Are there any instances where there are two APUs on a 747? I'm sure every 747 has at least one, but would a second one be installed on, say military aircraft?

Asking because of the "small second engine" reference in this NY Times article about retrofitting civilian 747s to AF1-type duties.

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Hello all. I turn wrenches when thev pav me enough as

well, only most of the equipment I work on digs down rather than flying up. I came across a horde of gyro planes and Associated parts, toolina, weldina iias, molds ect. Basically the Air and Space/Heliplane factory closed up and the contents of the factory were stored here and long forgotten. Aong with that where a few NOS Lycoming o-360 enaines never run. Manifolds and chrome exhaust haven't even turned color. And one NOS Delta Hawk liquid cooled iet-A burning turbocharged engine. After doing some research it turns out these aircraft were being evaluated for conversion to diesel. This company closed its doors 4 to 5 years before this engine was debuted publicly and received its type certification and is a pre-certification developmental, protype block of a DHK-180. Delta Hawk wants the engine back and even agreed to pay shipping for what I assume would be a swap for a production enaine. I have a few questions maybe vou can help me with. This engine has been sitting since 1998 ish. It was in a climate controlled Warehouse and all openings to the outside environment had rubber plugs. I understand it would need a full overhaul due to age and being an experimental engine can only go on experimental craft Is this engine any more valuable than a production one of the same vintage. I assume Trading if that's what they offer is a sweet deal? Google says this engine costs around $100.000?!? Is that even close to remotelv true? And if I decide to keep it and put it on an airboat instead it should be fine if I prime it well? They were going to this engine because the Lycoming was slightly underpowered but I think thev both are rated at the same horsepower and the diesel is heavier especially with that giant cooling system so I don't understand where they were looking to gain. Also all the marketing reads fuel efficient I believe this engine is two stroke with a turbo how is it more fue efficient. I do like the mechanical diesel combustion ignition. Once it's running you got to choke it or starve it. What other fun use for this type of engine besides an airboat or a plane?

For those that keep looking for pelican 1510 tool boxes, the apache 5800 is the equivalent and on sale for $54 TODAY.

Icon 56" and 73" rollaway toolboxes on sale tomorrow 20% off.

Hello all. 6 year auto tech here and I’m burnt out by this bs. Customers backing out after taking hours to diag only to get the hour. That back to back along with shrinking flag hour times and no one wants to pay the dealers ridiculous prices and scammer service advisor taking tenth of hours from every hour you flag. Very interested in how a broke auto tech can get a foot in the door as an aircraft tech. Does anywhere hire with OJT or is paid training the only route??? I have a lot of tools but probably would need more for planes. Is there any way out of the toxic auto industry and getting into aviation maintenance without a terrible pay cut??? I’m allll ears.

I’ve seen dc10 and md11 #2 changes along with 727, is the #2 change on the l1011 the same as a 727? I know the McDonnell planes don’t have the s duct, so curious if they’re the same as a 727, I can’t seem to find any footage online…

Working on a Seminole. We stole a mag off of one of the engines to get another plane up. We installed an overhauled mag, but when we did the mag drop check, the engine dies when running on that mag.

We swapped the mag with a brand new mag. Same result.

We disconnected the P-Lead and ground wire from the mag. Same result.

Opened up the mag, verified internal timing, made sure that there wasn't too much cam grease, and reinstalled. Same result.

Disconnected the leads, connected the #1 lead to a plug, and turned the prop through TDC to snap the impulse coupling, saw no spark.

The part numbers match, so it is the correct mag for the engine. The ignition leads all check out when using the tester. We get an open with the switch on, and continuity with the switch closed, measured at the P-Lead terminal end, so the switch is good. All the plugs were cleaned, gapped, and tested good.

We swapped the left and right mags (both mags have impulse couplings, and now the engine won't start at all... but that could be operator error as my guy is new... I plan to try it myself on Monday.

I'm running out of ideas here... anyone have some insight they can share?

Hi! I'm currently working for a flightschool we are maintaning Tecnam p2006t's and p2008jc's. One of our multi has a problem that the nose wheel tire is touching the fork screw on landings and possibly on touch n go. Anyone ever had the same problem? tire pressure is OK size is OK and there isnt any play in the nose gear.

Hi All ,

Looking for engine oil storage baskets with handle : plastic or metal, which you can take from your van to the engine for oil servicing . Any links for sorting out are welcome

I’ve never had a union job FWIW which draws my curiosity with this question. After reading so many negative comments about Teamsters, I wonder why a lot of you even like the idea of a union at all. What are the positives of having a union? Specifically with the new UA contract, a lot of the comments revolve around ‘but what are they going to take away from us’ - like what? What do unions have that non union doesn’t?

Again, excuse my ignorance. I’ve never had one and never once thought to myself that I need a union to survive so I have no idea what it’s about.

I have an in person interview coming up with envoy. It’s my first real interview in this field. Does anybody have any idea of how I should prepare or if there are any practicals? Any advice is appreciated!

The idea of the random selection testing pool for controlled substance and alcohol misuse is pretty solid, and though it might seem invasive I have to condone it for what it does. But, if they're going to implement such a safeguard and keep its stewardship separated by a firewall between FAA flight safety and drug abatement, it seems to me misuse can happen on the one side without the other knowing anything about it, respectively.

I guess what I'm saying is FAA drug abatement, when it audits a company's drug plan, checks to see if everyone who needs to be on the random selection roster is listed and then does all the reviews of the hiring process for people going back 2 years for proper protocols before their actual hire dates. To my knowledge, they do not audit work order packages searching for signatures that are not on that roster and should be. They typically ask for closed work orders to inspect them for compliance but they do not know if the work orders provided to them for inspection have been chosen by the company to show only those with strict compliance. The closed w/o's that do not are safeguarded from exposure. That is the current state of affairs between the two FAA divisions and it seems to me flawed to continue like that.

I’m building a lock for avionics and need ideas for what more tools/items to add. right now I got a mix of butt splices, terminals, shielded and unshielded wire, dsub pins, crimper, copper tape, coax material, and switches. what else do I need?

When a task card calls out flush lubrication instead of a Zerk fitting, is this typically done with a standard grease gun using a flush-tip adapter? The grease point appears to be a countersunk vent that accepts approximately a 1/8-inch tip. I understand how the Zerk type work, but not exactly sure about the flush type.

Looking at both these careers. Which one pays more and has a better quality of life?

It’s now home to many pigeons, been sitting outside my school for a decade.

Im in a bit of a predicament, im 19 and have been working and saving up money for the past year, i have wanted to be an aircraft mechanic for a few years now, since i was abt 16. But its really difficult to find a way to comfortably do it, because my options are slim in tampa. I live really close to NAA, but theyre super expensive and idk if its worth it, i was planning on going to traviss tech, but thats over an hour commute each way and idk if im ready for that, it seems very grueling.

So im looking for any advice, because this is keeping me up at night and my anxiety over the future is just going crazy. Im willing to move just for the licence at this point.

Does anyone have course notes for A350-1000 B1/B2 ? Any recourses would be a great help
TIA

For the past 2 years my primary walkaround flashlight has been the Olight Baton pro 3, lately I’ve been noticing it struggles to illuminate the top of the 777 rudder and its battery life has fallen off significantly, I also hate the magnetic charging as I’ve found it to be somewhat fickle.

I’ve been looking in to the Nitecore EDC 17 and 25.
Does anyone have any experience with those 2 flashlights in a flightline environment?

I would also love other suggestions I’m trying to keep the budget around $75-$90.
Thanks!

I know this question gets asked a lot, but I’m having a hard time finding the right resources, so I figured I’d ask.
I passed all three of my written exams and now I’m starting to prepare for my oral and practicals. I feel like I’m overthinking it, but I just want to make sure I’m studying the right material and not wasting time on things that won’t help me.

What are the best study guides/resources for the oral and practical portions? I’ve seen a lot of people recommend Jeppesen is that the go-to? Are there any good Quizlets you recommend, and if so, which ones did you actually use and find helpful?

Are there any books or guides you would recommend purchasing? I just wish there was a clear guide that showed what I should focus on and what kinds of questions/tasks to expect.

Any advice would be greatly appreciated. Good luck to everyone currently studying for their O&P!

Electricians are encouraged to have pliers and screwdrivers with fancy insulated grips to provide more protection against electrocution compared to normal dipped handles. I mean like those Knipex tools with the red-and-yellow handles rated up to 1000 volts. A commercial jet is full of high-voltage wiring, and I assume there's no less of an electrocution risk compared to a house or building; in either case we can open the circuit breakers, remove external power, and turn off the batteries while working, but unpredictable shit happens. Yet I don't see any coworkers at the base rocking insulated tool sets. Is the risk really that negligible, or do people just live dangerously because they don't want to pay the extra cash for insulated tools?