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.
It is very difficult to answer that question accurately, to be honest.
As an aircraft mechanic,you'll likely find yourself with a schedule set for you by management, as is typical in any job. But the thing with aviation, is that the aircraft's needs, and their schedules (which can change often) tend to modify the best laid work plans as well.
I can offer you some of the things that I've worked through over the years. Starting with my current schedule; which is a 4 and 3 type of set-up. Meaning that I work four ten hour days (on Friday to Monday), then I have three days off (Tuesday to Thursday). And it is pretty steady; I come in at 6 am, and go home at 5pm. Occasionally, you get thrown off schedule though. About a month ago, I came in at 6am on a Monday (my Friday remember); and I got put on a project where there was no second shift to relieve us. So I was there until 4 am the next morning.
Now that doesn't happen all the time, but it does sometimes. The aircraft's repair and inspection deadlines, and flight schedules come before YOUR needs. I can't stress that enough. And oddly, that is the way that it should be. Because without the planes, and their schedules, we wouldn't have a job at all. So we give them that extra bit when they need it.
A missed maintenance deadline can mean thousands of dollars in penalties from a customer. A missed gate or landing slot, also costs thousands of dollars.
In the past, I've worked traditional 7 am to 4 pm, Mon to Fri, just like a banker. But at that same job, we had to split into two skeleton shifts for months at a time, for 12 hour shifts, with ZERO assigned days off. That was brutal. And again, it was for a contract that we had to get done, in a short amount of time, with too few people.
I've been on rotating schedules. Where we worked 6 on and 2 off. And the two days off would walk one day out every week. Which was kind of fun in a way, once you wrote it all down. Though one of those days off could easily disappear towards the end of a heavy inspection check, to meet deadline.
Long, long story short. Aviation is a 24/7, 365 days a year business. And we, as mechanics, need to respond to that as best we can. So depending on what part of the business you end up in; you'll have a regular banker's schedule....... or a very unusual one, with unpredictable shift times. Or something in between.
Your best case scenario, will have you with a good company, that plans out everything really well; so that everyone can have a consistent shift, with predictable time off. But even with those places, don't be shocked if something happens to throw everything off for a few days, or a week, or whatever.
Good luck, if you choose this profession. It is very rewarding in so very many ways.
Just be in love with planes, and aviation. If you aren't in love with it, you'll end up hating your job. Because love and passion for this business, is the only thing that keeps people in it. It sure isn't the money.
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Well Sir, that is a two issue question.
First you have to get a US work visa, if you aren't a US citizen. I can't advise you as to how to get one of those.
The second part, working on aircraft in the US with a foreign license, I can add a little insight. But, you'd be best to actually talk to someone who has done it.
Firstly, understand that your license is not recognized by the FAA. So you don't have the authority to sign off any aircraft related work.
Basically, if you were able to get a job lined up in the USA, it would be basically as a mechanic's helper. With the pay lower than a licensed mechanic's. You can use the time working, as well as your existing license, to get permission to take the Airframe and Powerplant examinations, so that you can get your FAA licenses. You would just have to speak to an FAA inspector about that. Usually arrangements can be made to get you signed off to take the tests.
Expect to pay between $1000 and $2000 US, minimum to get your licenses. It will cost even more if you go to one of those 'guaranteed' places.
If you happen to have a specialty, such as sheetmetal work, or avionics; these areas can lean less on their license when it comes to larger Repair Stations. You still can't sign off the work usually, but your experience will be valued if you produce good results.
It's not an easy proposition for sure. You'd almost be better off staying where you are, where your existing license makes you worth more in pay; and put out the money to get your US FAA licenses before you try to come over and work in the US.
If I were planning a move to another country, to work on aircraft, that's what I would do.
I usually check places like J.S. Firm to see what jobs are out there. They usually have job requirements listed with each job. I'm sure there are some out there that don't absolutely require you to be US licensed.
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I have never worked on a Cessna 210 of any vintage. Sorry it is giving you trouble.
Clearly, something is providing power to the starter solenoid when you turn on the master switch. Maybe the solenoid is stuck in the 'on' position; or maybe the starter switch/button is shorted to the 'start' position? It is hard to say.
You need to get out the wiring diagram, or draw one for yourself from a careful inspection of the system. If a visual turns up no clues; then break out the multimeter, and find out where there is continuity where there should not be any.
If memory serves, the ignition selector is seperate from the starter button. So the ignition could be off, and still turn the engine over.
I have few ideas about the stall horn, I'm just not familiar with the system.
I know that on the big jets I am familiar with; if you advance a certain throttle lever too far, with the flaps up, and your airspeed too low; you will get a warning horn.
Maybe you have a similar system on this aircraft?
Sorry I can't be more help. Good luck, I know you can figure it out!
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I would list out several things I kind of wish I'd known when I started.
-Don't expect to get rich!
-Don't immediately go into debt with the tool truck guy. Believe it or not, your off brand rollaway box, and craftsman tools will work just as good as the preimium brands.
-Vet your spouse (or prospective one) for how he/she feels about you working long hours with little notice; or road trips of uncertain duration at the drop of a hat. Not every aviation job will entail things like that, so adjust your career accordingly, if you want to stay married.
-Wash your hands often, wear your personal protective gear (rubber gloves, face sheilds, ear protection) always.
-You are not invincible to chemicals or gravity.
-Learn how to find things in your maintenance manuals and IPC's.
-Learn the FAA regs that apply to you and what you are doing.
-Don't break the rules for a paycheck.
-We all started out fresh as a daisy, and knowing about as much. Don't forget that twenty years from now.
-The airplanes will never love you back.
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It sounds like you are specifically asking about the requirements outlined by FAR 65.81, and 65.83.
Go look them up, and read those two sections.
Ok, there are a few different ways to look at this that make what you are doing just fine.
There is the part about not returning an aircraft, appliance, or part thereof, back to service unless you have performed that work at an earlier date while under the supervision of someone who has done it before.
That could mean actually working with someone looking over your shoulder the whole time you do each job for the first time...... but usually it is interpreted as being under their supervision, as in having a lead or supervisor nearby who can help you if you have any questions, and will guide you when you need it.
The 6 month thing you mention, is basically an "active mechanic" clause. This is to prevent someone from quitting their aviation mechanic job to work at a lumberyard (or something) for five years, then just picking up where they left off one day back at the airport. The FAA views that as being gone from the environment for far too long, and you need some retraining under supervision again.
New mechanics, such as yourself, have proved to the Administrator that you are able to do the work, when you took your Writtens, Orals and Practical examinations. So as long as you start using your A&P within 1.5 years after getting it, you fall within the requirements.
"....within the preceding 24 months - (b) He/she has, for at least 6 months - served as a mechanic.....supervised others....etc"
So for every six months out of 24, you have to be an active A&P in order to maintain your privileges.
All that said; That bit gets ignored quite a bit when hiring people who have been away from aviation. And as with a lot of things like that, isn't an issue with the FAA unless there is an investigation for an error, accident, or incident.
We are expected to police ourselves quite a bit.
If you don't feel comfortable signing off the work, make sure your lead or supervisor comes and takes a look at it as well, during and after completion. At least for the first time you do each job.
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An aircraft technician, is an aircraft mechanic, and vise versa. Also, in some parts of the world, we are called aircraft engineers.
The term technician, has been taking the place of mechanic more and more, due to a push in the industry for us to be considered more than just mechanics. And once you get deep into your training for the profession, if that's what you want, you will see why.
You will learn how to take care of all the mechanical systems of an aircraft, you will learn how to repair sheetmetal and composites, you will learn how to paint it, you will learn how to troubleshoot the electronics suite, etc. The aircraft of today are not the simple things that they used to be, not that they were ever simple (just check out hydromechanical fuel controls!).
The pros and cons of the job really are dependant on where you end up working.
Working outside in lousy weather is kind of a con; as is dealing with lavatory waste systems; crawling around in the dirty belly of an airplane (especially a narrow body!). Sometimes you will find yourself working too many hours. Sometimes not enough maybe. You will feel underpaid. You will often feel humble about your job, and just call yourself a mechanic. But then you'll sometimes find yourself annoyed when someone from outside the profession calls you the same thing.
Sometimes you'll have to go on the road, with little advance notice, and not know exactly when you'll get back.
Long unpredictable hours, and high stress, lead to a high rate of divorce in our profession.
The pros, are many, and sometimes intangible. If you really love airplanes, and if you don't you should turn back now, this job is really great. With lots of different facets to the job, you will work on many different things. You will gain confidence in your abilities. You will acquire a tool collection! People who ask you what you do for a living, will often be super impressed.
Many of our jobs have us travelling the world, on the company's dime. I've visited all the continents except Antarctica in my travels for work.
The intangible pro, is mostly the feeling you get. When you walk among the aicraft in special moments, or when you see them arrive or fly away, or as you sit in the cockpit running all four engines to takeoff power for ground tests.
That feeling you get, is the real pro. No matter where you end up. If you love aviation, that's all you need.
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One word: Diversify.
For your long term career health, try to diversify as much as possible in these beginning years of your A&P career.
You will probably get stuck in one department or another, if you work for a large outfit, and that's fine. Learn all you can, and try to be the best you can be (learn the manuals and how to find what you need in them!). But whenever you can, take the opportunity to work outside of your department specialty. Lend a hand to Avionics, Sheetmetal, Composite, Powerplants; whenever you can. An extra hand that knows how to do things will seldom be turned away when it is needed.
"Help me...... buck this rivet, ring out this wire, hold this bolt while I torque the nut, get the vacuum set on this composite repair...." All things that help you learn a little bit more.
Eventually, you'll probably settle into one speciality; maybe start moving up the ladder; and that will make it harder to do other things. So do it now, while you are new. It will pay off in the long run, when you want to try being an inspector, or a manager, or a maintenance planner. Experience helps you make better decisions.
If it is hard to branch out at work, then think about any local aviation museums. Places like the Yankee Air Force are always looking for qualified volunteers. You'll learn a ton from the old retired guys that are usually there.
I have some standard advice I give too: Don't go into deep debt with the tool truck (Snap-On, etc); just get a decent box, and decent tools; you can add the fancy stuff later as you need it or can afford it. People might sometimes tease you for having Craftsman tools or the like, but you'll have more money in your bank account. (Except for the Snap-On ratcheting screwdriver, with the hard plastic handle; those cannot be beaten. Well worth the money)
Don't step on too many toes, or piss too many people off needlessly. This industry is smaller than you can imagine. Often you'll have to go back to work for a place you never thought you'd go back to; or work with/for someone from the past who wasn't your favorite person. Just keep it professional when in doubt.
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