Looks like AEM filled 4 of those 8 positions advertised....

Looks like AEM filled 4 of those 8 positions advertised. Advertised for another job yesterday, beefing up the HR department.

https://workforcenow.adp.com/mascsr/default/mdf/recruitment/recruitment.html?cid=39968ea4-db0f-480e-acff-3d68d90a6749&ccId=19000101_000001&type=JS&lang=en_CA

Another paper written recently by IATA (International Air Transport Association),'From Aircraft Health Monitoring to Aircraft Health Management'.

Some relevant information in there, worth a read.

From Aircraft Health Monitoring to Aircraft Health Management ...

"In assessing the potential impact of (un)availability, operators asserted that aircraft dispatch delays can cost $10K
(or more) per hour with flight cancellations imposing a financial penalty of $100K (and above) per instance".

"Predictive maintenance employing health monitoring mechanisms is estimated to enable airlines around $3B per year in maintenance cost savings".

"Empirical data indicate that, for the average operator, over 70% of its scheduled maintenance program “fault finding
tasks” resulted in “no findings”.

Does this look familiar?

6.1. Starting Points

The aviation industry has enacted in the last decades several successful aircraft structure and systems monitoring
programs which are considered, in a significant measure, precursors of the integrated AHM pursued today.

Monitoring of physical parameters like pressures, temperatures, vibration, mechanical loads, electric loads/currents
in a time series data flow which covers transitory as well as stabilized operation of aircraft systems/components is
enabling operators to estimate degradation or detect a fault before a functional failure would generate operational
disruptions to require unscheduled maintenance corrective action.

The main purpose of such monitoring programs was to enable a system of notifications and alerts which were
tailored for triggering actions to improve the operator dispatch reliability or optimize the cost of maintenance and
repairs. By far and large they were not used as the sole source to determine aircraft system condition for safe
operation. Such airworthiness determination was not permitted in the absence of another accepted practice use as
well (e.g., visual check or functional check).

There is a limited number of one-off cases when aircraft health monitoring techniques were given the maintenance
credit required to alter/replace a traditional industry-accepted practice.

Nevertheless, the sizeable experience gathered by exercising the SATAA specific steps in the type of programs
mentioned above (see also section 5) is of significant transferable value to the integrated AHM model