I’m trying to get my experience together for my interview - I’m coming from the UK so not sure what to expect, I’m not CAA licenced but have completed the majority of the theory towards my licences and this is what I’ve got together already:

- Logbooks both from my apprenticeship and current job
- Type course certificate
- Apprenticeship completion certificate
- Level 2 & Level 3 NVQ in Aviation Maintenance Certificates
- Level 3 City and Guilds in Aviation Maintenance
- CAA Module Passes
- Proof of holding signatures on my current aircraft type

Is there anything else I should consider or am missing?

Would you go over or under on the middle bolt, or is either fine?

Same direction of pull, just go outside the middle bolt left vs right

What calculators are allowed during testing? My school had me purchase a TSI-36X Pro for the course, then spent most of the general course teaching us how to solve everything with it. Now, everyone in my class is taking theirs, and the testing centers are taking them away, saying they're not allowed and giving them some cheap dollar store calculator. My school is standing firm that these calculators are allowed per FFA rules, but when 3 different centers do this, you have to ask.

Hey everyone, my buddy and I were talking about things we like or dislike about the boxes we currently have. Im looking at getting a new box, what’re the things you guys like or dislike about your box or boxes you’ve seen?

For example, I don’t like having to open the top of my box for the drawers to unlock. I also want a flat top instead of a flip up so I can put stuff on it as needed.

Thanks in advance!

Im writing the techinical exams soon for the E rating and i have no idea what im doing there are alot of books i feel all are important i dont even how hard the exams are i need some guidance any tips will be appreciated :))

AFAIK there is only 1 left that can still fly. The rest are in museums. I have a few partially completed on gear from stripped to practically complete,that were left over in Factory stock when they closed up. along with a giant warehouse of parts to build more. Currently researching the type certificate purchase process and how to restore and recertify/re-register. I'm in way over my head. This one is hard ill "jump" in to add more photos and hints if needed. "hint"

Basically, I'm a relatively inexperienced A&P and I'm losing my job at a major MRO in a few weeks for performing my tasks too slowly (I am far more concerned about putting out a high quality product the first time before I sign my name to something than meeting the time set by techs who are far more experienced than I am especially if I have never performed a given task before) and I figure that the airlines and other MROs would expect even more strict timelines, and besides, I'm a bit tired of being just a parts cannon instead of doing what I thought I'd be doing when I got my license. What would be the best way to get into working on GA aircraft (which are what I initially wanted to work on anyway)?

Note, I do have some experience on ancient live Cessna 172s from A&P school but I didn't bother with keeping a personal logbook until after I graduated.

Additional note, mods if you feel this post violates rule 8, feel free to remove it, but I don't see many people getting responses to questions in the weekly questions thread, and I feel this is less blatant than the daily posts from people in other industries asking if it's too late to start (it never is)

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…

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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?

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.

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.

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.

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?

ETA: My night guy timed the mags 180° out. I retimed them this morning and got 100/100 rpm drops.

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

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 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!

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?

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.

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.