’t fly commercially anymore. I do my own maintenance and fly myself wherever I need to go. Most people can’t do that, and I fear for their safety these days.
I guess you have to love it