So please tell us how you cam manufacture a window and install it. Still not done that.
Yr' wrong,
I have already pointed you to the relevant regulations and associated advisory material, if you can't read and understand them, it is not my problem. That it is apparently beyond your present level of knowledge is not relevant, as to whether or not it can be done.
Tell us dumb ones/ Show us exactly where its say you may manufacture parts.
Folks,
This is a bit of an addendum to my last post, I think it is highly likely that Mr. yr' wrong has only a very limited knowledge of paint systems developments over the years, with particular application to corrosion control.
In correct more than likely more up to date than what you are.
Linseed oil treatment of welded tube structures was probably the pointy end of such techniques in 1915, but it is now 2015. Indeed, the various proponents, after about 100 years, still can't agree on whether it should be raw or boiled linseed oil.
Once again you have not shown why it is used. Ill give you a clue it has more than one use
After all, as I understand it, Mr. yr' wrong is what the FAA call a maintenance technician or mechanic, although in Australia we dress it up with the term "engineer", which, in most countries would mean holding at least a BE, not just a trade qualification.
Once again incorrect. An Aust LAME carrys out more than what a FAA IA can do and considerately more than an AMP
Such a person would not be expected to have an in-depth knowledge of such specialist matters, but rather a functional knowledge sufficient to carry out basic aircraft maintenance instructions and tasks relevant to his trade.
Once again LAME is not a trade.
So lets look at it this way;
I have never seen anyone that has not been able to fly. If you can drive a car you can fly, Only one person had real trouble she moved training centres and got though it.
Now kid of the street with 12 months training into a 4 engine bomber over Germany getting the sh&t shot out of him at night in bad weather. In a little over 12 months of training.
Now different kid goes into engineering.
1st year can find his shoes
2 nd can do his laces up
3 getting some where
4 not to bad
5,6,7,8 learning really started
9,10 I can with reasonable confidence place him onto the hangar floor and not have to check on him ever five minutes.
Now when he is doing his lic (which was the hardest in the world to achieve ) when I started 3 sittings a year, now still only 10. No walk in and sit down at a computer at basically when you wish.
So lets look at that again 1 year to 10 years, No wonder a former PM called you BUS drivers.
The difference between a Dr and an engineer is a Dr place there mistakes into the ground, and only do it one at a time.
Some post back you said you often have trouble with engineers. We can see why.
As such, he would not be expected to have an in-depth knowledge of such operational matter as LOP engine operations, which are not maintenance tasks, although, it would seem likely he believes he is an authority on such matters. Quite why this seems to be so is not clear.
Once again incorrect. We as LAME know and have to know all aspects of aviation with the exception to nav when you do engine airframe but EIR know more about it than any pilot would ever know.
Difference is you pay to do a course then you pay for us to fix your mistakes after you done the course its a win win.
Likewise, Mr. yr' wrong does does not seem to understand that there is no requirement to be an AME or LAME to carry out instruction on how to correctly fill out a maintenance release. I can assure Mr. Yr' wrong that at all relevant time I was suitable qualified and licensed to carry out such aviation instruction.
In CORRECT once again.
What about the AA exam our did we forget about that.You know AA its the exam on AIr Law for engineering , woops I forgot you have not done that exam have you.
Please state your qualification's to this statement. On a previous post you admitted you haven't issued a M/R. so what the go. Yep lots of typos on M,R, why because a generally rule end of the day pilot waiting to go and typos are made. So please other than typos what mistakes do we make.
In fact, on far to many occasions I have found new M/Rs releasing an aircraft to service have not been correctly completed by the signatory on the release.
Such as
Tootle pip!!
Now anyone that's knows me also knows I get on extremely well with pilots so please do not think for one minute that im down on you guys. I also will never give you an aircraft that I would not fly in myself. But when people get on this site and make statements that they know it all and clearly do not, as has been pointed out by others as well. Statements like LOP for example, I see the damage I answer there questions and will not be drawn into this again. Make a new thread. I and others like my self need and have to know all aspects of aircraft applications, this not only means what we do in the hangar but what and how it is used why it is used and operational aspect's in flight. To that point I had a problem in flight wit an aircraft. The owner said they went through this problem over the week end and came up with what they thought was the proplem. I got all the info for the flight profile and found and said what the problem was. They said know because xyz still works , yep because of this. Changed component done. And anyway we all know what this person is about and how he acts even with his own kind.
