AMTs dont sign for an inspection that the rampers do. Once made aware of a issue AMTs check out the problem and if it isnt in the logbook we put a maintenance entry in the logbook and work the item from there.
No one touches a log book except for maintenance after a pilot makes a pirep.
I agree with most of the above, but:
Frequently aircraft arrive during icing conditons that require the pilots to leave flight surfaces extended until an inspection states that the critical areas are clear of contamination and clear for retraction.
Since aircraft maintenance is no longer involved in deicing, that inspection is now with the ramp.
Frequently, aircrews create a pirep stating that the flight controls were left in the extended position stating that it an inspection is required due to runway contamination.
This is not unlike a pirep stating that a particular area of the cabin has a carpet, seatback pocket, oven etc...that requires some level of maintenance: frequently, AMTs' sign off the item as, "Notifed Cabin Services," and "Notified by Ramp Deicing that flight controls are clear for retraction." That is not a valid signoff.
Unless the mechanic witnesses the maintenance action and the suitability for service of that action: they cannot sign that item off as a KF without some form of official written notification that is documented in the GPM as being valid. Remember the E-165 and the deicing report?
As for no one touching the logbook except aircraft maintenance: what are the signoffs from RCI and contractors? Further, in many stations without aircraft maintenance, the ramp CC enters the inbound pireps and the action taken into the FMR prior to notifying Tech Svcs and the local contract maintenance: at least that is what was required of me when I was a ramp CC before becoming an AMT.