Originally Posted by
TURIN
You've just dropped the cowls down and are about to latch them....
Enter dispatcher,
"Eng? The captain wants you and we are holding boarding until he speaks to you, by the way we have a slot and the crew go out of hours in 30 mins. "
Enter refueller..
"Eng? The total fuel has stopped short by about 500 kilos and I've got a dash 8 on a quick turn round screaming for fuel!"
Enter loading supervisor...
"Eng? The aft cargo door won't close"
Ring ring..
"Allo, MCC here, the xyz123 will be with you in five minutes with a bev maker leaking all over the fwd galley, it will need a zonal inspection in the avionics bay"
That is not an exaggeration.
Interrupted checks are
always dangerous. So it is not the engineer that is causing the problem it is the people repeatedly interrupting that are doing so.
This is a management issue (not as in 'the management' but as in managing the jobs)
Each of those interrupts has differing levels of priority. Rather then the meanest or most friendly obtaining priority the jobs should be added to the engineer job list. Any direct tasking access to the engineer should be avoided, he should finish the job and associated checks then access his job-list to find the next highest priority job. Emergency interrupts to a job should be treated as the job being marked not-started so that there is no 'half finished' job.
Forcing this level of management discipline actually forces 'The Management' to realize when they are overtasking. Managing job allocation is simple with the current information systems and the engineer does not take random inputs just says to the captain, the loading supervisor, the refueller - "put the task on the list with maintenance and they might allocate someone else who is not in the middle of a job."