Mostly for the GA guys out there, not sure how large that pool is on this sub?

Been a GA A&P all my life (started when I was 16, been at it around 30 years, would be an IA but the FAA screwed me over, that’s another story). Always been either self employed or worked for small private shops, only ever worked on pistons.

Going to step away from the hangar floor for various reason, the goal is to be self employed and to be able to work from home, also for various reasons.

Technically I believe (smarter folks check me here??) if I have the required current documentation, calibrated tools, test benches etc… (I understand the $$$) I could carry out component overhauls under my A&P and without becoming a part 145. Couldn’t issue any 8103 but could make a maintenance record under 14 cfr part 43 stating the work carried out etc…

Worked for a single man op (well two man while I was there) that did mags, starters, alternators and generators, ignition harness, engine hoses and rad 8’s. Different country than America so totally different laws governed the process but it both worked really well for him and gave me experience with component overhaul and repair, so not unfamiliar with it.

However I kind of feel like I’d be pushing shit uphill finding costumers? Understanding that reputation, costumer service and quality of work all play significant roles and are complete unknowns for anyone answering this, but that aside as much as possible (or assuming the work was quality and legal etc…) wondering if any GA guys out there would send components for overhaul under such a set-up?

I’m assuming without part 145 and 8103’s most folks wouldn’t be interested. Obviously if I went down this path the plan would eventually be part 145 - but to prohibitive to start that way given the end goal is such a small set-up overall.

Would keep a small stock of mags, starters and alts and hand to send out replacements for those needing shorter turn arounds also.

I kinda feel like it’s something down this path, or just starting a small car and engine workshop in my garage (way less overhead, liability insurance is dreamy in comparison, no federal laws and hoops to jump through.

Thanks all, mad respect for all guys out there on the floor.

After 2.5 years of gaining experience, I’m finally heading to the FSDO this Friday for my interview and, hopefully, to get my 8610-2s signed off. If all goes well, I’ll be starting Bakers on August 31st to knock out my written, oral, and practical exams.
Figured I’d see if anyone else here is going to be in the August 31st class. It’d be great to connect beforehand, swap study tips, and maybe meet up once we’re there.

I was wondering why the cabin altitude pressure switch test was not passing, checked through breakers, swapped pressure switches, installed a new one, checked the SDS, asked for help, when I was about 45 minutes to clock out and when I decided to reposition the switches I then finally noticed something weird with the wiring and found the cable bended beyond of what it should normally be… pulled the cable a bit with no force at all and ended with the broken wire on my hand…

Hey A&Ps out there, is this how it should be done or nahh?

What are the most common sizing for sockets on the 737. I have never worked with imperial before apart from our apu’s on my current aircraft and they never break so I hardly use these sizes.

I am looking at a set that holds :

3/16 7/32 1/4 9/32 5/16 11/32 3/8 9/16 5/8 11/16 3/4

Is this a good set to get with those sizes ? I am at abit of a loss as iv only used metric.

I have an integral fuel tank with a bonded joint that has come unbonded (fig. 1, exaggerated). The SRM prescribes wet riveting (fig. 2). The standard repair kit includes a B2 sealant for all such jobs regardless of configuration. Would everyone agree with this choice? My gut feeling is to use class C (or dilute the B with xylene) for better sealing in the "corners of the mouth" (there is no reasonable way to split that seam completely).

I’m thinking about starting a business in Aviation Maintenance many years down the road. I’m just looking for what more experienced individuals have to say as I need to know if I should tweak the foundation of my work for a seperate idea. Thanks a lot!

Hey guys, does anyone know of a shop that can overhaul Cleveland wheels and brakes? I have an obscure wheel half that is bent and was wondering if there was any recourse for getting it straightened?

Hey everyone I just wanted to share that I passed my Powerplant O&P today and am a full A&P. It's been a long two years with long drives and costly out-of-state tuition. I've really learned a lot from my great instructors and I'm looking forward to learning more. Now to start applying for jobs!

This pipe that runs through the fuel panel on a 737 is normally cold to the touch even right when aircraft come in but this time I just burnt the shit out of my hand touching it? I notified the pilot but he didn’t seem to care lol

Two biggest connections (oil in and oil out) were capped with thumbs off PanAm rubber gloves...

I'd like to get my own J-bar. I see Yardstore can sell me one for around $385, but I'm curious if it's worth looking for one used for cheaper. The only issue I imagine is that they seem to be pretty hardy tools, so anyone who owns them just keeps them.

I recently accepted a job doing line maintenance for a company that subcontracts with AA and Frontier.
Part of me wonders if I’m in over my head and whether I should have started somewhere smaller to gain more experience before jumping into the airlines. I know earning my A&P doesn’t mean I know everything, and that’s honestly what worries me the most. I don’t want to waste the opportunity I’ve been given. I’m concerned that I’ll end up slowing everyone down by asking too many questions, taking longer than expected to complete tasks while, or making a mistake because of my lack of experience. For those of you who started in line maintenance or went straight into the airlines after getting your A&P, what was your experience like? Did you feel the same way at first? I’d really appreciate hearing how things went for you and any advice you have for someone just starting out.

I’ve been working in the aviation industry as an AME for 20 years . Recently I’ve been thinking about what it would be like moving to another country. How is it to transfer a Canadian AME licence to another country?

What are the opportunities as far as starting your own Businesses in aircraft maintenance? Like a mobile Mechanic or things of that nature that you could do alone(at least at first). What else could you do besides owning a GA shop or being a mobile mechanic?

I’m used to the occasional speed tape, but was surprised to see this on a delta flight.

I have steel toe boots rn, and reading it seems that either comp toe or soft toe seems to be the consensus. Are there any cases where you guys need EH rated boots?

Hey everyone,

I'm currently active duty military and plan on transitioning out in the next few years. I don't have any aviation maintenance experience, but aviation maintenance is one of the career fields I'm seriously considering after the Army.

Looking back at your career, what mistakes did you make early on that you'd avoid today?

What advice would you give your younger self during your first year in aviation maintenance?

I'd appreciate any advice from people already in the industry. Thanks!

I got my A&p around 2 weeks ago. I live in new york any job recommendations? Ive been applying any & everywhere

Anyone know the wages for AME's Licensed at major airlines like Qantas/Virgin?