Day 8

Today I taxied a Piper Cherokee 140B without incident across a pasture full of prairie dog holes.

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.

I made a 92 on the final exam. While some people would be elated with this, I know I should've, and could've made a 100.

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.

Day 7

Today we practiced taxiing aircraft, and all that entails.

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.

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.

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.

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.

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 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.

Day 3

Today, we got out of the classroom and toured the hangar and some of the other facilities.

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 180º Gen.  
1 Compass leaded Gen.  
1 Dial Calipers 6” Gen.  
1 Ruler 12” Gen.  
1 Calculator (Model TI-30XA) Pref. Batt. Pwr. Gen.

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:

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:

Me Gusta.

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.

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.

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.

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.

$900 just to take the test. Mark that up to things I didn't know.

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?

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.