Repairing helicopters has taken Tom Seagrave from northern oil rigs to
the jungles of Africa. He's serviced helicopters used for logging and ones
used for VIP transportation. The variety is invigorating and challenging.
He's been in Scotland, in southeast Asia, and has also worked with a United
Nations peacekeeping force in Africa. "As you can see, each job is different,"
he says. "I love this job because there is never a typical day. You never
know what's going to happen next."
Even though the work is varied, Seagrave has a general routine for the
helicopter repairs that he does around the globe.
Work always begins early -- very early. "Flying starts at first light,"
says Seagrave. Because the helicopter has to be ready to go at this time,
the maintenance technicians have to be up long before the crack of dawn. In
the morning, Seagrave does a quick 30-minute inspection, and takes the tie-downs
off the plane. "Everything is done so that the flight crew can hop in on schedule,"
he says.
The flight crew also rolls out of bed and is at the hangar before first
light. "The crew does flight planning and arranges the cargo and passengers,"
says Seagrave. Finally, as the first rays of sunlight come up over the horizon,
the aircraft is ready for takeoff.
But the maintenance technicians can't sit back as the helicopter rises
into the air. Before they have time to straighten up the shop, the helicopter
will be back at the hangar.
"Sometimes you may have two or three trips in a day," says Seagrave. Every
time the helicopter returns, it has to be inspected by a technician to make
sure that it will continue to run smoothly.
At the end of the day, the helicopter returns and -- you guessed it --
time for another inspection. This time the inspection is more thorough and
the aircraft is refueled for next day's flight. The technicians also meet
with the crew in case they had any problems with the aircraft, and to find
out when they'll be flying the next day. "Finally the helicopter is put away
for the night," says Seagrave.
On other days, the helicopter may shut down away from its home base. Still,
the technician can't sit back for a rest. "There are lots of things to do
-- like preparing for the next inspections, which are carried out in the evenings,
and many other minor tasks to do," says Seagrave.
There's not much time left in the day for Seagrave to sightsee in a foreign
country. Normally at the end of the day, the maintenance crew goes back to
the hotel, completes paperwork and sends faxes for spare parts or whatever
is needed to get the aircraft up in the air by first light the next day.
Back home, work in the hangar is much the same as it is on the road. "It's
the same routine, but on a much larger scale with shifts of maintenance crews
and support staff working," says Seagrave. "We look after fleets of aircraft."
Most work, either abroad or at home, is preventative maintenance. Every
inspection and repair that is made must be written down. "Aircraft are maintained
and inspected in accordance with strict regulations," says Brad Banghart in
Indiana. Before any work is done, the maintenance technician has to look over
records and review all documentation on the aircraft.
"This takes a good portion of one's time," says Banghart.
Any repairs are made following specific manufacturer's guidelines. "There's
nothing a technician can do without specific documentation," he says. "At
the completion of any task, it must be recorded in the aircraft records."
While keeping records ensures safety, it can be a pain. "It's sometimes
difficult to adhere to federal air regulations because there is a great disparity
between the various district and regional offices," says Banghart.
A maintenance technician has to feel confident that they are spending time
on a worthy machine. Working on a complex system can cause anxiety.
"Sometimes, a feeling of fear or concern develops at completion of a project
prior to the aircraft's departure," says Banghart. "Questions go through your
head: Did I do everything correctly? Did I forget anything? People's lives
are at stake."
Working in bad weather or on understaffed shifts or waiting
for spare parts are also aspects of the job that can cause concern. But there
are plenty of positive moments and Banghart has no regrets.
Seagrave likes the variety. "I like the fact that you never know from one
day to the next what you'll be doing," he says. "I always find it a challenge
trying to find defects."
Banghart agrees that it's satisfying to take meticulous care of an aircraft.
"Successfully completing a troubleshooting project on an aircraft is deeply
satisfying," he says.
It's satisfying not only because the machine runs smoothly, but also because
the aircraft that leaves the building will carry flight crew and often passengers.
"Their lives are in your hands, so you have to take tremendous care," says
Banghart.