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 short answer, is yes. You can go ahead and try to get a job as an unlicensed aircraft mechanic anytime you want.
But the question I think you may be asking, is can you become a licensed A&P mechanic.
I have to ask: Was the course you took in Aircraft Maintenance Technology not a path to getting your license? Usually the school you take those classes at, facilitates the getting of your A&P at that time, even if you are planning on going on and getting your BA in something related.
And if not, why not?
If you did not get your Airframe and Powerplant certs at that time, you will have to ask your friendly local FAA representative about using that education, plus any experience you may have gotten, to be approved to take your written, orals, and practicals.
If you DID get your A&P back then; you should be able to slide into a licensed mechanic position somewhere. I would check in with an FAA representative on that one too; as there are some pretty specific "Recent Experience" clauses that apply to our A&P licenses. (A lot of people ignore these requirements.....but if something were to happen you'd be hung out to dry)
"§65.83 Recent experience requirements.A certificated mechanic may not exercise the privileges of his certificate and rating unless, within the preceding 24 months—(a) The Administrator has found that he is able to do that work; or(b) He has, for at least 6 months—(1) Served as a mechanic under his certificate and rating;(2) Technically supervised other mechanics;(3) Supervised, in an executive capacity, the maintenance or alteration of aircraft; or(4) Been engaged in any combination of paragraph (b) (1), (2), or (3) of this section."
You can read up on requirments for getting, and keeping your A&P certification in Part 65 of the FAR's if you are curious. Might be a good idea to go and read that anyways, if you are interested in becoming an aircraft mechanic, as that is the part that applies to the certification of airmen. Specifically, you'll be interested in Subparts A, D, and E.
You can find all the current regs on www.faa.gov, along with links to find your local FAA FSDO, so you can talk to them about getting or using your A&P.
Here is a link directly into Part 65 of the regs: https://www.ecfr.gov/cgi-bin/text-idx?SID=92029f3540f18fa69c54cb7b013f64d3&mc=true&tpl=/ecfrbrowse/Title14/14cfr65_main_02.tpl
Good luck.
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It isn’t supposed to add simplicity. Having 2 magnetos is supposed to add redundancy. Which adds safety.
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No, you don't need a pilots license to be a mechanic. Nor do you need a mechanics license to be a pilot
They are totally separate things.
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I think that the safety record of the 787 so far, is quite good. The battery issue was a big problem; but given the vented firebox that the batteries are now installed in, I don't think there should be any fear from any battery issues anymore. (The new battery box design can withstand a complete battery meltdown without threatening the airframe)
As far as airframe materials go; I think composites are very well understood at this point, being a very "state of the art" material for aerospace. Both Airbus and Boeing have a lot of experience with them, not to mention the other related industries that have been working with them, contributing to the pool of knowledge.
With the ever evolving aircraft certification rules, the B787 was certified to a higher set of standards than aircraft that came before it, such as the B777. But that is true for any new design these days.
At this point, with the difference in numbers of airframes and hours flown, it would be hard to make a case for safety 787 vs 777. But I don't see anything to indicate that the 787 is any less safe than a 777.
I've had the experience of inspecting and working with several B777's at this point in my career; but never a 787.
I've never flown on either type of aircraft. But I wouldn't hesitate to fly on either type.
Truth be told, I've never even seen a 787 in person. So I cannot verify that they even exist. :b
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Rap Promoter / Manager
Do venues you rent express concern about a higher risk of violence because it's a rap concert?
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Do you ever feel bad for the people whose claims you deny?
No. There are no score requirements to become an A&P. At least not the way you mean.
Before you get licensed you do have to pass oral, practical, and written exams for each license. Those involve a certain level of math and physics to pass. But your training should take care of that.
The math and physics you need to know are pretty basic to be honest. Don’t sweat it.
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This Q&A is for career oriented questions only.
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For liability reasons, this Q&A is limited to career oriented questions only. I don't troubleshoot aircraft issues over the internet.
So I'm going to point you towards your approved aircraft maintenance procedures, where there will be some sort of troubleshooting information regarding your pitot airspeed system.
There will probably be some kind of visual/physical inspection entailed; as well as a calibrated pressure performance check of the system, or individual components
It is always good practice to keep your pitot static system ports and probes covered when not in use. (Using approved covers, that will probably be brightly colored, with long streamers, so as not to be left on before a flight)
Never assume anything.
Good luck.
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