Light aircraft engineer. How?

[SparksFlyHigh]

Hey guys,

I have been reading regarding a career in the engineering industry however I am getting rather confused with the potential processes of doing it.

Could someone please break down the methods/qualifications/options of becoming a light aircraft engineer and is a light aircraft engineer any different to a fully licenced 747 engineer (in terms of getting there).

Thanks

[Genghis the Engineer]

Depends rather upon what you mean by "engineer" and what you mean by "light aircraft".

G

[SparksFlyHigh]

Engineer, technician, mechanic. Which is a basic level and how do you achieve that?

Light aircraft....well....cessna 150 152 172 177 182 pa-28's grobs etc that sort of light aircraft.

[Karl Bamforth]

Genghis.

If you are going to take the time to respond why not respond with something that might help the lad ?

Sparks

I am not at my normal computer right now but will send you some links later.

[Genghis the Engineer]

Karl - sorry if I seemed unhelpful, not my intention. But...

The word "engineer" in English can encompass designing aeroplanes, building aeroplanes, or maintaining aeroplanes. These are all quite distinct skill-sets, requiring different qualifications.

"Light aircraft" could cover gliders, microlights, light homebuilts, certified SEP, MEP, or even in some people's world-view, business jets.

The answer then changes a lot depending upon which combination of these are the direction in which Sparks is interested in trying to take his career.



Sparks - no unhelpfulness intended on my part, but if you'd like to elaborate a bit, I'll try and say something more useful.

G

[Engineer]

In the EASA community the procedures are laid out in Annex III to the EASA implementing rules 2042/2003. In easier terms EASA Part 66:}

[Nopax,thanx]

If you can fund yourself on a Part 66 course, you should be quite an attractive prospect to a potential employer. We have just taken on a chap who was an estate agent :yuk: and with the downturn, was looking for a career change. He goes to college Mondays, and works for us Tue-Fri. All being well, we will have a chap who is both experienced and licensed in a year or three.

[smudgethecat]

Unless you have a special reason for wanting to become a light aircraft engineer id forget it, the pays rubbish and career prospects limited, far more sensible to go down the route of getting qualified on the commercial types ,and im speaking as someone who began his career on light aircraft (and was quite happy until i realized what a type rated line engineer on the big stuff could earn!)

[cessna24]

smudgethecat is right. As i refer to a light aircraft enginner as is someone who works on cessna 152's, 172's etc. I started off on these type of aircraft then moving to Beech King Airs. It was great to learn on and loved it. But {the big but!!}, now im working the line at Stansted on A320's, B767 and loving it. Nowadays learning the bigger aircraft is i would say more benificial cause you can open your options up alot more than just having C152 on your cv. We all have the same licence apart from a few deviations in exam modules. If your a light aircraft engineer or a heavy aircraft engineer, we all have the same responsibilitys. The only difference in aircraft is the light aircraft have to be flown by someone and the heavy aircraft have to have a working computer to fly!!!

[MartinCh]

Hello Sparks.

We've got something in common. Almost. I'm too wanting to become pilot and get trained as an engineer (maintenance side, not design, have enough of sitting in front of PC for a job as a career prospect). We swapped couple posts elsewhere..

Hope your saving still goes well. I've returned from the US, 50ish hours on R22 twitchy things, planning some taildragger flying towards PPL next year while occasional gliding lesson should I find time and good weather at the same time. Hard with two jobs (FT hours) and FT+PT studies.. I'll leave some of the savings aside and do PPL (A) so that I can fly for fun - not just gliders while training and saving for heli CPL etc.

I'd like to specialise in helis. I will see how far I'll get, but I'm starting 'part 66 degree' either with Glamorgan Uni (with ICAT at Cardiff airport) or Kingston (rather not due to locations and course structure, nothing against programmes themselves)

Can't tell from experience/insider knowledge - I'm just keen wannabe for both sides of aviation, but it feels to me that you're more likely to get job on turbine airliners, whether as an apprentice or after having part 66 theory. If you were in the US, you could do their A&P papers, 2 years at local college (where available) or just do apprenticeship and PT study. There's more FW FTOs that would do apprenticeship on SEP aircraft. No idea about UK market..

edit: c24 'beat me' to it. My opinion is supported by pros in the industry as it seems.

[NutLoose]

Hmm I would have a look on Aviation Jobsearch, Pay has moved significantly in the Upwards direction as a result of the severe shortage of "Light Engineers" though "Light" is a Misnomer as the old Para 5.5 and 6.3 covers DC7, DC6, DC4, DC3 etc...... heck I even have stuff on it Ive never seen....

[N707ZS]

Does Brunel tec at Bristol still do aircraft licenceing courses.
They used to do an A and C course which took a couple of years.

[om15]

Try this Filton College: freedom to find your future (http://www.filton.ac.uk/en/courses/course_search_results.php?cat=7)

You can do short courses in conjection with a job, or take a couple of years full time study,

BR om15

[toolboxstickers]

Yes, there will probably be more money to be made on large jets(though the gap has narrowed quite a bit going by my recent job hunt), but working on light planes has advantages, such as no security hassle at small airfields -read some of the letters to CHIRP Feedback- no stressed out passengers waiting and no shifts, just Monday-Friday 8.00-4.30.

[HAWK21M]

Out here Aircraft with MAUW of 5700kgs & above are called heavy Aircraft,below 5700kgs are light aircraft.
regds
MEL

[NutLoose]

HAWK21MOut here Aircraft with MAUW of 5700kgs & above are called heavy Aircraft,below 5700kgs are light aircraft.
regds
MEL


In the UK none pressurised aircraft above 5700 also fall under the same licence, hence you would get DC3 airframe and as most hold 6.3 with 5.5 and the Catalina etc..... but on the EASA licence they would be added as a type.....you would get all piston engines under 6.3 so would hold the DC4 DC6 DC7 engine wise as well.