A/c train From United Kingdom, joined Jun 2001, 501 posts, RR: 4 Reply 4, posted (9 years 11 months 3 weeks 6 days 21 hours ago) and read 3881 times:
Im currently doing the JAR-66 B1 A+C certifying engineers licence, ive got 3 modules done, Propellers was the hardest with there pitch control systems, on speed underspeed bobweights !!, its easy related too some though, I just had a go at module 3, im not an Avionic person but I didnt think I was that bad ! only got 60%.
Its a long road though, I am loving working in the hangars and getting the type experience to get the approvals with the licence, licence is useless without approvals!. I would love the Tech's responsibility and you open up a whole new world being a licenced Tech. So ill plod on for a few more years with exams yet !
I seem too remember you on airmech Kevin Cadd, applying vigourously for apprentice jobs, thats a great way too be, enthusiasm controlled correctly will get you quite far and a good reputation. Its done me well ! dont be over zelous though!
congratulations on getting the job at Virgin , you did well too get in anywere, hardly anyone does apprenticeships now, or has ceased doing them for the time being,
all the best
MD11Engineer From Germany, joined Oct 2003, 13616 posts, RR: 63 Reply 5, posted (9 years 11 months 3 weeks 6 days 20 hours ago) and read 3871 times:
I´ve got a JAR 66 B-1 licence based on my old Irish Basic Aeronautical Engineering Certificates. I´ve done a JAR 147 level 3 MD-11 type course, which is entered into my JAR licence.
I´ve done a JAR 147 level 3 B737NG type course which is not entered into my JAA license yet.
I´ve got also a FAA A&P licence. Working indirectly for an American airline I´ve done FAA, but not JAA, approved type courses on B757 and MD-11 as well.
During my career I´ve worked on a lot of different big jets (B747-100,-200,-400, 737-200,-300,-400,-500,B767, A320, A321, A300-600, DC-10,MD-80, B727-100QF, B727-200, B707) plus some prop airplanes (C-47, C-54, DHC Beaver) and some light aircraft I´m not licenced on.
MD11Engineer From Germany, joined Oct 2003, 13616 posts, RR: 63 Reply 6, posted (9 years 11 months 3 weeks 6 days 20 hours ago) and read 3864 times:
I forgot to say that the JAA requires you to do at least a ATA 104 level 3 course to get it on your JAR 66 B1 licence. The FAA approved courses were level 2 or a mix between level 2 and 3, so they are accepted by the FAA but not by the JAA. On the other hand the higher standard JAA courses are accpeted by the FAA as well.
Dalmd88 From United States of America, joined Jul 2000, 2454 posts, RR: 15 Reply 7, posted (9 years 11 months 3 weeks 6 days 7 hours ago) and read 3824 times:
For the FAA the A&P doesn't have any type. My ticket allows me to work on any private or commercial aircraft regardless of size or type. The catch is you must be "properly trained" for each task. The first airline I worked at only used On the Job Training. When given a new task someone showed us how to do it and we each kept a personal log of our training. When we got a new aircraft type we all got to go to an airframe school and an engine school.
At Delta I work primarily work sheetmetal. From my point of view airframe schools are just a two week vacation from third shift and noise. I get some geewiz info and I get to sleep at night. I really don't believe going to a school gets you 'qualified' for any airplane type. I've been through L-1011 school. It is in my training record at work, but I have very little hands on the airplane. I don't consider myself 'qualified' on that type. I worked 727 overhaul for a year. I never got the chance to got to school. I know the structures end of that type very well and have a fadeing memory of the systems, but all in all I feel qualified on the 727.
So what does it all mean? Would I work on and L-1011, or even an Airbus (honestly I've never even walked on one)? Sure I would, just as long as I have access to the proper manuals and tools.
MD11Engineer From Germany, joined Oct 2003, 13616 posts, RR: 63 Reply 8, posted (9 years 11 months 3 weeks 6 days ago) and read 3812 times:
The US carrier my company has the maintenance contrat for is a big FAR 121 operator. Acc. to their general maintenance manual a mechanic who is working on their aircraft and certifying for his work needs to undergo type training.
I agree that ifyou just go by the FARs you as a n A&P can perform any job, as long as you´re trained for it, which might just be to do it once under supervision. The interpretations are quite widespread, some might require formal schooling, others say that, as long as you have and follow the manuals you can do it anyhow.
MD11Engineer From Germany, joined Oct 2003, 13616 posts, RR: 63 Reply 12, posted (9 years 11 months 3 weeks 5 days 21 hours ago) and read 3802 times:
Currently there is NO way to convert a A&P licence into a JAR 66 licence. I know because there are several American expats working for my company who would like to get their A&P licences converted and I talked to the head of the Irish Aviation Authority Personnel Licencing Department about it. All they can do is to credit the years you worked on aircraft towards your professional experience.
Ok now for myself, I´m a German citizen, but I used to work for a few years in Ireland. During this time I passed the exams for the Irish Basic Aeronautical Engineering Certificates (BAEC) Part 2 (pressurized airframe), Part 4 (gas turbine engines) and Part 6 (Electrics), each with one eassay type written exam and a tough oral exam later. When Ireland joined the JAA my Irish certs got grandfathered into a JAR 66 B1 licence witout a type rating. I moved back to Germany and started working for my current company. We do the contract line maintenance for a big US parcel carrier. When working there I decided that it would be good to have an A&P licence as well, so I sat down studying and later went to Dallas, Texas to do the exams. As I stated above the American carrier we work for requires mechanics to have a type training additionaly to their A&P. I did the courses on B757 and MD-11. My own company sent me independently from the work on the American planes to a JAA approved B737NG course. A while ago they also decided that to get a FAA company approval, based on a German LBA approval, which would allow people without an A&P to sign off US MD-11s, to send me and a colleague (we are the only ones in our station with a JAA licence) to a JAR 147 type rating course with Lufthansa, because the American MD-11 course was not accepted by the JAA.
The funny thing is that only my colleague and myself are allowed to sign off European registered MD-11s and under the JAA company approval, but any man and his dog, who has done the American course, can sign off American MD-11s under the FAA company approval based on the JAA approval.
The company simply wants to use our names for getting the company approval.
A/c train From United Kingdom, joined Jun 2001, 501 posts, RR: 4 Reply 14, posted (9 years 11 months 1 week 4 days 22 hours ago) and read 3640 times:
are you going for an A licence ? also, virgin trains to certifier level aswell as Monarch, Britannia, FLS, British European and college courses also.
I went too work overseas on an AOG with a licenced Technician, who is A, B1, B2 and C licenced, he is 26, he is also approved up too his eyeballs on various types of aircraft/engines, they are definetly footsteps to follow in !!
When you finish your apprenticeship, is the intention too have you working as a Mechanic on the line ? or are you going too work in the hangar facility Virgin now have at LHR ?
Where are you doing your first year training ? whats the training like ?
sorry too throw so many questions at you at once !
HAWK21M From India, joined Jan 2001, 31457 posts, RR: 57 Reply 15, posted (5 years 11 months 2 days 14 hours ago) and read 1977 times:
Quoting Kaddyuk (Reply 13): Would you belive that BY made me wait so long after my interview that I had been accepted in VS and had my medical before they bothered to notify me that I hadnt got a job with them...
Is this common?
Quoting MD11Engineer (Reply 12): Currently there is NO way to convert a A&P licence into a JAR 66 licence.
A&P does not qualify as ICAO Type II licence.Which other countries have a similiar difficulty?
Airfoilsguy From , joined Dec 1969, posts, RR: Reply 20, posted (5 years 11 months 1 day 14 hours ago) and read 1871 times:
Quoting Kaddyuk (Thread starter): I am an apprentice, first year...working my way through the college part and JAR66 Cat A. Already have module one under my belt (maths) starting module 2 in about 2 months (Science).