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Old 12-13-2020, 09:43 PM   #71  
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Originally Posted by Knobcrk1 View Post
Iíd imagine if you wanted to be a mechanic youíd probably get into something non aviation. Iíd imagine they make a killing ripping off people since most have no clue about maintenance.
When I was in college, I worked as a
motorcycle dealer technician for beer money. It was a good gig, but the owner was a crook, and he doubled as the service manager. He made an absolute killing for a long time, but eventually word got around that he was a scammer. People would bring bikes in for valve adjustments...as long as the bike came in sounding okay, it would never make it onto a lift. Cha Ching. Carb rebuild? Quick jet blast-out, no rubber replaced. He sold these tune-up packages that were many hundreds of dollars that often consisted of nothing more than an oil change (with crap bulk oil), chain adjustment, clutch cable adjustment, and a greasing of the pivot points on the bike. He made it sound like WAY more, of course.

He made a ton of money, I will say...until Internet reviews became a thing. Dude was skinned alive on the internet, and now heís struggling to keep the place afloat. Reputation,
both personal and professional, was trashed.

And then I found $20 and two chicks made out.
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Old 12-16-2020, 11:28 AM   #72  
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Part of the problem is how the US DOL classifies A&P mechanics.


https://www.aviationpros.com/home/ar...n-of-mechanics

There is also a long-standing impression among aviation mechanics that their occupation is classified as "semi-skilled" or "unskilled" by the DoL. Unfortunately, this is effectively true. Labor maintains that it bases its groupings in part on its industry sector or function, not on skill level. In fact, you will not find a "skilled" or "unskilled" classification anywhere in the code. By classifying FAA certificated mechanics together with non-certificated service technicians, DoL has effectively classified everyone at the lower skilled, non-certificated level.
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Old 12-16-2020, 01:17 PM   #73  
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Originally Posted by Allegheny View Post
Part of the problem is how the US DOL classifies A&P mechanics.


https://www.aviationpros.com/home/ar...n-of-mechanics

There is also a long-standing impression among aviation mechanics that their occupation is classified as "semi-skilled" or "unskilled" by the DoL. Unfortunately, this is effectively true. Labor maintains that it bases its groupings in part on its industry sector or function, not on skill level. In fact, you will not find a "skilled" or "unskilled" classification anywhere in the code. By classifying FAA certificated mechanics together with non-certificated service technicians, DoL has effectively classified everyone at the lower skilled, non-certificated level.
The DOL can see that there is zero education or training requirements for most aircraft maintenance. Obtaining an A&P is a simple formality for the few instances that its required..
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Old 12-16-2020, 07:39 PM   #74  
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[QUOTE=howdyclub;3171507]The DOL can see that there is zero education or training requirements for most aircraft maintenance. Obtaining an A&P is a simple formality for the few instances that its required..[/QUOTE

Huh? Even in the Part 145 (repair station) world an individual has to show training in each task that is performed if that individual doesnít have an Mechanic certificate. Eventually an uncert could work into a Repaiman certificate after 24 months of OJT. Everything that leaves a repair station is returned to service by someone that has a Mechanic or Repairman certificate.

At a 121 airline, its similar to the situation above. An uncert could, in theory be hired, but that would require them to be signed off on every single task that they would be allowed to perform.

Any maintenance on a part 135 aircraft has to be performed by a mechanic or a repairman, unless those items are specifically mentioned in their maintenance program.

Part 91 is the loosest, of course, but, the inspections, minor repairs and minor alterations still have to be returned to service by an A and P. Major alterations and Annual inspection require a further certificate, an Inspection Authorization (or be returned to service by a Part 145 repair station).

It seems to me there are a lot of instances where and A and P or repairman certificate are required.

I know most people think of MROís that perform maintenance on 121 aircraft south of the border and think that means there arenít any requirements for individuals to perform maintenance at all. Iím here to tell you that simply would not pass here in the US. Of course, foreign repair stations get considerably less scrutiny than US-based repair stations. The FAA cites ďfundingĒ but Iím sure they get political pressure not to look too hard at those foreign-based repair stations.

Most mechanics have quite a bit of money (and time!) invested in their education and tools. Iím a probably considered an outlier since I have a four year degree but, I probably had 20-30K invested in my degree (that was 20 years ago) and about 70k in tools (probably more- I just donít want to think about it!) over the years. Obviously an individual can get into it for considerably less than the above if they go to a community college and are only working on one type of aircraft or have a specialty. In my case, Iím an EMS helicopter mechanic but I also work on business jets, Ag aircraft, and piston GA, avionics, street metal, etc, so, thereís a wide variety of tools that I need to work on that many aircraft and specialties. Luckily, I do own and fly an airplane, and believe it or not have quite a bit of flight time, too.

I just wanted to show the forum that many of the mechanics in the industry are extremely skilled at their jobs and some might even have more time and money invested than a lot of people might think. Honesty, Iím not sure where the next generation of mechanics is going to come from. Most younger people arenít interested in the trade. I think the average age of an aircraft mechanic is the late 50ís now. Iím again an oddity, Iím an older Millennial. The lack of pay (Iíve never broke 90K, even as a Chief Inspector/QA Manager) is the main contributing factor along with a lack of respect within the industry (Iíve been called a ďdumb grease monkeyĒ to my face on more than one occasion) and extreme liability (FAA and civil). I, unfortunately, canít bring myself to talk anyone into it either.

Most guys I know, including myself, are looking to get out of the maintenance world, unfortunately. Itís kinda sad, honestly. Itís just something to think about next time you see someone working on an airplane.

Last edited by 4020Driver; 12-16-2020 at 08:01 PM.
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Old 12-17-2020, 03:14 AM   #75  
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I was referring to the way the industry really works. Sure, a person can go to school, get an advanced degree, and spend a fortune on tools to be a mechanic. OR he can get some papers signed and take a simple test. You can't place much of a barrier in front of something that is always dirty and often low paying. This is why all the loopholes exist to certify people who cant go to school.
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