A&P question
Join Date: Oct 2005
Location: USA
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Mr Guppy, How does an A and P Mechanic prove that he/she has had the required training?
If one elects to leave and work elsewhere, one can certainly place on one's resume the training information...it's not listed on the mechanic certificate. A good employer will verify the mechanic's information when he performs a background check. The employer that doesn't check references has a tendency to deserve what he or she gets.
When one completes a training course, say for example, the Honeywell TPE-331 initial, one receives a certificate of graduation. One can carry copies of these certificates to a job interview as proof, if one desires. More commonly, one will cite this information on a resume, and then provide the documentation if requested.
One doesn't need a factory training course on a Learjet, however, to be able to repair a brake assembly or install a seat. The FAA recognizes this fact. A mechanic can do this work if one is qualified to do so and has performed the work before, or one can do it under the supervision of another mechanic who is qualified...no factory course, no type rating required.
Commonalities among many airplanes mean that one can do a function on many types of aircraft without having a requirement for a type rating on that aircraft.
Mr Guppy, thankyou for a polite and reasoned explanation.
The FAA system of verifying ones experience and training does seem a bit long winded to be honest.
A single piece of paper with a type rating on it would seem simpler (to me anyway).
I also think we may be talking at cross purposes too.
From my (admitedly limited) dealings with US companies and the FAA, the A & P Mech is more hands on and is given instructions from Inspectors, (DQC?) from a remote Maint control centre. whereas the B1 tends to get more bogged down in inspection, fault isolation and supervisory work and, at present, is authorised to, for example, raise a MEL deferral without consultation with MOC,MCC etc.
I did find it odd when first encountering US organisations that judgement calls that I was used to making were taken out my hands and made thousands of miles away by someone sat behind a desk on the end of a phone.
Got used to it now though as I get paid the same but someone else makes the decision.
There's good and bad in all systems, the A&P system is different to EASA/CAA etc thats all, no better or worse, just different.
The FAA system of verifying ones experience and training does seem a bit long winded to be honest.
A single piece of paper with a type rating on it would seem simpler (to me anyway).
I also think we may be talking at cross purposes too.
From my (admitedly limited) dealings with US companies and the FAA, the A & P Mech is more hands on and is given instructions from Inspectors, (DQC?) from a remote Maint control centre. whereas the B1 tends to get more bogged down in inspection, fault isolation and supervisory work and, at present, is authorised to, for example, raise a MEL deferral without consultation with MOC,MCC etc.
I did find it odd when first encountering US organisations that judgement calls that I was used to making were taken out my hands and made thousands of miles away by someone sat behind a desk on the end of a phone.
Got used to it now though as I get paid the same but someone else makes the decision.
There's good and bad in all systems, the A&P system is different to EASA/CAA etc thats all, no better or worse, just different.
Join Date: Jan 2009
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Bottom line is theres a world of difference betwixt the FAA system and the UK system, the UK demands a far higher standard both in the requirements to obtain a licence and the standard of type training required to obtain a type rating on that licence, whether or not the UK system is over the top and demands more than is actually really required is a different matter, however maybe these higher standards have actually helped the UK licence holder as without doubt the status and pay of the licensed engineer in the uk generally speaking is a lot higher than the A and P mechanic enjoys in the states, and no i dont hold any engineer licences so no axe to grind ,however i do deal on a daily basis with both FAA and EASA mechs /engineers
Join Date: Jan 2008
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a&p/easa/casa
like i have said i have my a&p's as well as my casa[aussie] lic on several large aircraft...the difference in course time is between these two is big even now that the major players here in aus have cut back course time due to cost...but have to agree with some on here that once you are licensed on a few aircraft you dont need to drive every wiring diagram or fuel control unit ....i know most are electronic now just proving my point before someone steps in and as far as easa well who needs human factor and all the other bulls#*t we are mechanic's or engineer's the other stuff is the warm fuzzy feeling crap that the world want us to have....
Join Date: Oct 2005
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My decisions aren't made by those thousands of miles away. I make decisions in the field and then act on them. If there's a decision which must be made by a management position (such as an expense which must be authorized by a Director of Maintenance, for example), then that decision must be deferred.
I've filled the various positions, from line mechanic to inspector to Director of Maintenance, and appreciate the needs at each level. I'm not at all against bringing others into any decision, and I frequently do. A simple "what do you think about" bounced off the next guy often leads to insights I might not have considered, or perhaps even a solution that others have tried and found true.
I'm all for being self-sufficient, and while one can and certainly should be capable of operating that way, the wise mechanic/engineer will use all the resources available...which often includes other mechanics, inspectors, supervisors, and even company reps from the manufacturer or repair stations, in order to make an informed decision and a good repair.
I've filled the various positions, from line mechanic to inspector to Director of Maintenance, and appreciate the needs at each level. I'm not at all against bringing others into any decision, and I frequently do. A simple "what do you think about" bounced off the next guy often leads to insights I might not have considered, or perhaps even a solution that others have tried and found true.
I'm all for being self-sufficient, and while one can and certainly should be capable of operating that way, the wise mechanic/engineer will use all the resources available...which often includes other mechanics, inspectors, supervisors, and even company reps from the manufacturer or repair stations, in order to make an informed decision and a good repair.
