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.
The power plant.
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The DC-10 has the engine mounted above the fuselage through the vertical stab structure. A straight through intake-exhaust setup. As you noted.
The B727 has the intake set above the fuselage, and the engine and exhaust centerline of the fuselage. They use an S-duct to get the intake air down to the engine.
Lockheed L-1011 is set up similarly.
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We still use all the jump seats sometimes, if that’s what you mean. If we are carrying extra crew or maintenance personnel.
If you mean, “Can an aircraft mechanic fly jump seat somewhere as a company benefit?” Then I really don’t know. My company doesn’t do that. I suspect that would not be a common practice in the commercial airline world either.
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Lawyer.
I had an opportunity to be guided down that path at a former employer, but I saw my first aviation job opening instead.
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Magician
How do you feel about magicians on TV who reveal how tricks are done?
Obstetrician Gynecologist
If a baby has health complications resulting from a difficult delivery, do you ever feel guilty?
McDonald's Manager
Were you proud or embarrassed to tell people you worked at McDonald's?
There has been a worldwide pandemic going around. People are flying a LOT less these days; which means more empty passenger seats; which means fewer flights; which means fewer planes being used; which means more planes put into storage.
With fewer planes, you need a lot fewer people to run your airline; so lots of layoffs.
The government CARES act money delayed the layoffs for a while. But that money is gone now.
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Remove the mask to eat or drink. Replace it when you are done.
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To start off, you must be 18 (at the time of your examinations), and be able to read/write/understand English.
If you are coming into this with no previous documented aircraft maintenance experience, then you can go one of two ways:
1) Go to an aviation maintenance school for about 2 years (I've seen some intensive programs as short as 14 months though). There are lots of schools out there, that will put you through their aviation mx program. After getting enough class, shop, and lab time; you'll have to take three different written exams: The General, The Airframe, and The Powerplant. The written exams shouldn't be a problem if you have performed well in your classes. After you take your written test, you will take your Oral & Practical Examination. This consists of one to two days usually, where you get to be with a Designated Mechanic Examiner (DME); while they ask you a battery of oral questions, which you must answer with no references or notes. After that, they will have a set of tasks laid out for you in their shop area. And you will be observed while you perform them. If all goes well, you will leave your oral and practicals with your signed temporary license.
2) You can also go another way, where you go to work as a mechanic's helper, or apprentice, and you document all of your training tasks, and time spent doing so. You must have 18 months of practical, documented, experience with either power plants or airframes; or 30 months of practical experience working on both at the same time. After you have enough documented time on the job being trained; you must contact one of your local FAA representatives, and they will look at all of your paperwork, and give you a yes or no, on permission to take your tests. After that, you take your written tests, and your oral & practicals, just like in situation 1).
If you are coming into this with previous documented experience, mostly this will happen with people who have military experience; you would go to the FAA person, and they will look at what you have, and tell you what you need to do in order to get permission to take the tests.
Or, you can just go work at a repair station, and they can get a Repairman's Certificate issued to you. This will allow you to work and sign off very specific things, while you are working for that specific employer only.
Or, you can go to work as a mechanic's helper, and never get your license (I've seen people do this, for years).
If you are young, and getting into this (like in your 20's or 30's); I would HIGHLY recommend you going to a school that has a program where you would get your A&P license, and also a Bachelor's Degree in something adjacent (like management, or engineering). Doing so, will really open up some unique opportunities for you in the future.
Don't be like Fred; who is now a 50 year old A&P inspector, and wishes he could get some of those really cool sounding jobs in management, at really reputable companies. But he can't, because he didn't get his Bachelor's; and it doesn't make financial sense to do it now.....
But that's just my take on it. I took the school route, and got an Associate Degree in the process as well. It was a Community College program, and it was very reasonably priced (at least it was back in 1990 - 1992).
This is a good place to go and read some more: http://www.airframeandpowerplant.com/Eligibility.html
This is also a good resource, the electronic code of federal regulations, Chapter 65.71 thru 65.95: https://www.ecfr.gov/cgi-bin/retrieveECFR?gp=&SID=9a13597aec0b9d7d4065b922843b6850&mc=true&n=sp14.2.65.d&r=SUBPART&ty=HTML
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