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.
When an aircraft is grounded at an outstation, first you need someone to take care of it onsite. If there is a ride on mechanic on board, he or she will do it. Or a mechanic will be brought to the plane from another site, or company. Once the mechanic is there at the plane, they will work with Maintenance Control, or just some other mechanics back at the home base; to determine the trouble. Once the problem is troubleshot, parts and/or materials can be purchased locally, or shipped in to repair the problem. Sometimes parts and materials can be gotten from an airplane's on board spares box, as lots of planes carry those. That's basically what takes place when an airplane gets grounded due to maintenance somewhere.
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I don't know really. But if I were to speculate, first I'd say that airplanes probably won't get much bigger. The A380 and B747 are pretty darn big, and pretty much push the limit of our existing infrastructure. I also don't know that I'd like to see that many people up in the air at the same time in one plane. I think we'll see faster airplanes, when the engineers get the sonic boom suppression issue licked. Once that happens, we'll start to see things like the Concorde in action again I hope. Fuel efficiency will improve, as a matter of course I think. That's one of the big selling points for the aircraft and engine manufacturers to talk about. We haven't hit the wall on the limits of the turbine engine yet I don't think. Pratt & Whitney with their new Geared Fan technology is just starting to go in a new direction commercially. I think it might be the next big thing for aircraft engines. To address new tech for an oil deprived future? I believe that companies like GE, Rolls Royce, and Pratt & Whitney (among others) are already working on that. It isn't out in the public eye yet though. I would theorize on an all electric ducted fan engine if it were me. Most of the current advanced turbofan's thrust is generated by the bypass air, that never even goes though the combustion core of an engine. Replacing the internal combustion turbine altogether is a natural next step. Battery and/or electrical generation technology is the biggest hurdle to this next step right now. I think air travel has an exciting future. There will be problems along the way, there always are. I hope I get to see what's in store.
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No, you don't have to get your own Security Clearance. Whichever company you work for will handle getting it for you if it is required.
Depending on where you work, you might not need one. But I know all the major airports require background checks to get ramp badges and such.
And, of course, working on government aircraft will likely require some sort of clearance, and an extensive background check.
It will be a big help in this industry, if you can pass a clearance background check for sure.
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In general, the larger the place you work, the more specialized the people and teams tend to get. Avionics people doing the electronic stuff, sheetmetal doing all the sheetmetal work, mechanics doing all the mechanical stuff, etc. If you work for a smaller place, or are out on your own at a remote outstation, or as a ride on mechanic; it is possible that you would have to do whatever task pops up. As an AOG/Ride on mechanic in the past, I’ve had to do a tire change, troubleshoot a fuel quantity problem, and perform a small sheetmetal repair; all in the same day, same plane, by myself. This would tend to be more common on smaller aircraft as well, as they tend to be privately owned, or operated by smaller organizations. Some mechanics do work only in specialties. Sometimes a mechanic will only have the Airframe portion of his/her A&P license, and they can only officially work on structures and associated systems. Same for someone with only a Powerplant license; they can only work on engines and their systems (typically defined as anything on the engine side of the firewall). There are also people who never work anything except Avionics, seats, painting and such. The typical person with an A&P (Airframe & Powerplant) license, is expected to be more of a ‘jack of all trades’ when it comes to aircraft. And mechanics that can actually perform as such, are valuable to have around.
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Chef
Has anyone ever found anything gross in their food on your watch?
Basketball Referee
Do you think the nets should be lower for girls?
Navy Officer (Former)
Do you think there's a chance the US reinstates the draft?
I don't know that there is really a shortage of mechanics. Companies seem to be willing to hire non licensed mechanics to work alongside the A&P's without much worry.
I suppose there are 'shortages' in certain parts of the country. Just from my experience in job searching; there wasn't necessarily a job available within 300 miles of me. But, if I'm willing to travel or move, there seems to always be openings.
There is the ever looming "A&P shortage" that is always talked about, especially with the supposed retirement of our oldest working A&P's from the baby boom times happening. But I haven't really seen it in my sphere of experience.
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In my experience, no, that is not true. I have seen many, and when I say 'many', I mean hundreds; of people get their license going the experience route.
Just do it right. Record every job that you do on an OJT form, and document all the time you spend working on the aircraft and related parts. Then, at the 18 month mark, if you have enough things documented, you can get your employer to write a nice letter telling the FAA all the time you've spent working for them, and basically what you did. This is just a corroboration for your stack of OJT forms. Then usually, the FAA guy will sign off on it. This will allow you to take either your Airframe & General tests; or the Powerplant test. Take the signed FAA form to the testing center, and they give you the written test. After you pass that; you make an appt with a Designated Maintenance Examiner for your Oral and Practical tests.
Then, after 18 more months on the job, working the other discipline that you didn't test for; you do the same thing for that.
36 months total to get your A&P (3 years).
That's really the only reason I typically recommend the school route, as that can be done in 2 years or less.
It is harder to pass your Orals and Practicals going the longer work experience route. But good Examiners will help you with your prep for it.
The writtens are fairly easy in my experience. There are books that detail all the questions in the test pool. And if you study those, you will do well.
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The best made/most sturdy award goes, hands down, to the Douglas DC-8 series aircraft. I have never worked on a more overbuilt, Mack Truck of an airplane.
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