Fred Robel
27 Years Experience
Au Gres, MI
Male, 49
I'm a licensed Aircraft Mechanic & Inspector with twenty five-plus years in the field. I've had a varied career so far, with time spent in the sheetmetal, mechanic, and inspection specialties. Most of my time is on heavy Boeing and McDonnell Douglas aircraft, of the passenger, cargo, and experimental type. This career isn't for everyone, but I enjoy it.
Please do NOT ask me to troubleshoot problems with your airplane, that is not what this Q&A is for.
My favorite part of my job, is being able to be there when an airplane that myself, and usually a hundred other people, have worked hard on; takes off into the air again. Seeing it fly away is hugely rewarding.
My least favorite thing about my job, is being involved with a project gone wrong. Especially when whatever went wrong, was avoidable.
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I think you should have a good chance at having good opportunities for a successful career in this industry. You know the old song, "The Times They Are a Changin' "; and that is more true all the time I think.
Back when I started, in the early 1990's, what you are concerned about, was super true. But a persistent and talented woman could still be successful. There were two women in particular that started with me back then, both in sheetmetal work, who have stayed with it all these years. Now, one of them is an Inspector, and the other is a Sheetmetal Dept Supervisor.
These days, especially when I go out to the hangars, there are quite a few women running around with us. Doing things in all the main departments.
They are definitely a minority group of workers though, as you noted. And, if I'm honest, a woman entering this field has got to be top of her game at whatever she does if she can (whereas a guy can get away with a lot more slacking or incompetence); especially at first, when everyone is getting to know you. Though after that trial period, I think the women are treated pretty much the same as everyone else.
You didn't say if you had your A&P license or not; but if you don't, you should try to get it as soon as you can. The industry respects it, and it gets you more money.
Be prepared for the possibility of working with a bunch of rude and crude dudes. I won't tell you that you have to put up with things like sexist jokes, or nude pics on toolboxes; but I will tell you that you'll experience them at some point. So decide how you want to deal with it.
Most of us who are not "Normal looking straight white males", have adopted the general rule of thumb, that if it isn't singling us out somehow, or directed at us personally; we let it go. But we all have our own personal lines that shouldn't be crossed.
I don't think you should have too much trouble finding a good job, with your experience in prototype work. Just be prepared with any tools you'll need, and an open mind to learn things.
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Unfortunately, I can't do your research for you. I get paid to do things like that.
Generally speaking, you need access to the aircraft log books, the maintenance and IPC manuals for the aircraft, and access to the applicable Service Bulletins and Advisory Directives.
Before buying the plane, you need to read through the entire log book, and make note of all the inspections, repairs, and modifications it has had in it's lifetime. You have to then do an AD and SB search, to research what AD's and SB's were supposed to have been done to it, and when.
Finally, inspect the entire aircraft to verify all of the work that has been documented, as well as seeing if what should have been done, was done, and properly.
A thorough pre-buy inspection is no small matter to do properly. It is basically an in depth Annual Inspection.
Don't take anyone's word on anything. Verify everything yourself.
Enjoy.
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The future job outlook for mechanics is...... hazy to me, at best.
I get the feeling that there is a measurable percentage fewer people getting into the field; but that goes hand in hand with a general industry trend towards more technologically advanced aircraft, that require less maintenance (in the short term anyways) to keep in the air.
As a rough example (and these numbers are not exact): Take a Boeing 747 type aircraft. The Classic -100/200's required quite a bit of maintenance to keep them going, especially as they got older (10+ years or more). With heavy checks required every calendar year, along with a long list of corrosion inspections. Moving on to the -400 models; we see more composites used, and more advanced types of engines and avionics. These aircraft might need their heavy checks only every 1.5 to 2 calendar years; with fewer associated corrosion inspections, and more reliable systems in general. Now we have the -8 series 747; which uses even more composite material, even better and more efficient engines, and a lot more electronics to get things done. These will likely have even longer periods of time between the heavy checks, with fewer mandatory inspections to go with them.
So with that rough example, you can see how fewer mechanics are going to be needed to maintain any given fleet of aircraft. Where you used to need 1000 people at a heavy maintenance base, to maintain 25 aircraft; now you might only need 600 to 700 people.
But with fewer people entering the industry, this isn't such a big deal.
There is also the famously elusive "Baby Boomer Retirement" issue. This has been talked about for years now, and I haven't seen any huge shortage of mechanics due to it (nor any large increase in wages to go with a high demand job skill set, lol)
I've given lots of answers in this forum about what to expect going into this field, and feel free to peruse them for more details. But the basics you need to know are these:
Depending upon which discipline you eventually fall into, you will need to make an investment in tools. Likely several thousands of dollars.
Depending on what type of place you work for, your work hours might be strange, and highly variable (dependent upon flying schedules often)
As a hand in hand followup to that; your pay will vary depending on where you work. If you work at a small shop/facility, you might have a more steady and normal work schedule; but you probably won't make nearly as much as if you work at a larger company, where you will be exposed to all those longer hours, and unpredictable schedule changes.
Going into this, no matter how smart you feel that you are coming out of school; you don't know as much as you think you do. Plan on being the low man on the totem for a year or two at least. Do all the crappy jobs, and learn from everyone as much as you can.
The aviation industry as a whole (pilots, air traffic controllers, stewards/esses, mechanics, etc) experiences a really high divorce rate. Mostly because of our strange schedules, and associated stress of the job. You should probably make your significant other aware of these facts going into this.
Lastly: You will not get rich.
Good luck, I wish you the best of success.
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It's hard to offer specific tips on taking your O&P's Much depends upon who the DME is that is giving you the exams. Your best bet for really useful info is to talk to other people who have had that particular Examiner, who can let you know the areas that seem to get focused on during the testing. It seems that all the DME's that I've heard of, have particular areas that they like to focus on. Often depending upon their own work experience.
In general, you really have to know your basics front to back. Looking up references properly; using calibrated tools; safety wiring (!); basic sheetmetal repair techniques such as repair layouts, drilling and countersinking holes, shooting fasteners (and how to determine if they are acceptable afterwards), calculating bend radius'.
In my experience, for the practical portions of the test, the 101 type level of skill in each discipline is what they'll want you to demonstrate. Nobody expects you to be a sheetmetal expert, or an avionics guru, etc. Just know your basic skills in each category you are being tested on.
Know how to calculate a weight and balance sheet. I think they all give that part.
The Orals tend to cover all the parts of whichever license you are going for; starting with basic questions, with followups that are optional depending upon how you answer the first few for each category. For example: if you show confidence and competence in the first two questions about pressure carburetor theory, then the examiner will likely just go on to the next category. They don't tend to flog a dead horse once it is obvious you know what you are talking about in one area.
Sorry I cannot be more specific. To be safe, you really just have to bone up on all the information and technique.
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If you don't have any felonies, and are truly willing to do anything, with a good attitude. There is no reason you shouldn't be able to find a job with an airline, or aircraft repair facility.
Just be persistant in your job search. And, there may not be any openings in your immediate area; so you may have to move. Check on jsfirm.com for openings. As well as all the traditional places.
Good luck.
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There are lots of aviation forums and sites that can help you calculate this sort of thing. I have zero experience with the maintenance planning aspect of small aircraft.
Generally, such a database is built up with use in your particular scenario.
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