Which role should I do?
Life after service if you stay in aircraft engineering will require both the mechanical and avionic skills. Unfortunatly service experiance no longer counts unless you work on a civilian equivilent. In my day there were VC10 TRISTAR to name two
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RG56, if you are really trying to get into aircraft maintenance good luck to you.
There have been several comments regardinfg pedantry on here, it is perhaps worth remembering that your signature, certifying maintenance on an aircraft carries very real, and lasting legal responsibilities. It is not uncommon, in the event of an accident or incident, that your work will be scrutinised closely. Your interpretation and understanding of the procedures you have certified against will be questioned to the nth degree.
If you don't understand what you are signing for, you are leaving yourself exposed. What many of the old & bold on here are seeing is a a slapdash, uncaring young chap.
If they are operators of an aircraft could you blame them for being a bit nervous of your attitude?
If they are techies like me, then you would be subject to a lot of supervision because I could have no confidence in either your attitude, nor aptitude. If I have to give you a lot of supervision, you are a burden, and thus a waste of oxygen.
There have been several comments regardinfg pedantry on here, it is perhaps worth remembering that your signature, certifying maintenance on an aircraft carries very real, and lasting legal responsibilities. It is not uncommon, in the event of an accident or incident, that your work will be scrutinised closely. Your interpretation and understanding of the procedures you have certified against will be questioned to the nth degree.
If you don't understand what you are signing for, you are leaving yourself exposed. What many of the old & bold on here are seeing is a a slapdash, uncaring young chap.
If they are operators of an aircraft could you blame them for being a bit nervous of your attitude?
If they are techies like me, then you would be subject to a lot of supervision because I could have no confidence in either your attitude, nor aptitude. If I have to give you a lot of supervision, you are a burden, and thus a waste of oxygen.
Last edited by Kitbag; 21st Aug 2015 at 21:57.
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In answer to your original question, I would suggest ICT rather than aircraft, there is very little that is accepted by the licensing authorities these days unless you get to some bits of BZN or WAD.
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Again, people are trying to HELP you! Learn to accept constructive criticism. I would suggest that with your current display of attitude, you will struggle during basic training. And as you have now identified yourself, the instructors may well keep an eye out for your arrival!
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150/Kitbag,
Get over yourselves! Can't you remember being teenagers? You've both made a number of derogatory, wide ranging and speculative assumptions based on a few lines of internet script.
How would you like me to analysis your characters?
Get over yourselves! Can't you remember being teenagers? You've both made a number of derogatory, wide ranging and speculative assumptions based on a few lines of internet script.
How would you like me to analysis your characters?
Seriously, I'm struggling to see how anyone can condone the sloppy use of the English language/grammar/punctuation, in a safety critical occupation?
Hmmmmm?
Hmmmmm?
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Kitbag,
So did I. 140 Entry at Halton. I will...you might not like it!
Mopar,
My staff work at 250' and 750kts, was ****e, it didn't get a lot better once I landed. Why, FFS is written English so important?
So did I. 140 Entry at Halton. I will...you might not like it!
Mopar,
My staff work at 250' and 750kts, was ****e, it didn't get a lot better once I landed. Why, FFS is written English so important?
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Kit bag,
You still have time to correct your spelling mistakes, and grammatical errors...Oh, you don't "regarfing" I'll get back to the others later. You wanted, perfection , live with you failings.
You still have time to correct your spelling mistakes, and grammatical errors...Oh, you don't "regarfing" I'll get back to the others later. You wanted, perfection , live with you failings.
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RG, am honestly at a loss at some of the responses you have received after an honest and genuine request for advice.
Am sure you will do just fine, ingore all the BS posts on here about attitude, grammar etc.
Keep your head down, work hard, pass your training, take as much as you can from the service, adventure training, education, life experiences, lifelong friends etc and enjoy what is hopefully a long and happy career.
Good luck.
Am sure you will do just fine, ingore all the BS posts on here about attitude, grammar etc.
Keep your head down, work hard, pass your training, take as much as you can from the service, adventure training, education, life experiences, lifelong friends etc and enjoy what is hopefully a long and happy career.
Good luck.
I don't own this space under my name. I should have leased it while I still could
No, don't ignore the advice about grammar. You might appear to have a slapdash approach to detail but not to worry. It will be a long time before it is your neck in the line, plenty of time to sharpen up.
[quoteKitbag,
So did I. 140 Entry at Halton. I will...you might not like it!
Mopar,
My staff work at 250' and 750kts, was ****e, it didn't get a lot better once I landed. Why, FFS is written English so important? ][/quote]
Well, we'll have to agree to disagree won't we? Call me old fashioned but surely clarity when report writing, is a good thing? This young man has had well intentioned advice from people with a wealth of experience.....people who've been there, done that and got the T shirt. I've been surprised by his reaction to it. Must be me, but I wouldn't be getting smart with people who are in a position to offer the lad some solid advice.
In truth, I didn't actually understand the point you were making in the first sentence of your last post.
MD
So did I. 140 Entry at Halton. I will...you might not like it!
Mopar,
My staff work at 250' and 750kts, was ****e, it didn't get a lot better once I landed. Why, FFS is written English so important? ][/quote]
Well, we'll have to agree to disagree won't we? Call me old fashioned but surely clarity when report writing, is a good thing? This young man has had well intentioned advice from people with a wealth of experience.....people who've been there, done that and got the T shirt. I've been surprised by his reaction to it. Must be me, but I wouldn't be getting smart with people who are in a position to offer the lad some solid advice.
In truth, I didn't actually understand the point you were making in the first sentence of your last post.
MD
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Originally Posted by O-P:9090424
Kit bag,
You still have time to correct your spelling mistakes, and grammatical errors...Oh, you don't "regarfing" I'll get back to the others later. You wanted, perfection , live with you failings.
You still have time to correct your spelling mistakes, and grammatical errors...Oh, you don't "regarfing" I'll get back to the others later. You wanted, perfection , live with you failings.
I finished my apprenticeship before you started yours.
Why, FFS is written English so important?
As just one example:
If your written English was very poor presumably any subordinates who were unfortunate enough to have had their annual report written by you were disadvantaged in the quest for promotion?
As a junior officer (aircrew) at one stage I was writing 50+ annual reports a year, as either 1st RO or 2nd RO (where the 1st RO was a SNCO), on junior ranks and civil servants. I was very aware that what I wrote, and how well I wrote it, could have profound impacts on their careers, and put considerable time and effort into it. Of course, I could have said, "sod that...I'm aircrew, this isn't what I'm paid to do, staff work doesn't matter, I should be flying".....
As just one example:
If your written English was very poor presumably any subordinates who were unfortunate enough to have had their annual report written by you were disadvantaged in the quest for promotion?
As a junior officer (aircrew) at one stage I was writing 50+ annual reports a year, as either 1st RO or 2nd RO (where the 1st RO was a SNCO), on junior ranks and civil servants. I was very aware that what I wrote, and how well I wrote it, could have profound impacts on their careers, and put considerable time and effort into it. Of course, I could have said, "sod that...I'm aircrew, this isn't what I'm paid to do, staff work doesn't matter, I should be flying".....
Last edited by Biggus; 22nd Aug 2015 at 08:57.
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There was me thinking the lad was wanting to join up as an aircraft techie, maybe I missed the bit about him applying to the BBC as journalist!
Give him a break, I've seen a lot worse who went on to do just fine.
Sanctimonious old
s.
Give him a break, I've seen a lot worse who went on to do just fine.
Sanctimonious old
s.