If nothing else, maintenance needs the feedback about what is happening. A quick story.

Back in the 1980s the USAF put a different engine in to the F-16. And on a couple of flights - overwater flights (and in a single engine aircraft the engine turns or the pilot swims)- oil seals blew and suddenly the planes had no oil pressure. Surprisingly, an engine with no oil pressure will continue to spin for awhile (a short while anyway) if you keep the turns, climbs and descents shallow and don’t abruptly change throttle settings the precession forces on the bearings aren’t high. You’ve already ruined them of course, but they’ll hang together for awhile. I think the record was almost 600 miles to a successful flameout pattern landing in the Azores.

Turns out this came down to the maintenance people at the base that prepped new aircraft for deployment flights deciding they would add something less than one extra quart of oil to the new aircraft, just to be sure they had enough to make it across the Atlantic. And with the previous F-16 engine, that was not only OK but probably a good idea. But it had a different design and different seals.

In the new engine, especially with new seals, at cruise the oil system simply couldn’t contain the volume it could cold on the ground and, oil being incompressible, pressure would skyrocket and shortly it would blow out a seal. Strangely enough, EXCESSIVE oil pressure wasn’t a warning anybody had placed on the annunciatior panel. When the cause was discovered they quit adding extra oil and the problem was solved.

And sometimes the fix is as cheap and easy as letting maintenance know there is a problem so they can figure out what they did wrong. It’s not just senior pilots the majors are hiring away from us, it’s senior maintenance people too. We need to keep the feedback to maintenance up. It helps both us and them.