Oh and shedhead
 

the Avionics license is a FCC territory it just requires passing that test I know a few A&Ps that have one.

shedhead
 

You are talking to him and there are more of us here than you obviously can immagine. My co has a dedicated AV line shop as do many other domestic US airlines.

Brigid
 

There you go making a bad name for us again.. The FCC liscence is a useless tool that was once a steeping stone for an a/v tech. It is rarely required these days and not worth getting.

grounded27. My point was aimed at the FAA licensing system , which, as far as I am aware has no avionics category only the A+P categories. If I am wrong in this then I apologise. looking at the FAA website about mechanic licensing I can find no category for avionics on there. Obviously I was not saying that the US has no avionics guys. I have met quite a few and I am sure they were not figments of my imagination. Well, fairly sure anyway! :}

FCC liscence is a joke, hardly recognised these days. The FAA has no avionics speciality. Airlines do give avionics/electrical courses. Mostly though it is often the individual who chooses the path then becomes competent as a fesult of OJT and formal training.

" 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 "

I hate to be pedantic here Brigid, but once upon a time across the fabled pond, we were taught all kinds of stuff like the above, and some wood and fabric as well c/o HM Gov't.. as a matter of course..this was not that long ago either...and then, when some of us sat down for a wee chat with a CAA Surveyor ( true, the first one I encountered was ex "large LHR airline"...and a complete :mad: ) who also asked questions about wood and fabric..which was nice as I had done a bit as they say with gliders...moving on, American technical manuals...Mr Boeing was a positive delight, in the main, after some cobbled together Air Publications....and then there is the matter of fuel....used to handle a "large US carrier..with limited paint scheme"...who made you do an arcane ritual involving US gallons, US pounds etc plus litres of course...nothing as simple as lit / kg ...as far as I know, I didn't cause one to go splash in the pond or divert due to low fuel.

So you see Brigid, we had the benefit of comprehensive training....a shocking and possibly traumatic realisation for you I know....maybe a therapy visit will be required....the Americans are rather fond of this option after all....:p:E

Tyres (spelling important since we introduced them into America) are covered in depth within the EASA part 66 B1.1 licence exams (part 147). Topics include basic maintenance, construction, fabric weaves and layups & bead construction.

Batteries are covered in depth too - even down to specific electrolytes and how to service the things (once you get to the cells)

Wood and fabric was removed from the syllabus a few years ago since the B1.1 only entitles the holder to work on complex aircraft above 5700kg in weight. (Which is 'quite heavy' in Americanese). It has however, made a small comeback and is mentioned in the 'Materials' module as an introduction to Composite materials. As EASA eases in the light aircraft licence, Wood and fabric will play a bigger role.... unless of course you guys over the pond still operate fabric and wood airliners....

The European and Antipodean licences are specific, but cover a huge range of subjects including avionics and electrics. For the heavy duty black box changing, we still have need of fairies and dog f***ers... :P

For the heavy duty black box changing, we still have need of fairies and dog f***ers...

I don't do heavy duty , I'm too busy f###ing my dawg ;p

what are valve caps btw , where do they go.

In your case - shiny thing on top.

http://i21.photobucket.com/albums/b2...96968_f260.jpg

WOW
 

This is a history making thread at this time it has had just short of, 4,ooo views, I'm glad that I was able to teach you something, and I fear I must bid you adieu !! Keep up the good work and keep pounding them pooches chappies.:D

Not quite, Grounded27

A.D.D. Acceptable Deferred Defect. Not NEF necessarily but it can be. It can also be an MEL or CDL item.

MEL items are not usually electronic at all, they can be any number of mechanical/electronic/pneumatic etc systems.

Non-safety to flight items can be covered in an MEL at the operators discretion as an aid to assisting timely rectification of, for example, passenger convenience items such as a business class seat leg rest inop.

ADD also known as HIL (Hold Item List) depends on operator/NAA.

The closest I can think I have seen on US reg a/c is the PLA or Placard sticker on a log book, but that is usually a MEL/CDL deferral.

Brigid the only thing you have taught us is how to be very very unpopular, tata. :rolleyes:

Cheers Brigid, say hello to The Hitcher for us next time you look in the mirror:ok:

You Guys
 

Aint got a clue, why don't you go break the sound barrier in a dive.

Can we transfer this thread to AirMech??:E

Moderators, please close this thread, the issue has been fully addressed and the thread taken over, thanks for the contributions.

Cheers, D.L.

I
 

Second that :rolleyes:

Valve Cap Missing
 

Just checked CAAIPS, and was unable to find any info that says the Valve Cap is the "Primary Seal". Checked the Michelin Tyre website.au and It states: "The valve cap is the primary air seal and must always be fitted ", but this was for Truck Tyres. I've always been taught that the valve cap is primary, and must be there. Having said that, the AMM for B737NG for my company mentions removal of the valve cap for servicing of the tyres, but neglects to tell you to replace the valve cap on completion. ( I think that's a failing on Boeings part), however, common sense and engineering practice should ensure it's refitment at the end of servicing.
As there is no mention in the MEL, AMM or DDG/CDL for a valve cap allowed to be missing for flight, a straight forward ADD should not be adequate for despatch. I reckon an NTO from your company's Quality department and/or Aircraft manufacturer should be obtained.
Experience has shown though, that the valve cap WILL NOT prevent a leaking tyre inflation valve from deflating the tyre over a period of a few hours, and only recently had to change a wheel for this on a B777. And yes the valve cap was found to be tight on arrival, so it's ability to be the "Primary Seal" is flawed.
I may be new to posting here, but been in the industry 30 years (Licensed in engineering, not security)

palatialvilla, great information, thank you for posting. :ok:

Valve Cap should be renamed Dust Cap IMHO.

Primary seals are on the valve core and a core has a specific torque loading when it is fitted. If it bothers you line techs that much because you cannot ADD the cappy thing, think about putting an IOR to you quality department. They can go to the regulators and the type OEMs and see if the senario can be put in to MMEL so the operator has the option of adding it to their MEL if they see fit.

Simples.:E