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.
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.
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!
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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Does it get aggravating answering people's dumb questions all day long?
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.
It depends.
Depends on where you work; who you work for; and what type of equipment they are flying.
Aviation is a 365/24 industry, generally speaking. And somebody has to cover the 'crappy' shifts.
Heavy repair facilities tend to get stuck with a lot of crunch time overtime. When the planes are getting close to completion usually.
Flight line work will get hit with last minute overtime sometimes. When a plane breaks and you have to fix it before it can go.
Basically, unless you work in more of a shop environment, away from the flying part of aviation; then you will probably experience some level of unpredictability in your schedule.
You'll probably work weekends, at least sometimes.
There isn't a really straightforward answer to your question.
There are several types of 'reports' that I have to make in the course of my work.
The simplest one is the Non-Routine. When I find something wrong, or that needs doing on the aircraft: I fill out this form, which gets recorded in the records, and then is addressed by the appropriate department at our Repair Station (maintenance, sheetmetal, avionics, paint shop.....etc)
Another kind of report we have to fill out sometimes is called an Service Difficulty Report (SDR). These are filled out whenever certain "critical" systems or structures have a problem. Such as emergency equipment. If we have an emergency light that doesn't test properly; we have to fill out the report. This gets submitted to the FAA, and goes into a huge database which is all sorted out as to types of aircraft and issues; and is used to help them decide when to issue Advisory Directives (AD's).
As to Oral Communication: There is oral communication all the time. Even if it is something that is written down, we usually go over it verbally (and use our hands for that matter). As an Inspector, I communicate with the mechanics on the floor, their supervisors, and often the Hangar or Shop Foreman. At our Repair Station, everything is 100% inspection buyback; so we are constantly in demand to witness certain steps of jobs, or to do final buyback on tasks.
We use all types of communication here. We use written communication, via our non-routine and routine task cards, written turn overs on jobs and shift work, as well as little grease pencil notations on the aircraft itself, to help guide mechanics to the discrepancy areas.
We use oral communication, to discuss the steps of a job that is about to be performed, as well in all other steps of maintenance. Reading body language and speech inflection is also important when talking about the work at hand.
Poor communication results in about what you'd expect. From the nearly harmless simple repetition of a task that was already completed; to the disastrous of having an aircraft fall off of jacks during a jacking procedure, due to confusion in the communication between the guys manning the jacks and the person monitoring the level indicator.
Essentially, with poor communication; people can get hurt or die, and aircraft can be damaged or destroyed.
Clear, concise, and timely communication is essential to any operation; especially aviation activities.
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