This is not what a CFI wants to hear when the learner is doing the preflight inspection. The learner was looking at the nosewheel of the Cessna 150, specifically, at a scalloped pattern on the side of the tire. She’d never seen this before—and frankly, in my more than 30 years of flying, neither had I. But I knew ugly when I saw it. 

One of the things I teach my learners is not to be embarrassed about asking for help, or asking a more experienced pilot or mechanic a question about something you find during a preflight. With this in mind I took a photograph of the tire with my smartphone and sent it to an A&P/IA with the text question, “OK to fly?” although I had a pretty good idea what the reply would be.

And I was right. 

The reply came back immediately: NO. A few more lines followed, mostly caveats about tires blowing at awkward moments and inquired if I needed help. I quickly explained the situation and ended with the phrase, “Decision: no-go.”

Although disappointed we could not fly, I was happy the learner had the opportunity to see a less-than-standard tire, because it allowed us to have a discussion about aircraft tires. They take a beating at a flight school, so it’s important for the learner to know what is normal and what is not. There is a reason that the checklist includes “check tires for proper inflation, damage, and flat spots.”

Negative transference—that is, applying information from something similar but different—can bite a pilot, especially with tires. One of the big mistakes made by fledgling pilots, especially those who are renting aircraft, is that they think airplane tires are the same as automobile tires, according to Randy Hedrick, customer support engineer for Michelin Tire. 

“Car tires have a wear bar. Aircraft tires don’t,” Hedrick said, noting that the flight students may not realize the aircraft tires are worn to the point of impending failure or more commonly, improperly inflated. 

“We recommend doing a pressure check before the first flight of the day. It’s normal for tires to lose pressure during the day, [so] losing up to 5 percent in two to four hours is acceptable.”

Renter pilots often don’t check the pressure of the tires as part of the preflight inspection. Improperly inflated tires can cause vibration—and that will definitely get your attention during ground operations, especially during takeoff and landing. 

Can You Change the Tire?

Most flight schools keep spare tires stocked, especially when they are also an FBO and have a visiting aircraft in need of maintenance. If they have a replacement tire, you have the tools, and it is your aircraft, so the FARs permit you to change the tire. But please don’t try to do it unless you have the proper tools and know how. 

Every mechanic contacted for this story said the same thing: It’s best to have someone with experience (like an A&P) show you how to do it at least once. There are more steps involved when changing an aircraft tire than there are when changing a tire on a bicycle or automobile, and different techniques and the right tools are a must.

For starters, you need to chock the other tires, find the jack point on your aircraft, and then have some blocks of wood to balance the jack. You have to be careful as you jack up the airplane and reposition the jack because the tire may move in.

Once the airplane is jacked up and the tire off the ground, you have to cut the safety wire. This releases the bolts that hold the brake pad in place, allowing you to take the wheel apart. That’s right—take the wheel apart.

The inner tube can take on a life of its own. Be very careful about the valve stem and be sure the tire tube is not kinked or folded. Installing the tube, whether new or used, involves talcum powder to guide in the inner tube. You have to be careful not to allow the tube to crease or fold, because that can introduce uneven wear, which you will feel when the tire rotates during ground operations.

These are just a few of the things we were warned about. There are many more steps to it, and even if you’ve done it before, you’ll probably want your A&P to check your work. You also need to log the tire change in the aircraft maintenance log.

Even putting air in the tire is not as straightforward as it is with cars. With automobile tires you find the pressure printed on the sidewall. On an airplane, that information is printed in the aircraft’s pilot’s operating handbook or airplane flying manual. Be able to find that information, noting the pressure for the nosewheel and main gear are usually different. 

Always verify those numbers before you ask someone to put air in the tires.

Flight School Tire Challenges

The flat spot is the most common issue found on flight school tires. This is caused by slamming on the brakes and locking them up.

Flat spots can be a challenge to see if the aircraft has wheel pants, so be ready to gently roll the aircraft forward by hand and check the tires all around during the preflight inspection. If the chords are showing through the tread, it’s usually a no-go situation. But there are some pilots who want to make the flight so badly that they get hit with an invulnerability stick and take the aircraft out anyway.

Please don’t be this person.

When you report an issue with a tire to the flight school you expect the maintenance crew to take a look at it. Most of them are good about this, as the aircraft doesn’t make any revenue when it is sitting on the ground.

If you are skeptical that the tire has been inspected, you can do the old chalk trick – make a line on the tire with chalk. If the tire is inspected the chalk line should disappear as the tire rolling over the ground will erase the mark. If the chalk line remains, the tire was not checked.

The post What You Need to Know About Tires When Learning to Fly appeared first on FLYING Magazine.

The role of an A&P is a challenging one with diverse job opportunities. Although they will often have a specialization, A&Ps are certified to work on all parts of all types of aircraft, ranging from widebody commercial airliners to small two-seat helicopters.

A&Ps are also sometimes referred to as aircraft mechanics or aviation maintenance technicians (AMTs). They can work for a variety of employers, ranging from flying schools to airlines to aircraft maintenance contractors.

Prospective A&Ps need to obtain a combination of training and skills before they can be certified by the FAA. Here are the four main steps to becoming an airframe and powerplant technician:

Meet the Basic Eligibility Requirements

To be an A&P, you must be at least 18 years old and be able to read, write, speak, and understand English.

Although you can obtain the technical skills required to be an A&P through training, you should also ensure that you have soft skills that will help you succeed in the field of aviation maintenance. These include strong communication skills and attention to detail.

Gain Formal Training or Experience

The FAA requires prospective A&Ps to meet either a training or experience requirement in order to be certified. There are three ways to meet this requirement:

• Completing the training requirement is the most common option, but also requires you to pay for the program. To meet this requirement, you will need to attend and graduate from an FAA-approved aviation maintenance technician school.
• Those with experience in the military have the option of completing a Joint Service Aviation Maintenance Technician Certification Council training course instead.
• Alternatively, you can complete 18 months of practical work experience with either airframes or powerplants, or 30 months of experience with both systems. Although this option may seem the most practical, entry-level apprenticeships can be hard to come by.

Pass the Required Tests

After meeting the training or experience requirement, a prospective A&P will need to complete the required FAA testing. First, there is a set of three knowledge tests. Once you pass these tests, there is an oral test and a practical test.

Get Certified by the FAA

After completing all the steps listed above, you can obtain your FAA certificate. The A&P certificate has no expiration date and does not require any medical testing.

The FAA certificate actually has two ratings—airframe and powerplant. Most mechanics will obtain both ratings, thereby earning the A&P designation.

FAQs

What is the salary for an airframe and powerplant technician?

According to the Bureau of Labor Statistics, the median salary for aircraft mechanics in 2023 was $75,400. The median annual pay for those working at airlines was $101,500.

Are airframe and powerplant mechanics in high demand?

Yes, there is high demand for A&Ps across the United States and around the world. The Bureau of Labor Statistics anticipates 4 percent growth for aircraft and avionics mechanics through 2032 and aviation training company CAE projects a need for 138,000 AMTs by 2033.

How long does it take to become an airframe and powerplant technician?

The timing depends on which training or experience requirement you choose and how long it takes you to complete the testing. A&P school programs typically range in length from 14 to 24 months. 

The post How to Become an Airframe & Powerplant Technician appeared first on FLYING Magazine.

Those guys are gone now, but the T-hangars on the south line at Cincinnati’s Lunken Airport (KLUK) where they worked are still there, close to where that little Ercoupe that my sister Mary and I came to fly was roosting in the grass. N341 (we should have kept the number) had been generously loaned to us by a friend who hadn’t flown it in some time. It needed an annual inspection, which Carl Garlough and his two helpers did, as well as repairing a few things like a hole in the gas tank before we took to the skies. 

Carl was an amiable, sort of fatherly guy, probably trained in the military, who always had a pipe clamped between his teeth. And the man who took me aside and explained I might stop bragging about being a member of the “Mile High Club.” My dastardly instructor, Larry Whitesell, announced my prestigious status after we coaxed the little airplane (with a “sick 75”) above 5,000 feet. Naturally, I bragged about it but didn’t understand the reaction of the old guys around the airport who knew there was no way that could happen in an Ercoupe. 

Carl was a good mechanic but also kept Tom Noonan’s airplanes running, although “TV Tom” had less than a sterling reputation with customers, creditors, insurance companies, and the FAA. Working with him in his shop was a nice, competent mechanic named Henry, who I would learn was a periodic alcoholic—on his game for weeks at a time only to disappear. Henry always showed up days or weeks later with the shakes and often badly beaten up. But Carl, bless him, helped him along. Another young guy, whose name I can’t remember, was a newly certificated “A&E” (in those days). He was maybe a little sweet on Mary, but I reminded her the only aircraft mechanic school in the state of Ohio, in those days, was the Chillicothe Reformatory.

• READ MORE: Perusing Some Old Logbooks

Those guys kept the Ercoupe running while Mary and I got out private licenses. And Carl even used a bolt cutter on the chain my dad had wrapped around the prop of the Ercoupe sitting out in the grass. He was determined to keep me grounded while he and my mom were away for a few weeks because he thought I was cutting too many classes at college to go to the airport. Before my parents even knew I was taking lessons, I had forged his signature on the permission slip required in those days for students under 21 to solo. Anyway, somebody hooked the chain back up before they got back.

Oh, my, how things have changed. There are no “small airplane” shops on Lunken Airport these days—at least ones that last. I fly to a smaller airport nearby for maintenance and annuals. In an emergency, Mark Day from Blue Ash Aircraft Service at Lebanon will drive down to do the repair. Lots of guys use freelance A&Ps who arrive in pickup trucks and pull the annuals in their (or a friend’s) T-hangar. And lots do the annuals themselves, paying a friendly IA to sign off their work. Thank the Lord, I’m not mechanically inclined. An old boyfriend—a toolmaker with an IA—used to tell me, “Machinery doesn’t love you.”

Small shops are increasingly rare at large airports. It’s too expensive and new A&Ps can get better-paying, more secure jobs with the airlines or large corporate operators. A friend took his Cessna 182 to the shop at a large, local FBO that caters to bizjets. It charged him for 10 hours of work to change the oil.

But it certainly wasn’t always that way through the 1970s when Lunken had at least two large, full-service, FBOs that began in the ’30s. Cincinnati Aircraft, a Cessna dealer, occupied two of the three large brick hangars built in the ’20s for the Embry-Riddle Company. Queen City Flying Service, a Beech dealer in Hangar 3, was always a “posh” operation that catered to people with more money than we had. The offices were up a spiral staircase that led you into something right out of a ’30s or ’40s movie with art deco furniture and fixtures, private inner-sanctum offices, and a woman at the front desk. The parties and liaisons that went in Hangar 3 were legendary but, in fairness, the airplanes, pilots, instructors, and mechanics at both operations were top-notch. 

• READ MORE: Sometimes the Flying Weather’s Fit Only for Turkeys

Back in the day, I confess we’d send the Cub logbooks to an IA friend who signed them off for $100. Another guy worked for years as a pilot and mechanic with phony, forged certificates. 

But you have to watch out even for the good guys. Flying your airplane after an annual is kind of a risky process, so do a good preflight check and stay over at the field until you’re sure everything works as it should.

Barry Schiff tells me he flew a Tri-Pacer (I said, “Shame on you.”) in California after annual. There was no problem in flight because you hardly use the rudder pedals anyway. But turning into the FBO after landing, there were curious “crunching noises.” It seems somebody had allowed a metal E6B computer to migrate back in the tail.

A corporate pilot for a squeaky-clean, very large company told me a mechanic had left a wrench inside the engine of a G3 with devastating results. I think he was relegated to making soap. Another lost all power (IFR) when flying a Cessna 182 home. Two G-5s had been installed by a radio shop, but the crankcase breather port was blocked by a plastic cap with oil spewing out of the underside of the engine.

I found a large black Maglite jammed behind the rudder pedals and another very conscientious mechanic wouldn’t let me fly again until he drove to Cincinnati to retrieve a hand mirror from the tail section.

You’d be surprised at the number of things that are FAA- and manufacturer-approved temporary repairs—some involving “speed tape’” (if you can afford $700 a roll). It’s said that you could stick one end of the roll onto the hood of your car and pull it with the other end.

Look at the FAA publication Maintenance Aspects of Owning Your Own Airplane but, remember, you gotta know what you’re doing. 

This column first appeared in the July/August Issue 949 of the FLYING print edition.

The post An Ode to Aircraft Mechanics appeared first on FLYING Magazine.

He fired up the aircraft, only to find the Continental O-300-D engine started running rough. That was as far as it went. Mission aborted. The aircraft never left the ground.

Aircraft Troubleshooting

Cessna 172 owner Corey Sampson reached out to me to discuss the engine running rough and the dark side of maintaining an aircraft: unscheduled maintenance.

The first step in the troubleshooting chain was to remove and replace (R&R) the spark plugs, as they were coming due soon. That didn’t help. The next step was to run the engine while idle, using a hand-held laser thermometer, and take the temperature of each cylinder one at a time. 

• READ MORE: Cessna 172 Maintenance Planning

One by one, the temperature readout for each cylinder measured 150 to 160 degrees Fahrenheit. The number 4 cylinder was 95 F. Cylinder number 5 was 159 F, and number 6 was back to around 95 F. 

Sampson could now perform preventative maintenance by wearing his owner/operator hat. Once troubleshooting leads beyond preventative maintenance, it is time to turn around the hat to the A&P side and begin unscheduled maintenance. 

Unscheduled Aircraft Maintenance

There is a trick to relieving pressure off the valves to remove the rocker arm while keeping enough resistance to hold them in place to pop off the rotocoil, keepers (valve locks), and springs. It was time for the rope trick.

Checking in with JD Kuti, president of Pinnacle Aircraft Engines in Silverhill, Alabama, I asked him to break down the procedure for me:

• Feed rope into the spark plug hole.
• Spin the prop until the rope holds the valve in place.
• Use the spring compressor tool to remove the keepers and valve springs.

I watched a mechanic on the internet try to pry off the valve keepers with a pocket knife. That looked like a good way to get cut to me. Back in my engine shop days, we just popped a magnet against the valve locks, and voilà, you set them free.

• READ MORE: The Daily Life of a Repair Station

Kuti mentioned a trick he has used in the past while servicing valve guides: “If you need to drop the valve into the cylinder, tie a piece of floss to the valve through the port. If I’m cleaning a guide, I normally push the valve into the cylinder and pull it out of the bottom spark plug hole to clean the valve stem too.” 

Kuti said he does not deploy the rope trick any longer, opting to pressurize the cylinder with air while the piston is at the bottom dead center (BDC).

Reamer Action Time

Sampson removed the spark plugs and fed the rope into place. Driving out the rocker shaft with a brass drift, he removed keepers and springs. It was then time to drop the valve. Taking the brass drift, he gently tapped the exhaust valve into the cylinder head. 

Special reamers like these are just the ticket to clean up the valve guides. Slowly slipping the reamer into the number 6 exhaust guide, the tool moved smoothly for approximately one-half inch, then began to drag. The reaming process is not difficult, but it is imperative to keep the tool aligned so as not to damage the valve guide.

Where Kuti held the valve with a thin line, Sampson used mechanical fingers in the top spark plug hole to maneuver the exhaust valve back into place. With a flashlight in the bottom spark plug hole; the valve was visible and could be manipulated toward the guide. 

Once in place, a magnet was inserted into the exhaust guide, contacting the tip of the valve stem, and the valve was slowly pulled back into place. Next, the valve springs and keepers were replaced, topped off with a rotocoil or upper retainer, depending on your setup.

• READ MORE: Testing the Hardware After a USM Retrofit

In aircraft maintenance, the line between preventative and unscheduled maintenance can often blur. While he had the time and the tooling available, Sampson opted to apply the reamer to all of the remaining cylinders’ exhaust valve guides as a precaution.

What causes exhaust valves to stick? 

“Heat is the primary cause of valve sticking,” according to AVweb. “High temperatures in the exhaust valve guide oxidize oil and form carbon deposits on the valve guide, and these deposits can cause the valve to stick. The most frequent reason for elevated valve temperatures is valve leakage.”

The post Servicing Cessna 172 Stuck Exhaust Valves appeared first on FLYING Magazine.

Under the paid two-year program, students will receive hands-on instruction at Bombardier Group’s site in Wichita, Kansas, and classroom training at WSU Tech. In this setting they will work with seasoned instructors and senior maintenance experts while becoming familiar with Bombardier’s aircraft fleet.

• READ MORE: How to Make a Solid Financial Choice for Your Aviation Education

The company said the state-registered A&P apprenticeship program is the first of its kind in Kansas. Students completing the program will receive FAA A&P certification in addition to significant on-the-job training. They also will be given upgrades in their job classifications from apprentices to full-time A&P technicians. For Bombardier, the program strengthens the company’s staff of mechanics and its ability to provide timely maintenance services.

“We are pleased to deepen our roots in Wichita and the U.S. through the launch of this foundational program in collaboration with WSU Tech, a leader in aviation mechanic training in Wichita,” said Paul Sislian, executive vice president of Bombardier aftermarket services and strategy. “The start of this apprenticeship program highlights Bombardier Group’s ongoing commitment to not only expanding its footprint in Wichita, but to training, hiring, and retaining qualified professionals, which will further increase our ability to provide exceptional customer service to our clients.”

• READ MORE: WAI App Gives Girls Access to Year-Long Aviation Education

Bombardier said the collaboration with WSU Tech is part of a strategy that included expanding its worldwide network of service facilities. Training and hiring more skilled technicians aids the company’s effort to develop its aerospace operations.

“WSU Tech is excited to join with Bombardier to provide our students with an extraordinary learning opportunity at their state-of-the-art facility in Wichita,” said Dr. Sheree Utash, president of WSU Tech and vice president of its workforce development. “This collaboration demonstrates the power of uniting education, government, business, and industry, resulting in success.”

The post Bombardier, WSU Tech Collaborate to Launch A&P Apprenticeship Program appeared first on FLYING Magazine.

You see the airplane at the gate; it cannot be long now. Suddenly, the ramp crew starts pulling bags off the airplane, and the gate agent makes an announcement via the intercom: “Ladies and gentlemen, it is my sad duty to report that our aircraft suffered a mechanical issue and cannot make today’s flight.” Now, this is typically not an issue, just dispatch maintenance, but in the near future, it could be detrimental to your vacation.

Who is going to work on the airplane?

My colleague Michael Wildes recently penned a piece about this for FLYING, and not much has changed since. Thankfully, the industry is resourceful and constantly taking measures to correct the situation.

Avionics for the Rest of Us

Those of you who follow my column know of my passion for training the next generation of aircraft maintenance professionals. You also know that my avionics skills are on a third-grade level. No offense to third graders. The FAA mandates training for pilots and mechanics, but avionics techs is a virtual no-man’s-land.

All of this brings me back to our Skyhawk project. When we last left Corey, he was working through the idea of upgrading his avionics panel using removed serviceable material from his friend’s Saratoga. During the time spent walking through that project, Corey informed me that he would need all new wiring to go with his new gear. Enter Oasis Aviation Avionics & Maintenance, a Newnan, Georgia, aircraft maintenance facility with a new business element that just may surprise you.

Earlier this week, I met with Oasis owner and president Steve Olive, a retired Air Force colonel, and found a pleasant surprise in my own backyard. Olive and company are looking to fill the void for avionics technicians by offering an apprenticeship program. Oasis Aviation is the sponsor and pays the student. Learn Avionics LLC delivers the related training and instruction.

Oasis is selective with its candidates, as the plan is for the students to join the crew at some point. There are only two criteria: The applicant must be 18 years old and a high school graduate. The firm receives applicants from high schools in its surrounding area, the Coweta CEC Center, and Spaulding County, Georgia.

Olive outlines what traits make good avionics technicians:

• Keen attention to detail
• Touch of OCD
• They never ever give up.

The avionics technician apprenticeship program is one year or roughly 2,000 hours. Graduates can add airframe and powerplant (A&P) for another two years or 30 months. Students start by stripping wire. Soon after, they move to pinning wire, assembling a connector, and then eventually building up the wiring harnesses, like they are doing for Corey. Once complete, the team creates a custom wiring diagram for all installations. Thus far, 10 graduates have finished the program.

Apprenticeships

Apprenticeships are not new, having been around for centuries. With a majority of the media focusing on FAA Part 147 schools, apprenticeships are sometimes an afterthought. Longtime industry organization Aircraft Electronics Association (AEA) offers an apprenticeship program, but it differs from Oasis as AEA graduates are eligible for a FAR section 65.101 (a)(5)(ii) allowance for the issuance of a repairman’s certificate. While the outcome is slightly different, Oasis does use the AEA curriculum in its program. The hope is that students stay on and join the team.

The U.S. military is keenly aware of the need for its service members to transition smoothly. Given that, the Department of Defense created the SkillBridge Program. Commanders in the military allow service members to leave the military early in order to train. Olive knew of a Marine who recently went through the program and is now at West Star Aviation in Chattanooga, Tennessee.

The Georgia Department of Economic Development provides some good information on what an apprenticeship is. It describes it as “a work-based training method that combines formal instruction with on-site, occupation-related training.” There are also apprenticeship opportunities at the federal level. The U.S. Department of Labor’s (DOL) Employment and Training Administration offers ways to register for an apprenticeship. There is a tremendous amount of good intel there. Another good resource is the DOL’s ApprenticeshipUSA. I encourage you to take a look and do your research. Perhaps you know someone who could benefit from a program like the ones offered?

Growing the Tribe

The best part of my job is getting connected with like-minded people who are always seeking to help one another. The Oasis Aviation Network was created for that very purpose. I’ve told you that my strong suit is not avionics. Most aircraft maintenance technicians are either A&P or avionics skilled. Some can do both, and if you find such a unicorn, capture it. We want to study and replicate it somehow.

The Oasis Aviation Network approached small aircraft maintenance shops with an idea to expand their businesses. Did you know that you can install the radio with just an A&P? These smaller shops may not have an avionics-skilled person on staff, but they are confident in their relationship with the network and can always call upon the team for help.

Now having more than 300 network members, the Oasis Aviation Network continues to look for ways to support the aircraft maintenance industry. Members can buy products, obtain training, and receive technical support. I am going back to spend some additional time with Olive this week. I might even learn a thing or two!

The post Oasis Aviation Sponsoring Aviation Avionics Apprenticeship appeared first on FLYING Magazine.

Have you ever thought about getting your A&P? Maybe you want to learn more about aircraft systems to become a better pilot. Perhaps you would like to save money doing maintenance on your own aircraft. Or maybe you’re looking for a career change or retirement job. Whatever the motivation, many pilots have considered getting their mechanic’s certificate but don’t know what is involved or how to begin. Getting your A&P just might be more accessible than you think.

Why Get Your A&P?

Obtaining your mechanic certificate, more commonly known as an A&P, for the airframe and powerplant ratings on it, offers many advantages. As pilots, we all need to understand how the systems on our aircraft operate. Beginning with initial flight training, we need to understand how the aircraft, engine, electrical, and other systems function—or malfunction—to ensure a safe outcome in any situation. Having a deeper understanding of aircraft systems can help you make better preflight or en route decisions or simply help you to operate your aircraft more efficiently and take better care of it.

For aircraft owners, the biggest attraction is the cost savings from doing your own maintenance. Even if it’s something you can’t do yourself, you’ll be better informed to evaluate and make decisions about the work your mechanic recommends. In addition to doing your own maintenance, having your mechanic certificate can create the opportunity for some extra income, working part time as aside gig or retirement job.

• READ MORE: King Schools Launch New Aviation Maintenance Program

If you are interested in a career change, there’s never been a better time to find work in aviation maintenance. While the pilot shortage has been widely publicized, alls ectors of aviation are desperate to fill mechanic slots as well. General aviation shops are especially shorthanded, causing lengthy delays in scheduling annual inspections, engine overhauls and other maintenance for aircraft owners.

Requirements

The requirements for obtaining an aircraft mechanic certificate are outlined in 14 CFR Part 65 Subpart D. You must be at least 18 years old; read, write, speak and understand English; and complete the required testing. No medical is required. Like pilot certificates, a mechanic certificate is issued with no expiration date. To maintain currency, you must work as a mechanic or in a supervisory capacity for six months out of the preceding 24 months.

As with pilot ratings, the experience, knowledge and skill requirements are outlined in the FARs and the newly-revised Airmen Certification Standards (ACS), which replaced the existing mechanic practical test standards on September 21, 2022. Applicants must demonstrate experience and knowledge in a range of subjects under three categories: general, airframe and powerplant. The general portion includes topics such as basic math and physics, materials, basic electricity, an understanding of the FARs, and safety. Airframe topics include fuel systems, assembly and rigging, landing gear, sheet metal, and more. Powerplant subjects cover everything engine-related, including piston and turbine powerplant operation, ignition systems, fuel and lubrication, and propellers.

After acquiring the required knowledge and experience, applicants must pass a knowledge (computer-based) test with at least 70 percent for each category. After passing the knowledge test, the applicant will schedule their “check ride,” that is, the oral and practical test (O&P) with a designated mechanic examiner (DME). You must pass the oral and practical tests within 24 months after taking the knowledge test.

The mechanic certificate cannot be issued for general alone; it must be combined with either an airframe or powerplant rating for initial certification. After that, you can complete a separate knowledge and O&P test for the other rating. While getting both airframe and powerplant ratings is not required, as a practical matter, most people do obtain both to give them the knowledge and privileges to work on the entire aircraft.

Privileges and Limitations

Like your pilot certificate, a mechanic certificate is a license to learn. The FAA has designed the requirements to ensure a broad foundation in aviation maintenance. With your ticket in your pocket, it is up to you (or your employer) to seek out information and training specific to the aircraft or equipment you will be working on.

The privileges and limitations of a mechanic certificate are outlined in 14 CFR part 65. Mechanics can perform maintenance, minor repairs, minor alterations and 100-hour inspections as permitted by their rating—airframe and/or powerplant. A&Ps may not work on certain equipment, such as propellers and avionics, which must be serviced at an appropriately certified repair station. Major repairs, major alterations and annual inspections must be performed by a mechanic holding an Inspection Authorization rating (IA).This is an additional rating that can be added after three years’ experience as a mechanic and passing an additional knowledge test.

Knowledge

To become an A&P—also called an AMT, or aircraft maintenance technician—you will need to build a foundation of maintenance knowledge. The Part 147 Airmen Certification Standards detail the specific items you must know and understand. The FAA publishes general, airframe, and powerplant handbooks covering all the required material, and they are available for free in PDF format on the FAA website or can be purchased in paperback from various retailers. Test prep programs and apps are available to help you study for the written and oral tests.

Experience

Part 65.77 states that prior to taking the knowledge tests, applicants must have “at least 18 months of practical experience with the procedures, practices, materials, tools, machine tools, and equipment generally used in constructing, maintaining, or altering airframes, or powerplants appropriate to the rating sought” or a minimum of 30 months’ practical experience for both airframe and powerplant. This experience is typically interpreted as the equivalent of working full-time hours for the given period of time.

Two pathways exist for gaining the knowledge and experience you need to become an A&P: attending a Part 147 AMT school or on-the-job training (OJT) through civilian or military experience. The path that works best for you depends on your individual situation. If you have already served in the military in certain aircraft maintenance roles, you can use your time in the service toward the experience requirements. You will need to present specific documentation of your time to the local Flight Standards District Office (FSDO) for review. Additional information about what is required can be found on the FAA website Experience Requirements page.

The on-the-job route appeals to many people because it can be the most cost-effective way to gain necessary experience because you are getting paid while working in a maintenance facility. The rates for apprentices or mechanic’s assistants are at a lower, entry level of pay than for certified mechanics. However, you have the opportunity to gain valuable industry experience and connections, which are especially helpful if you plan to seek future employment in the field. OJT can be part of a formally structured program at a large repair station or employment working at your local FBO. In some cases, if you are rebuilding or restoring your own airplane under the supervision of an A&P, you can log that time, too.

Whatever your situation is, you are responsible for carefully tracking the hours worked and type of work you do. The FAA does not specify a particular format for documenting your time. You can use an electronic spreadsheet or written log. Maintenance logbooks, just like pilot logbooks, are available from aviation shops and online retailers. Whatever format you choose, you must include the following information: type of maintenance task performed, amount of time spent on each task, and validation by a certificated Airframe and/or Powerplant Technician. Just like the military pathway, when you have completed your experience, you will need to present your documented time to the FSDO for review to receive a signoff to take the knowledge test. The on-the-job training route provides interesting, real-word experience, as you never know what type of work might roll into the hangar.

However, depending on the type of shop you work at and the position you hold, you may get to see a wide range of maintenance issues that meet many of the FAA requirements, or your work may be focused on a narrower range of jobs on specialized systems or equipment. Whatever the case, it is up to you to seek experience with the range of tasks the FAA expects. Similarly, it is up to you to gain the knowledge required through self-study, test prep books and apps, online courses or other instructional tools and prepare for the written, oral and practical tests.

Because it can be a challenge to piece together the necessary experience in a working shop, many people choose the school route. Aviation Maintenance Technician Schools (AMTS) are technical programs that operate under the requirements of Part 147 and design their instructional programs to meet the requirements of the Part 147 ACS. AMTS may be run by for-profit companies, public and private universities, community colleges or other technical schools.

The big advantage of the school setting is that the curriculum is designed to cover the range of FAA-required subjects and tasks in a structured, organized manner. The maintenance ACS dictates the specific knowledge, skills and risk management elements required to pass the knowledge test and O&Ps. Part 147 AMTS programs typically take around two years of full-time attendance to complete, but the actual schedule varies by school. These programs prepare you for the knowledge, oral, and practical tests.

Students who successfully complete the program receive certificates of completion that authorize them to take the knowledge tests. College and university programs also provide opportunities to earn associate’s or bachelor’s degrees by completing additional general education requirements.

When selecting a school, be sure that it is an FAA Part 147-approved program. The FAA website has a search engine that allows you to search for AMTS by state. Because all schools must meet Part 147 requirements, you will learn the same content wherever you go. Factors such as location, cost, schedule and school facilities vary, so you should research and visit the programs that interest you and choose the one that best fits your needs.

Tuition can range widely from $17,000 to $40,000 or more for a two-year program depending on the type of institution. Additional costs include tools, books, lab or materials fees, and testing fees.

Keeping Costs Down

While the costs of attending an AMTS may leave you with sticker shock at first glance, if you know where to look, you can find many ways to defray the expense. By choosing your program carefully, you can cut the overall tuition expense before you even start. All Part 147 AMTS teach the same FAA-required content and prepare you to get your mechanic certificate. Community colleges are usually the most cost-effective, as they have lower per-hour tuition rates than other types of schools, especially for in-district students. Because only a few AMTs operate in each state, you may live in an area served by a community college without a maintenance program. If this is the case, the community college in your district may have a charge-back or joint agreement with a nearby school that has an AMTS, allowing you to attend that school at in-district rates.

Retirees can do even better. In many states, senior citizens can enroll in and attend credit courses at community colleges tuition-free on a space-available basis (additional college, lab or testing fees are not covered). Restrictions vary widely and may limit which programs are eligible for this discount, either by policy or due to high demand and lack of available slots in the program. However, if the program rules and space allow, it is possible to earn your A&P for drastically reduced costs.

Discounted tuition may be available to veterans and active members of the military. Veterans can contact the individual school for information about using their GI bill benefits to pay for tuition. Financial aid, loans and grants are available at most institutions for military personnel, veterans and civilians.

Perhaps one of the best-kept secrets is the number of scholarships available—and you don’t have to be a perfect student or a young person to be eligible. If you’re willing to put in a little time to search for them and apply, there’s money to be found. National organizations such as the Association of Women in Aviation Maintenance (AWAM) and National Business Aircraft Association (NBAA) and numerous maintenance and manufacturing companies offer scholarships every year. Check out the organizations’ websites to learn more.

Sometimes the best place to find scholarships is close to home. While the local organizations may offer smaller dollar amounts, every little bit helps. Most colleges have lists of scholarships available to their students set up by alumni or other donors. Scholarship money frequently goes unclaimed because of lack of qualified, or even any, applicants. Look to your local airport or groups in which you are already involved. Local chapters of national organizations, aviation clubs and museums may offer scholarships—and if you are already involved in these groups, you’re more likely to be considered. 

Getting Started

So, you’ve decided to get your A&P? Where do you begin? For an overview of requirements and answers to frequently asked questions about becoming a mechanic, visit the FAA website.

Next, talk to mechanics and pilots you know. Networking is a great way to learn more about the opportunities out there and anyone who can help guide you. Your own local mechanic may be looking for help in the shop or know someone who is. Plus, they will be able to give you some insight on the industry and day-to-day work.

If you are interested in going to an AMTS, start by searching for Part 147 schools in your area. Then, check the school website and contact the program administrator for information about the program requirements, costs and enrollment.

Ready to start learning? Check out the Part 147 ACS to learn more about the specific knowledge and skills you need. You can start reading up on them in the Aviation Maintenance Technician General, Airframe (Vol. 1 & 2) and Powerplant (Vol. 1 & 2) handbooks.

Editor’s Note: This story originally appeared in the NOV/DEC 2022 issue of Plane & Pilot magazine.

The post What Does It Take to Become an A&P? appeared first on FLYING Magazine.

National Geographic states the Industrial Revolution was the most profound event in history because of its sweeping impact on people’s daily lives. People left their rural existence for the first time and traded their plows for a crescent wrench. An entire generation had to learn all new skills quickly. That on-the-job training log entry must have been massive.

And now, the digital revolution is in full swing. Most of us learned dope and fabric in airframe and powerplant (A&P) school. How many opportunities have you had to recover an elevator? If you really want to, check out the Commemorative Air Force (CAF)—it could use the help. Soon this will also apply to sheet metal, vacuum gauges, and leaded avgas. 

Connected Aircraft

Never before in the history of forever have people stayed connected for most of their waking hours. When I was in outside sales, the only reprieve I had was flying out to see a customer. When airports, cafes, and even laundromats blasted free Wi-Fi, the expectation was to plug in and produce. As airliners had not yet adopted the technology, checking email at 25,000 feet was not yet a thing. Well, companies like Gogo Business Aviation changed all of that. As one of the first industry leaders, Gogo pioneered connectivity in aircraft. 

Why do you need connectivity? Because of the fear of missing out (FOMO), according to Gogo. Corporate flight departments must provide what their owners want. And it is no secret that executives like to stay connected. Gogo—or any other solutions provider—will install hardware and software on your airplane. Both of which will need maintenance at some point. Have you ever tried to troubleshoot your Wi-Fi at home with Monday Night Football about to start? Now you know how we maintenance professionals feel. 

If you think this stuff is out of Buck Rogers and you will not have to deal with it, think again. According to the National Business Aviation Association, 98 percent of aircraft are expected to have some level of connectivity within the next 15 years. As a result, operators are increasingly seeking cost-effective connectivity solutions. With this new technology brings new maintenance considerations. 

The Aircraft Mechanic of Tomorrow

Embry-Riddle Aeronautical University is helping to equip the mechanics of tomorrow today. 

“On connected aircraft, the technicians are now the first line of defense for cybersecurity,” said Neill Fulbright, Embry-Riddle’s director of avionics and cybertechnology. Remember that next time someone wants you to shop for the lowest maintenance rate.

Legacy entities often embrace tomorrow’s technology. Grumman Aircraft, for example, is iconic among aviation lore and one of the most recognized names in the business. And now, as part of Northrop, it is on the cutting edge of new technology. One of Northrop Grumman’s latest innovations is the Robust Accelerated Concurrent Engineering for Repairs (RACER) engineering tool. Imagine the ability to scan for structural problems on the aircraft then engineer a solution. Where was this during my time on the flight line?

Reinventing oneself is not easy, and I am not here to preach to you. I do come to you from a place of experience with this. I began my career making smiley faces in rivets at 18 years old and eventually worked my way up to counting out brake pads. Each step of the way took a small leap of faith to leave the familiar and journey to the unknown. At one point, I bought an aircraft engine shop, and I could only tell the difference between Lycoming and Continental if the crankcases were still painted. (Here is a hint: one of them is gray.)

No one morphs into a new person overnight. Read a book introducing a new skill or quick-hit watch a video tutorial. Ask different skill-rated technicians questions on the flight line and pick their brains. I used to volunteer for special assignments at work to grow my knowledge base and, as a result, it added value to my employment. Evolution is a slow, steady business.

The post The Slow, Steady Business of the Evolving A&P Mechanic appeared first on FLYING Magazine.

While these guys are less prevalent than yesteryear, a few still hang around. Bill Ross, vice president of product support for Superior Air Parts, knew these folks. He has spent his lifetime learning from them. And now he wants to share it, for free. 

On the Job Trauma (OJT)

Ross is an airplane guy. It is hardwired into his DNA. Recently, Ross put the final touches on his book, Engine Management 101, a go-to guide for “extending your engine’s life while lowering your operating costs.” Part memoir, part maintenance self-help guide, this will not replace your mechanic but will help level the playing field when you speak with them. 

Ross opens his book with lessons learned in the right seat and under the cowling. His 32-year journey has many triumphs and more than his share of trauma. Seeing such a raw, honest account of life at the airport is refreshing. 

Attention to Detail

Bill had me at Chapter 1: Choosing the right mechanic. Those who follow my column know that I preach the maintenance gospel and always end my talk with work with someone you can trust. The next stop on the journey is a tutorial on improving engine operations and extending engine life. Extra engine life means those mutual funds can marinate a little longer, gaining interest. Chapter 3 addresses engine oil. Not too long ago, I wrote a column on engine oil with a link to The AeroShell Book.

Aircraft mechanics constantly work under pressure, just like aircraft cylinders. Apply too much pressure, and bad things happen. Consequently, applying too little pressure, almost nothing happens for either. In Chapter 4, you learn about cylinder compression testing. Next up is the dreaded time between overhaul (TBO) talk. Ross does an excellent job of making it not so scary. 

The next three chapters deal with Continental fuel injection system calibration and maintenance, cylinder baffling, 100LL avgas, and magneto maintenance. That may not sound like exciting topics, but ignore anyone one of those, and you will be in a world of hurt.

He finishes up with a chat about PMA parts. You remember those, right? As I thumbed through the guide, it reminded me of my time in the hangar. No, I did not accomplish every task in this book, but I have been around it my entire life.

Tribal Knowledge

While aviators have more visibility about aircraft maintenance, aircraft owners look at maintenance as a way to save money, Ross told me recently. They view aircraft maintenance as just an expense. Airplanes are expensive, and you cannot save money by cutting corners. You only increase exposure and decrease safety.

I asked him, “Were there specific instances where deviating from the [original equipment manufacturer’s] OEM standard is okay?”

For example, on Continental SB97-6, why change the cam gear? He agreed that for some instances, an owner/operator might divert from the OEM instructions. In these exceptional circumstances, it is imperative to do so under the guidance of an approved program such as a designated engineering representative (DER) repair, supplemental type certificate (STC), or by writing a Part 145 Process Specification Repair.

If you wish to receive a digital copy of Engine Management 101, send a request to EngineManagement101@SuperiorAirParts.com. 

The post ‘Engine Management 101’: A Guide for Extending Your Engine’s Life appeared first on FLYING Magazine.

“Hey, Fernie…what happened here? I didn’t ask you to do this.”

“I know,” he replied.

“So, why’d you do it?”

“Because it was driving me f–king nuts.”

This was when I learned that while obsessive-compulsive disorder (OCD) may be a pathology you do not wish in your life partner, consider yourself blessed to find it in your A&P. Fernie Nunez is the owner of New Mexico Aero Services. I met him a few years ago while stuck in New Mexico during the pandemic.

He’s a Bonanza specialist who studied under Bob Ripley at one of the American Bonanza Society Maintenance Academy workshops. Incidentally, Bob has been doing my annuals for years, but the trip down to Griffin, Georgia (6A2), is a stretch for me. As I am always on either coast, I decided to make a change that factored heavily on convenience. Ripley is known as Mr. Bonanza and has a waiting list for new customers, so this was no light decision.

• READ MORE: The Final Airplane in This Life of Mine?

While I was stuck, Fernie installed a crankshaft gasket (my third) that managed to seal properly. Finally. I’d seen other mechanics use microwaves and hot water to make the gasket pliable. Some said a prayer. Fernie had a specialized tool and a healthy dose of compulsion. Done and dusted. Another time, in a perfect example of confirmation bias, I told Fernie I had a fuel leak in the cabin as well as fading brakes. Turns out those issues were one and the same, and your faithful author can’t discern the smell of 100LL from brake fluid. With the size of my schnoz, this is troubling. Fernie removed the brake master cylinders and rebuilt them both (no co-pilot brakes on my bird). After throwing a few problems like these at Fernie and seeing them thoughtfully solved, I felt comfortable giving him a shot at the annual.

I dropped the airplane off in late December and was about to call an Uber to take me back down the hill to Albuquerque, where I was flying commercial back home for the holidays. Fernie told me he’d be happy to fly me there.

“Didn’t know you were a pilot.”

“Yup. Commercial, multi, instrument.”

“Oh…”

I flew us there in the left seat and watched him taxiout and depart. I had never let anyone fly that airplane. Not with me in it, and certainly not without. Trust is that witches brew of finite data points, mixed with gut feelings and a dice roll.

Fernie stayed in close contact with me over the break. There were things he could not control in this back-ordered, shipping-delayed world we now live in. A throttle cable would take a week. An aux fuel pump rebuild, 10 days. In years past, I have had minor squawks that Bob didn’t have time to fix during the annual. This is normal. He runs a busy shop.

If it’s not a safety-of-flight issue, then I come back and make an appointment later. This is where Fernie’s OCD diagnosis can pay dividends. He attacked every squawk I could throw at him. Leaving anything unresolved gives him agita. 

Returning to Moriarty after the holidays, I found Fernie had addressed every single item I had on my exhaustive list. When I arrived in the morning to pick her up, Fernie told me the Bonanza had an additional hour on the tach. He had flown it and tested every system, making sure everything worked as it should. The first flight after an annual is always the most dangerous. Things have been futzed with. The interior has been removed, bolts undone, then re-torqued. My Electroair ignition system was finally installed correctly—the remaining mag firing the top plugs with the Electroair firing the bottoms (it had been backward for some time).The new aux fuel pump whirred loud and true. The landing gear was rigged properly. These are not small things. Fernie’s willingness to be the first up after all of this work is confidence-inspiring, to say the least.

• READ MORE: Redefining What it Means to Be a ‘Lazy Pilot’

But there was also a smile creeping out from the corner of his mouth. The truth is, it doesn’t really take an hour to check all these things. He just loved the airplane and wanted to stay up there a bit longer. He had one of his employees, Dustin, with him. They both just love airplanes. Still. The love has not waned, and I believe it finds its way into the work, making mine that much better cared for. 

I took a trip this past weekend to KSLC, Salt Lake City International. I had a United flight booked, but a few hours before departing, I checked in online. It was then I was told that my snowboard bag would cost $400 round-trip to make the journey with me. It was 2 inches too long. It was 4:30 p.m. at this point, but I was so annoyed that I canceled the flight, drove straight to Burbank, and fired up my airplane. It was going to be a night flight over mountains. I made sure the route followed Victor airways and filed IFR, but still… What gave me extra courage was knowing Fernie had completed my annual. Following that, I trusted her to get me there, and she did.

Back during the pandemic, there was one issue Fernie could not fix. My new Whelen taxi light kept rotating in the housing, causing the name to turn 15 degrees askew. Mind you, this had zero impact on the pattern, direction, and efficacy of the light. Like my wing walk, it just drove Fernie nuts. It was fixed when I came to pick up the airplane in January. I got a five-minute explanation of how there was no retaining tab, but he had fashioned one himself to seat it permanently in the housing. I was overcome with joy and tried to hug him goodbye, but he wasn’t having it. All good. OCD swings both ways. I’ll gladly trade a no-cuddle policy for a perfectly-working airplane. All day. Every day.

This article was originally published in the April 2023 Issue 936 of  FLYING.

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