Options for Pilots with A&P
#11
Line Holder
Thread Starter
Joined APC: Jun 2019
Posts: 48
I realize that is the case with a lot of places with the current shortage. My ideal is to find 6-12 reputable places to apply, do you have any recommends?
#12
Banned
Joined APC: Jan 2015
Posts: 516
The only places with a shortage of help are places you do not want to be. I know that pilots have to take whatever is available and do so because the time has value toward the destination. An A&P has very little more to offer than any other highschool drop out. The cert is too easy to obtain to have any value. None of the highest paying airlines care about a mechanics experience. These are the only companies that come close to paying a living wage. So that is why I.say that working as an A&P is just a temporary gig. I have been told by a Fedx manager that he would not hire an experienced 40y/o mechanic. They recruit box throwers who have the ticket. Major airlines do the same thing with their bag smashers. Delta hired 18y/o kids as fully fledged mechanics. That's all you need to know about the value of an A&P. It's just a little plastic card that checks a box. This is great for a kid but worthless for an adult. Almost any other type of technician or tradesman make more money with far better QOL. On the job market, a middle aged pilot is just hitting his stride. A middle aged A&P is damaged goods. I would slap any kid with potential that spoke of aviation maintenance.
Last edited by kevbo; 06-02-2019 at 10:25 PM.
#13
I put him on the ignore-list a long time ago; I don't even see his posts any more. He had a failed attempt at a maintenance career, and has been bitter since. He has a very shallow understanding of a pilot career, if he's a pilot at all. His posts don't suggest so.
Very weak pilots who don't make it far tend to have a poor opinion of aviating as a career. Very poor mechanics who struggle and fail tend to be similarly jaded. There are plenty of poor pilots and poor mechanics.
Fortunately there are enough good examples that one can look elsewhere without wasting another moment. The poster to whom you refer is a self-appointed missionary of negativity toward aircraft mechanics and the career field in general, and worth nobody's time.
Very weak pilots who don't make it far tend to have a poor opinion of aviating as a career. Very poor mechanics who struggle and fail tend to be similarly jaded. There are plenty of poor pilots and poor mechanics.
Fortunately there are enough good examples that one can look elsewhere without wasting another moment. The poster to whom you refer is a self-appointed missionary of negativity toward aircraft mechanics and the career field in general, and worth nobody's time.
#14
Banned
Joined APC: Nov 2013
Position: 7th green
Posts: 4,378
Then again, you could start as a DC-6 flight engineer and move up to the right seat of the DC-6 as well. Your A&P license would be of great benefit to you there. Most of the DC-6 flying is in ANC.
Check out www.evertsair.com for more info.
#16
Banned
Joined APC: Nov 2013
Position: 7th green
Posts: 4,378
#17
Gets Weekends Off
Joined APC: Feb 2019
Posts: 307
The only places with a shortage of help are places you do not want to be. I know that pilots have to take whatever is available and do so because the time has value toward the destination. An A&P has very little more to offer than any other highschool drop out. The cert is too easy to obtain to have any value. None of the highest paying airlines care about a mechanics experience. These are the only companies that come close to paying a living wage. So that is why I.say that working as an A&P is just a temporary gig. I have been told by a Fedx manager that he would not hire an experienced 40y/o mechanic. They recruit box throwers who have the ticket. Major airlines do the same thing with their bag smashers. Delta hired 18y/o kids as fully fledged mechanics. That's all you need to know about the value of an A&P. It's just a little plastic card that checks a box. This is great for a kid but worthless for an adult. Almost any other type of technician or tradesman make more money with far better QOL. On the job market, a middle aged pilot is just hitting his stride. A middle aged A&P is damaged goods. I would slap any kid with potential that spoke of aviation maintenance.
#18
Line Holder
Thread Starter
Joined APC: Jun 2019
Posts: 48
Everts Air Alaska in Fairbanks. They fly a couple PC-12s and C-208s. They have an override for people with A&P license when you do A&P work. Once you build your time up (2000-2500 hours) we'll consider transitioning you to Everts Air Cargo flying the MD-80 or DC-9.
Then again, you could start as a DC-6 flight engineer and move up to the right seat of the DC-6 as well. Your A&P license would be of great benefit to you there. Most of the DC-6 flying is in ANC.
Check out www.evertsair.com for more info.
Then again, you could start as a DC-6 flight engineer and move up to the right seat of the DC-6 as well. Your A&P license would be of great benefit to you there. Most of the DC-6 flying is in ANC.
Check out www.evertsair.com for more info.
Postings from a few years ago had starting pay at $55 and 60 hr min.
Does anyone know a current pilot for Everts? Get the current lay of the land.
Thanks
#19
Gets Weekends Off
Joined APC: Jun 2015
Posts: 115
Ideally I am looking toward pilot jobs flying seaplanes but open to job opportunities in the agricultural sector and firefighting sectors as well. I have little desire to go to the airlines. Currently plan on attending the NAAA convention later this year in florida for options in the ag sector.
What would be your top company choices to look into? After going through many threads about individual companies on the forum. I have seen some good candidates, but maybe there are some diamonds in the rough I am missing.
What would be your top company choices to look into? After going through many threads about individual companies on the forum. I have seen some good candidates, but maybe there are some diamonds in the rough I am missing.
But this is the allure of ag flying. The last real seat-of-your-pants flying job. But you won't fly IFR and rarely climb above 500 feet. The equipment is battered and repaired countless times. In the season you may ball up an Agcat on take off, leave it there in a heap to hustle back to another airplane to finish the jobs for the day. If this sounds appealing, then make connections at NAAA. I know for certain that there is work for the right pilot/mechanics. Some guys even take low timers and train them up. Now this is specific to California, not sure about the Midwest/south. If I had to do it all over again, I'd get into Ag flying/wrenching. I'm a comm pilot/A&P as well...but then I got married.
#20
Banned
Joined APC: Jan 2015
Posts: 516
I'm just letting everyone know about aircraft maintenance after starting out there first. The demarcation between mechanic and pilot is incredibly huge. The two never meangle for good reason. The time and money spent on my A&P was a complete loss even at a blue collar level. Not to mention the incredible damage it inflicted to my ultimate career. Anyone with an average IQ that actually finished a crappy public highschool and is not a felon, is far overqualified to work as an A&P mechanic. That's the nicest thing I have to say about it.
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