The way The Hitcher is behaving this should be going to Jet Blast:ugh:.

I woke up
 

I thought I was talking to other yank A&Ps. I am not familiar with the British Commonwealth Aviation Regs or even if you have any. those publications are FAA publications.
I just snapped that everybody is an engineer, anyway I looked in the FARs ( Federal Aviation Regulations CFR14 FAR 121.383 ( Operating requirements: Domestic, flag and supplemental operations ) pertaining to air carriers and of course only certificated airmen with the privileges allowed under that ticket ( rating ) do maintenance including preventive maintenance, but if the TSA here will let them on the ramp, they are cleared, and if the Operator wants other people doing walk around inspections well that's their business. and one more pair of eyes isn't going to hurt, just as long as any discrepancies are brought to the attention of the People responsible for Logging anything if necessary and completing the requirements of whatever progressive inspection program is in effect at time:) Heres something I found FAR 37.167.4.7 : Leakage: After an initial 12-hour minimum stabilization period, the tire must be
capable of retaining air pressure with a loss of pressure not exceeding 5 percent in 24
hours from the initial pressure equal to the rated inflation pressure I read through a lot and there is no mention of the valve or the cap, so it's manufacturers specifications and I am not gonna open a A 320 publication no way.

I smell a rat. Is it possible that The Hitcher and Brigid are the same person???:E

No it's not
 

But my ISP adress can be checked very easily:(

Here
 

We say put your money where your mouth is.:)

hitcher
so i will give you 3 points of (free) advice.
1. i don't have a lot of sympathy for you to come on the engineer thread of a pilot forum and take the piss out of our profession, but i respect that you have a deep interest in aviation. everyday is a school day in this business. i hope you have learned that lesson.

2. if you ever get a job as a licensed engineer you should never tell lies. this is the worst possible thing for an engineer to do. no matter how bad the situation is or how bad the fukk up that has been made, you will only make it worse by lying.

3. the valve cap on the wheel assy's is a different size from the caps on the brake bleeder ports so it is not possible to swap their position

The piano player in the VIP club.

Erm, actually on some you can. Not all wheels are fitted with the large bore inflation oriface thingy.

Seen A320 with large bore and A330 with small (standard) bore.

Operator specific perhaps.



:confused::confused::confused::confused:


Oh dear. Back to class. :suspect:

That's right
 

We call ourselves A&Ps do you know what that stands for ? and when I said YOU all call yourselves engineers, is why I snapped that I was amongst the kind of idiots that Aussie aviation is so well known for. go sweep the dingo crap out of your seat Captain and go fly your wingie thing.
I will make you eat your words and I am a certificated Airframe and Power-plant Technician what kind of ticket you got, mouth ?
And that is right I said brit commonwealth that is what we call all you ex-brit people who have a picture of the queen on your money ? Including Canada though I will say they have an excellent aviation industry.

If not for the market the USA created I wonder where it would be today? All/most tech growht has resulted from the "new world". No disrepect all aircraft maintainers are my brethren. Just a respect for history and the present day.

Bridging course ?
 

What you will have to do is show the experience or tech school qualifying requirements and and take Federal written tests pass them then the oral and practical tests, pass them and of course, speak, read and write the English language, that leaves you out captain.:)
And since you don't have any accepted experience here, looks like you will go to tech school, we don't recognize your experience just like we don't recognize military experience, if you can find someone to sign you off on experience then yeah, but I wouldn't it could come back on me, I don't know you and you talk like a pilot.
Maybe start with ground school and get that.

And
 

If you fly in, you can fly out ONLY, because you have no flight rating here, you might get ( bridged ) or a temporary rating but it will expire and they don't come easy now thanks to the TSA.

FAA regs
 

Are actually pretty simple to understand and that is why they are easy to comply with, Flight Safety is number one, for mechanics( technicians ) there are only a couple of ratings called : airmen other than flight crew.
the are
parachute rigger
repairman
airframe
power-plant
airframe and power-plant including ( IA ) inspection authorization and ( DME ) which is designated mechanic examiner
the whole of flight safety is the responsibility of those representatives of the Administrator. that's all there is.
the FAA doesn't supervise us, we do, the IAs do the major repair and annual inspections and the DMEs make little As and Ps, simple and it works just fine.
so come down here and tell the DME why you deserve a rating.

Best thread of the year !..:ok::E..on one hand we have hitcher, presumably "flying" his sim of choice, an Airbus, with one hand thus allowing him to participate in an act of gross self abuse with the other while doing so...on the other, enter Brigid,who, bless him, has never seemingly been outside the State or even County line....and is thus unware of the many differences that exist courtesy of the regulatory authorities world wide...there would seem to be a close genetic relationship would there not ?

Thankfully, we do have a sane middle ground albeit with diverse opinions as to the original question / issue...that of valve caps and their definition. I had a look in CAIP's yesterday and couldn't find any specific definition....had a look at Aunty Betty's notes and.....primary seal is used ( engineering, not aircrew sycamore...;):) )....so presumably deep in the heart of a well known building at LGW, a steering group will have been formed to produce a CAP for said definition...based on this thread...:p

Erm, actually on some you can. Not all wheels are fitted with the large bore inflation oriface thingy.

Seen A320 with large bore and A330 with small (standard) bore.

thanks for info, never encountered the smaller sized fittings!:ok:

And now we have Brigid, letting down the A&P's all over the world (and yes i do have one, along with one of those licences that us "British chaps" or "engineers" get issued.:E) Brigid, i think if you ever get out of the USA you'll find you will have so much work to do to get any other type of licence (or "certificate") than you did for your A&P:ugh: Don't get me wrong, i'm not knocking it as it makes me good money, but it's not worth much anywhere else other than some places in the Middle East??

Best thread ever:ok:.

Wow...it is funny how some threads can be so enlightning. I often wonder how the Aircraft Security Specialists miss so much stuff onboard when doing their cabin sweep pre-departure, and that I find when going about my business in the cabin. Now I know.........he is outside doing my job for me. Gives me a warm fuzzy sense of "security" knowing I'm being backed up by other "aviation professionals" :E .

I don't think. Brigid can, at least, write without primary school spelling errors. Hitcher can't.

who would have thought that a conversation about valve caps could be so entertaining.

Liscences
 

Granted an A&P is not held as valid in as many places that a engeneers liscence is, what do you call it anyways? The damb thing makes me 90k base a year. I do wish they would dump the BS needed to get one (dope & fabric and the baseball stitch) and type rate us to align it with the LAME. It sounds like they really make you poor sob's jump through hoops to get one! Some of you guys make it sound like the Queen herself granted your liscence.

IT IS ALL BULL!!!!. None of us have learned more in school than we have actually doing the job!

I'd have to agree 90%.

I have done one type course that was so good (and expensive) that I really felt I had been working the a/c for years when I walked out of the school.
I have to say though that the course had a huge amount of OJT. Nuff said. :ok:


I think we all owe DreamLand a pint for starting such an entertaining thread. :D:ok:

I have to say that continual training on the odd occasion has been pleasurable. There is a POT Principles of Troubleshooting class I took about a decade ago that is common with many airlines, I had a good time and actually walked away feelin a bit smarter. We do gen fams /systems classes/ factory classes that run from a week to several months here on type aircraft. I have found that I generally get more out of the class if I have worked on type for atleast 6 mos first and that retention is about 10%, anything longer than 2 weeks is a waste.

whatever
 

On the school thing people graduating from a tech school that achieve a Rating or whatever you want to call it, know and should know that an A&P license is a licence to learn, and in school one of the things I learned is the FARs, that's where all that part 65 stuff came from.

If you don't know what part 65 is google it and you will find you are lost, just like in any part in the CFRs,

The reason I can find something in those countless copies is because I learned about aviation regulations, so I know enough to only talk about what I know about.

And no your foreign experience is not enough to ask Uncle Sammy for a ticket, and the main reason is that all you use the metric system and some other reasons, you would be and are a danger if you try to use American Technical manuals.

The FAA doesn't issue license numbers per se and like other Federal agencies they use our Social Security number. So tell me how you can get a license number with out a Social Security card issued to you.

On the Brigid/Hitcher thing, that would be funny if it wasn't so insulting to me, I don't know how the other person ( who is supposed to share my computer but makes sure and turn off spell check before he posts ) is or care but he seems to be learning or researching and I would advise him to go to school and learn the basics.

I started at the bottom GS101 and I graduated and I went on to achieve the distinction of working on some planes belonging to instructors because of my grades and the mechanical aptitude I showed.

And the last thing I did pretty good for a girl. So I am used to the male belief that they are smarter and that females don't belong in aviation maintenance.

I had the trust and respect, after my classmates go to know me to be appointed Crew Chief in our overhaul classes both Reciprocating and Gas Turbine.

So lighten up you guys, you sound like a bunch of arrogant pricks.

P.S.
 

I graduated in "91, I am retired, aviation is an avocation to me now not a vocation.:):):)

Ok Brigid....

Care to elaborate on this? "Some other reasons" you say. Like what? We use the metric system? For what? Which units do we use for which purposes? In which countries?

When I work on Boeings where do the "Technical manuals" come from?

I'm sure one of the many non-US citizen, non US resident FAA A&P tickets holders who frequent this forum will tell you. Unless of course you find the answer first, after all you learned all about aviation regulations, right?

darn
 

This just keeps going on and on, If I remember correctly the dope and fabric and welding, wooden aircraft structures, aircraft finishes is in AF101 and I believe that they dropped that part of the course and expanded GS102 basic electricity back in like '2000, baseball stitch, anti tear strips, rib stitching I enjoyed that
Oh heres a test question: what kind of glue is used on wooden aircraft structures any body have a clue. See this License allows an A&P to work on and inspect and return to service ALL aircraft, heavier than air, lighter than air, it's a broad Knowledge base.

Yeah
 

They let you buy one to work on U.S registered aircraft if you meet the requirements of Part 65, that is what we call dime store licensing.

Yes it certainly is, in fact it could be argued that it's too broad.

In Europe wooden structures and balloons/dirigibles are separate licence endorsements, that you study for and are examined on, if and when you choose to do them.

Why waste time and energy training people up in fields that very few will ever work in?

However you still haven't answered my question from my previous post.

How does a knowledge of, and an ability to work with both metric and Imperial measuring systems make people "a danger" as you put it?

Brigid
 

This is a false statement, the FAA has been issuing liscence numbers for years, you should think about getting one, I did a few years back and it is free. As a result of airmans cert's being public knowledge anyone who knows your name could find your ss# and address, we can thank the internet for this. There is also a ticket for people living in forign lands who do not speak english and it prohibits them from using the liscence within the USA.

It is a liscence to learn and any stuck up LAME who thinks they are any better are arrogant idiots. Arrogence in this business get's people killed as a result of complacency.

Okay
 

I stand corrected I read up on the FARs Part 65 and I was wrong but I never learned that as pertaining to me so I didn't remember it, so I talked about something I don't know about and that is wrong so I apologize.

And I retract the statement I made about the metric system or any other measuring system, I just remember a case of an A 320 I think that was Canadian built and bought by an American carrier and was fueled up using the metric system and wound up running out of fuel and had to make an emergency landing on an old drag strip, if it hadn't had the emergency hydraulic systems it does ,it would have been pretty bad.
There would have been a lot more to clean up than just the pilots' seats

Complete thread drift but there are bound to be incidents sometime if we use Imperial gallons, US gallons, litres, pounds and kilogrammes as refuelling measurements instead of an international standard!
Re the metric scale, almost every aircraft I've worked on over the last thirty years has used inches as a base unit, whether it's been British or American built. I'll admit that thread pitches and spanner sizes haven't been uniform though. I've never touched modern (to me, anyway :O) widebodied aircraft, which may well be different re measurement units.
We do have wooden aircraft in Europe - the glue here in the UK was Aerodux (replaced casein glue, which deteriorated in damp conditions) if I remember rightly and I've worked with both Irish linen and Ceconite in regard of fabric coverings; it's no big deal if you take your time and know your dopes.
Oh, back to valve caps, according to my A&P manuals, they're used primarily as dust/dirt covers and secondarily as valve core leakage backups.

The imperial form of measuremet was used and developed over millenia (Egyptians, Romans, Britons, etc) and we introduced it when we re-populated America, so the premise that the FAA claim we solely use metric is utter tosh. Ask your regular FAA inspector about Whitworth or BA measuring too....

A collegue of mine holds both FAA and EASA pt 66 licences. He got the EASA first, then did a short (a few weeks) course followed by an OPEN BOOK exam. This allowed him to gain the FAA equivalent licence. In comparison, IF he had the FAA licence and wanted to convert to EASA or CASA, he'd have had to do EVERY module.

edit: how the hell did we get here from ADD-ing valve caps?

edit 2: The A300 is measured in cm (ie. station numbers) but I can't remember if the fittings are imperial or not....

Hey
 

Lighten up there, And I stand corrected it was an American type, but it was in Canada and it does state that:
The subsequent investigation revealed corporate failures and a chain of minor human errors that combined to defeat built-in safeguards. In addition, fuel loading was miscalculated through misunderstanding of the recently adopted metric system, which replaced the imperial system.

So I had the types confused but the result is the same and the ram air turbine I thought at the time was a system on a A320 or A 300.

You're continued insults only show what an arrogant Bastard you are.

Here's
 

A better article.
Canadian Airlines Flight 143

If
 

Ya wanna know about tires go to the tire shop, ya wanna know about batteries go to the battery shop, ya wanna know about instruments talk to a repairman.
Simple answer to the valve-cap question, who expanded it ? not the questioner.

What'cha think
 

ASVAP ? is it ?

I am sorry Brigid, but at two in the morning on the line I do not want to be working with some one who has to phone the tyre shop or battery shop. I want them to know. as for the instruments, then that is my territory so he should be talking to me. that is the problem with the US system. there is no dedicated avionics role. In a world of increased electronic aviation systems that leaves you as being a safety risk. I say that as someone who has worked on avionic systems from the aircraft on the line all the way down to component level in an avionic workshop. I have been and I still am appalled at the level of systems knowledge that is required to gain a license. but none of this has anything to do with valve caps!

Thanks steveF
 

The answer to that question is: synthetic resin glue and that is a test question on the writtens in my time, I don't have any hands on on the heavies either, I graduated in early '91 and there were no jobs at that time, worse than now.

Just out of curiosity is that cap info in the old Airframe handbook I haven't seen that thing in years but it is good information, I came here because of a post some pilot of rotary wings had on a Bell Jet ranger and stated that the compressor stages and the turbine were only connected by gas stream haha, I couldn't resist the temptation to get into basic gas turbine design. Pilots:rolleyes:

Shedhead
 

That wasn't meant for anybody working the line, that was meant to be the answer to the statement by the security guard about. well I don't want to start that. Hey you guys have all my respect.