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easily understandable as possible on the hangar floor.
Communication Skills
There are two areas where AMTs are required to use the English language as an oral and
aural tool in conjunction with the reading skills mentioned above. This is during basic A&P
and type qualification training both in their exchanges with the instructors and in the use of
CBT devices in the course of the learning process. They need to coordinate oral, graphic and
written data and respond to this by asking and answering questions and discussing the
subject matter at hand. FAR 147 and ATA 104 increasingly define the content and form in
which this content should be expressed and close the gap between maintenance and training
documents. A proficient mastery of the English language is one of the prerequisites of the
efficient and cost-effective training that guarantee industry standards.
In the field, line mechanics need to liaise with the flight and cabin crew, not just for pushback,
but in order to solve any snags during the limited turn-around time. Close ground
crew/flight crew cooperation has been proven to be one of the key factors in operational
efficiency, dispatch reliability and punctuality.
3. WORKING ENVIRONMENT
It was mentioned in the introduction that the AMT’s working environment had changed
significantly over the past fifteen years. But how? It is possible to single out a handful of
items that characterize a general change in the way the maintenance profession operates
and which have a direct bearing on the use of language.
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JAR 66 (Certifying Staff- Maintenance) specifies what had already become a generally
accepted industry principle even if it was not always put into practice:
1. “Certifying staff should have a general knowledge of the language used within the
JAR6145 approved maintenance organisation including a knowledge of common
aeronautical terms in the language. The level of knowledge should be such that the
applicant is able to:
read and understand the instructions and technical manuals in use within the
organisation;
make written technical entries and any maintenance documentation entries,
which can be understood by those with whom they are normally required to
communicate;
read and understand company procedures;
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English and Aircraft Maintenance www.bwise2.com
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verbally communicate at such a level as to prevent any misunderstanding when
exercising the privileges of their authorisation.
2. In all cases, the level of understanding needs to be compatible with the level of
certification authorisation granted.” (IEM 66.15(b))
Although it is not mentioned, it is a fact that the language in question is in most cases
English.
The whole process and organization of release to service implies a much larger degree
of personal autonomy and responsibility on the part of the AMT, as well as a larger
proportion of his/her time spent on documentary tasks, than in the past. One aspect of
this autonomy is greater access to and communication of information.
• Previously, mechanics tended to work in their own language on translated job cards.
Carriers have gradually abandoned the translation of their technical documentation into
their local language for a number of reasons. It is very costly. It is a slow process that
means that the translation of all revisions is always behind the actual revision causing the
need to refer to the English original in any case. Each manipulation increases the
probability of technical errors slipping into the documents. The carrier becomes legally
liable for any such errors. Many carriers employ maintenance staff of a wide varieties of
nationalities; a common working language is a necessity. Commercial considerations are
more and more important for MRO operators or maintenance stations; they must be in a
position to work on third party aircraft with their specific documentation which is invariably
in English. Airlines belong to alliances and often shift maintenance loads between
themselves for questions of cost efficiency or availability; in these conditions they need to
be able to refer to a single common language.
• The airlines also tend to ‘customize ‘their documents less, for reasons of cost and
standardization, preferring to use the manufacturers’ documentation as it stands. Boeing,
Airbus, ATR, Bombardier, Embraer, Saab aircraft ‘speak’ English.
• The same concern for cost effectiveness and creating a single-language loop for both
training and production, and the manufacturers’ capacity to produce customized
packages, also causes the carriers to standardize their training courseware and use
　
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