Avionics or Airframe & Powerplant
Thread Starter
Joined: Jul 2003
Posts: 6
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From: originally from the Caribbean now in Canada
Avionics or Airframe & Powerplant
Hi
I was wondering does it make more sense to get your airframe & powerplant license or Avionics instead.
While aircraft are indeed highly automated today, it seems that in a maintenance organization, the A&P guys run the show. Is there more scope for avionics or is one better of with A&P under your belt?
I was wondering does it make more sense to get your airframe & powerplant license or Avionics instead.
While aircraft are indeed highly automated today, it seems that in a maintenance organization, the A&P guys run the show. Is there more scope for avionics or is one better of with A&P under your belt?
Joined: Jul 1999
Posts: 134
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From: Big Sky Country
If you are going to work on N-reg aircraft then the ONLY license you can use is an A&P. This covers all disicplines required of a line engineer. If you want to work in a shop repairing boxes then you would need a repairmans certificate. This does not give you any entitlement to sign-off an in service aircraft. So if you want some advise, get the A&P. How it will take you will depend on your previous experience. That means anything from 10 days to 3 years if you are a complete virgin. Just keep filling out this OJT sheets!!!
Joined: May 2003
Aviation Qualifications: Aircrew (non-pilot)
Posts: 282
Likes: 1
From: Ireland
I did both, avionics first. Had to keep quiet about it in order to get engine airframe work though!
Obviously automated systems are easier to understand when you have an electronics background.
I would say that it is easier for an avionics man to adapt to the heavy metal than a man with years of the mindset that deals with engine/airframe problems, to come to terms with black boxes.
Obviously automated systems are easier to understand when you have an electronics background.
I would say that it is easier for an avionics man to adapt to the heavy metal than a man with years of the mindset that deals with engine/airframe problems, to come to terms with black boxes.
Thread Starter
Joined: Jul 2003
Posts: 6
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From: originally from the Caribbean now in Canada
On the surface it seems that getting an AME- Avionics rating ( this is the Canadian system) as opposed to an AME- M1 or M2 ( equivalent of airframe powerplant) is better way to go.
However it seems to me that airframe/powerplant guy will always have better prospects for employment. It also appears that these are the guys who will end up as Director of Maintenance etc. In other words the leadership roles of the M&E organization.
How much scope is there for the Avionics guy out on line or base maintenance? I mean in a typical maintenance dept, would you find 75% of the maint engineers are airframe & powerplant types?
However it seems to me that airframe/powerplant guy will always have better prospects for employment. It also appears that these are the guys who will end up as Director of Maintenance etc. In other words the leadership roles of the M&E organization.
How much scope is there for the Avionics guy out on line or base maintenance? I mean in a typical maintenance dept, would you find 75% of the maint engineers are airframe & powerplant types?
Joined: Apr 2005
Posts: 569
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From: Stockholm Sweden
Remember that in line maintenance 95% of the engineers are Airframe/Engine. An EASA B1 licence is all you need to work the line. The Avionics B2 engineer will be in the hangar at main base. If you work the American system, you must have an A and P to work.
Joined: Sep 2005
Posts: 12
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From: Western Canada
Better off to get 'E' licence if you're in Canada.
Even better than that be a bus driver for the Vancouver area transit. $25.50 per hour after two years plus pension and benefits. It'll take you at least four years to get that in aviation (if ever) and you'll never see a pension.
I digress...
When you look at the number of M vs E jobs available compared to the total amount of mechanics you'll find more work for an E licence and better opportunities to set up your own AMO if you're good.
You have to go to school to learn the E ticket but, at least for the moment, you can still get the M licence by correspondence. This is not too difficult if you already have an E and want to convert. You'll also need to work in an environment where you can get the M licence logbook sign-offs.
Even better than that be a bus driver for the Vancouver area transit. $25.50 per hour after two years plus pension and benefits. It'll take you at least four years to get that in aviation (if ever) and you'll never see a pension.
I digress...
When you look at the number of M vs E jobs available compared to the total amount of mechanics you'll find more work for an E licence and better opportunities to set up your own AMO if you're good.
You have to go to school to learn the E ticket but, at least for the moment, you can still get the M licence by correspondence. This is not too difficult if you already have an E and want to convert. You'll also need to work in an environment where you can get the M licence logbook sign-offs.
