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[Topics] [Ask Peter] [Peter G. Conner's Biography]
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Peter, I have over 18 year electronics experience. Formal electronics training from the Marine corps
Specialized in radio repair. Was seriously considering working for the airlines maintenance
field but I keep noticing this A&P License ordeal... What is an A&P License? Where does one
take classes for this A&P License? And how long does the schooling take on average? I live in
Sacramento, CA. Thanks for your time. Sincerely, David
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Hi David, Sounds like you are more qualified than required for an FCC Radio telephone license.
I would think that you would get that as soon as possible. As for the A&P it requires either
completion of an FAA approved school(usually about 20 months long) military
experience of thirty months or on-the-job experience of thirty months
for both. The problem lies with the fact that the FAA will determine
your qualifications on your experience in the military. I am not sure
but I think that although you have vast electronics experience it
would be difficult to prove you are qualified for an airframe license
unless you have had experience in such things as hydraulics, sheet
metal,welding,materials and processes etc. It certainly would be
worth while to schedule a meeting with an FAA inspector in your area
and see what they think of your experience.
Best of luck, Pete
[Topics] [Ask Peter] [Peter G. Conner's Biography]
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Hi Peter, I got out of the navy at the end of feb 03, how can I go
about getting my powerplants license. I have 6 yrs expierience
working on turboprops and turbofan engines. Can I just take a study
course an go take the powerplants test or how can I go about it?
Thank u, James
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Hi James, As You may already know much of the powerplant test is on
recips so you will need to do lots of studying. Anyway, the first
thing you need to do is to make an appointment with the nearest FAA
Flight Standards Office and take your military job function forms with
you. It used to be called a DD214 but I don't know if that is still
the case. They have a guidance book that they look at to determine to
what extent you are qualified to test. Once they approve you for the
written exams you can get all the study books you can find to get
ready. After you pass the writtens with a 70% on each subject area
you can schedule the practical exam with an independent examiner such
as myself. The oral and practical test for the General Section and
the Powerplant will take the better part of one full day. I don't
know how long the writtens take.
Good luck and email me back if you have any more questions. Pete
[Topics] [Ask Peter] [Peter G. Conner's Biography]
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Hi Peter, I have been in the Air Force for 3+ years now as a Jet Propulsion mechanic and want to
earn my A&P license. I was thinking about getting a study guide for my Powerplant
(reciprocating Engines) and then taking classes for my Airframe. I heard that if you get your
powerplaqnt license first that it cuts your Air Frame requirements down to a minimum. If this
is the case do you have any good recommendations for powerplant study material? Thanks, Justin
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Hi Justin, You will still need the approval of the local FAA after they
review your military qualifications to test for a powerplant license but I
would think they will probably deem you qualified. As for the Airframe, my
opinion is that your military experience will not count for much there since
you say your specialty is jet maintenance so you will either have to attend
an approved school or get some on-the -job training for eighteen months.
There is no truth to what you may have been told the airframe requirements
are any less because one obtains a Powerplant license first. The only time
I know that there is a time reduction is when a person works under
supervision to obtain both licenses.
Best of Luck. We need more mechanics. Pete
[Topics] [Ask Peter] [Peter G. Conner's Biography]
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Pete, I recently got out of the Marine Corps after 9.5 years and
have worked on multiple helicopters. I worked for 5 years in the
flightline shop and have an extended background in powerplants,
drivetrains, and flight controls. I was a crewchief with 1500 flight
hours and a planecaptain. For the Last 4 years I have held a Quality
Assurance billet on 3 type model helicopters I was full systems on all
three aircraft,(flightline, Avionics, and Airframes) while I have no
formal training in the airframes and avionics it is all OJT. What
would you recommend about the airframes portion. All my time for that
side is inspecting, very little hands on. Rick
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Richard, From what you tell me I would think you more than qualified
to take both the Airframe and Powerplant tests. I would suggest you
take your military job descriptions and evaluations to the nearest FAA
immediately and have them assess you experience. I think you will be
found to be quite qualified to test.
Regards, Pete
[Topics] [Ask Peter] [Peter G. Conner's Biography]
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Hello Peter; Can you tell me if there are any A&P Schools in the Southern Florida area for someone
who has all ready received authorization to test. I am looking for a 1 week school where I can get
it done. I will travel if I need to as well. Thanks; Jim
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Hi Jim, I really don't keep track of the "prep schools" around the country but
I thought there was one in Tennessee. You could probably find a couple listed if you purchased
a copy of Trade-A-Plane newspaper.
Good Luck, Pete
[Topics] [Ask Peter] [Peter G. Conner's Biography]
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Hello Peter, I was in the military for 6 years working
on helicopter engines and drive systems. I called the FAA and will be
scheduling an appointment to take the test to see if I can qualify for
the mechanics certificate, I'm not trying for the Airframes, I
wouldn't feel comfortable being certified in Airframes yet. I was
wondering if you know of any study material that can help me with this
test to prepare me because my experience is limited to just one
aircraft. Thank you for your help. Allison
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Hi Allison, I am glad you asked because I have a couple suggestions
for you. I often test applicants for powerplant tickets who have been
in the military and the biggest problem they have is inexperience with
reciprocating engines. Although the FAA may sign you off as"
qualified to test" there are many subject areas that you will need to
know well that haveÊonly aÊlittle connection to turbine engines. Some
are: ignition systems( magnetos), engine electrical,Êpropellers,
lubrication, etc. I would suggest that you purchase the FAA Advisory
training books AC65. It is a series of three books I believe that
deal with General, Powerplant and Airframes. These are what you need
to learn the necessary theories. Just purchasing the "Fast Track"
study guides will only get you answers, not understanding. I also
tell prospective military applicants that I feel they must get some
hands-on Êexperience on recip engines before I will test them. The
reason is that the test is primarily based on these engines, not
turbines. You will also need the compilation of federal regulations
that apply to mechanics and don't forget the AC43.13-1B and 2A. This
is the "bible" for mechanics to work from. Hope this helps a bit. I
am not trying to scare you but help you be prepared when you take the
orals and practicals. This seems to be where folks have the most
difficulty.
Good luck, Pet
[Topics] [Ask Peter] [Peter G. Conner's Biography]
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Hi Pete, I am currently finsihing up my A&P school. I currently have
an airframe license, and I have 4 yrs. experience with the Navy on
aircraft hydraulic systems. I am a little confused about the path I
should take on getting a job. The A&P field seems so vast. It seems
every ad I look at for a job be it commercial or general aviation want
2-5 yrs. experience on their type of aircraft. What should I do to
narrow down the choices. Thank you for your help. Richard
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Hi Richard, Good luck with your testing. I guess most of us would
prefer a mechanic with some experience. This is especially true in
light plane maintenance. One has to be proficient in so many areas to
be valuable to a small shop. I think the airlines are more likely to
hire inexperienced mechanics. I would think you would have a good
shot with an airline in their hydraulics shop. They should love
someone with that experience, I certainly would. I am sure there are
also many opportunities with smaller shops though. We know everyone
has to start somewhere.
Best of Luck, Pete
[Topics] [Ask Peter] [Peter G. Conner's Biography]
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Hi Peter, I'm a private pilot that belongs to a private flying association that
owns most of their planes. Since I'm considered a part owner we can
participate in part 43 maintenance on the planes the club owns. My
question is can I keep track of this time and use it towards getting
my A&P license? Thanks for the help. Leon
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Hi Leon. Anything you do to your own aircraft does not count towards
an A&P license. The logic is that just because you are allowed to
do basic functions doesn't necessarily mean that you are doing it
properly and understand the whys of the operation. I am sure you
understand. The only experience that would count(other than military
or school) is if you are employed full time in the maintenance
business working under the supervision of a mechanic for a concurrent
thirty months for both tickets. Remember one more thing, the exact
same limitations are imposed on you as an owner performing maintenance
as they are to me. That is to say, you must have whatever tools and
manuals are required to perform this work. You must also sign and
date the log entry with your name and pilot certificate number and add
a brief description of the work performed.
Happy flying. Pete
[Topics] [Ask Peter] [Peter G. Conner's Biography]
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Peter, My name is Robert, I have just relocated to Columbus,OH. I
left a major aircraft Corp. Working a sheetmetal/assembly position. My
question is after having 30 months with this company doing various
duties associated with building and assembling parts to various
aircraft. What is my steps in approaching the FAA in regards to
obtaining an A&P certification allowing me to hire on with
corporations desiring qualified mechanics? I am 33 and have numerous
skills pertaining to engines and metal fabrication, and
troubleshooting! Can You help Please... Sincerely, Robert
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Hi Robert, You told me roughly what your job duties were,
unfortunately, this probably will not come close to qualifying you to
take both the airframe and powerplant tests. In total there are some
34 subject areas that must be met to qualify. While the FAA may allow
you some credit towards the airframe, from what you have said, you
wouldn't get any credit towards a powerplant license. Take your pay
stubs and a letter from your employer stating exactly all the things
you did to the local FAA office and see what they say. The entire
process has tightened up so don't expect you get too much credit
unless you performed many of the airframe functions such as welding,
dopes and paints, electrical systems, weight and balance, instruments,
corrosion control, atmospheric systems, fire systems, sheet metal etc.
As you can see your experience would have to be quite varied to qualify.
Good luck to you. Pete
[Topics] [Ask Peter] [Peter G. Conner's Biography]
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I have heard that the FAA is going to change the rules regarding the
way they license mechanics. Instead of an A&P license that allows you
to work on virtually anything that fly they will issue licenses based
on catagories of aircraft/helicopters. And even sub-categorizing the
license by wiehgt of the aircraft or prop vs jet's etc... Is this
true? And if so, where can I find more information on the subject. Jeff
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Hi Jeff, What you have heard is a story that is now quite old. The FAA
decided to rewrite FAR65 for mechanics and their certification and renumber
it FAR66. It did include a provision to separate turbine and recip
mechanics. Overall, the rewrite met with such great objections by industry
that they decided to shelf the new proposed regulation and start again. We
will probably not hear about it for a few years.
Pete
[Topics] [Ask Peter] [Peter G. Conner's Biography]
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I'm 17 allready in delayed entry to the airforce I signed for 6 yrs.
as an aerspace purpulsion apprentice (jet engine mech.)everyone has
told me that the military screws with you by only training you in a
specific area. How can I come out of there with an A&P license? Mark
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Hi Marc, I think I know how you feel. I was a military mechanic as well,
so I know how they specialize in their training. My big benefit was that I
was already a licensed A&P when I joined. To be real clear, experience
through the military is one alternative way to become qualified to take the
tests. The most desirable way is to attend a full time FAA approved school.
With that said, it is highly unlikely if you are trained as a jet engine
mechanic that you will be qualified to apply for and take airframe test.
The reason is of course you will not have had any training in all those
subject areas required. I really don't see how you can get around this
unless you are stationed at a military facility that "cross-uses" their
personnel. Keep in mind, even if you are allowed to take the powerplant
test you will need to do lots of additional studying because your military
training will be insufficient to pass all the areas.
Best of luck, Pete
[Topics] [Ask Peter] [Peter G. Conner's Biography]
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Peter,
Currently I am pilot and working my way through my ratings, but would also like
to work toward an AMP certificate as well (why not fix what you fly). I tried
taking classes at the local community college, but work takes me out of town too
much to complete the classes. Can you recommend some books that I can use for
self-study (hopefully with some knowledge I can work part-time under an AMP)? My
research, from the class I did take, referenced Dale Crane, but he has a number
of books, I am not really sure of a good starting place. Thanks, Matt
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Hi Matt, You mention an idea that many pilots think about. But, just as a
mechanic would have to take the required training to become a licensed pilot, so
does a pilot who desires to become a mechanic. There are no provisions to work
part time to earn this experience. The FAA feels the only acceptable substitute
for formal schooling and school practical experience is either military
experience or full time working as sort of an apprentice mechanic. If this
avenue is pursued, you must have 18 months of continuous experience for one
rating or 30 months concurrent for both. I am sure that you understand there are
43 different subject areas that we have to know quite a bit about so it takes a
fair amount of training. Although we always need new mechanics, if you can't
dedicate the time to an approved maintenance school, perhaps you would do best
just earning your pilot ratings.
Good luck, Pete
[Topics] [Ask Peter] [Peter G. Conner's Biography]
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Peter, I worked the last 18 month under a IA towards my certificate.However we
had a falling out and I'm now looking for another job. Is there any set amount
of time that I need to get my 30 month in before the time isn't any good? Kathy H
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Hi Kathy, The most recent FAA interpretation for work experience is that you
must have the three years "concurrently". They are not allowing big breaks in
the work. You need to connect with another shop immediately. Also, save your pay
stubs and any training records(if you receive any). The work experience is being
looked at much closer than it was years ago. You must really prove that you have
been working full time for this period in
many cases.
Good luck, Pete
[Topics] [Ask Peter] [Peter G. Conner's Biography]
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I am interested in aircraft restoration. I would like to get my A&P license,
and purchase some older 150's and restore them for resale. Is there people doing
this? Is there money to be made? As a new A&P could I do this kind of work?
Robert
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Hi Robert, There are actually a couple parts to your question. I may be stating
something you already know, so don't get upset if I do. There are only three
ways to become eligible to take the A&P tests. The first is to attend an
approved school for about 18-20 months. This is quite expensive but the best way
to learn all about the 43 subject areas that mechanics deal with. The second is
to have military experience in the required fields. This may qualify you in some
or all areas. The third is to work fore thirty months under the supervision of a
licensed mechanic. This experience must be concurrent and you would be required
to show evidence of the work by pay slips, etc. There is some money to be
made(although probably not on Cessna 150's), in restoring aircraft, but the FAA
regulations do require that you have either experience in what you are working on
or else work with someone. In closing, I certainly don't want to discourage you,
but this is a very, very technical field, and it requires many years of practice
to get to a point where you can master it alone.
Good Luck, Pete
[Topics] [Ask Peter] [Peter G. Conner's Biography]
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Peter, My son has been a Aviation Machinist mate 2nd class in the Navy, who will
be getting out in August. Presently aboard a carrier overseas he cannot contact
anyone for job requests. On his behalf I have been searching the internet to find
out how he can get a job in aviation as a mechanic when he gets out. He is versed
in jet engine, hyd's, system computers, brakes, fuel systems and landing gear.
Do you have a source for him to go to for info. Thanks Jim T.
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Hi Jim, Most positions for mechanics require that the individual have an
airframe and powerplant mechanics license issued by the FAA. This normally
takes one and one half years of technical school to obtain. We do have a
provision, though to get this license through military experience. If he
can demonstrate to the FAA by his military records that he has worked in the
many required phases of a/c maintenance for three years, he can be "signed
off" to take the written tests. Let me be entirely candid here, though.
Without a lot of studying he would not pass the written exams. They entail
many subject areas such as propellers, magnetos, etc. that one would not
normally be associated with in the Navy( I was there myself). After the
written tests are passed, folks such as myself are authorized to conduct the
practical tests on these same subject areas. The practical test for both
the A&P will last about two days. For these reasons I suggest that even if
he is found qualified to take the FAA tests, he consider attending one of
these "prep" schools, which last a couple weeks. This really helps to
prepare someone who has not attended A&P school for the test. I hope this
gives you a little background to help your son.
Regards, Pete
[Topics] [Ask Peter] [Peter G. Conner's Biography]
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Hi Peter, I have a Bachelors degree in engineering and have spent 15 years in
development and manufacturing of composite structures for Boeing. About 3 years
ago I got my pilots license and started thinking that I would really like to get
my A&P rating. What type of training and certification, beyond the A&&P, would it
take for me to start a repair shop for composite aircraft parts big or small. I
was also wondering if there is a market for independent repair company's that
would travel to do field repairs for company's who don't have composite repair
capability or would find it more cost effective to hire these services.Any advice
would be appreciated. Thanks, Don W.
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Hi Don, IO would think there is a real need for someone with your
expertise. I have never been much on composites and yet a couple insurance
companies asked us to get into it to repair high performance glass
sailplanes. You could probably have a certified repair station without even
having an A&P license.
Go for it. Pete
[Topics] [Ask Peter] [Peter G. Conner's Biography]
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I have been working with an A&P AI for about 15 months. I have been working for
experience, not money (no stubs), so the only proof I have is customers and
pilots and that he is 80 years old and unable to do most of the physical work.
How do I go about getting my A&P now? He said he used to be able to sign off, but
now he believes it has to be an examiner. We have no idea whom to contact. Thank
you, Charles
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Hi Charles, To my knowledge, an individual could never " sign someone off",
but merely verify work experience. You could have a problem if there are no
pay stubs, but many FAA inspectors will still accept a notarized letter from
him stating what you have been doing. Of course, the minimum experience for
one license is eighteen months and for both is 30 months concurrently. I
would suggest that you visit a local FAA office and meet with an inspector
who is allowed to sign off mechanic applicants(this person must be a
licensed mechanic). Honestly explain your situation and experience and see
if a letter will suffice for proof-of-experience. They will probably quiz
you a bit to see that you really do have some knowledge in all the required
subject areas.
Good Luck, Pete
[Topics] [Ask Peter] [Peter G. Conner's Biography]
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I was a Jet engine mech. for 6 years in the Air Force and I have been out since '88. I have
recently thought about getting back into working on jets. Would I need to go back to school for
training or would I be able to test with just a refresher (if available). Thanks Joe D.
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Hi Joe, As far as I know, experience is experience. There is no time when
it expires. However, the fact that you have only turbine experience very
much may limit you. What you need to do is to take your DD214 form and any
experience records from the military and show them to an FAA inspector who
is a mechanic.(not all are) This person will then evaluate your military
experience(not military schooling, though) and allow you a certain amount of
credit towards an A&P. With all this said, probably the best thing you
could do for yourself would be to get some additional training in the many
subject areas that pertain to reciprocating engines. My guess is that you
would possibly qualify to take the powerplant tests, but not the airframe.
Good Luck, Pete
[Topics] [Ask Peter] [Peter G. Conner's Biography]
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Hi Peter, I'm a holder of an a/p license since '87. I', from Toronto Canada, and there not
much here.....What are the possibilities of employment in the U.S.A. All of my experience is
on light a/c and the bell 212 helicopter. Thanks, Bobby N
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Hi Bob, Come on down, we need mechanics in the US, especially light
aircraft mechanics. I can't remember the last time anyone walked into my
shop looking for a job. At least someone with experience. You should do well here.
Pete
[Topics] [Ask Peter] [Peter G. Conner's Biography]
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Could you explain the requirements of a current A&P license? And how to get the
license current? Charles G.
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Hi Charles, If you dig out your copy of FAR65 and go to section 83 you
will find the requirements for recent experience for us mechanics. Basically,
you need to work under supervision for a while.
Pete
[Topics] [Ask Peter] [Peter G. Conner's Biography]
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Mr. Conner, I am a commercial and military pilot with over 3500 hours in heavy
jets. I am interested in expanding my aviation background by taking courses
towards an A&P license. Are there any quality schools out there that the
courseware can be completed by correspondance? Would it be possible for me to
complete my A&P license in the future while working for a major airline (as a
pilot) at the same time? Thanks. Dan C.
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Hi Dan, Unfortunately, I don't think there is any provision to obtain an
A&P without attending an approved school. The reason is that there is an
FAA requirement for a great deal of practical shop time. There is no way to
qualify for a license using practical experience unless it is 30 months
concurrently for both tickets. They have clamped down a lot on this and
sometimes even require pay stubs to be produced. The schools are usually
less than 18 months, maybe you can fit it.
Good Luck, Pete
[Topics] [Ask Peter] [Peter G. Conner's Biography]
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A friend of mine wants to take the airframe mechanical & powerframe (would that
be what you call A&P?) exam here in Florida, but he has been getting conflicting
information (to say the least) from everyone he talked to. Would you know
where to take this exam and how much it is? If not, could you direct us
somewhere we can get answers? Mauricio T.
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Hi Mauricio, If your friend is receiving conflicting advise, it sounds to
me as though he really hasn't been to the FAA local office and found
qualified to take the test in the first place. Is this the case? Usually,
someone who has met the qualifications knows how to proceed. If the FAA has
signed him off for three consecutive years of experience or if he has
graduated from an approved school then he will have the correct paperwork
and he can take the written test at an approved computer testing center
there. AS far as the practical test is concerned, each of us as a
Designated Mechanic Examiner may charge a reasonable fee. There is no set
amount. Each local FAA office has a list of the people in there area who
are authorized to conduct the practical test. There aren't all that many of
us. In the Boston area there are five mechanics who are designated as
examiners. Your friend should visit the local FAA office to get started.
Regards, Pete
[Topics] [Ask Peter] [Peter G. Conner's Biography]
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I am currently in USAF and I am separating end of November. I have my FCC A&P
license. I'm heading to CT mass area and looking for a job. do you know of any good
web sites or any one looking for a good mechanic in that area. Bill
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Hi Bill, You mention FCC A&P. Do you mean FAA, or do you have an FCC
license and an FAA license? You might try contacting East Coast Aero Tech
School. I would imagine they have a few leads you could try. Also, get a
copy of the monthly newspaper Atlantic Flyer. There are always job openings
there. If you can't find their addresses, get back to me. ECAT is in
Bedford MA and the paper is in CT.
Pete
[Topics] [Ask Peter] [Peter G. Conner's Biography]
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I Have an A&P Lic. that is 20 years old. I havent used it during this time. My question is
what would it take to get it current and able to sign log books. Thanks ,Terry
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Hi Terry. The federal regulation of part 85 has a paragraph which is
numbered 83, and it speaks to your situation. Basically, it says that you
must work under someone supervision for six months. There are a couple
other things mentioned also, so you should check out this reference for yourself.
Pete
[Topics] [Ask Peter] [Peter G. Conner's Biography]
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Dear Peter I am a CAA licensed engineer with licenses in all avionic categories,
electrical, instrument, autopilot, radio and radar. I also hold company approval
on B767, B757 and B737 3/4/500. I also have a degree in Aircraft Maintenance
Engineering. I am still a UK citizen but I am marrying a US citizen with a view
to living in the US from the summer. How do I go about obtaining the A&P and
once I have them will my current inspector authorizations be valid on those
aircraft I have completed a JAR145 approved course on? Also what are my prospects
in obtaining a job in the US based on my current qualifications and what is the
approximate salary I could expect to earn? Hope to hear from you soon. Regards,
Adrian
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Adrian, You certainly have some excellent qualifications. Is your degree
in A/C Maint. Engin. the equivalent to our A&P or is it an actual
engineering degree? I would suggest that you visit an FAA office and
present your qualifications to them. They can evaluate your experience and
determine you eligibility for an A&P license. I do not believe that as a
general observation, that your inspection approvals will count for anything
extra here, unless you happen to become employed by an air carrier using
that equipment. I would think they would recognize it for sure. I really
would not want to guess at pay scales. They vary with type of employment
as well as geographical areas of our country.
Good luck to you. Pete
[Topics] [Ask Peter] [Peter G. Conner's Biography]
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I am a A-10A crew chief working in the phase inspection dock in the airforce. I
received my authorization to test for my a and p license at 24 months of airframe
experience for the general test and airframe test do I have to wait until 30
months or 36 months to take the last written test for powerplants. In everything
i have read from the FAA all I can find is 18 months for one rating or 30 months
for both airframe and powerplant rating. Thanks Dan
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Hi Dan, Good luck with your mechanic testing and pending license. The rule
is that one must have 30 months of experience to qualify for both the a and
p. Don't be to surprised though, if your military crew chief experience
doesn't fill the needs for a powerplant license. You must be able to
verify experience with receipts, ignition systems, props etc. The FAA goes
by a book of what to allow for certain military experience. Good Luck,
Pete
[Topics] [Ask Peter] [Peter G. Conner's Biography]
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Peter I have 25 years experience working with Porsches and Mercedes-Benz. I know
that none of this can transfer to be A&P license but how can I get an A&P license
without going to school for two years? Start my own business and hire an A&P and
than work under him for experience for two years? or work for someone else for
two years, get the experience and than go pass the A&P written test. Which one of
these can I do? Also what do you have to do to get an AI rating? Thanks
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Hi Mike, I certainly understand the situation you find yourself in. Over
the years I have tested many applicants for the A&P license that had
extensive mechanical background, and I knew they would make terrific
mechanics, however they all still had to meet the training or experience
requirements established by the FAA. If you are serious about obtaining
your license, move ahead swiftly because when the new federal requirements
are released in the near future, it will be more difficult to qualify to
take the test if you have not graduated from an approved school. Your idea
about starting a repair business and hiring a licensed mechanic is one I had
never thought of. I would certainly never discourage anyone from starting
their own business, but I believe in the service business you would have a
real up hill struggle, since you yourself could not evaluate many decisions
from a qualified perspective. My suggestion would be to work for a shop as
an A&P apprentice. You must have 18 months of practical experience for a
mechanic certificate with a single rating, or thirty months of experience
for both ratings. This is not a waivable requirement, in fact the FAA
looks carefully at proper documentation such as pay stubs, etc. I hope my
opinion helps with your decision. We need more competent mechanics.
Regards, Pete
[Topics] [Ask Peter] [Peter G. Conner's Biography]
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Hi Peter: I have been working on an all metal kit, (RV), and I want to know, if
any of the experience I have aquired over the last four years, would count
towards an A/P license. I have done all the work myself, and should fly soon.
Thanks WT
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Hi There, You should have a real nice plane when you are done. I have
issued the airworthiness certificates on a couple of these and they seem
like nice machines. Unfortunately, for you, the time building a homebuilt
cannot count any towards an A&P license. I believe part of the reasoning
is that one can perform such an endeavor without any direct supervision and
so there is no reason to expect that things have been done according to
accepted maintenance practices. After you complete the 40 (or 25) hours of
your flight test phase you will be considered eligible to receive a
repairman license for that particular aircraft if you apply. I hope this
information helps.
Pete
[Topics] [Ask Peter] [Peter G. Conner's Biography]
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Hello Peter, I am a 45 year old Air Force trained aircraft electrician. I have
17 years experience with fighters, bombers and NASA research aircraft. I have
been involved in every aspect of aircraft maintenance including engines,
sheetmetal, hydraulics, pneumatics and avionics. I never got my A&P and am
interested in what steps I need to take to get my A&:P now. I still have all my
training records from the Air Force. Gary
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Hi Gary, Take those training records and discharge paperwork and get to a local
FAA office. They will evaluate your experience and sign you off for a certain
amount of work experience(probably everything). With that sign off you can get
the necessary books to study for a very, very thorough written test. Once those
are passed, you can visit an examiner such as me to take the oral and practical
tests. They will take about 10-12 hours for the airframe and powerplant. The
important thing is to get the recommendation from the FAA. This may change in
the next year or so, so you should do it now.
Good Luck, Pete
[Topics] [Ask Peter] [Peter G. Conner's Biography]
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Hi, I am enlisted as an F-16 crew chief in the USAF. I recently obtained my A&P
and was looking into purchasing some tools so I had a good set when I get out in
November. I know at most places you need your own set to get hired. Can you give
me some suggestions on what I will need to survive in the field. Also, what are
C&D checks? Branden
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Hi Brandon, We need more mechanics-welcome to the field. First a C or D
check is an inspection performed on Transport category aircraft. A D check
would be the equivalent of an annual inspection on a light plane, but of
course, transport planes don't get annual inspections.
About tools, You will need a great 1/4" socket set. You will probably
use this the most so get swivel sockets, deep, various extensions and get
twelve point. Also, a smaller 3/8" socker set will be necessary for spark
plugs, etc. Various pliers, water pumps, dikes, duck bills, needle nose
and a couple pair of vise grips. I think you can get by at first with a
typical screwdriver set and you should probably invest in an inexpensive
torque wrench. Of course you need a ball pin hammer, some punches and
whatever else you like. This should get you started.
Pete
[Topics] [Ask Peter] [Peter G. Conner's Biography]
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Peter, After 18 years of being a commercial pilot I have decided to enroll
full-time in an Aviation Maintenance Technician course to get my A&P. Students
are, of course, required to have their own tools. I see on the list of required
tools that all sockets need to be twelve point. What will a twelve point socket
do that a six point won't? Also, for working on aircraft, would you recommend I
buy a set of twelve point or six point combination wrenches? Thanks. RC
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Hi RC. I think most of us would rather use twelve point sockets and
wrenches. but I would guess the reason the school wants you to have twelve
point is because most all hardware on turbine engines ar twelve point.
This way you don't need two sers.
Pete
[Topics] [Ask Peter]
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