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.
This is a little outside my expertise area of maintenance and inspection, but I can tell you what I know.
All commercial aircraft, with cargo areas below the passenger deck, are pressurized. That area is within the pressure vessel of the fuselage.
"Most" commercial aircraft, have cargo areas that can be controlled as far as temperature. On some aircraft, it is only one of the cargo bays, on others it is all of them.
From my limited research, if an airline calls itself "pet friendly", they will take care of your animal very well, and insure that the pet is in temperature controlled areas the whole time it is in their care.
I learned a little by reading this link: http://www.petrelocation.com/blog/pet-travel-expert/pet-cargo-myths-and-facts
You will have to do some more research into customer experiences, and particular airline policy.
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Yes, of course it can get dirty. :D
You run into the same types of grease, oils, soot, etc.. that you do in car & truck maintenance. Though I would more liken it to heavy diesel trucks, in most cases.
General rule of thumb is: The newer the aircraft, the cleaner it is probably going to be to work on. But that is pretty universal as well.
I try to mitigate the mess in my old age, by wearing gloves when I have to handle filthy items; and keep lots of clean rags handy.
I try not to bring my mess home with me anymore. I'll never forget having to wipe down the inside of our washing machine sometimes, after doing a load of work clothes in it. It left a black film behind.
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I see you mentioned wanting to become an "aviation maintenance engineer". That is not what we call ourselves in the USA. So I assume you are not talking about the US FAA's process of getting your Airframe & Powerplant mechanic certificates.
There is an 18 month documented on the job training period before you could test for either your Airframe or Powerplant certificate. Then another 18 months working towards whichever one you didn't get in the first 18 months.
I've never heard of a 30 month program. Nor a specific 4 year program.
Unless you are thinking of going to a regular college or university for your A&P, and continuing on for a four year degree.
I'm sorry. It is likely that you are asking about a certification program that is literally foreign to me.
I only know about the US FAA system.
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Without fully understanding the context of your question..... I guess I would want both.
An avionics person with no mechanic experience is pretty limited; and vice versa.
Especially in these days of increasingly electronic aircraft.
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Yes, some aircraft do have mechanics that fly along with them. They are the very definition of Ride-On Flight Mechanics.
It depends upon the route the aircraft flies usually, that would determine whether or not a ride-on mechanic would be aboard. If you have multiple flight legs, that take you into airports where you have no outstation support for maintenance, then that would be airplanes you might find ride-on mechanics with.
Planes that typically fly to and from destinations that they have maintenance support at, will not have mechanics aboard.
In my experience, with cargo and passenger operations; we have at least one ride-on mechanic on board every flight usually. In addition to their ground duties, of doing checks, periodic maintenance, and repairs; they will often spend time during the flights doing troubleshooting research for ongoing issues with the aircraft; fixing things around the cabin or cargo decks, or doing inventory and upkeep on the in-flight spare parts kit, and tooling.
On passenger flights, ride-on mechanics do similar duties, but it is pretty certain that they will be called upon to do minor fixing during flights. There seems to always be something in the galley that decides to not work right, a drawer gets jammed, seat arm rests come loose, etc. All kind of minor stuff, but it needs to be taken care of if possible.
I suppose the larger airlines would be places that you would not see ride-on mechanics often, as they have outstation personell most of the places they go. You start to see it the smaller the airline is; or how 'charter' in nature their flight destinations tend to be.
If you don't know where your plane will be in a couple days, it is usually a good idea to have a mechanic hanging around to do things that need doing.
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Martin, you are going to have to research that question yourself, within the given aircraft AMM or systems manual.
The only RAT I've ever messed with, is the L1011's, and that was almost 20 years ago. I couldn't answer a question about that system anymore either.
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I assume you mean that you are, or are going to be, an Apprentice (learnership?) Mechanic for South African Airways (?).
First thing: Going in the door, I would say is to commit to doing everything that the training program says for you to do; in the way it wants you to do it. Those company training programs are usually really well thought out and thorough in their methodology. So if they ask you to do really menial tasks for a while, there is a reason for it. Remember, nothing is beneath you when you are learning. If nothing else, the worst task in the world makes for a good story ten years down the road (but it usually teaches you something valuable in the process).
You'll learn how to do the job, earn your licensing, and hopefully end up with a long term position with the Airline.
Second: Learn the manuals you will be working with. This means the Airline's operating manual; Repair Station Manual (or equivalent); and most importantly the Aircraft Maintenance Manuals, and Illustrated Parts Catalogs. This doesn't mean you have to memorize them; but definitely be familiar with them. I can't underscore enough, how much of a hero you can look like sometimes, for simply being able to zero in on the information you need quickly. Especially when an aircraft is waiting on the ground for a repair or a part.
Know which manual applies to which aircraft (there are effectivity codes); and know how to figure out which part number in the IPC applies to your aircraft, so you do not order or request the wrong part (again, effectivity codes: learn how to use them)
Most importantly: Love the job, and have integrity in your work.
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