Today we spent quite a bit of time talking about hydraulic lines, both rigid and flexibile, and then went over to the hangar and started assembling some fittings.
As a kid, I always thought hydraulic lines for tractors were magic. I didn't really know how they worked, but I knew that they withstood an incredible amount of pressure and were still flexible. Whenever they broke, they just seemed to me like pieces of rubber with steel braiding inside. We took the busted ones into town and then the service tech disappeared with it. He came back a few minutes later with a new hose. Sometimes simple things seem so mysterious when you don't understand how they work.
Wednesday, October 5, 2011
Tuesday, October 4, 2011
Day 32
Today we finished our projects.
I'm pretty happy with mine.
I got an 87. I was one of the first ones done and spent time helping others with theirs, giving advice so they could avoid the mistakes I made.
We were supposed to finish by around 9:00 this morning, but a few of the slower members of class held us up until, oh, 12:45.
That's all I have to say about that.
I'm pretty happy with mine.
I got an 87. I was one of the first ones done and spent time helping others with theirs, giving advice so they could avoid the mistakes I made.
We were supposed to finish by around 9:00 this morning, but a few of the slower members of class held us up until, oh, 12:45.
That's all I have to say about that.
Day 31
We worked on our projects all day today.
I learned something:
Some people, no matter how many times and in how many ways you tell them, will never understand how to use a file.
I learned something:
Some people, no matter how many times and in how many ways you tell them, will never understand how to use a file.
Day 30
Today we worked on some projects for the Shop Practices portion of the semester.
We were given a set of blueprints, and a piece of steel and told to make it.
Points are deducted per .001" we are out of tolerance.
Yowza.
We were given a set of blueprints, and a piece of steel and told to make it.
Points are deducted per .001" we are out of tolerance.
Yowza.
Thursday, September 29, 2011
Day 29
We mostly talked about precision measuring instruments today.
We were promised that we would have some shop time tomorrow. We've got a short list of tools we need to bring to class (finally), and we'll be using them (finally) to do something (finally) constructive... finally.
We measured some things (apparently most pencils are two-hundred and seventy five thousandths of an inch), and learned how to read micrometers to the ten-thousandth of an inch.
I bought some dial calipers on eBay, and when they showed up, they were broken.
So I ordered another set. It would be awesome as balls if they showed up today so I could use them tomorrow, but I doubt it. I'm not that lucky.
They're Starretts, (the ones I most recently bought), so even if they show up wonky, I can get them worked on-- unlike the Peacock calipers I bought the first time. I guess that's what I get for being a sucker for products with nifty brand names. I'll have to put it next to my Cockatrice food processor and Mudskipper of Borneo pencil sharpener.
We were promised that we would have some shop time tomorrow. We've got a short list of tools we need to bring to class (finally), and we'll be using them (finally) to do something (finally) constructive... finally.
We measured some things (apparently most pencils are two-hundred and seventy five thousandths of an inch), and learned how to read micrometers to the ten-thousandth of an inch.
I bought some dial calipers on eBay, and when they showed up, they were broken.
So I ordered another set. It would be awesome as balls if they showed up today so I could use them tomorrow, but I doubt it. I'm not that lucky.
They're Starretts, (the ones I most recently bought), so even if they show up wonky, I can get them worked on-- unlike the Peacock calipers I bought the first time. I guess that's what I get for being a sucker for products with nifty brand names. I'll have to put it next to my Cockatrice food processor and Mudskipper of Borneo pencil sharpener.
 |
| He may not look like much, but he's a pencil-sharpening fool. |
Wednesday, September 28, 2011
Day 28
Did you know that there are two kinds of cross-pointed screws and screwdrivers in common use in the United States today?
Chances are, if you own any tools at all, you own some of both.
Reed & Prince and Phillips.
Also, apparently they make toothless, gearless ratchets that work on spring or bearing tension. Cool, huh?
Somebody's Christmas list just got a little longer.
Also, we learned about what is called a Vixen file, which I had never heard of before. It's a deadly dangerous file about the size of a mill file designed for quickly removing soft metals from a structure. Yeesh. Dangeresque.
Chances are, if you own any tools at all, you own some of both.
Reed & Prince and Phillips.
Also, apparently they make toothless, gearless ratchets that work on spring or bearing tension. Cool, huh?
Somebody's Christmas list just got a little longer.
Also, we learned about what is called a Vixen file, which I had never heard of before. It's a deadly dangerous file about the size of a mill file designed for quickly removing soft metals from a structure. Yeesh. Dangeresque.
Tuesday, September 27, 2011
Day 27
Today we did some worksheets and talked to a guy from Southwest Airlines.
Until now, I was pretty sure that I didn't necessarily want to work for an airline.
But the more time I spend talking to people, the more I realize that this is where all of the money is.
I like the idea of working in General Aviation. To me, that seems to get to the heart and soul of what being an aircraft mechanic would be all about. In the airline industry, one can get paid a lot more, but with a lot more stress and the nonsensical crappery of seniority and shift work.
Plus an individual has to be willing to move around quite a bit in order to even get started with an airline.
But, then again, I like to travel. What an opportunity that would be.
I'm pretty sure I don't want to work assembly. That's not really my speed. I would be selling myself short, to be honest, and I've been doing that my whole life.
I don't want to do that anymore.
I guess I'll see what the future holds, but it was indeed great to talk to someone who had started as an A&P student and worked up to management within a company as illustrious and apparently great to work for as Southwest.
Hell. I'll just be happy to get a job.
Until now, I was pretty sure that I didn't necessarily want to work for an airline.
But the more time I spend talking to people, the more I realize that this is where all of the money is.
I like the idea of working in General Aviation. To me, that seems to get to the heart and soul of what being an aircraft mechanic would be all about. In the airline industry, one can get paid a lot more, but with a lot more stress and the nonsensical crappery of seniority and shift work.
Plus an individual has to be willing to move around quite a bit in order to even get started with an airline.
But, then again, I like to travel. What an opportunity that would be.
I'm pretty sure I don't want to work assembly. That's not really my speed. I would be selling myself short, to be honest, and I've been doing that my whole life.
I don't want to do that anymore.
I guess I'll see what the future holds, but it was indeed great to talk to someone who had started as an A&P student and worked up to management within a company as illustrious and apparently great to work for as Southwest.
Hell. I'll just be happy to get a job.
Day 26
Today we learned about aircraft fasteners.
Holy shit, there's a lot to know about aircraft fasteners.
Nuts, bolts, rivets, pints, et cetera.
With my background, I knew that the world of fasteners was large, but I didn't really appreciate the depth and complexity that specific types of fasteners could go into.
Sheesh.
Good news is that I'm learning how to read the codes associated with metals. Things like what the "1060" in "1060 aluminum" means. I've always wondered, but never really had a reason to go and look it up.
Now I know.
My current knife's blade is 8Cr13MoV It's a low-end Chinese steel, but at least I know what all of that gibberish means, now.
Holy shit, there's a lot to know about aircraft fasteners.
Nuts, bolts, rivets, pints, et cetera.
With my background, I knew that the world of fasteners was large, but I didn't really appreciate the depth and complexity that specific types of fasteners could go into.
Sheesh.
Good news is that I'm learning how to read the codes associated with metals. Things like what the "1060" in "1060 aluminum" means. I've always wondered, but never really had a reason to go and look it up.
Now I know.
My current knife's blade is 8Cr13MoV It's a low-end Chinese steel, but at least I know what all of that gibberish means, now.
Day 25
Today we started learning about aircraft structural materials.
Aircraft were once composed primarily of wood and fabric.
They were light, sure, but they required constant maintenance, and were susceptible to being eaten by moths and termites. What a bummer...
Then, as we learned to alloy materials to take the strength properties of some materials and blend them with the weight-saving properties of others, we began to make aircraft from steel and aluminum. It was with this generation of aircraft that humans were able to break the sound barrier and go to the moon.
Now new aircraft are mostly made of aluminum and composite; woven fiberglass with thermoplastic resin, Kevlar, glass-filled nylon, et cetera. Lighter, stronger, and faster.
This leads me to wonder what could possibly be next.
I'll just take a stab in the dark here and imagine that we will begin to emulate nature. Millions of years of evolutionary biology have given birds the wings and ease of flight we're not yet capable of. Most of the bird's airframe weight is in its internal organs, which can't be made any lighter. But their bones and feathers are essentially hollow structures. Maybe, as time goes on, we'll be able to impregnate our synthetics and composites with air (or lighter-than-air gasses) to reduce the effects of gravity.
We've pushed the aerodynamic envelope about as far as we can go.
Who knows what the next 50 years holds for structural material?
Aircraft were once composed primarily of wood and fabric.
They were light, sure, but they required constant maintenance, and were susceptible to being eaten by moths and termites. What a bummer...
Then, as we learned to alloy materials to take the strength properties of some materials and blend them with the weight-saving properties of others, we began to make aircraft from steel and aluminum. It was with this generation of aircraft that humans were able to break the sound barrier and go to the moon.
Now new aircraft are mostly made of aluminum and composite; woven fiberglass with thermoplastic resin, Kevlar, glass-filled nylon, et cetera. Lighter, stronger, and faster.
This leads me to wonder what could possibly be next.
I'll just take a stab in the dark here and imagine that we will begin to emulate nature. Millions of years of evolutionary biology have given birds the wings and ease of flight we're not yet capable of. Most of the bird's airframe weight is in its internal organs, which can't be made any lighter. But their bones and feathers are essentially hollow structures. Maybe, as time goes on, we'll be able to impregnate our synthetics and composites with air (or lighter-than-air gasses) to reduce the effects of gravity.
We've pushed the aerodynamic envelope about as far as we can go.
Who knows what the next 50 years holds for structural material?
Thursday, September 22, 2011
Days 22, 23, 24
We continued drawing, learned about charts (one called a nomograph... nom nom nom), and then today, we took the exam for Aviation Science.
I'm glad to get that behind me.
Mathematics, physics, aerodynamics, aircraft blueprints, drawings and charts. Gas mechanics, fluid dynamics, a few basic electrical principles and a whole lot of drawing out of the way.
We watched what might possibly be one of the more excruciating instructional videos ever conceived. It covered the basics of engineering drawings. I'm pretty sure the VC used it to torture American POWs.
In any event, I'm glad to have Aviation Science behind me. Next course is Shop Practices. We start tomorrow, and I'm pretty stoked.
Next week we'll finally be bringing some tools to school. A few hand tools and some dial calipers, but that should be sufficient to get my hands dirty. The instructor has done an excellent job of mixing the classes up so we don't spend too much time at once in the classroom. I'm sure this tactic has helped his course completion percentages.
We've lost two of our original group so far. One just quit showing up, and the other took a full time position somewhere else. I foresee losing at least two more. But maybe I'm just being pessimistic.
Oh, I got a 100 on the aviation science final, by the way. Which, according to my records, should give me an A for the class. Thats two courses, two As.
I guess I'm satisfied with that.
Yesterday we took a field trip to go see the Space Shuttle trainer, which is now permanently housed in Amarillo, Texas. It was neat to be in a NASA craft. To touch one still warm from flight, and to know that nobody had come in and wiped the seats down between the time the real professionals landed and we were allowed to board.
Really cool stuff.
The aircraft itself is a Gulfstream II. They're not cheap craft, and they're well-built. I think, if the information I was given is correct, that this was the only craft currently in production which met the glide requirements for NASA. That could be jibberjabber, but the G2 did its job for many astronauts.
It is now being kept in a location where I can go see it anytime I feel like it.
Awesome.
(I'm still holding out for a decommissioned SR-71.)
I'm glad to get that behind me.
Mathematics, physics, aerodynamics, aircraft blueprints, drawings and charts. Gas mechanics, fluid dynamics, a few basic electrical principles and a whole lot of drawing out of the way.
We watched what might possibly be one of the more excruciating instructional videos ever conceived. It covered the basics of engineering drawings. I'm pretty sure the VC used it to torture American POWs.
In any event, I'm glad to have Aviation Science behind me. Next course is Shop Practices. We start tomorrow, and I'm pretty stoked.
Next week we'll finally be bringing some tools to school. A few hand tools and some dial calipers, but that should be sufficient to get my hands dirty. The instructor has done an excellent job of mixing the classes up so we don't spend too much time at once in the classroom. I'm sure this tactic has helped his course completion percentages.
We've lost two of our original group so far. One just quit showing up, and the other took a full time position somewhere else. I foresee losing at least two more. But maybe I'm just being pessimistic.
Oh, I got a 100 on the aviation science final, by the way. Which, according to my records, should give me an A for the class. Thats two courses, two As.
I guess I'm satisfied with that.
Yesterday we took a field trip to go see the Space Shuttle trainer, which is now permanently housed in Amarillo, Texas. It was neat to be in a NASA craft. To touch one still warm from flight, and to know that nobody had come in and wiped the seats down between the time the real professionals landed and we were allowed to board.
Really cool stuff.
The aircraft itself is a Gulfstream II. They're not cheap craft, and they're well-built. I think, if the information I was given is correct, that this was the only craft currently in production which met the glide requirements for NASA. That could be jibberjabber, but the G2 did its job for many astronauts.
It is now being kept in a location where I can go see it anytime I feel like it.
Awesome.
(I'm still holding out for a decommissioned SR-71.)
Monday, September 19, 2011
Day 19, 20, 21
We drew and drew and drew some more.
I now know more about blueprints, drawings and schematics than I ever thought I would.
I have an idea for a product which, if it hasn't already been patented, could make me some money. My guess is that it's already been put down on paper somewhere, just not marketed. We shall see.
Tomorrow is a test on aircraft drawings. Like most tests, I'm not concerned.
Thursday is a test on Aviation Science, then we move on to Shop Practices. I'm excited about this; ready to get out of the classroom for a bit.
I now know more about blueprints, drawings and schematics than I ever thought I would.
I have an idea for a product which, if it hasn't already been patented, could make me some money. My guess is that it's already been put down on paper somewhere, just not marketed. We shall see.
Tomorrow is a test on aircraft drawings. Like most tests, I'm not concerned.
Thursday is a test on Aviation Science, then we move on to Shop Practices. I'm excited about this; ready to get out of the classroom for a bit.
Wednesday, September 14, 2011
Day 18
I used a protractor today for the first time since.... 7th grade?
We seem to be spending what seems to me to be an inordinate amount of time on drawings. Maybe it will be necessary, maybe it won't.
Tuesday, September 13, 2011
Day 17
Test Tomorrow. I'm not all that concerned about it. Basic aerodynamics and some simple physics. Should be pretty simple.
I learned something neat yesterday.
I had always wondered what the purpose of winglets are.
Winglets are the small vertical protrusions on the wingtips of some aircraft.
Those are winglets.
I had always imagined that they had some sort of function for aerodynamics or control, but I never knew what they really did.
Well, now I know.
As an airfoil (in this case a wing) goes through the air the pressure differential created is what produces lift. Since air wants to reach equilibrium and functions like a fluid, the low pressure air at the tips of the wings are prone to basically slip off of the ends of the wing to the high pressure side. When they do this, any potential lift is destroyed.
Winglets come very close to eliminating this phenomenon by creating a buffer between the low and high pressure sides which is more difficult for the air to overcome by moving along the lateral axis of the plane (the way it does without winglets).
While winglets are an obvious source of drag, the lift they help produce (or maintain, as it were) compensates for any added weight or induced drag.
Winglets also (also) eliminate the vortices which are a common source of drag, and add to the problem of lateral lift loss.
Pretty neat, huh?
Today we talked about aircraft and basic electrical drawings. Nothing earth-shattering, but interesting nonetheless. There's an electrical diagram symbol for "Space Station." It's a boxy thing with a circle in it. Definitely not Buck Rogers approved.
I've been looking over the study guide for the test, and I'm really not too worried about anything at all.
One thing that surprises me of the things that we've apparently learned that I've since forgotten is that wet air (air with a absolute humidity) weighs less than dry air. That doesn't really make a lot of sense to me at first, but when I start to think about it, the water is vaporized and floats about in the air, instead of condensing and falling out. That means that the water is ligher than or as light as the air.
So, there ya go-- winglets and wet air.
I learned something neat yesterday.
I had always wondered what the purpose of winglets are.
Winglets are the small vertical protrusions on the wingtips of some aircraft.
Those are winglets.
I had always imagined that they had some sort of function for aerodynamics or control, but I never knew what they really did.
Well, now I know.
As an airfoil (in this case a wing) goes through the air the pressure differential created is what produces lift. Since air wants to reach equilibrium and functions like a fluid, the low pressure air at the tips of the wings are prone to basically slip off of the ends of the wing to the high pressure side. When they do this, any potential lift is destroyed.
Winglets come very close to eliminating this phenomenon by creating a buffer between the low and high pressure sides which is more difficult for the air to overcome by moving along the lateral axis of the plane (the way it does without winglets).
While winglets are an obvious source of drag, the lift they help produce (or maintain, as it were) compensates for any added weight or induced drag.
Winglets also (also) eliminate the vortices which are a common source of drag, and add to the problem of lateral lift loss.
Pretty neat, huh?
Today we talked about aircraft and basic electrical drawings. Nothing earth-shattering, but interesting nonetheless. There's an electrical diagram symbol for "Space Station." It's a boxy thing with a circle in it. Definitely not Buck Rogers approved.
I've been looking over the study guide for the test, and I'm really not too worried about anything at all.
One thing that surprises me of the things that we've apparently learned that I've since forgotten is that wet air (air with a absolute humidity) weighs less than dry air. That doesn't really make a lot of sense to me at first, but when I start to think about it, the water is vaporized and floats about in the air, instead of condensing and falling out. That means that the water is ligher than or as light as the air.
So, there ya go-- winglets and wet air.
Monday, September 12, 2011
Day 16
Classes started on August 11, and today is September 12. One month down. 20 to go.
This thing is like magic, and it always blew my mind as a kid. The fastest, highest, longest flying aircraft. It looks like a knife from outer space.
Today, it's outdated, and likely to be completely scrapped. Satellites can do its job better, faster and with less risk.
The SR-71 still looks to me like it shouldn't be able to even fly.
We also learned about shockwaves, sonic booms, and how and why air condenses around vortexes around the airframe.
If the humidity is high enough, sonic booms become visible as the rapid depressurization of air around the shockwave drops the temperature of the air, which momentarily condenses invisible water vapor into visible water vapor.
Like so:
Anyway, neat stuff!
That's not to say that this isn't interesting or educational (far from it), but my schedule is kind of starting to wear me down. I'll be glad when this is over and I can have some time at home with my wife again. As it is, I don't get to do much goofing off. Perhaps that will change in the future.
Enough about that. We finished up the aerodynamics portion of the Aviation Science course today. We'll be taking the Aviation Science exam on the 22nd. I'm not too concerned about it. The Jeppesen study guide is the source for most of our exam questions, so there's no reason for me not to rock these exams.
I learned that the SR-71, my favorite aircraft since I was a child, leaks fuel when on the ground.
But the craft flies so fast, that the air friction heats up the entire plane, causing enough expansion to seal the leaks. This was an intentional design.
Apparently, they put just enough fuel in the SR-71 to get it to a refueling altitude, then refuel it in the air, and they either dump or burn the rest of the fuel before landing so they don't have to clean up any leaks.
This thing is like magic, and it always blew my mind as a kid. The fastest, highest, longest flying aircraft. It looks like a knife from outer space.
Today, it's outdated, and likely to be completely scrapped. Satellites can do its job better, faster and with less risk.
The SR-71 still looks to me like it shouldn't be able to even fly.
We also learned about shockwaves, sonic booms, and how and why air condenses around vortexes around the airframe.
If the humidity is high enough, sonic booms become visible as the rapid depressurization of air around the shockwave drops the temperature of the air, which momentarily condenses invisible water vapor into visible water vapor.
Like so:
Anyway, neat stuff!
Saturday, September 10, 2011
Day 15
We talked bout physics and general fluid and gas mechanics today.
Nothing spectacular. Pretty much everything we learned in high school.
Nothing spectacular. Pretty much everything we learned in high school.
Day 14
Finally! Something to write about.
So today after we took our math test (glad that's over), a guy named Mark came in and talked to the class. He is currently a technical trainer at a local aircraft manufacturing facility and would be the person to whom we would all listen to if we went to work out there.
He has a lot of experience in the industry, has worked all over the US, and knows a lot of people in a lot of places.
By the time it was over, I was feeling more like I didn't want to work for a manufacturer, and more like I wanted to actually work on aircraft instead of just put them together.
______________________________________________
We took a field trip to see some local General Aviation mechanics.
I think this is what I would like to do.
We shall see. I know it was really impressed by their work environment, and their attitudes towards their jobs.
So today after we took our math test (glad that's over), a guy named Mark came in and talked to the class. He is currently a technical trainer at a local aircraft manufacturing facility and would be the person to whom we would all listen to if we went to work out there.
He has a lot of experience in the industry, has worked all over the US, and knows a lot of people in a lot of places.
By the time it was over, I was feeling more like I didn't want to work for a manufacturer, and more like I wanted to actually work on aircraft instead of just put them together.
______________________________________________
We took a field trip to see some local General Aviation mechanics.
I think this is what I would like to do.
We shall see. I know it was really impressed by their work environment, and their attitudes towards their jobs.
Monday, September 5, 2011
Thursday, September 1, 2011
Day 9
Today was Day 1 of Aviation Science.
We first discussed number systems, their history and development. We talked about nautical miles vs. statute miles, and discussed the shortcomings of each.
We first discussed number systems, their history and development. We talked about nautical miles vs. statute miles, and discussed the shortcomings of each.
Nautical miles have a fixed value, but change depending on your location on the globe, since they measure degrees. A Nautical mile at the equator is different from a nautical mile 3 miles South of the North Pole.
But, since nautical miles have a given value at equator (1 60th a degree / 1.15 statue miles) they can be figured for speed rather than distance, measured in knots.
Then we did 275 math problems. Almost all of them were simple, and repetitive, but served as a useful refresher. We reviewed ratios and percentages, which will apparently be really important in our chosen field. Fractions and their decimal equivalents were discussed at length, as was scientific notation.
We were informed at the end of class today that we have the opportunity to clep out of the math portion. So tonight, while I'm at work, I'm going to attempt something I've never done before: become a mathematical autodidact.
Lets hope it turns out better than this:
But, since nautical miles have a given value at equator (1 60th a degree / 1.15 statue miles) they can be figured for speed rather than distance, measured in knots.
Then we did 275 math problems. Almost all of them were simple, and repetitive, but served as a useful refresher. We reviewed ratios and percentages, which will apparently be really important in our chosen field. Fractions and their decimal equivalents were discussed at length, as was scientific notation.
We were informed at the end of class today that we have the opportunity to clep out of the math portion. So tonight, while I'm at work, I'm going to attempt something I've never done before: become a mathematical autodidact.
Lets hope it turns out better than this:
Wednesday, August 31, 2011
Day 8
I can mark that up on my list of life-time accomplishments.
Pictures soon.
Also, we took our final exam for Ground Operations.
To future students, hopefully you're using the Jeppesen textbooks and study guides.
They seem to be pretty well-written study guides, but they do have their problems. Jeppesen needs to hire an A&P mechanic with an English degree to proofread everything for them, remove any redundancies, and help them with some wording here and there...
Also, hopefully, your instructor was using questions from the study guide for the exams.
Remember, kids-- the hazard area behind an idling turbine engine is 100 feet (not 200), and hold line markers are painted white and red (not yellow and red).
I'm pretty confident that I got an A in Ground Operations. I had better, anyway. I don't intend to get any B grades.The only portion which concerns me even the slightest is the math portion, but I have a feeling I will be able to handle it much better than any other math courses I've had in the past for one reason: Motivation.
Tuesday, August 30, 2011
Day 7
The craft we used was a Piper Cherokee PA-28-140.
It looked something like this:
While I didn't get to drive today, I'll be able to tomorrow. I took my turn at the other stations, pulling chocks, manning the fire extinguisher and working as ground guide/ signalman.
In addition to taxiing aircraft, we learned the importance of battery maintenance. The hard way. We would've been able to get several more people in the aircraft, but unfortunately for us, the batteries for all of the craft in the hanger were dead.
Cest la vis.
But, a good time was had by all. My classmates and I all seem to get along pretty well, and there are enough of us that if there is someone we can't stand, there is always someone else to talk to.
Tomorrow is the last day of ground operations. When I think about it, I really do feel like I've learned a lot. I wouldn't say that I'm any kind of expert, but I certainly know more now than I did this time two weeks ago.
Wisdom is understanding how much one doesn't yet know or understand. While there are a lot of things I don't know, there are even more things I don't know that I don't know.
It's one thing to understand that you don't know, say, the meaning of a word.
It's another thing completely to not know what written language is.
I feel like there are dozens of words I can't define right now, but there is a whole other realm of knowledge I don't even realize that I don't know.
It's exciting. And daunting. But I feel prepared, and know I can do this.
Monday, August 29, 2011
Day 6
We learned about pre-flight procedures, the quality controls aircraft fueling stations have to go through on a daily basis in order to maintain water and gunga-free fuel, as well as and airport visual communicators today.
Like anything else, proper communication seems to be the best way to keep bad things from happening. So we learned about runway incursions and how to prevent them.
A runway incursion is what happens when an aircraft crosses or otherwise interferes with the space of an active runway.
Things like this happen when people aren't paying attention:
Incursions involving larger craft are, of course, much worse. Everything at an airport moves, and lots of it occupies the same space at one time or another, so keeping everything organized and under control is literally a matter of life and death.
We learned all of this in preparation for taxiing exercises, which we are supposed to start tomorrow.
I now know what all of the lines, colors, and signs you always see at an airport mean, as well as the kind of conversations that Air Traffic Controllers have with pilots.
Tomorrow we take a test over fuels, flight line safety, and a handful of other stuff I'm sure I won't have any problem remembering.
I finally have a reason to know this, and I get to say "niner" on the radio. Pretty neat.
Also, I'm tired.
Like anything else, proper communication seems to be the best way to keep bad things from happening. So we learned about runway incursions and how to prevent them.
A runway incursion is what happens when an aircraft crosses or otherwise interferes with the space of an active runway.
Things like this happen when people aren't paying attention:
Incursions involving larger craft are, of course, much worse. Everything at an airport moves, and lots of it occupies the same space at one time or another, so keeping everything organized and under control is literally a matter of life and death.
We learned all of this in preparation for taxiing exercises, which we are supposed to start tomorrow.
I now know what all of the lines, colors, and signs you always see at an airport mean, as well as the kind of conversations that Air Traffic Controllers have with pilots.
 |
| You're on Runway 27. Taxyway Bravo is thataway. |
Tomorrow we take a test over fuels, flight line safety, and a handful of other stuff I'm sure I won't have any problem remembering.
I finally have a reason to know this, and I get to say "niner" on the radio. Pretty neat.
Also, I'm tired.
Friday, August 26, 2011
Day 5
I learned a lot about fuel today.
I learned about avgas, about jet fuel, about detonation, preignition, volatility, and Reid vapor pressure. I learned that microorganisms can feed on hydrocarbon fuels and cause all kinds of nasty gunga to build up in your fuel tank and, consequently, your fuel system.
So be sure and lysol your gas tank.
I learned that reciprocal engines will not run on jet fuel, but that jets will run on just about anything, including diesel. Cars will run on avgas; it's a form of gasoline.
100LL avgas (the most common avgas) contains tetraethyl lead. Cars up until the 1970s used leaded fuels. I never really knew what the lead did for the fuel. Now I do. Leaded fuel is more stable and resistant to detonation. Adding tetraethyl lead to automotive fuel allowed manufacturers to increase octane (and heptane) levels in gas, making it more powerful and stable.
Then we figured out that burning lead all of the time, everywhere probably wasn't a good idea. (So now we just do in the sky... and sometimes the water...)
Of course, I learned about fueling and defueling aircraft, as well as the safety considerations involved with that.
I watched a video from the 1960s (no shit) wherein GM engineers were trying to figure out the complexities of mid-to-high grade octane fuels, figure out the complexities of detonation and preignition, and all of that other stuff we take for granted today.
I also learned that water slugs can be entrained. And no, that doesn't sound as neat as you'd think.
I learned about avgas, about jet fuel, about detonation, preignition, volatility, and Reid vapor pressure. I learned that microorganisms can feed on hydrocarbon fuels and cause all kinds of nasty gunga to build up in your fuel tank and, consequently, your fuel system.
So be sure and lysol your gas tank.
I learned that reciprocal engines will not run on jet fuel, but that jets will run on just about anything, including diesel. Cars will run on avgas; it's a form of gasoline.
100LL avgas (the most common avgas) contains tetraethyl lead. Cars up until the 1970s used leaded fuels. I never really knew what the lead did for the fuel. Now I do. Leaded fuel is more stable and resistant to detonation. Adding tetraethyl lead to automotive fuel allowed manufacturers to increase octane (and heptane) levels in gas, making it more powerful and stable.
Then we figured out that burning lead all of the time, everywhere probably wasn't a good idea. (So now we just do in the sky... and sometimes the water...)
Of course, I learned about fueling and defueling aircraft, as well as the safety considerations involved with that.
I watched a video from the 1960s (no shit) wherein GM engineers were trying to figure out the complexities of mid-to-high grade octane fuels, figure out the complexities of detonation and preignition, and all of that other stuff we take for granted today.
I also learned that water slugs can be entrained. And no, that doesn't sound as neat as you'd think.
Thursday, August 25, 2011
Day 4
We learned about Foreign Object Debris (and/or Damage), and Foreign Object Elimination today. FOD can apparently really ruin your day.
In addition to FOD and FOE, we discussed some basic ground operations, and types of fires and fire extinguishers, jacking and hoisting aircraft and tiedown procedures for both fixed and rotary wing aircraft.
We spoke very briefly about taxiing procedures, and hand signals, which I'll be memorizing this weekend in preparation for a taxiing exercise we will be doing later in the month.
I can't believe I'm going to get to start and taxi an aircraft. I get giddy thinking about it. It's like telling a dog it's time for a walk.
On a significantly more sobering note, today I saw pictures of a corpse.
This body used to be a man, but hist head got into the rotor plane of a helicopter.
The photographs were extremely graphic. So graphic I wondered if they could possibly be real. I was assured that they were.
That really drove home some of the dangers associated with this profession.
We also learned about birdstrikes, which, though dangerous, I find amusing.
When a dog gets run over, that sucks. I feel sorry for the dog. The dog could only really go one of 4 directions.
But the bird has the advantage of being able to go up or down. I don't feel sorry for the bird. You've got all of everything to be flying around in, and you can't avoid the aircraft coming your way? Please.
Apparently this happens quite often, and is one of the main reasons AMTs and A&P students will be repairing airframes.
In addition to FOD and FOE, we discussed some basic ground operations, and types of fires and fire extinguishers, jacking and hoisting aircraft and tiedown procedures for both fixed and rotary wing aircraft.
We spoke very briefly about taxiing procedures, and hand signals, which I'll be memorizing this weekend in preparation for a taxiing exercise we will be doing later in the month.
 |
| I believe this means "Time for Tacos" |
I can't believe I'm going to get to start and taxi an aircraft. I get giddy thinking about it. It's like telling a dog it's time for a walk.
On a significantly more sobering note, today I saw pictures of a corpse.
This body used to be a man, but hist head got into the rotor plane of a helicopter.
The photographs were extremely graphic. So graphic I wondered if they could possibly be real. I was assured that they were.
That really drove home some of the dangers associated with this profession.
We also learned about birdstrikes, which, though dangerous, I find amusing.
When a dog gets run over, that sucks. I feel sorry for the dog. The dog could only really go one of 4 directions.
But the bird has the advantage of being able to go up or down. I don't feel sorry for the bird. You've got all of everything to be flying around in, and you can't avoid the aircraft coming your way? Please.
 |
| Seriously. |
Apparently this happens quite often, and is one of the main reasons AMTs and A&P students will be repairing airframes.
Wednesday, August 24, 2011
Day 3
We started up an Allison 250 jet engine, just for the fun of it.
We talked about tool control and shadowing our toolboxes (which we haven't been able to bring to school yet)
Foreign Object Elimiation (FOE) is a big deal in the aviation industry. A lose object of any kind, hand tools especially (high density = heavy and usually pointy) can cause major damage in an airframe, let alone the powerplant of an aircraft. You don't want to leave a socket in the wing or empennage of any craft. Death could be the result.
In order for one to keep all of one's tools accounted for, tool box shadowing is employed.
There are two ways to do this, the cheap way, and the expensive way. The expensive way entails buying products specifically intended for this.
The cheap way (DIY style, of course) involves re-purposing other materials, specifically any type of closed-cell foam or home insulation.
A quick google search yeilds all kinds of interesting forum discussions, but cheap backpacking pads from Wal-Mart, and sheets of home insulation from big-box hardware stores seem to be the two most popular DIY box shadowing materials.
Thread links:
http://www.myaandplicense.com/shadow-your-tool-box-for-cheap/
http://www.garagejournal.com/forum/showthread.php?t=25958
http://www.hotrodders.com/forum/toolbox-shadow-foam-132460.html
http://www.garagejournal.com/forum/showthread.php?t=86535
Tool porn:
Tool list
This is the tool list we were given. The instructor made it very clear that we were not to use or bring crescent wrenches. Nor are we to use digital calipers (I'm not sure why on that last one, but I guess I'll find out...).
We were also informed that the duckbill pliers we purchase cannot have straight left-to-right serrations on the jaws. Apparently we will be pulling safety wire with these pliers, and those straight, sharp jaws will nick and damage the wire. Some duckbill pliers have a cross-hatch type of serration, which is acceptable.
I saw probably a half-dozen or more published tool lists on the web before I got this one from my instructor. There are definitely some things they all have in common (12 point sockets and end wrenches, screwdrivers, files, multimeter) but this list is also very different from some other lists I've seen.
This list includes tools not found on other lists, and other lists are longer than this one. So, if you want to start buying tools ahead of time, don't.
And if you can't resist, then buy only the basic things you either know you'll need, or you won't mind having around the house.
When sourcing tools, sales and specials are great, but eBay is always there.
1 Socket Set (Rachet, 12pt. Shallow, 12 pt. Deep, 3” 6” extensions, u-joint) 3/8” Drive Airframe
1 Socket Set (Rachet, 12pt. Shallow, 12 pt. Deep, 3” 6” extensions, u-joint) 1/4" Drive Airframe
1 Combination Wrench Set (12 pt.) 1/4” – 1” Gen.
1 Flat File Single Cut 8-10” Gen.
1 Round File Double Cut 8-10” Airframe
1 Half Round File Double Cut 8-10” Airframe
1 File Handle Adjustable Gen.
1 File card N/A Gen.
3 Drill Bits #40 Airframe
3 Drill Bits #30 Airframe
3 Drill Bits #21 Airframe
1 Drill Bits #11 Airframe
1 Drill Bits 1/4" Airframe
1 Pin Punch 3/32” Airframe
1 Pin Punch 1/8” Airframe
1 Pin Punch 5/32” Airframe
1 Pin Punch 3/16” Airframe
1 Chisel 1/4" Airframe
1 Chisel 3/8” Airframe
1 Center Punch N/A Gen.
1 Automatic Center Punch N/A Airframe
1 Hack Saw W/Blade Adjustable Gen.
1 Ball Peen Hammer 12 oz. Gen.
1 Plastic Tip Hammer 12 oz. Airframe
1 Right Cut Aviation Snips N/A Airframe
1 Left Cut Aviation Snips N/A Airframe
1 Center Cut Aviation Snips N/A Airframe
1 Slip Joint Pliers 6” Airframe
1 Side Cut / Diagonal Pliers 6” Gen.
1 Needle nose Pliers 6” Airframe
1 Duck Bill Pliers 6” Gen.
1 Tongue and Groove Pliers 8” Airframe
1 Needle Nose Vise Grip 6” Airframe
1 Standard Vise Grip 6” Airframe
1 Snap Ring Pliers (Combination in/out-side) N/A Airframe
1 Flat Bade Screw Driver 1/8” X 3” Airframe
1 Flat Bade Screw Driver 1/4" X 2” Airframe
1 Flat Bade Screw Driver 1/4" X 4” Gen.
1 Flat Bade Screw Driver 1/4" X 6” Airframe
1 Phillips Screw Driver #0 X 3” Airframe
1 Phillips Screw Driver #1 X 4” Airframe
1 Phillips Screw Driver #2 X 2” Airframe
1 Phillips Screw Driver #2 X 4” Gen.
1 Allen Wrench Set .05-1/4” Gen.
1 Deep Aviation Spark Plug Socket 1/2" Dr. X 7/8” Pwrplt.
1 Socket Adaptor 3/8” Dr. F X 1/2" Dr. M Pwrplt.
1 Combination Square 12” Gen.
1 Protractor N/A Gen.
1 Feeler Gauge (offset) To .035” Gen.
1 Scribe 6” Gen.
1 Measuring Tape 12’ Gen.
1 Dividers 6” Airframe
1 Steel Rule 6” in 64ths / 100ths Gen.
1 Mechanical Fingers N/A Airframe
1 Magnetic Pick-up Tool N/A Airframe
1 Inspection Mirror N/A Airframe
1 Sealed Beam Flashlight N/A Airframe
1 Multi-meter (W / Continuity & Temp. Probe) N/A Gen.
1 Small Tool Box/Bag 12”-20” Gen.
1 Tool Cart/Box (W / Drawers) Roll Away Pref. N/A Airframe
1 Leather Gloves (Utility) As needed Airframe
1 Welding Goggles As needed Airframe
1 ANSI Approved Safety Glasses As needed Gen.
1 Air Nozzle N/A Airframe
1 Protractor 180ยบ Gen.
1 Compass leaded Gen.
1 Dial Calipers 6” Gen.
1 Ruler 12” Gen.
1 Calculator (Model TI-30XA) Pref. Batt. Pwr. Gen.
We were also informed that the duckbill pliers we purchase cannot have straight left-to-right serrations on the jaws. Apparently we will be pulling safety wire with these pliers, and those straight, sharp jaws will nick and damage the wire. Some duckbill pliers have a cross-hatch type of serration, which is acceptable.
I saw probably a half-dozen or more published tool lists on the web before I got this one from my instructor. There are definitely some things they all have in common (12 point sockets and end wrenches, screwdrivers, files, multimeter) but this list is also very different from some other lists I've seen.
This list includes tools not found on other lists, and other lists are longer than this one. So, if you want to start buying tools ahead of time, don't.
And if you can't resist, then buy only the basic things you either know you'll need, or you won't mind having around the house.
When sourcing tools, sales and specials are great, but eBay is always there.
1 Socket Set (Rachet, 12pt. Shallow, 12 pt. Deep, 3” 6” extensions, u-joint) 3/8” Drive Airframe
1 Socket Set (Rachet, 12pt. Shallow, 12 pt. Deep, 3” 6” extensions, u-joint) 1/4" Drive Airframe
1 Combination Wrench Set (12 pt.) 1/4” – 1” Gen.
1 Flat File Single Cut 8-10” Gen.
1 Round File Double Cut 8-10” Airframe
1 Half Round File Double Cut 8-10” Airframe
1 File Handle Adjustable Gen.
1 File card N/A Gen.
3 Drill Bits #40 Airframe
3 Drill Bits #30 Airframe
3 Drill Bits #21 Airframe
1 Drill Bits #11 Airframe
1 Drill Bits 1/4" Airframe
1 Pin Punch 3/32” Airframe
1 Pin Punch 1/8” Airframe
1 Pin Punch 5/32” Airframe
1 Pin Punch 3/16” Airframe
1 Chisel 1/4" Airframe
1 Chisel 3/8” Airframe
1 Center Punch N/A Gen.
1 Automatic Center Punch N/A Airframe
1 Hack Saw W/Blade Adjustable Gen.
1 Ball Peen Hammer 12 oz. Gen.
1 Plastic Tip Hammer 12 oz. Airframe
1 Right Cut Aviation Snips N/A Airframe
1 Left Cut Aviation Snips N/A Airframe
1 Center Cut Aviation Snips N/A Airframe
1 Slip Joint Pliers 6” Airframe
1 Side Cut / Diagonal Pliers 6” Gen.
1 Needle nose Pliers 6” Airframe
1 Duck Bill Pliers 6” Gen.
1 Tongue and Groove Pliers 8” Airframe
1 Needle Nose Vise Grip 6” Airframe
1 Standard Vise Grip 6” Airframe
1 Snap Ring Pliers (Combination in/out-side) N/A Airframe
1 Flat Bade Screw Driver 1/8” X 3” Airframe
1 Flat Bade Screw Driver 1/4" X 2” Airframe
1 Flat Bade Screw Driver 1/4" X 4” Gen.
1 Flat Bade Screw Driver 1/4" X 6” Airframe
1 Phillips Screw Driver #0 X 3” Airframe
1 Phillips Screw Driver #1 X 4” Airframe
1 Phillips Screw Driver #2 X 2” Airframe
1 Phillips Screw Driver #2 X 4” Gen.
1 Allen Wrench Set .05-1/4” Gen.
1 Deep Aviation Spark Plug Socket 1/2" Dr. X 7/8” Pwrplt.
1 Socket Adaptor 3/8” Dr. F X 1/2" Dr. M Pwrplt.
1 Combination Square 12” Gen.
1 Protractor N/A Gen.
1 Feeler Gauge (offset) To .035” Gen.
1 Scribe 6” Gen.
1 Measuring Tape 12’ Gen.
1 Dividers 6” Airframe
1 Steel Rule 6” in 64ths / 100ths Gen.
1 Mechanical Fingers N/A Airframe
1 Magnetic Pick-up Tool N/A Airframe
1 Inspection Mirror N/A Airframe
1 Sealed Beam Flashlight N/A Airframe
1 Multi-meter (W / Continuity & Temp. Probe) N/A Gen.
1 Small Tool Box/Bag 12”-20” Gen.
1 Tool Cart/Box (W / Drawers) Roll Away Pref. N/A Airframe
1 Leather Gloves (Utility) As needed Airframe
1 Welding Goggles As needed Airframe
1 ANSI Approved Safety Glasses As needed Gen.
1 Air Nozzle N/A Airframe
1 Protractor 180ยบ Gen.
1 Compass leaded Gen.
1 Dial Calipers 6” Gen.
1 Ruler 12” Gen.
1 Calculator (Model TI-30XA) Pref. Batt. Pwr. Gen.
Tuesday, August 23, 2011
Day 2
Today we discussed the four forces, the three axes, the two types, and the first principle.
They weren't delivered in that way, or even in that order, but if I were teaching the class, that's how I would lay it down for the students.
It's all pretty elementary stuff for anyone who has had an interest in aviation and how things work. But it's great to go over everything again. A&P students come from a wide range of backgrounds and experience levels, so the instructor must always assume they know nothing.
The four forces:
The three axes (it took me a while to figure out how to pluralize "axis." Axi? Axies?):
The two types:
And the first principle:
They weren't delivered in that way, or even in that order, but if I were teaching the class, that's how I would lay it down for the students.
It's all pretty elementary stuff for anyone who has had an interest in aviation and how things work. But it's great to go over everything again. A&P students come from a wide range of backgrounds and experience levels, so the instructor must always assume they know nothing.
The four forces:
The three axes (it took me a while to figure out how to pluralize "axis." Axi? Axies?):
The two types:
And the first principle:
That's not really the "first" principle of anything except what you need to understand when regarding powered flight. The instructor did a pretty good job of explaining it, but I think some of the shy, slower kids didn't get it. It's their fault for not speaking up,. and I won't mind explaining it to them if they ever ask.
I really do think a foundational thing to tell A&P students, and any future aviation mechanic, is that air acts like a fluid. When I learned that (in the 8th grade), it really helped me understand Bernoulli's principle.
Understanding that air is a fluid makes it easier to understand why the air is drawn (as it is pushed) over the top of the airfoil than under. Once we understand that, we have to understand and how air, acting as a fluid, is constantly seeking equilibrium. With an airfoil between the high-pressure bottom and low-pressure top, the only way to reach equilibrium is by equalizing the pressure --> moving the airfoil up along the vertical axis.
Other interesting things I learned about:
Gyrocopter, or autorotor.
I want one.
Badly.
http://en.wikipedia.org/wiki/Autogyro
I also learned that A&P Mechanics have a good change of working in a diversified set of industries. In my part of the world, there has been a recent (the last 10 years or so) interest in wind farms as an alternative source of electricity.
I really do think a foundational thing to tell A&P students, and any future aviation mechanic, is that air acts like a fluid. When I learned that (in the 8th grade), it really helped me understand Bernoulli's principle.
Understanding that air is a fluid makes it easier to understand why the air is drawn (as it is pushed) over the top of the airfoil than under. Once we understand that, we have to understand and how air, acting as a fluid, is constantly seeking equilibrium. With an airfoil between the high-pressure bottom and low-pressure top, the only way to reach equilibrium is by equalizing the pressure --> moving the airfoil up along the vertical axis.
Other interesting things I learned about:
 |
| Me Gusta. |
I want one.
Badly.
http://en.wikipedia.org/wiki/Autogyro
I also learned that A&P Mechanics have a good change of working in a diversified set of industries. In my part of the world, there has been a recent (the last 10 years or so) interest in wind farms as an alternative source of electricity.
The A&P student is going to learn all about airfoils, composites, generators and electronics. The only thing we won't be taught how to do is climb the ladder to the turbine.
Day 1
22 August 2011
It takes me 30 minutes from my door to the door of the classroom with 6:30AM traffic.
NPR says Kadaffi isn't going to last long.
I got to class early, so I sat in the parking lot and drank coffee.
Quiet morning. Still. Calm. Optimistic. Unsure. Curious.
It takes me 30 minutes from my door to the door of the classroom with 6:30AM traffic.
NPR says Kadaffi isn't going to last long.
I got to class early, so I sat in the parking lot and drank coffee.
Quiet morning. Still. Calm. Optimistic. Unsure. Curious.
Determined?
All is quiet in the classroom now. Humans are strange. This type is, anyway... Homo 'Merikanus.
Start smoking again? No. Just shut up and drink your coffee.
The instructor walks in and writes "Ground Operations" on the whiteboard with a faded green marker.
We all open our notebooks. Skulls full of mush. Monkeys ready to be launched into space.
First we talk about the program and how long it has been around. Then we are given interview forms to fill out for another person in the class. We then introduce them. I've seen this ice-breaker technique used before, but it seemed to work pretty well with this group.
I learn that I need to work on my penmanship because I'll have to fill out lots of paperwork.
All is quiet in the classroom now. Humans are strange. This type is, anyway... Homo 'Merikanus.
Start smoking again? No. Just shut up and drink your coffee.
The instructor walks in and writes "Ground Operations" on the whiteboard with a faded green marker.
We all open our notebooks. Skulls full of mush. Monkeys ready to be launched into space.
First we talk about the program and how long it has been around. Then we are given interview forms to fill out for another person in the class. We then introduce them. I've seen this ice-breaker technique used before, but it seemed to work pretty well with this group.
I learn that I need to work on my penmanship because I'll have to fill out lots of paperwork.
We talk about the tool list and take a tour of the facility. We discuss books, career options as an AMT, and we spend a lot of time talking about safety. We discuss the particulars of safety when it comes to individual shop machines, and then we take a safety test.
I learn that licensure costs not only the expense of the course, but exam expenses as well:
General, Airframe and Powerplant written tests all cost $150 apiece.
The O&P (practicals) for each of those three cost around $150 apiece.
General, Airframe and Powerplant written tests all cost $150 apiece.
The O&P (practicals) for each of those three cost around $150 apiece.
$900 just to take the test. Mark that up to things I didn't know.
Monday, August 22, 2011
New Horizons
I had an epiphany while waiting waiting for the rest of the passengers to board. We were on our way from Bogota to Santa Marta.
As with most of my good ideas, I had some help from my lovely assistant and wife. We were briefly discussing how aircraft work, and how interesting it must be to work on them.
There was a beat; a pause in the conversation. We both looked at each other and I think the idea hit us at the same time: why don't I work on aircraft?
I remembered a recruiter from what was then known as Spartan School of Aeronautics coming to talk to us in high school. Their marketing was effective: they gave us a sticker with a black cat branded with the number #13
Their motto is "Knowledge and Skill Overcome Superstition and Luck."
I dig that sentiment.
I gathered some information about Spartan, and Wifey and I had made mental preparations for me to relocate to another state to attend this school.
We discovered only a short time later that a local community college offers A&P courses.
With only two weeks between our arrival back to the US, and classes starting, we jumped in feet-first to a new career for me, and a new way of life for her. It should be interesting to say the least.
In the two weeks between then and now, I scoured the internet for advice, suggestions, and an outlook for people like me who were going to attend an A&P school after having already been in the workforce. I found none.
While waiting for class to start today, I occupied my time by jotting some emotions and thoughts in my notebook. I realized that I could do some good by recording the process from my perspective, and sharing it with the world in blog form.
I present to you, dear reader, my account of A&P school, as I'm living it.
I intend to be a licensed Aviation Maintenance Technician in under 2 years.
Why A&P?
I love aircraft and always have. While other boys were talking about cars, I was talking about aircraft.
People want to talk about freedom and having the wind in their hair... forget your motorcycle, go fly a plane!
And I'm a good mechanic. It only seems natural now that I think about it. Isn't that how things always work, though? They seem obvious and apparent once you've already figured them out.
Long-term goal is to fly, but I can only do/afford to do one thing at a time. This will get me a job that pays more, which is something a PPL wouldn't do. This gets me in and around aircraft, in the aviation community, and if we want to talk about Maslow's hierarchy, it gives me a good shot at self-actualization.
Mine is a dead-end job with little reward, challenge, or financial renumeration. I would take any two of those three, but I think that the A&P Licensure, and the AMT status that comes with it, I'll be able to get all three.
At least I hope.
As with most of my good ideas, I had some help from my lovely assistant and wife. We were briefly discussing how aircraft work, and how interesting it must be to work on them.
There was a beat; a pause in the conversation. We both looked at each other and I think the idea hit us at the same time: why don't I work on aircraft?
I remembered a recruiter from what was then known as Spartan School of Aeronautics coming to talk to us in high school. Their marketing was effective: they gave us a sticker with a black cat branded with the number #13
Their motto is "Knowledge and Skill Overcome Superstition and Luck."
I dig that sentiment.
I gathered some information about Spartan, and Wifey and I had made mental preparations for me to relocate to another state to attend this school.
We discovered only a short time later that a local community college offers A&P courses.
With only two weeks between our arrival back to the US, and classes starting, we jumped in feet-first to a new career for me, and a new way of life for her. It should be interesting to say the least.
In the two weeks between then and now, I scoured the internet for advice, suggestions, and an outlook for people like me who were going to attend an A&P school after having already been in the workforce. I found none.
While waiting for class to start today, I occupied my time by jotting some emotions and thoughts in my notebook. I realized that I could do some good by recording the process from my perspective, and sharing it with the world in blog form.
I present to you, dear reader, my account of A&P school, as I'm living it.
I intend to be a licensed Aviation Maintenance Technician in under 2 years.
Why A&P?
 |
| Long-Term Goal |
I love aircraft and always have. While other boys were talking about cars, I was talking about aircraft.
People want to talk about freedom and having the wind in their hair... forget your motorcycle, go fly a plane!
And I'm a good mechanic. It only seems natural now that I think about it. Isn't that how things always work, though? They seem obvious and apparent once you've already figured them out.
Long-term goal is to fly, but I can only do/afford to do one thing at a time. This will get me a job that pays more, which is something a PPL wouldn't do. This gets me in and around aircraft, in the aviation community, and if we want to talk about Maslow's hierarchy, it gives me a good shot at self-actualization.
Mine is a dead-end job with little reward, challenge, or financial renumeration. I would take any two of those three, but I think that the A&P Licensure, and the AMT status that comes with it, I'll be able to get all three.
At least I hope.
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