A320
Maintenance Powerplant; Maintenance Airframe
Maintenance Technician 18
Training / Qualification; Communication Breakdown; Workload
Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
General Maintenance Action
Human Factors; Environment - Non Weather Related; Aircraft; Company Policy
Basically since the new Director of Maintenance (DOM) spot was assigned; he has pushed maintenance personnel to their breaking point in the form of rushing the work on aircraft and threatening that if the aircraft doesn't make it out in his time frame 'heads will roll'; meaning whoever is involved will be fired. Case in point we have had two instances where the Thrust Reverser Hydraulic Control Unit (HCU) lockout pin was left in the aircraft causing the thrust reverser not to deploy on landing. Mr. X came in during the first instance; (I was there); and rushed Aircraft Maintenance Technician X; (AMT) to hurry and finish the work he was performing on a V2500 Engine #5 Oil Bearing Job Card; and in hurrying AMT X forgot the lockout pin. Honestly; I cannot remember the last time a HCU Lockout pin was left on the aircraft BEFORE this DOM arrived. All the maintenance personal were and are fearful for their jobs; making a less than desirable place to work as well as asking for an accident or mistake to be made. I know there would be more of these safety reports filed if the mechanics were made aware that our Air Carrier is interested in hearing of any possible safety problems they encounter as well as assuring the mechanics there will be no negative actions taken against the mechanics for filing a safety report.We are constantly being rushed to HURRY and work on aircraft; problem is sometimes we are given unrealistic time frames. I understand the need for aircraft to fly as quickly as possible; but not to the point of rushing people beyond their means. I suggest a meeting from upper management with ALL Company Maintenance Bases and advise them of the importance of notifying the Safety Department when they feel something is being performed in an unsafe manner. Also need to let personnel know there will be no negative actions taken against personnel for making such a notification as long as the guidelines set forth in the Safety Manual are met. Finally take a look at the time frame we are given and ensure we have adequate time to perform the job at hand without sacrificing safety.
Reporter stated he has eighteen years Maintenance experience; twelve with the Air Carrier he currently works for. His company closed the only hangar they had about a year ago. All their maintenance work is accomplished outside on the Line; including engine changes in the rain. His Air Carrier has even divided up their C-Checks into segments; so they would not be required to have a hangar to perform a full Maintenance C-Check inside. Their Heavy Checks are worked at a Foreign Repair Station.Reporter stated they are losing many mechanics; the turnover rate is very high. The experience level of most of their remaining mechanics is really low. According to the reporter; the current Director of Maintenance (DOM) has little experience and is the fourth Director in twelve months; mostly due to unrealistic maintenance goals and no upper Management support of the DOM.Reporter stated at the time he filed his NASA ASRS report he was their Midnight shift Maintenance Supervisor. Since then; he has resigned as Supervisor due to the same unrealistic company goals and attitude towards the Maintenance group.
A Maintenance Supervisor describes Air Carrier Line Maintenance environment that includes low experience mechanics; high mechanic turnovers; a Director of Maintenance (DOM) who pushes mechanics to 'rush' their work; no maintenance hangars for their aircraft resulting in engine changes that are accomplished in the rain.