What to expect in 2017?

The aviation mechanic’s job is to get planes into the air as quickly as possible, to save lives, and to fly the planes from a base camp.

He’s also responsible for keeping the aircraft stable while on-board.

A mechanic also gets to take over as a maintenance crew if the plane needs maintenance.

If he’s asked to do this, he needs to be trained in the maintenance process.

A major aviation safety problem that pilots have been dealing with for decades is the maintenance of engines.

These are the engines that power a jet plane, including some of the Airbus A320s used for cargo flights.

They’re also the engines used by some of Europe’s biggest airlines.

These engines have had their fuel systems replaced, and are therefore susceptible to damage.

The A320 is the biggest and most popular jetliner in the world, and its engines are still being used to this day.

They need maintenance every six months, so if they need to be replaced, maintenance workers can’t be on-site overnight, nor can they be in the vicinity of the engines when they need them.

The maintenance is expensive, and the aircraft is also prone to engine fires.

The airlines are now paying out huge sums to fix the problems, but they’re not the only ones to have problems with their engines.

In September, a series of fatal fires at Air France, which runs the Paris-Charles de Gaulle airport, left two pilots dead.

At least 10 other airlines are at fault for the fires.

According to aviation industry experts, the biggest culprits are the maintenance staff.

These people tend to be older men who have not been trained in safety and are often wearing oxygen masks, and who are often inexperienced with the aircraft’s controls and systems.

But this isn’t just about maintenance.

It also involves airworthiness issues, as airworthiness experts believe that engines are the cause of some of these fires.

These problems are also the reason why airlines are struggling to keep up with the increasing number of maintenance workers needed to keep the planes safe.

These airworthiness problems are one of the main reasons why, since the late 1970s, maintenance crews have been asked to stay at the base camp until they are required to be deployed on-scene to perform airworthiness checks.

At the time, the bases were usually just temporary temporary sites.

The bases were only supposed to last for six months.

But the planes that these crews were assigned to take off and land on weren’t designed for six-month periods.

A problem with the engines, airworthiness systems, and maintenance is that the aircraft doesn’t perform the same tasks over and over again.

A plane that’s flown in the air for longer than its maintenance time, such as the Boeing 777, doesn’t have the same reliability as a plane that has flown for a shorter period.

Airworthiness problems also mean that some airworthiness codes, which govern the maintenance and repair of planes, have changed.

For example, when an airworthiness code was last revised in 2004, it changed from the European Aviation Safety Agency (EASA) code for “airworthiness and flight control systems” to the International Civil Aviation Organization (ICAO) code.

This change means that the planes being serviced are now being overseen by ICAO, which now has more experience in airworthiness and repair than the ICA.

However, some aircraft still need maintenance to fly safely.

In some cases, a maintenance worker may need to perform the work on the ground before a plane is allowed to fly.

In this case, he or she has to fly a plane from the base base camp to the airfield, and then back again.

This is done to ensure that the plane is operating properly, and it can also prevent problems if there’s a fire on the way to the base.

A pilot who doesn’t follow the maintenance guidelines can be at risk of being charged with reckless endangerment if they cause an accident.

The airworthiness standards that airworthiness regulators use in deciding which aircraft should be allowed to land have been changed over time.

For the most part, the aircrafts flown by the airlines that have a maintenance program now follow the same rules as the aircraft that have no maintenance program, or those that have only a pilot and mechanic program.

However and wherever the rules of airworthiness are, the rules governing the maintenance work done on the aircraft are different.

A maintenance worker can’t have direct contact with an engine until the plane has been flown, and they must do so by hand.

The worker must also keep the engine running until it’s inspected.

If the engine needs to have a fire inspection done, the worker must put out the fire by hand, with the engine out of the way, and not in the way of the fire.

The person who’s responsible for this check, the airworthiness inspector, must also perform the inspection.

In order to do that, the inspector must have a high level of experience in the engine.

This means that he or her has to be familiar with the air