How Long Is Aircraft Mechanic School?

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How Long Is Aircraft Mechanic School
How Long Does It Take to Become an Aircraft Mechanic? – You will spend 20 months in training, with full-time enrollment, to become an aircraft mechanic. The entire curriculum of aircraft maintenance is designed to prepare you for day one on the job as well as prepare you for the Federal Aviation Administration (FAA) certification.
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How long is the aircraft mechanic course?

How long does it take to become an aircraft mechanic? You must take and pass five courses. Each course is approximately 3 to 4 months in length, so the entire takes approximately 19 months to complete. This requires you to attend school 4 days per week (Monday through Thursday) for 6 hours a day (8am to 3pm with a one-hour lunch break). How Long Is Aircraft Mechanic School Still have questions? and then for help : How long does it take to become an aircraft mechanic?
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Is becoming an aircraft mechanic hard?

It is not hard to become an aircraft mechanic. It typically takes two to four years to become an aircraft mechanic. This is because a career as an aircraft mechanic will require an associate degree. However, some employers may prefer aircraft mechanics with bachelor’s-level training in aircraft mechanical technology.

  • Aircraft mechanics must also have an Air Transportation Office (ATO) license before performing their duties.
  • The licensing process includes written examinations and panel interviews, where a longer study period in an aviation-related field is an advantage.
  • The rules stipulate a practicum or on-the-job experience in an authorized aircraft maintenance or repair station for aircraft mechanics.

Because of the job’s technical requirements, new entrants to the workforce need to familiarize themselves with the equipment and must have a theoretical and practical knowledge of the job. Employers typically look for applicants with postsecondary training, including an associate’s degree in aircraft technology.

An associate degree program normally takes two years to complete, and graduates should be prepared to install, maintain, and perform tests on aircraft’s mechanical systems. Those preparing to enter this line of work as quickly as possible should strive to gain hands-on experience through an internship alongside their associate’s degree.

It is also a good idea to consider earning a bachelor’s degree to advance in the field. How Long Is Aircraft Mechanic School
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How many years is aircraft maintenance technician?

Aircraft Maintenance Technician Training Course

A 2-year technical-vocational course designed teach the students the principles of Avionics rating, Power plant rating, and Airframe rating. Duration: • 24 months (excluding permit processing) Inclusions: • Ground schooling • On the Job Training • Licensure Exam Assistance

: Aircraft Maintenance Technician Training Course
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Is aircraft mechanic stressful?

High-pressure environment These professionals may experience stress in their jobs while working in a high-pressure environment. Airline officials may want them to make repairs to an aircraft quickly so the plane can leave on time.
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Am I too old to become an aircraft mechanic?

Minimum Requirements – FAA Regulations state that in order to apply for certification as an aircraft mechanic, you must meet the following three requirements:

You must be a U.S. citizen who is 18 years of age or older and has the ability to read and write English proficiently. If you do not meet the citizenship requirements and do not reside in the United States, you may still be eligible for certification if you are required to maintain U.S. certification because of your job and can show you have a good standing in the International Civil Aviation Organization (ICAO). You must have graduated from an FAA Approved Maintenance Technical School. This requirement can be substituted for either 18 months practical work experience with airframes or powerplants, or 30 months practical work experience with both systems simultaneously. You must pass three comprehensive exams

An oral exam A written exam And a practical exam

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Can an aircraft mechanic be a pilot?

Who should become both a pilot and mechanic? – People who own aircraft are not required to be either a pilot or a mechanic. However, they likely hold at least a PPL so they can fly their planes. Certainly, becoming an aircraft mechanic is a prudent idea for plane owners, because they can do their own maintenance.

Pilots as mechanics can make a lot of sense for a career in aviation or for aircraft owners. In fact, pilots as mechanics can be a requirement for some jobs. For instance, a bush pilot in Alaska or some other remote area may be required to be both as a pilot and an aircraft mechanic. There are no readily available data as to the percentage of pilots who are also mechanics.

However, anecdotally, I know quite a few pilots who also trained as mechanics. For example, Epic’s founder Danny Perna became an A&P mechanic and later became a pilot and flight instructor. Also, many Epic pilots hold an A&P, such as Captain Mike Thompson, Epic’s CFI senior instructor.

One final thought: should you ever lose your medical, you may be grounded from flying, but not working as an AMT. So, what’s in my future? As the owner and pilot of a Grumman, the FAA allows me to do certain types of preventative maintenance. Perhaps one of these days I’ll even enroll in Epic’s Part 147 aircraft mechanics program.

Maybe I’ll see you there! Feel free to leave comments and ask questions below. I would especially love to hear from pilots who are also aircraft mechanics! By Captain Judy Rice Thank you for visiting Captain Judy’s Corner! Post comments and questions below! Read more articles by Captain Judy Rice!
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Is aviation mechanic worth it?

The job outlook looks promising As air travel remains popular, aircraft mechanics are in demand. According to the U.S. Bureau of Labor Statistics, the outlook for the next 10 years shows an 11% growth in the number of jobs available. This level of growth is above average compared to other jobs.
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Do airplane mechanics get free flights?

Flight Benefits – While aircraft mechanics may not always be in the spotlight, there are benefits to being the one to maintain, repair, inspect, and overhaul aircraft. Many aviation employers offer what is known as flight benefits—meaning discounted or sometimes free flights to various locations all over the United States and even the world! Note that flight benefits are entirely dependent on the employer and are not guaranteed.
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Do aircraft mechanics need math?

As an aircraft mechanic, you have to work on any component of the aircraft — airframe, flight controls, engines, landing gear, avionics, and more. There are a lot of different areas of physics involved. So, you need to be proficient with the maths that corresponds with these topics.

Basic maths — add, subtract, multiply, divide — is a must. When dealing with hardware, you need plane geometry and trigonometry. You might not have to solve trigonometry problems, but you need to understand angles and, perhaps, read diagrams. Plane geometry is useful because it teaches you to use logic.

When you deal with aircraft hardware, you also deal with tolerances — measured lengths and diameters of parts. You need to be proficient with specific measuring instruments and know-how to be sure what unit of measurement is called for. When it comes to assembly work, you have to know what torque value each fastener requires.

Mathematics is woven into many areas of everyday life. Performing mathematical calculations with success requires an understanding of the correct methods, procedures, practice, and review of these principles. Mathematics may be thought of as a set of tools. The aviation mechanic needs these tools to successfully complete the maintenance, repair, installation, or certification of aircraft equipment.

Many examples of using mathematical principles by the aviation mechanic are available. Tolerances in turbine engine components are critical, making it necessary to measure within a ten-thousandth of an inch. Because of these close tolerances, it is important that the aviation mechanic can make accurate measurements and mathematical calculations.
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What are the 3 types of aircraft mechanics?

Private | Small | Aircraft | Mechanics | Maintenance | BusinessAircraftCenter.com > > We all know that taking care of the mechanical health of your aircraft is step one in safety, but how do you know which type of airplane mechanic should work on your plane? Here’s a general overview of the types of aviation mechanics, to FAA Safety Briefing, the FAA’s publication on GA news and information. Choosing the type of airplane mechanic usually is connected to the work your aircraft needs. But often, you won’t know until the problem is diagnosed. There are generally three types of airplane maintenance mechanics: airframe and powerplant mechanic (A&P), an inspection authorization endorsed mechanic (IA), or an FAA certificated repair station. Here’s an overview of who to go to and for what.

For general maintenance: Airframe and Powerplant Mechanic (A&P)A&Ps, also known as aviation maintenance technicians, are usually called upon for routine aircraft maintenance, such as examining engines, conducting 100-hour inspections, replacing and repairing defective parts, repairing minor structural damage, and keeping corrosion under control. To become a certificated A&P aircraft mechanic (14 CFR part 65), a person must be at least 18 years old, read, write, and speak English, and acquire 18 months of practical experience for either airframe or powerplant certification, or 30 months of practical experience concurrently for both airframe and powerplant.

One can also complete the training by attending an accredited part 147 maintenance school. Following training, the student must pass three tests — written, oral and practical — to become certified. For aircraft inspections: Inspection Authorization Mechanic (IA) An IA is essentially an FAA-licensed A&P mechanic with the additional endorsement of “inspection authority” issued on a FAA Form 8310-5 (IA card).

As such, IAs are authorized to do progressive and annual aircraft inspections, in addition to a variety of maintenance and alterations than non-authorized A&Ps. The benefit of this is you can get your repair work done and sign-off paperwork done at the same time, saving time and money. In addition to inspections, IAs can also sign for an aircraft’s return back to service after major repairs (Form 337), such as the repair or replacement of major control surfaces, spars, wing and tail surface brace struts, axle replacements, and major repairs to the powerplant.

To earn an IA designation, an A&P mechanic must train an additional three years (two years active), have available equipment and a fixed base of operations, pass an inspection-specific written test, and meet the requirements in 14 CFR part 65.91. For large repairs: Maintenance, Repair, and Overhaul Station (MRO) If your aircraft is ever in need of major repairs on complex components, such as retractable landing gear assemblies, reciprocating and turbine engines, and auxiliary power units, the smart move may be an Maintenance, Repair, and Overhaul Station (MRO), aka a repair station.

A good repair station with certified, experienced mechanics will have the specialized equipment and authorizations needed for complex repairs, such as avionics and electronics overhauls, mechanical actuators, fuel systems, and carburetors. Keep in mind that different stations might specialize in areas of aircraft maintenance, but all must adhere to the regulations and policies laid out in 14 CFR part 145.

To obtain a repair station certification, an applicant must successfully complete a five-stage process: pre-application, the formal application, document compliance, demonstration and inspection, and certification. : Private | Small | Aircraft | Mechanics | Maintenance | BusinessAircraftCenter.com
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What is the average age of an aircraft mechanic?

There are over 63,901 aircraft mechanics currently employed in the United States.6.9% of all aircraft mechanics are women, while 93.1% are men. The average age of an employed aircraft mechanic is 40 years old. Aircraft Mechanic Age.

Aircraft Mechanic Years Percentages
30-40 years 23%
20-30 years 27%

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What is the salary of aircraft maintenance engineer EASA?

Highest salary that a Aircraft Maintenance Engineer can earn is ₹27.2 Lakhs per year (₹2.3L per month).
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Which airline pays highest salary to mechanic?

What Does Air National Guard Pay Its Aircraft Mechanics? – Air National Guard pays its aircraft mechanics an annual salary of $61,278, according to Indeed. It also offers its employees relocation assistance. The site indicates that their median wage is 14 percent higher than the national average.
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What is the youngest age to be a mechanic?

Specific requirements to attend automotive technician school vary across institutions. At UTI, for example, the requirements include students having to be at least 16 years old.
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Can a non US citizen get an A&P license?

Foreign (Non-U.S. Citizen) A&P Applicants It’s simple supply and demand. United States (U.S.) registered business and general aviation aircraft are increasingly both operated and based around the world. Just as in the U.S. servicing and maintenance for these aircraft require technicians who hold an FAA A&P mechanic certificate.

  • The need for local technicians overseas who hold an A&P certificate is not just due to U.S.
  • Air carriers maintaining aircraft in foreign countries.
  • Even an overseas maintenance provider holding an FAA repair station certificate may require many technicians hold an FAA A&P certificate.
  • This is especially true for inspectors, return-to-service technicians, supervisors, and managers.

The process for non-U.S. citizens to prepare and test for the FAA A&P certificate is different from their U.S. citizen counterparts. For any foreign mechanic it’s a challenge to meet the FAA requirements of Part 65 subparts A and D. Applicants for a mechanic certificate must meet all the same requirements as their counterparts in the United States, and must be able to read, write, speak, and understand English.

The current edition of Advisory Circular (AC) 60-28, English Language Skill Standards Required by 14 CFR parts 61, 63, and 65, states for all certification testing, the applicant needs to read a section of a technical manual, and then write and explain his/her interpretation of the reading. (An appropriate technical manual in this sense means an airplane flight manual, maintenance manual, or other publication as appropriate for the certificate or rating sought.) FAA inspectors will determine this before endorsing an applicant to take the written tests.

Even if an FAA inspector endorses a foreign applicant, the Designated Mechanic Examiner (DME) makes the final decision if the applicant can in fact read, write, speak, and understand English. If a DME cannot understand the applicant’s English during testing they we fail the applicant and send the paperwork back to the FAA to be processed.

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There are two ways a foreign applicant can obtain an A&P rating: 1. The International Field Office (IFO) performs certification only for applicants located outside the United States for Part 65 Mechanic Certificates/Ratings where the English language is not required. Note: The oral and practical tests are administered by an inspector or examiner in the applicant’s language, or through the use of a neutral interpreter selected or accepted by the inspector or examiner.

(Reference FAA Order 8900.1 Vol.5, Chapter 5, Section 3.) 2.A foreign applicant located in the United States that meets the English language and experience requirements can be endorsed at any FAA Flight Standard District Office (FSDO). (Reference FAA Order 8900.1 Vol.5, Chapter 5, Section 2.) Almost all foreign applicants will come to the United States to be endorsed.

  • This process is very expensive for the applicant costing as much as $10,000 or more.
  • As a former FAA inspector and now a DME, I have worked both sides of this process through completion and it can be challenging with some applicants.
  • The FAA inspector will perform an initial interview over the telephone with an applicant to determine their English ability and understand their experience.

If the FAA inspector determines the applicant may meet the requirements, an interview date and time is scheduled. The foreign applicant must bring current photo ID, usually their passport.
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Is aircraft mechanic in demand abroad?

How In-Demand Are Aircraft Mechanics In The Philippines? How Long Is Aircraft Mechanic School I t’s good that there’s a steady demand of pilots in the Philippines. But what about those who actually know how to handle and repair the airplanes, are they in demand, too? Aircraft mechanics are the ones who maintain and repair the avionics and mechanical equipment in any aircraft.

Their job includes inspecting the entire machine, repairing and replacing necessary parts, and maintaining the aircraft quality based on the standards given by Civil Aviation Authority of the Philippines (CAAP). Just how in demand are they? Getting into the field Yes, aircraft mechanics are in-demand, too– both locally and internationally.

With an abundance of flight attendants and pilots, aviation companies are in need of people who can also fix and maintain aircraft. Just like any other careers, being an aircraft mechanic also bears a lot of steps. From taking up Science Technology Engineering and Mathematics (STEM) track in your senior high school to enter the aircraft-related course, and then passing your exam and interview– all of these steps just to get a license.

  1. Average salary Aircraft maintenance is considered to be one of the top 10 best paying jobs for fresh graduates, with an average of Php 34,000 in one to four years of experience.
  2. Having a managerial position in this field can even make you earn up to Php 79,000.
  3. Just imagine the salary offer once you got the job abroad! US base salary is at an average of US$3,015/month, Singapore with $3,000-$3,500 Singaporean dollars/month and UAE with $3,700-$4,000 dirhams/month.

The perks Aside from a good pay, being an aircraft mechanic especially when you chose to study in the Philippines has a lot of perks too. We Filipinos are known to be hard-workers and fluent English speakers, making us not only internationally in-demand in the field of aeronautics, but also in other careers.

  • It is also ideal for aspiring aircraft mechanics and pilots to study in the Philippines because our country is rich in the history of aviation, showing that the Philippines has the longest aviation experience in Asia.
  • If you’re an aircraft enthusiast with fascination of tinkering machines and engines, then this might be the best career for you! Start the path to your dream by choosing the right aviation school.

can help you reach your goals with its complete facilities to cater your educational needs. For more information, visit, : How In-Demand Are Aircraft Mechanics In The Philippines?
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Who can’t be a pilot?

ENR 1.15 Medical Facts for Pilots  –

Fitness for Flight

Medical Certification

All pilots except those flying gliders and free air balloons must possess valid medical certificates in order to exercise the privileges of their airman certificates. The periodic medical examinations required for medical certification are conducted by designated Aviation Medical Examiners, who are physicians with a special interest in aviation safety and training in aviation medicine. The standards for medical certification are contained the Federal Aviation Regulations (14 CFR Part 67). Pilots who have a history of certain medical conditions described in these standards are mandatorily disqualified from flying. These medical conditions include a personality disorder manifested by overt acts, a psychosis, alcoholism, drug dependence, epilepsy, an unexplained disturbance of consciousness, myocardial infarction, angina pectoris, and diabetes requiring medication for its control. Other medical conditions may be temporarily disqualifying, such as acute infections, anemia, and peptic ulcer. Pilots who do not meet medical standards may still be qualified under special issuance provisions or the exemption process. This may require that either additional medical information be provided or practical flight tests be conducted. Student pilots should visit an aviation medical examiner as soon as possible in their flight training in order to avoid unnecessary training expenses should they not meet the medical standards. For the same reason, the student pilot who plans to enter commercial aviation should apply for the highest class of medical certificate that might be necessary in the pilot’s career. CAUTION- The Federal Aviation Regulations prohibit a pilot who possesses a current medical certificate from performing crewmember duties while the pilot has a known medical condition or increase of a known medical condition that would make the pilot unable to meet the standards for the medical certificate.

Illness

Even a minor illness suffered in day-to-day living can seriously degrade performance of many piloting tasks vital to safe fight. Illness can produce fever and distracting symptoms that can impair judgment, memory, alertness, and the ability to make calculations. Although symptoms from an illness may be under adequate control with a medication, the medication itself may decrease pilot performance. The safest rule is not to fly while suffering from any illness. If this rule is considered too stringent for a particular illness, the pilot should contact an aviation medical examiner for advice.

Medication

Pilot performance can be seriously degraded by both prescribed and over-the-counter medications, as well as by the medical conditions for which they are taken. Many medications, such as tranquilizers, sedatives, strong pain relievers, and cough-suppressant preparations, have primary effects that may impair judgment, memory, alertness, coordination, vision, and the ability to make calculations. Others, such as antihistamines, blood pressure drugs, muscle relaxants, and agents to control diarrhea and motion sickness, have side effects that may impair the same critical functions. Any medication that depresses the nervous system, such as a sedative, tranquilizer, or antihistamine, can make a pilot much susceptible to hypoxia (see below). The Federal Aviation Regulations prohibit pilots from performing crewmember duties while using any medication that affects the faculties in any way contrary to safety. The safest rule is not to fly as a crewmember while taking any medication, unless approved to do so by the FAA.

Alcohol

Extensive research has provided a number of facts about the hazards of alcohol consumption and flying. As little as one ounce of liquor, one bottle of beer, or four ounces of wine can impair flying skills, with the alcohol consumed in these drinks being detectable in the breath and blood at least three hours. Even after the body completely destroys a moderate amount of alcohol, a pilot can still be severely impaired for many hours by hangover. There is simply no way of increasing the destruction of alcohol or alleviating a hangover. Alcohol also renders a pilot much more susceptible to disorientation and hypoxia (see below). A consistently high alcohol-related, fatal aircraft accident rate serves to emphasize that alcohol and flying are a potentially lethal combination. The Federal Aviation Regulations prohibit pilots from performing crewmember duties within eight hours after drinking any alcoholic beverage or while under the influence of alcohol. However, due to the slow destruction of alcohol, a pilot may still be under the influence eight hours after drinking a moderate amount of alcohol. Therefore, an excellent rule is to allow at least 12 to 24 hours between “bottle and throttle” depending on the amount of alcoholic beverage consumed.

Fatigue

Fatigue continues to be one of the most treacherous hazards to flight safety, as it may not be apparent to a pilot until serious errors are made. Fatigue is best described as either acute (short-term) or chronic (long-term). A normal occurrence of everyday living, acute fatigue is the tiredness felt after long periods of physical and mental strain, including strenuous muscular effort, immobility, heavy mental workload, strong emotional pressure, monotony, and lack of sleep. Consequently, coordination and alertness, so vital to safe pilot performance, can be reduced. Acute fatigue is prevented by adequate rest and sleep, as well as regular exercise and proper nutrition. Chronic fatigue occurs when there is not enough time for full recovery between episodes of acute fatigue. Performance continues to fall off, and judgment becomes impaired so that unwarranted risks may be taken. Recovery from chronic fatigue requires a prolonged period of rest. OBSTRUCTIVE SLEEP APNEA (OSA). OSA is now recognized as an important preventable factor identified in transportation accidents. OSA interrupts the normal restorative sleep necessary for normal functioning and is associated with chronic illnesses such as hypertension, heart attack, stroke, obesity, and diabetes. Symptoms include snoring, excessive daytime sleepiness, intermittent prolonged breathing pauses while sleeping, memory impairment and lack of concentration. There are many available treatments which can reverse the day time symptoms and reduce the chance of an accident. OSA can be easily treated. Most treatments are acceptable for medical certification upon demonstrating effective treatment. If you have any symptoms described above, or neck size over 17 inches in men or 16 inches in women, or a body mass index greater than 30 you should be evaluated for sleep apnea by a sleep medicine specialist. ( https://www.cdc.gov/healthyweight/assessing/bmi/adult_bmi/english_bmi_calculator/bmi_calculator.html ) With treatment you can avoid or delay the onset of these chronic illnesses and prolong a quality life.

Stress

Stress from the pressures of everyday living can impair pilot performance, often in very subtle ways. Difficulties, particularly at work, can occupy thought processes enough to markedly decrease alertness. Distraction can so interfere with judgment that unwarranted risks are taken, such as flying into deteriorating weather conditions to keep on schedule. Stress and fatigue (see above) can be an extremely hazardous combination. Most pilots do leave stress “on the ground.” Therefore when more than usual difficulties are being experienced, a pilot should consider delaying flight until these difficulties are satisfactorily resolved.

Emotion

Certain emotionally upsetting events, including a serious argument, death of a family member, separation or divorce, loss of job, and financial catastrophe, can render a pilot unable to fly an aircraft safely. The emotions of anger, depression, and anxiety from such events not only decrease alertness but also may lead to taking risks that border on self-destruction. Any pilot who experiences an emotionally upsetting event should not fly until satisfactorily recovered from it.

Personal Checklist

Aircraft accident statistics show that pilots should be conducting preflight checklists on themselves as well as their aircraft, for pilot impairment contributes to many more accidents than failure of aircraft systems. A personal checklist that can be easily committed to memory, which includes all of the categories of pilot impairment discussed in this section, is distributed by the FAA in form of a wallet-sized card.

PERSONAL CHECKLIST. I’m physically and mentally safe to fly; not being impaired by:

Effects of Altitude

Hypoxia

Hypoxia is a state of oxygen deficiency in the body sufficient to impair functions of the brain and other organs. Hypoxia from exposure to altitude is due only to the reduced barometric pressures encountered at altitude, for the concentration of oxygen in the atmosphere remains about 21 percent from the ground out to space. Although a deterioration in night vision occurs at a cabin pressure altitude as low as 5,000 feet, other significant effects of altitude hypoxia usually do not occur in the normal healthy pilot below 12,000 feet. From 12,000 to 15,000 feet of altitude, judgment, memory, alertness, coordination and ability to make calculations are impaired. Headache, drowsiness, dizziness and either a sense of well-being (euphoria) or belligerence occur. The effects appear following increasingly shorter periods of exposure to increasing altitude. In fact, pilot performance can seriously deteriorate within 15 minutes at 15,000 feet. At cabin pressure altitudes above 15,000 feet, the periphery of the visual field grays out to a point where only central vision remains (tunnel vision). A blue coloration (cyanosis) of the fingernails and lips develops. The ability to take corrective and protective action is lost in 20 to 30 minutes at 18,000 feet and 5 to 12 minutes at 20,000 feet, followed soon thereafter by unconsciousness. The altitude at which significant effects of hypoxia occur can be lowered by a number of factors. Carbon monoxide inhaled in smoking or from exhaust fumes (see below), lowered hemoglobin (anemia), and certain medications can reduce the oxygen-carrying capacity of the blood to the degree that the amount of oxygen provided to body tissues will already be equivalent to the oxygen provided to the tissues when exposed to cabin pressure altitude of several thousand feet. Small amounts of alcohol and low doses of certain drugs, such as antihistamines, tranquilizers, sedatives, and analgesics can, through their depressant actions, render the brain much more susceptible to hypoxia. Extreme heat and cold, fever, and anxiety increase the body’s demand for oxygen, and hence its susceptibility to hypoxia. The effects of hypoxia are usually quite difficult to recognize, especially when they occur gradually. Since symptoms of hypoxia do not vary in an individual, the ability to recognize hypoxia can be greatly improved by experiencing and witnessing the effects of hypoxia during an altitude chamber “flight.” The FAA provides this opportunity through aviation physiology training, which is conducted at the FAA Civil Aeromedical Institute and at many military facilities across the U.S. To attend the Physiological Training Program at the Civil Aeromedical Institute, Mike Monroney Aeronautical Center, Oklahoma City, OK, contact by telephone (405) 954-6212, or by writing Aerospace Medical Education Division, AAM-400, CAMI, Mike Monroney Aeronautical Center, P.O. Box 25082, Oklahoma City, OK 73125. NOTE- To attend the physiological training program at one of the military installations having the training capability, an application form and a fee must be submitted. Full particulars about location, fees, scheduling procedures, course content, individual requirements, etc., are contained in the physiological training application, Form Number AC-3150-7, which is obtained by contacting the Accident Prevention Specialist or the Office Forms Manager in the nearest FAA office. Hypoxia is prevented by heeding factors that reduce tolerance to altitude, by enriching the inspired air with oxygen from an appropriate oxygen system and by maintaining a comfortable, safe cabin pressure altitude. For optimum protection, pilots are encouraged to use supplemental oxygen above 10,000 feet during the day, and above 5,000 feet at night. The Federal Aviation Regulations require that the minimum flight crew be provided with and use supplemental oxygen after 30 minutes of exposure to cabin pressure altitudes between 12,500 and 14,000 feet, and immediately on exposure to cabin pressure altitudes above 14,000. Every occupant of the aircraft must be provided with supplemental oxygen at cabin pressure altitudes above 15,000 feet.

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Ear Block

As the aircraft cabin pressure decreases during ascent, the expanding air in the middle ear pushes the eustachian tube open and, by escaping down it to the nasal passages, equalizes in pressure with the cabin pressure. But during descent, the pilot must periodically open the eustachian tube to equalize pressure. This can be accomplished by swallowing, yawning, tensing muscles in the throat or, if these do not work, by the combination of closing the mouth, pinching the nose closed and attempting to blow through the nostrils (Valsalva maneuver). Either an upper respiratory infection, such as a cold or sore throat, or a nasal allergic condition can produce enough congestion around the eustachian tube to make equalization difficult. Consequently, the difference in pressure between the middle ear and aircraft cabin can build up to a level that will hold the eustachian tube closed, making equalization difficult if not impossible. This problem is commonly referred to as an “ear block.” An ear block produces severe ear pain and loss of hearing that can last from several hours to several days. Rupture of the ear drum can occur in flight or after landing. Fluid can accumulate in the middle ear and become infected. An ear block is prevented by not flying with an upper respiratory infection or nasal allergic condition. Adequate protection is usually not provided by decongestant sprays or drops to reduce congestion around the eustachian tubes. Oral decongestants have side effects that can significantly impair pilot performance. If an ear block does not clear shortly after landing, a physician should be consulted.

Sinus Block

During ascent and descent, air pressure in the sinuses equalizes with the aircraft cabin pressure through small openings that connect the sinuses to the nasal passages. Either an upper respiratory infection, such as a cold or sinusitis, or a nasal allergic condition can produce enough congestion around an opening to slow equalization and, as the difference in pressure between the sinus and cabin mounts, eventually plug the opening. This “sinus block” occurs most frequently during descent. A sinus block can occur in the frontal sinuses, located above each eyebrow, or in the maxillary sinuses, located in each upper cheek. It will usually produce excruciating pain over the sinus area. A maxillary sinus block can also make the upper teeth ache. Bloody mucus may discharge from the nasal passages. A sinus block is prevented by not flying with an upper respiratory infection or nasal allergic condition. Adequate protection is usually not provided by decongestant sprays or drops to reduce congestion around the sinus openings. Oral decongestants have side effects that can impair pilot performance. If a sinus block does not clear shortly after landing, a physician should be consulted.

Decompression Sickness After Scuba Diving

A pilot or passenger who intends to fly after SCUBA diving should allow the body sufficient time to rid itself of excess nitrogen absorbed during diving. If not, decompression sickness due to evolved gas can occur during exposure to low altitude and create a serious inflight emergency. The recommended waiting time before going to flight altitudes of up to 8,000 feet is at least 12 hours after diving which has not required controlled ascent (non-decompression stop diving), and at least 24 hours after diving which has required controlled ascent (decompression stop diving). The waiting time before going to flight altitudes above 8,000 feet should be at least 24 hours after any SCUBA dive. These recommended altitudes are actual flight altitudes above mean sea level (AMSL) and not pressurized cabin altitudes. This takes into consideration the risk of decompression of the aircraft during flight.

Hyperventilation in Flight

Hyperventilation, or an abnormal increase in the volume of air breathed in and out of the lungs, can occur subconsciously when a stressed situation is encountered in flight. As hyperventilation “blows off” excessive carbon dioxide from the body, a pilot can experience symptoms of lightheadedness, suffocation, drowsiness, tingling in the extremities, and coolness – and react to them with even greater hyperventilation. Incapacitation can eventually result from incoordination, disorientation, and painful muscle spasms. Finally, unconsciousness can occur. The symptoms of hyperventilation subside within a few minutes after the rate and depth of breathing are consciously brought back under control. The buildup of carbon dioxide in the body can be hastened by controlled breathing in and out of a paper bag held over the nose and mouth. Early symptoms of hyperventilation and hypoxia are similar. Moreover, hyperventilation and hypoxia can occur at the same time. Therefore, if a pilot is using an oxygen system when symptoms are experienced, the oxygen regulator should immediately be set to deliver 100 percent oxygen, and then the system checked to assure that it has been functioning effectively before giving attention to rate and depth of breathing.

Carbon Monoxide Poisoning in Flight

Carbon monoxide is a colorless, odorless, and tasteless gas contained in exhaust fumes. When breathed even in minute quantities over a period of time, it can significantly reduce the ability of the blood to carry oxygen. Consequently, effects of hypoxia occur (see subparagraph 2.1 ). Most heaters in light aircraft work by air flowing over the manifold. Use of these heaters while exhaust fumes are escaping through manifold cracks and seals is responsible every year for several nonfatal and fatal aircraft accidents from carbon monoxide poisoning. A pilot who detects the odor of exhaust or experiences symptoms of headache, drowsiness, or dizziness while using the heater should suspect carbon monoxide poisoning, and immediately shut off the heater and open air vents. If symptoms are severe, or continue after landing, medical treatment should be sought.

Illusions in Flight

Introduction. Many different illusions can be experienced in flight. Some can lead to spatial disorientation. Others can lead to landing errors. Illusions rank among the most common factors cited as contributing to fatal aircraft accidents. Illusions Leading to Spatial Disorientation

Various complex motions and forces and certain visual scenes encountered in flight can create illusions of motion and position. Spatial disorientation from these illusions can be prevented only by visual reference to reliable, fixed points on the ground or to flight instruments. The Leans. An abrupt correction of a banked attitude, which has been entered too slowly to stimulate the motion sensing system in the inner ear, can create the illusion of banking in the opposite direction. The disoriented pilot will roll the aircraft back into its original dangerous attitude or, if level flight is maintained, will feel compelled to lean in the perceived vertical plane until this illusion subsides. Coriolis Illusion. An abrupt head movement in a prolonged constant-rate turn that has ceased stimulating the motion sensing system can create the illusion of rotation or movement in an entirely different axis. The disoriented pilot will maneuver the aircraft into a dangerous attitude in an attempt to stop rotation. This most overwhelming of all illusions in flight may be prevented by not making sudden, extreme head movements, particularly while making prolonged constant-rate turns under IFR conditions. Graveyard Spin. A proper recovery from a spin that has ceased stimulating the motion sensing system can create the illusion of spinning in the opposite direction. The disoriented pilot will return the aircraft to its original spin. Graveyard Spiral. An observed loss of altitude during a coordinated constant-rate turn that has ceased stimulating the motion sensing system can create the illusion of being in a descent with the wings level. The disoriented pilot will pull back on the controls, tightening the spiral and increasing the loss of altitude. Somatogravic Illusion. A rapid acceleration during takeoff can create the illusion of being in a nose-up attitude. The disoriented pilot will push the aircraft into a nose-low, or dive attitude. A rapid deceleration by a quick reduction of the throttles can have the opposite effect, with the disoriented pilot pulling the aircraft into a nose-up, or stall attitude. Inversion Illusion. An abrupt change from climb to straight and level flight can create the illusion of tumbling backwards. The disoriented pilot will push the aircraft abruptly into a nose-low attitude, possibly intensifying this illusion. Elevator Illusion. An abrupt upward vertical acceleration, usually by an updraft, can create the illusion of being in a climb. The disoriented pilot will push the aircraft into a nose-low attitude. An abrupt downward vertical acceleration, usually by a downdraft, has the opposite effect, with the disoriented pilot pulling the aircraft into a nose-up attitude. False Horizon. Sloping cloud formations, an obscured horizon, a dark scene spread with ground lights and stars, and certain geometric patterns of ground lights can create illusions of not being aligned correctly with the actual horizon. The disoriented pilot will place the aircraft in a dangerous attitude. Autokinesis. In the dark, a static light will appear to move about when stared at for many seconds. The disoriented pilot will lose control of the aircraft in attempting to align it with the light.

Illusions Leading to Landing Errors

Various surface features and atmospheric conditions encountered in landing can create illusions of incorrect height above and distance from the runway threshold. Landing errors from these illusions can be prevented by anticipating them during approaches, aerial visual inspection of unfamiliar airports before landing, using electronic glide slope or VASI systems when available, and maintaining optimum proficiency in landing procedures. Runway Width Illusion. A narrower-than-usual runway can create the illusion that the aircraft is at a higher altitude than it actually is. The pilot who does not recognize this illusion will fly a lower approach, with the risk of striking objects along the approach path or landing short. A wider-than-usual runway can have the opposite effect, with the risk of leveling out high and landing hard or overshooting the runway. Runway and Terrain Slopes Illusion. An upsloping runway, upsloping terrain, or both, can create the illusion that the aircraft is at a higher altitude than it actually is. The pilot who does not recognize this illusion will fly a lower approach. A downsloping runway, downsloping approach terrain, or both, can have the opposite effect. Featureless Terrain Illusion. An absence of ground features, as when landing over water, darkened areas, and terrain made featureless by snow, can create the illusion that the aircraft is at a higher altitude than it actually is. The pilot who does not recognize this illusion will fly a lower approach. Atmospheric Illusions. Rain on the windscreen can create the illusion of greater height, and atmospheric haze can create the illusion of being at greater distance from the runway. The pilot who does not recognize these illusions will fly a lower approach. Penetration of fog can create the illusion of pitching up. The pilot who does not recognize this illusion will steepen the approach, often quite abruptly. Ground Lighting Illusions. Lights along a straight path, such as a road, and even lights on moving trains can be mistaken for runway and approach lights. Bright runway and approach lighting systems, especially where few lights illuminate the surrounding terrain, may create the illusion of less distance to the runway. The pilot who does not recognize this illusion will fly a higher approach. Conversely, the pilot overflying terrain which has few lights to provide height cues may make lower than normal approach.

Vision in Flight

Introduction. Of the body senses, vision is the most important for safe flight. Major factors that determine how effectively vision can be used are the level of illumination and the technique of scanning the sky for other aircraft. Vision Under Dim and Bright Illumination

Under conditions of dim illumination, small print and colors on aeronautical charts and aircraft instruments become unreadable unless adequate cockpit lighting is available. Moreover, another aircraft must be much closer to be seen unless its navigation lights are on. In darkness, vision becomes more sensitive to light, a process called dark adaptation. Although exposure to total darkness for at least 30 minutes is required for complete dark adaptation, the pilot can achieve a moderate degree of dark adaptation within 20 minutes under dim red cockpit lighting. Since red light severely distorts colors, especially on aeronautical charts, and can cause serious difficulty in focusing the eyes on objects inside the aircraft, its use is advisable only where optimum outside night vision capability is necessary. Even so, white cockpit lighting must be available when needed for map and instrument reading, especially under IFR conditions. Dark adaptation is impaired by exposure to cabin pressure altitude above 5,000 feet, carbon monoxide inhaled in smoking and from exhaust fumes, deficiency of Vitamin A in the diet, and by prolonged exposure to bright sunlight. Since any degree of dark adaptation is lost within a few seconds of viewing a bright light, the pilot should close one eye when using a light to preserve some degree of night vision. Excessive illumination, especially from light reflected off the canopy, surfaces inside the aircraft, clouds, water, snow, and desert terrain, can produce glare, with uncomfortable squinting, watering of the eyes, and even temporary blindness. Sunglasses for protection from glare should absorb at least 85 percent of visible light (15 percent transmittance) and all colors equally (neutral transmittance), with negligible image distortion from refractive and prismatic errors.

Scanning for Other Aircraft

Scanning the sky for other aircraft is a key factor in collision avoidance. It should be used continuously by the pilot and copilot (or right seat passenger) to cover all areas of the sky visible from the cockpit. Although pilots must meet specific visual acuity requirements, the ability to read an eye chart does not ensure that one will be able to efficiently spot other aircraft. Pilots must develop an effective scanning technique which maximizes one’s visual capabilities. The probability of spotting a potential collision threat obviously increases with the time spent looking outside the cockpit. Thus, one must use timesharing techniques to efficiently scan the surrounding airspace while monitoring instruments as well. While the eyes can observe an approximate 200 degree arc of the horizon at one glance, only a very small center area called the fovea, in the rear of the eye, has the ability to send clear, sharply focused messages to the brain. All other visual information that is not processed directly through the fovea will be of less detail. An aircraft at a distance of 7 miles which appears in sharp focus within the foveal center of vision would have to be as close as 7/10 of a mile in order to be recognized if it were outside of foveal vision. Because the eyes can focus only on this narrow viewing area, effective scanning is accomplished with a series of short, regularly spaced eye movements that bring successive areas of the sky into the central visual field. Each movement should not exceed 10 degrees, and each area should be observed for at least one second to enable detection. Although horizontal back-and-forth eye movements seem preferred by most pilots, each pilot should develop a scanning pattern that is most comfortable and then adhere to it to assure optimum scanning. Studies show that the time a pilot spends on visual tasks inside the cabin should represent no more than 1 / 4 to 1 / 3 of the scan time outside, or no more than 4 to 5 seconds on the instrument panel for every 16 seconds outside. Since the brain is already trained to process sight information that is presented from left to right, one may find it easier to start scanning over the left shoulder and proceed across the windshield to the right. Pilots should realize that their eyes may require several seconds to refocus when switching views between items in the cockpit and distant objects. The eyes will also tire more quickly when forced to adjust to distances immediately after close-up focus, as required for scanning the instrument panel. Eye fatigue can be reduced by looking from the instrument panel to the left wing past the wing tip to the center of the first scan quadrant when beginning the exterior scan. After having scanned from left to right, allow the eyes to return to the cabin along the right wing from its tip inward. Once back inside, one should automatically commence the panel scan. Effective scanning also helps avoid “empty-field myopia.” This condition usually occurs when flying above the clouds or in a haze layer that provides nothing specific to focus on outside the aircraft. This causes the eyes to relax and seek a comfortable focal distance which may range from 10 to 30 feet. For the pilot, this means looking without seeing, which is dangerous.

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Judgment Aspects of Collision Avoidance

Introduction. The most important aspects of vision and the techniques to scan for other aircraft are described in paragraph 6. above. Pilots should also be familiar with the following information to reduce the possibility of mid-air collisions. Determining Relative Altitude. Use the horizon as a reference point. If the other aircraft is above the horizon, it is probably on a higher flight path. If the aircraft appears to be below the horizon, it is probably flying at a lower altitude. Taking Appropriate Action. Pilots should be familiar with right-of-way rules so immediate evasive action can be taken if an aircraft is on an obvious collision course. Preferably, such actions will be in compliance with applicable Federal Aviation Regulations. Consider Multiple Threats. The decision to climb, descend, or turn is a matter of personal judgment, but one should anticipate that the other pilot may also be making a quick maneuver. Watch the other aircraft during the maneuver and immediately begin your scanning again since there may be other aircraft in the area. Target Acquisition. Anticipate the target in the location and ranges you are searching. Locate a sizable, distant object (e.g., a cloud formation, mountain peak, prominent landmark, building or pier) that is within range of the anticipated target, and focus your eyes on it as you begin each scan pattern. Collision Course Targets. Any aircraft that appears to have no relative motion and stays in one scan quadrant is likely to be on a collision course. Also, if a target shows no lateral or vertical motion, but increases in size, TAKE EVASIVE ACTION. Recognize High Hazard Areas

Airways, and especially VORs, and Class B, C, D, and E surface areas are places where aircraft tend to cluster. Remember, most collisions occur during days when the weather is good. Being in a “radar environment” still requires vigilance to avoid collisions.

Cockpit Management. Studying maps, checklists, and manuals before flight, with various other proper preflight planning (e.g., noting necessary radio frequencies), and organizing cockpit materials can reduce the amount of time required to look at these items during flight permitting more scan time.

Pilots need to move their heads to see around blind spots caused by fixed aircraft structures, such as door posts, wings, etc. It will be necessary at times to maneuver the aircraft (e.g., lift a wing) to facilitate seeing around this structure. Pilots must insure that curtains and other cockpit objects (e.g., maps on glare shield) are removed and stowed during flight.

Lights On

Day or night, use of exterior lights can greatly increase the conspicuity of any aircraft. Keep interior lights low at night.

ATC Support. ATC facilities often provide radar traffic advisories on a workload-permitting basis. Flight through Class C Airspace requires communication with ATC. Use this support whenever possible or when required.

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Are aircraft mechanics considered engineers?

Aircraft Maintenance Aircraft maintenance engineers are more commonly called aircraft mechanics because they perform scheduled maintenance on propeller planes, airliners, helicopters and other flying machines. They typically work in air fields, hangars and repair stations, and must endure hot and cold temperatures when handling tasks outdoors.
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How long does it take to become an aircraft mechanic in the UK?

Probably the best way to get involved in aircraft engineering is via the apprenticeship route. The general consensus amongst various leading airlines is that hands on training mixed with theory in a controlled working environment is the most effective.

UK apprenticeships are seen as some of the best in the world and many of the industry leaders started this way. You will generally spend the first year in the workshop and classroom, followed by 2-3 years working for an aircraft maintenance company. At the end of the apprenticeship you will have achieved a City and Guilds level 3/4, and depending on the course, your A1 Licence.

You then have a few choices, you can carry on with your company working as an aircraft mechanic, or you can train further to gain your B1 or B2 Licence. This can either be done on an approved programme where you study the whole engineering course over one year, or follow a modular aviation engineering course where you study while you work and then attend a refresher before taking exams.
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How long does it take to get an A and P?

Posted: September 08, 2020 | Author: Jaidyn Crookston | Read Time: 8 minutes A&P Mechanics are vital to the aviation industry. Without a team of qualified mechanics maintaining the aircraft before and after each flight, airplanes and helicopters wouldn’t be able to fly, and the aviation industry would grind to a halt. It’s many people’s dream to become an A&P Mechanic, also known as an Aircraft Maintenance Technician (AMT). However, a lot of people don’t know how to make that dream a reality. As a writer for SUU Aviation, I’ve learned a lot about what it takes to become an A&P Mechanic, and I think this information will be helpful to anyone wanting to become a mechanic.

What program you attend Helicopter or airplane maintenance If you have previous experience If you’re learning on-the-job or at an AMT school

Helicopter or airplane maintenance: When you decide to become an A&P Mechanic, you have two choices. You can choose to work mainly with airplanes or with helicopters, although many A&P Mechanics work on both. Most A&P Mechanics choose to work with airplanes because the fixed wing industry is bigger than rotor wing and there are more jobs available for airplane mechanics.

However, helicopter mechanics are also in high demand and would be a great way to steer your career. If you want to become a helicopter A&P Mechanic, then your training may take a little longer. Most AMT schools focus on airplane maintenance and offer helicopter maintenance only at additional time and cost.

Your training will likely take an extra few months if you train at a traditional AMT school. As far as I’m aware, the only AMT school that offers helicopter maintenance as part of the normal curriculum and actually focuses more on helicopter maintenance than airplane maintenance is SUU Aviation, Traditional AMT school: There are lots of different AMT schools around the country. Finding the right school for you will take some research and maybe a few school tours, but overall shouldn’t be too difficult. All AMT schools will have the same end goal—getting you an A&P license.

  • You can choose to go to an AMT school that’s attached to a university or isn’t attached to one.
  • An AMT program that’s part of a university will allow you to graduate with an associate’s degree on top of your A&P license, which can help you find better job opportunities in the future.
  • University programs will require you to pay tuition and fees as well as the cost of the maintenance program, so it’s up to you whether you want to go this route or not.

Most AMT school programs (university or non-university) take about 2 years to complete. At the end of the program you’ll qualify to take the A&P license exam, which consists of written, oral, and practical sections. Once you’ve passed this exam and earned your license, you can get a job as a qualified A&P mechanic. On-the-job training: Rather than going the traditional AMT school route, some aspiring mechanics are able to get a job working on aircraft without already having an A&P license. The FAA has strict regulations for earning your license this way and requires that you be supervised by a licensed technician until you’re able to earn your own license.

  1. If you choose to go this route, the FAA requires that you get 18 months of practical experience with either airframe or power plant maintenance, or 30 months working on both at same time, before you qualify to take the A&P license exam and get your license.
  2. To put this in perspective, you’ll probably need experience with both airframe and power plant maintenance to get a high paying mechanic job.

Attending a traditional AMT school will give you the necessary experience with both of them in about 24 months, with top-notch instruction and plenty of practice, as opposed to 30 months of on-the-job training where you may not receive the specific instruction needed to be fully confident in your abilities.

  1. Of these two choices, I’d say that going the traditional AMT school route is probably a better idea because you’ll get proper instruction and it will take less time to get your license.
  2. However, there’s another choice beyond on-the-job training and traditional AMT school.
  3. There’s SUU Aviation.
  4. SUU Aviation: While most traditional AMT school programs take 2 years to complete, SUU Aviation’s program takes 18 months.

After attending SUU Aviation’s program, not only will you have your A&P license and certifications, you’ll also have an associate’s degree. An associate’s degree isn’t required to get a job as a mechanic, but it will put you above the competition and help you earn better pay as a mechanic.

  1. You’ll have the choice to continue your training and get a bachelor’s degree, which will put you even further above the competition.
  2. At SUU Aviation’s AMT program, you’ll be trained by some of the best A&P mechanics in the field.
  3. You’ll get hands-on, practical experience and will learn the best techniques for repairing and inspecting aircraft.

SUU Aviation also has the biggest collegiate helicopter flight program in the nation and is the highest altitude collegiate flight school in the country. This benefits the AMT program because the school receives lots of support from the community, state, and private organizations in the aviation industry. students using outdated techniques and materials because the Federal Aviation Administration (FAA) hasn’t yet updated old regulations. SUU Aviation, however, has been approved to teach students using new techniques and materials. Currently, SUU Aviation is the only AMT school authorized by the FAA to do this, as far as I’m aware.

By attending SUU Aviation, you’ll have your A&P license sooner and will be working as a mechanic faster than if you attend another AMT school. You’ll be trained using a unique, updated curriculum, which means that your future employer won’t have to waste time or resources retraining you on correct techniques.

You’ll also have an associate’s degree, which will provide more job opportunities and has other advantages. In the uncertain aftermath of COVID-19, SUU Aviation offers the first semester of the maintenance program completely online for those who are stuck in quarantine or would prefer online instruction.

This means that even in the midst of the worldwide pandemic, you don’t need to wait to start on your maintenance training. You can get started this fall semester completely online. I know that many potential students have asked whether now is actually a good time to start maintenance training because of COVID-19, and the answer is yes.

Keep in mind that when you start training now, it will still take two years for you to graduate and enter the industry. That means the industry will have two years to recover and grow. Within two years, the pandemic should be over, or at least greatly improved, so the industry will be ready for you when you graduate.

  • Which route you should go: Learning on-the-job will give you real-world experience and will train you in the newest techniques and materials, but may not give you the feedback and rigorous training needed to become fully comfortable with working on aircraft.
  • Attending a regular AMT school will give you rigorous training and feedback and will prepare you for any situation, but won’t train you on the newest techniques and materials because of outdated FAA regulations.

SUU Aviation offers the best of both worlds with FAA-approved updated training techniques and materials, rigorous training that will prepare you for anything, and the feedback and support needed to turn you into a pro in no time. You’ll even get an associate’s degree at the end of your training. I’ve done a lot of research as part of my job, and I can honestly say that SUU Aviation is one of the best AMT schools in the nation. If you want to graduate with an A&P license and an associate’s degree in less time than it takes to get just a license at another school, SUU Aviation may be perfect for you.

  • If you want to work on helicopters, SUU Aviation is a great option because it’s the only AMT school that includes helicopter maintenance as part of the standard curriculum.
  • You’ll be completely trained on both airplanes and helicopters, which is a serious advantage in the job industry.
  • To learn more about the program or to learn more about how long it takes to become an A&P Mechanic, contact SUU Aviation,

If you know that you want to become an A&P Mechanic and you want all the perks that come with attending SUU Aviation, apply today, I know that you won’t regret your decision to take the leap to AMT school and train with SUU Aviation. Tags: Aviation
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How do I get an aircraft mechanic certificate?

Is it true that I may test, at no cost to me, if I qualify under the Memorandum of Agreement (MOA) between the FAA and the Joint Service Aviation Maintenance Technician Certification Council (JSAMTCC)? – A. Yes, if you are an eligible individual, within one of the following groups, you may take your AMT knowledge tests at no cost: active-duty, guard, and reserve component personnel of all U.S.
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What is the average age of an aircraft mechanic?

There are over 63,901 aircraft mechanics currently employed in the United States.6.9% of all aircraft mechanics are women, while 93.1% are men. The average age of an employed aircraft mechanic is 40 years old. Aircraft Mechanic Age.

Aircraft Mechanic Years Percentages
30-40 years 23%
20-30 years 27%

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