Looking for a place where I can fly and earn an A&P
 

I have 800TT, 155 Multi, 730PIC, 135IFR. I want to earn an ATP cert. I have a background in automotive repair, I did 9 years with Dodge(that sounds like a prison sentence, and it sure felt like one)and finished with Silver Level certs from Chrysler. I think the only thing I'll have to buy would be a set of saftey wire pliers. Can somone point me in the right direction? I currently hold CFI/CFII/MEI certificates.

Thanks in advance for the help.

That's something that I have thought about too. I don't know the exact details but there are 2 options: go to college full-time and get you A&P(about 18 months to 2 years) or do an apprentice at an FBO or some place like that where you need to log a couple thousand hours turning wrenches, studying for your tests, etc.
I wish I could fit either one into my schedule but I can't.
Good luck.

You could try finding an FBO willing to apprentice you but I doubt you will find one. Most places will only do it if they believe that you are going to stay on with them for the long term. An FBO has to invest a lot of time (2 years) and money (you will slow down the person training you a great deal) in training to get you ready for an A&P even with your car maintenance experience. If you don't already have a degree, you could always go for an Aircraft Maintenance degree (4 years) and knock out two birds with one stone. Otherwise, your only other option is a Part 147 school which will take about 18-24 months.

If you want to be a professional pilot, attaining your A&P would be a long sidetrack in your career. You are better off just continuing to build your hours as an instructor and getting a pilot job as soon as possible. Now if you really want to work as an A&P then the above options are the way to go. If you have any questions about being an A&P just pm me.

The only reason i have an interest in getting an A&P is because I have no desire to go off to an airline job. I grew up in the shadow of corporate pilots, and they all tell me one of best ways to get that corporate job is to secure an A&P certificate. The reason behind this thinking is that in the event of a problem at a destination, you can either A: disconnect the affected component/placard inop/make an entry, or B: make sure the company isn't being ripped off when in the event of an unnecessary repair. I know it may be a sidetrack to this career, but when(or mabey if) the industry turns around, by the time I am finished earning an A&P, I should be at the peak, rather than in the valley.

well, keep in mind that it is going to cost you $18,000 minimum to get it from a part 147 school if you can't find an fbo to train you. also keep in mind that despite your experience working on cars, you really won't know anything as an A&P until you gain work experience as one. I have run into many a corporate pilot who has their A&P at my last position and they say most of the time flight departments try to save money by getting a two for one deal with a pilot/mechanic. Yes, it may help you get a position as a corporate pilot but it really is more about who you know.

I am thinking the same way you are and I too would like to get my A&P for that very reason, but finding the time and/or money is tough to do in this economny and I'd rather get my flying student loans paid off before digging myself deeper in debt. Corporate flying sounds a lot more interesting and fun than airline flying. Anyways, good luck to all!

On the contrary. All the A&P's I know, including the ones I work with, say the transition should be easy. I was Silver certified at Dodge before I quit, and according to the head A&P at the school I teach at, after helping him in the shop hear and there, he says the only thing that will challange me is the regs and rivets. He would love to offer me a position as an A&P's helper, but dosen't have the space availible in the shop.

It sounds like you're referring to small piston aircraft which you will probably have no difficulty with. What I'm referring to is turbine powered corporate aircraft with complex systems way beyond that of a 172. You said you want an A&P to work as a corporate pilot and thus you would be working on corporate jets. When I said that you will not know anything as a newly minted A&P, when it comes to anything beyond a small piston powered aircraft, you won't. There is a reason my former company spent thousands of dollars to send me to factory maintenance training and regularly sent my coworkers as well. An A&P is a license to learn. When you pass your writtens and o&p's, it means that you have the basic knowledge to work on an aircraft not that you know everything. I learn something new on a regular basis and experienced a huge learning curve when I transitioned from small GA aircraft to corporate jets.

Bear in mind that I'm not trying to flame you, I'm just trying to give you a heads up about being an A&P. I know of pilots w/ their A&P's that have gotten in over their heads because their employer expects them to be able fix the airplane with no previous experience or training.

I suggest contacting your local FAA office first and speaking with a GA inspector. You may find that to be extremely helpful and they may be supportive of your interest. Being an IA, I have gotten to know several of our local inspectors and one of them in fact earned his A&P by working in a shop as a helper. The office will be able to give you advice on how to properly log your time, which I believe 30 months combine practical experience. That is required for both tickets and 18 months individually. Also, I believe ASA sells a logbook specifically for those that want to go this route.
Don't give up on the local shops,,,, I suggest pestering them until they give you a chance.

On another note,, my son started working on aircraft with me when was 8 yrs of age. It was documented and later he decided airplanes were not for him. He is now a chef,, oh well. It can be done. Years later your 30 months of hard work and sacrafice will be forgotten and you will have an A&P in your pocket. Good luck:)

Well, I must admit, you've got me there. I know that some of the systems are going to be preaty complex. But I do know that I will be able to adapt better than a person who randomly decides one day to persue this field. When I left Dodge, the only cert I had left to get was automatic transmision. I was Viper/Prowler/Cummings/Sprinter certified. Some of the new vehicles had as many as 38 seperate modules in them, and they all had to speak to one another for everything to work properly. I do know a little about turbine engines, but I also know I would have alot to learn. If working on a 172 is like working on a Volkswagen Beetle(because it is, lets face it), then what would working on a G-IV be like?

well working on a G-IV is not the most fun airplane to work on mainly because of the skydrol. gulfstreams are really prone to corrosion especially in the wheel wells (I've never seen another aircraft corrode as bad as I have seen some Gulfstreams), the flight controls are a pain to remove because of the cable back ups (especially on the tail when the horizontal stabilizer is still on), the fuel panels are a pain to remove as you will have a fun time removing all the fasteners and God help you if you strip them out on the inboard overwing wedge panels, also the flight control cable inspections are a pain in the butt. I do have to say that it is also a really big pain to remove the vertical and horizontal stabs when the bushings and straps corrode that holds the vertical to the fuselage. not sure what kind of car that would compare too.

Sound like an LX platform(Magnum/Charger/300) with a hemi, or an HB platfrom (Durango/Aspen) also with a hemi. So tight that you'll use more than your fair share of four letter words. Although not on the huge size scale of a biz jet. I think the only difference may be the pay. From what I understand of aviation techs. you guys get paid hourly/salary right. When I was turning wrenches it was by the job. If a job paid 5 hours and you got it done in 3, you kept the money. If it paid 5 and you got it done in 10, you still got 5. So you can see there is a lot of pressure to get it done fast and right, otherwise you get to do it again FOR FREE. Mechanics are professionals, and when they screw up, they do it again for free. Doctors get to "practice" medecine, and charge accordingly. I wish I could "practice" being a mechanic.

Alaska OJT A+P
 

Howdy mshunter,

I did the same thing that it looks like you are trying to do, in Alaska.
Have attached a link to a thread that describes some of that, and has more links to info on the route to getting your A+P via OJT rather than military or civilian formalized schooling.
As far as auto mechanics becoming certified aircraft mechanics- go for it. Your background, while not "traditional" would make you a prize I would think for a company looking to hire a good wrench with a solid work ethic.
PM me if you need more info.
http://www.airlinepilotforums.com/pa...nterested.html

from air cargo carriers, inc's website: Air Cargo Carriers, Inc
they are based out of WI. Might be worth a shot.

* Mechanics

o Air Cargo Carriers, Inc is seeking mechanics and sheet Metal Techs. Several locations nationwide. Prefer Shorts & PT6 experience. Will assist employees in obtaining A&P license. (Tool Allowance Available)

A&P Avenue
 

I accomplished what you are considering; and you might look at another avenue.
I went through a certified school at a local technical college for eighteen months and the cost was about half of that quoted in an earlier thread. The requirement as far as the FAA is concerned is a minimum number of hours of training and some of the schools will work with you on a schedule that will enable you to modify attendance or classes to reach that goal. Check with some technical schools and see if they offer night classes, weekend classes, or other options that might fit into an acceptable schedule.

I realy appricate this. now let me convince my wife:(. I'll PM you if I can get her to agree.

Might wanna try the School of Missionary Aviation near Grand Rapids. They're at Lowell City Airport. (24C) A friend went up there and insturcted while working on his A&P.

A buddy of mine worked in the maintenance shop of a local flight school part-time. Once he had the months of experience required he was able to get the authorization to test. Took his General, Airframe & Powerplant tests and set up an examination with the FSDO. Today he is working as a program manager for the Joint Strike Fighter.

You might try AMI, they have a few campuses. I went into the one here in Philly, and the lady with whom I spoke with spoke to me as if I was stupid. I told her that I was working on my CFI, and she asked me if I: "ever heard of the FAA?" and "what a powerplant is?"
Some of them are during the day, M-F for 8 hours. I'm thinking about going to Teterboro School of Aeronautics, heard its better than AMI.