**Aviation Mechanics thread**

[espyking83]

Tell us about yourself.... What do you work on? How long have you been doing it? What got you into it?

I work on King Air 200's. Pretty good platform, everythings pretty easy to get to. I couldn't change a tire before I went in the Navy, took the ASVAB and couldn't enlist for intelligience because the school was too long for my initial contract, so I chose avionics for the hell of it, my recruiter also said it's one of the better jobs in naval aviation (he was actually telling the truth). My sig has all the platforms I worked on in there. Had a blast. Got out of the Navy and decided over halfway through my degree that I would like to turn wrenches for a living. Got a job as a mechanic about 10'minutes away from my house. So fAr I'm loving it, it's a bit more dirty, but more stimulating and I stay busier.


How about you?

 

[Outlander]

Not a mechanic, but 4 generations of my family have worked for or supported the King Air 200's engine manufacturer, Pratt & Whitney Canada. I started there in '81, moved over to the IT outsourcer in 2000 and am still there. Here is a picture you might enjoy of the PT6 in the main lobby, just outside Montreal, Quebec (I cut my ugly mug out to increase your enjoyment of the photo).

I suspect that there are PT6's flying that are older than you

 

[2drx4]

I have the courses for Bell 204/205/212/407 and 'Airbus helicopters' (stupid they changed their name) AS350 'Astar' with Arriel 1 engines. I've also worked on Bell 206/222/427, Twinstars, LTS-101 powered Astars and the Sikorsky S61.

I spend most of my time with 205/212 now.

 

[TAMPAGT07]

Mods, could we move this to the free parking section? Really not tool specific.... I got my A & P in th early 90's, worked for Lockheed for a few years, then got out of the business....

 

[AE2]

I was a AE in the Navy from 96 to 2000. Worked on F-14a/b/d and F/A-18s, went on cruise with E-2c. After getting out I went into IT. Also a line rat, Tomcat plane captain.

 

[ladderwell]

I was an AM in the Navy from 1996 - 2001. Worked I level on P-3, MH-53E, C-130, and anything else that stopped at the base. I then worked O level on EA-6B's in the airframe shop, as well as wearing the turd shirt, as the plane captain shop supervisor.

 

[Provincial]

I'm both a pilot and mechanic, with a lot of time flying/working on Cessna 180/185, Beech 18 and DC-3 aircraft. Much of this in Alaska.

I moved out of aviation in 1991 to take over the family tree farm and rock quarry, so I haven't been active for a while. I still have the special tools for P&W R-985 and R-1830 engines. I was a throwback then, and I guess that makes me even more out-dated now!

 

[Charles (in GA)]

I have the courses for Bell 204/205/212/407 and 'Airbus helicopters' (stupid they changed their name) AS350 'Astar' with Arriel 1 engines. I've also worked on Bell 206/222/427, Twinstars, LTS-101 powered Astars and the Sikorsky S61.

I was not aware they had gone thru another name change. They were Aerospatiale Helicopter when I went to school on the twin Dauphine my employer had (executive aircraft) and I knew that after the merger of Aerospatiale Helicopter and MBB Helicopter, they had changed to Eurocopter. I was not aware of the change to Airbus Helicopter.

AStars powered by LTS101 powerplants (350D) were known as "falling stars" I know AS came out with a conversion kit to install the Arriel in them and make them into a 350B. I would hope there were not any LTS101 powered ones left.

Similar threads:

http://www.garagejournal.com/forum/showthread.php?t=124715

http://www.garagejournal.com/forum/showthread.php?t=108809

http://www.garagejournal.com/forum/showthread.php?t=81373

http://www.garagejournal.com/forum/showthread.php?t=156480

Charles

 

[ZRX61]

Warbird mech/restorer. Worked on
Spitfire Mk 5, 8, 9, PR11, 14, 18.
Hawker Hurricane 2, 12, Seafury, Tempest.
P38 Lightning.
P39 AiraCobra.
P40 Warhawk.
P47 Thunderbolt.
P51 Mustang.
P63 King Cobra.
B17 Flying Fortress.
B25 Mitchell.
T6/SNJ/Harvard,
T28.
Northrop F5 & T38
Douglas A26, DC2, DC3, Skyraider
Beech Staggerwing, Beech 18.
Grumman Wildcat, Hellcat, Bearcat & Tigercat,
Yak 3, 9.
Bf109
Corsair FG1-D
Plus Reno Racers: RareBear, Stiletto & Dago Red, & overhauled parts for a few others.

& that ******* Sikorsky H34 magnesium nightmare

I'm sure I'm forgetting some.

 

[ZRX61]

I was not aware they had gone thru another name change.

Charles

Scarebus Helicopters...

 

[bczygan]

Did you know about the path to an A&P that doesn't require 2 years of school or working under someone?

Get a Repairmans Certificate with a Maintenance rating from a 120 hour 15 day course.

http://www.rainbowaviation.com/120_hr_course.htm

Then work in the field under your own supervision for 30 months, and qualify to take the A&P tests.

 

[jetmechabq]

started aviation in 1987 with 24 years in military aviation on f-4's A-10's, F-16, KC-135R's, C-130's, UH-1N's and HH-60's in the civilian life GA, 737-200, 727-200, and Cessna 402 now back to work at General Electric as a C-130J propeller Mechanic.

 

[Steinmetz]

"...& that ******* Sikorsky H34 magnesium nightmare…"

& the hot sun.

 

[bczygan]

I'm my own mechanic on my plane.

My brother was crew chief on F111, A-10 and F-15.

 

[espyking83]

Did you know about the path to an A&P that doesn't require 2 years of school or working under someone?

Get a Repairmans Certificate with a Maintenance rating from a 120 hour 15 day course.

http://www.rainbowaviation.com/120_hr_course.htm

Then work in the field under your own supervision for 30 months, and qualify to take the A&P tests.

You can actually go to schools that are only 3-10 days long if you had a qualifying rate in the service. Thank God was an AE and not an AT, a bit harder for them.

 

[1930artdeco]

Provincial, you luck dog, you got to work on the best aircraft in history-the DC-3. I think she is absolutely beautiful. And who can't love the sound a round engine makes! Me, I started and ended on C-130's in the AF. Moving to First Sergeant eventually.

Mike

 

[928'er]

Provincial, you luck dog, you got to work on the best aircraft in history-the DC-3. I think she is absolutely beautiful.

Mike

A little off topic, but my Mom (ex WWII army nurse) was a stewardess on DC-3s flying for Northwest Airlines after the war. In those days you had to be a nurse to be a stewardess.

They served real meals on real china with real silverware in those days and people dressed up to fly....

James

 

[nitrohog]

Started in 08 as an avionics tech fresh out of a&p school, still working at the same small shop. I've worked on L39s, p51s, rvs, hueys, t28s, beech 18s, an A4, etc to list some of the more interesting ones. It's been a fairly good career for me thus far.

Sent from my Rezound on Tachyon using Tapatalk

 

[skyking]

Mechanic ,CF6 inspector , test cell operator , Flight Engineer , Pilot. Retired. Just finished up my inspection on my RV 6 today.

 

[gagreen]

05-10 air force avionics troop. Fixed f117s and 16s
Soaked up gibill free money and got my a&p now I'm in general aviation. Building am rv8 for myself and starting on putting together a 360 for it. I work on everything small from rotax junk up to cessna 340's

 

[gagreen]

And that rainbow school is a joke. I won't hire anyone who have that as their only reference for education, not even as an apprentice. Lol things I've seen.... I guess if you had a mind for it it could help you. But the way they pump out guys with no mechanical skill is crazy.

 

[Provincial]

Provincial, you luck dog, you got to work on the best aircraft in history-the DC-3. I think she is absolutely beautiful. And who can't love the sound a round engine makes! Me, I started and ended on C-130's in the AF. Moving to First Sergeant eventually.

Mike

Mike, you missed the best part - I got to FLY the DC-3, not just work on it!

Not just fly it, but fly it in a beautiful area (Alaska), going into interesting places, like gravel bars, beaches, and short, narrow runways, some of which were steep uphill- or downhill! The shortest runway I landed (and took off) on was 1500 ft. long (with a light load - the remains of a wrecked and burned Piper Navajo), the shortest landing with a full load was 1740 ft. long, and the shortest taking off with a full load was 2060 ft. long. Barrow, Point Hope, Atka, and Ketchikan were the extreme extent of my Alaskan coverage, with everything in between. Cargo was anything that would fit, but not just inside. Hamilton Standard propeller blades sticking out the paratroop insert hole of the cargo door pick up ice just like the wings!

They are a tough bird. Once I hit turbulence so bad it set off the Emergency Locator Transmitter! No damage to the airframe except where some tie-downs failed and the items were flung into the cabin roof. It took the contents of my shirt pocket and deposited it six feet back in the companionway to the cabin.

We had little in the way of navigation aids, so except for the "big" cities, our flying was strictly visual, and often very low. I had a few engine failures, but no forced landings.

I got older, wiser, and moved on to more civilized flying. I still have my Cessna 180, and am now in a position where I will be able to get it going again.

 

[ambenz]

I was a Aviation Technician with VF-142, The Ghostriders in the Navy from 1982 to 1985.
I worked in intermediate maintenance at VAST on HUDs, datalinks, fire controls, and radar converters. Worked on the F-14 Tomcat, went to Nellis for Topgun. I was also a line rat, Tomcat plane captain.
I put my knowledge in electronics to programming touchscreens, PLC's and VFD for robots for the plastics industry and more recent, automation for commercial HVAC industry.
I do have a friend who is currently working at Gulfstream Aerospace Corporation up in Appleton, Wi installing high end electronics and finishing cabins on the jet for those who can afford a Gulfstream...he is pretty busy with overseas customers in the Arab Emirates.
Go figure!

 

[Daves69]

I was able to get my General and Powerplant in High School, had to wait until I was 18 to satisfy the age requirements. Went back and got my Airframe. Took a job in Harrisburg Pa. working on T2 Buckeye overhaul.
A good friend told me about a company in North Carolina that needed sheetmetal workers for Canadair CL44 cargo aircraft. I worked there for a year, and took a job across the ramp for Piedmont Airlines. The industry changed over the next 20 years. Chasing the job got old and I took a job in a truck collision center and have been there for the last 9 years.

 

[timbitca]

Mike, you missed the best part - I got to FLY the DC-3, not just work on it!

Not just fly it, but fly it in a beautiful area (Alaska), going into interesting places, like gravel bars, beaches, and short, narrow runways, some of which were steep uphill- or downhill! The shortest runway I landed (and took off) on was 1500 ft. long (with a light load - the remains of a wrecked and burned Piper Navajo), the shortest landing with a full load was 1740 ft. long, and the shortest taking off with a full load was 2060 ft. long. Barrow, Point Hope, Atka, and Ketchikan were the extreme extent of my Alaskan coverage, with everything in between. Cargo was anything that would fit, but not just inside. Hamilton Standard propeller blades sticking out the paratroop insert hole of the cargo door pick up ice just like the wings!

They are a tough bird. Once I hit turbulence so bad it set off the Emergency Locator Transmitter! No damage to the airframe except where some tie-downs failed and the items were flung into the cabin roof. It took the contents of my shirt pocket and deposited it six feet back in the companionway to the cabin.

We had little in the way of navigation aids, so except for the "big" cities, our flying was strictly visual, and often very low. I had a few engine failures, but no forced landings.

I got older, wiser, and moved on to more civilized flying. I still have my Cessna 180, and am now in a position where I will be able to get it going again.

Wow, I bet you have plenty of awesome stories to tell.

I've never been in or near a flying DC-3 but would love to. My grandfather worked on building the DEW line in the 50's and always talked about flying in and out on DC-3's, DC-4's and Lancasters.

The DC-3 is an amazing amazing machine and it amazes me even more that so many are still flying today. Ice Pilots NWT is one of my favorite shows if only to do some plane spotting. Love seeing and hearing those old planes fly.

 

[mds47588]

I am an A&P for a company that uses airplanes for fish-spotting 6 months out of the year. During the "off-season" is when the heavy maint (annuals, engine changes...etc take place. We have a fleet of Cessna 172'2 and 182's that average approx 900 hrs in 6 short months.

Our hangar is 100' x 100' and I know I've got a few miles on the casters of my KLR1023.

 

[Provincial]

Wow, I bet you have plenty of awesome stories to tell.

I've never been in or near a flying DC-3 but would love to. My grandfather worked on building the DEW line in the 50's and always talked about flying in and out on DC-3's, DC-4's and Lancasters.

The DC-3 is an amazing amazing machine and it amazes me even more that so many are still flying today. Ice Pilots NWT is one of my favorite shows if only to do some plane spotting. Love seeing and hearing those old planes fly.

I do, but I have to be careful of who I tell them to!

 

[ZRX61]

"...& that ******* Sikorsky H34 magnesium nightmare…"

& the hot sun.

True, but haven't touched it for the past 2 1/2 weeks. Health issues (not heat stroke, lol)

 

[espyking83]

Wow, I bet you have plenty of awesome stories to tell.

I've never been in or near a flying DC-3 but would love to. My grandfather worked on building the DEW line in the 50's and always talked about flying in and out on DC-3's, DC-4's and Lancasters.

The DC-3 is an amazing amazing machine and it amazes me even more that so many are still flying today. Ice Pilots NWT is one of my favorite shows if only to do some plane spotting. Love seeing and hearing those old planes fly.

We've got an all original one in our hangar and it is in fantastic shape. Flies atleast twice a week. I don't really work on it, some corrosion control here and there. The Boss Man only lets one guy work on it, it's one of his babies. I'll post up some pics after I drop this deuce.

 

[espyking83]

BTW, any of you framers have a sort of magical elixir for removing very old PRC? This Sky Restore just isn't cutting it. Think I'll mix some of it with toluene, maybe some alcohol and some shampoo too.

 

[espyking83]

 

[Alchymist]

B52, GAM 72 & 77 missile engine mechanic - after 4 years switched to (civilian) electronics, nearest I came to aviation since was in ECM. Electronics proved to be more lucrative...

 

[2drx4]

I was not aware they had gone thru another name change. They were Aerospatiale Helicopter when I went to school on the twin Dauphine my employer had (executive aircraft) and I knew that after the merger of Aerospatiale Helicopter and MBB Helicopter, they had changed to Eurocopter. I was not aware of the change to Airbus Helicopter.

AStars powered by LTS101 powerplants (350D) were known as "falling stars" I know AS came out with a conversion kit to install the Arriel in them and make them into a 350B. I would hope there were not any LTS101 powered ones left.

The Airbus Helicopters change took effect on the first of this year, I believe. Most of the people in industry that were polled about the name change felt it was a bad idea. I guess they figured that they sounded "Too European" for the global market... When people in the rest of the world never had a problem buying them when they were called Eurocopter or Aerospatiale.

The LTS101 is a changed engine from what it once was. I'd still question if it is as reliable as the fairly equivalent Ariel 1D1 that is in the B2 models. There is not a production aircraft with the engine installed in it, but a B model can be converted to having one (Soloy D2/SD2 and Heli-Lynx FX2) and they are fairly popular as the overhaul cost for the current generation LTS101s is about 1/10th of an Ariel 1D1, or so I'm told.

I think all the original D models have long been converted, crashed out, or turned over to museums and schools. But yeah, Falling Star, Death Star, great reputation

 

[ZRX61]

Need a job?

 

[ZRX61]

Here's an oops...

 

[ZRX61]

Anyone recognise this guy?





And for the DC3 guys...







& DC 2...





My kid.

 

[ZRX61]

My kid in the DC 3:



There's nothing like new ****



because the old **** looked like this...







Tools



Parts



DC 3 again...



Ok, switch off the primer...



Well there's ya problem, someone left a mechanic in here...



Sign on hangar door:

 

[scratchedup]

Not just fly it, but fly it in a beautiful area (Alaska), going into interesting places, like gravel bars, beaches, and short, narrow runways, some of which were steep uphill- or downhill! The shortest runway I landed (and took off) on was 1500 ft. long (with a light load - the remains of a wrecked and burned Piper Navajo), the shortest landing with a full load was 1740 ft. long, and the shortest taking off with a full load was 2060 ft. long. Barrow, Point Hope, Atka, and Ketchikan were the extreme extent of my Alaskan coverage, with everything in between. Cargo was anything that would fit, but not just inside. Hamilton Standard propeller blades sticking out the paratroop insert hole of the cargo door pick up ice just like the wings!

They are a tough bird. Once I hit turbulence so bad it set off the Emergency Locator Transmitter! No damage to the airframe except where some tie-downs failed and the items were flung into the cabin roof. It took the contents of my shirt pocket and deposited it six feet back in the companionway to the cabin.

We had little in the way of navigation aids, so except for the "big" cities, our flying was strictly visual, and often very low. I had a few engine failures, but no forced landings.

This was the life I wanted or at least thought I wanted. I have done some flying in Alaska and BC but never ended up working there.

In 1981 I was able to get my A&P from a CC in Eugene, OR shortly after I got my pilot ratings. I was flying and working on a C-340.

Eventually I went the airline pilot route but many of the skills I learned have lasted a life time and I still use some of my original SO tools that I got early on.

BTW do Airbus's from France have any metric nuts and bolts???

 

[2drx4]

BTW do Airbus's from France have any metric nuts and bolts???

I'd assume so, their helicopters certainly do...

Russian/Enbloc aircraft are also metric.

 

[James_B]

I've never been in or near a flying DC-3 but would love to. My grandfather worked on building the DEW line in the 50's and always talked about flying in and out on DC-3's, DC-4's and Lancasters.

The DC-3 is an amazing amazing machine and it amazes me even more that so many are still flying today. Ice Pilots NWT is one of my favorite shows if only to do some plane spotting. Love seeing and hearing those old planes fly.

My first ever flight was back in 1967, and it was in a Royal Australian Air Force C47. For a 13 year old Air Training Cadet, the C47, still equipped with the standard paratroop seating configuration, was a hell of a thrill.