Originally Posted by unseen
If there are so many airworthiness defects, why are LAMEs signing the aircraft out?
Assuming you are fair dinkum (and not Trolling), there are differences between airworthiness defects and non-airworthiness defects.
Also, and as an example, say a LAMEs is required to check the brake wear, and say the limit is 1/32 inch.
A LAME can eye-ball the pin and immediately put it in one of three categories ...............
1) Under 1/32.....Brake needs changing
2) Well over 1/32....Brake is fine
3) Somewhere around 1/32.......Get a rule and measure it
However, if this check was done strictly in accordance with company procedures it would go something like this
every time ..............
1) Log into computer
2) Fire up IE
3) Go to MQF
4) Search for the appropriate check sheet
5) Print out this check sheet
6) Read this check sheet
7) Identify limit as 1/32
8) Go to store
9) Book out calibrated rule
10) Go to aircraft and measure brake
11) Return rule to store
12) Dispose of (now T/X) manual printout
In all seriousness, and if I haven't missed any, the 12 steps above is what the QEPM
REQUIRES that the LAME does for each and every check, no matter how small or trivial.
Heaven forbid I suggest that any LAME, after 20 years of service, would in practice use the three-step-eyeball-method to determine the serviceability of a brake, but...........
All we're trying to say is that LAMEs make the airplanes fly
in spite of QE procedures, which it seems are designed solely to prevent aircraft flying !!
ST