Wondering About Aircraft Maintenance Technician

If you or a relative is interested in aircraft maintenance technician, it will be useful to read the following.
conscientious and professional responsibility is high, tedious and not given a professional aircraft maintenance technician net of provisions in Turkey's efforts.

Since the resources on the internet are complicated like a soup, it is necessary to give brief information under this title. Also, a school related to technician has been opened everywhere, like pitrak. Her high school and university were overflowed. folks want to enter the profession as if there is crazy money. Of course, some martens started hope trades in this area as usual. If you are a relative or you want to get into this business, know the details of the event and act accordingly.

aircraft maintenance technician is basically a profession divided into mechanical and avionics. The mechanical side includes the engine and the body, while the avionics side is concentrated on electrical, electronic and avionic devices. Those who have a maintenance technician license in the sub-branches of these two fields cannot legally do each other's work and only certain works that are given to certain license groups are done by the technician.

Now, you can't just become a plane maintenance technician to finish a school and pat, this is a very important and constantly overlooked point.

There are aircraft / helicopter maintenance technicians coming out of military training institutions in our country, as well as those who graduate from civil institutions. First of all let me explain the military ones because it is easier to explain them.

When you graduate from a military institution (air force or ground aviation), you get the maintenance work of military aircraft and helicopters. Since aviation generally focuses on helicopters, they have a mechanism that divides mechanically and avionically, and the mechanic makes the engine, hydraulic, but the avionicist focuses only on avionics and electricity. the situation is somewhat different in the air force and this time avionics; It is divided into two parts as avionics and electricity. Avionists don't look at electricity, but electricians don't look at avionics either. the same is true for mechanics. for example, bikers are completely separate. hydraulics are also completely separate and do not look at each other's work. There are also hullers and they look for body defects in flight, from minor repairs. For example, there is a branch called attacker, they only look at weapons systems. there are gunmen, their job is only to load weapons, etc.

Since military logic is only to look at military aircraft, I trained civilians and civil sector, etc. they are not subject to their regulation. Therefore, when you leave the military and move on to the civil sector, all the rules of the civil sector come before them as an incomprehensible soup. The military institution is an option to start the profession, but in the current civil sector, this gives you only one advantage. I will explain it later in the article.

Let's come to the civilian now. here is long
Now, the first essential requirement for you to do the aircraft maintenance technician profession in the sector is to have a shy-66 aircraft maintenance license. without this license, you only work as a tea maker in any maintenance establishment, and you will look at the plane while getting up. The legal infrastructure of this license was established according to a regulation published by the civil aviation general directorate as shy-66 aircraft maintenance personnel license regulation. shgm is a fixed institution for all aviation personnel and all permits etc. professional events pass their approval. so whatever they say, and in any case, your priority should definitely not get in touch with these guys. Of course you will attack where you are right, and in that case, do not hesitate, but without a very solid legal basis, it is useless to confront them with an argument like "I did this, I was trained like this, but in Germany", etc. etc. Anyway, this is a very different subject, and we will return to them.
before I begin, let me specify the terms
planes have 2 main types of maintenance work. line level and base maintenance. line level is the usual routine and standard controls before flight. Base maintenance is the maintenance that the plane seen on that TV enters into the hangar and waits for. There are also malfunctions and they can be regarded as a third type of maintenance, and legally correcting the malfunction and calling the aircraft intact can only be done by a technician taking the type course.

type course; It is the training given to the aircraft / helicopter to be worked on but only in the manufacturer's own center or in an educational institution legally authorized by it. Here they will tell you in detail all the systems of the aircraft.

module; is the name given to the exams (courses) that must be passed to get a license. these are divided into types and cover aviation, aircraft-related technical, legal issues as well as basic courses such as physics and mathematics.
1. yes let's say friends, you want to be a younger brother, your brother or you aircraft maintenance technician, you aim. what do we do first
we will first decide which area to choose. If your head presses on electronics, electricity, avionics, no, I love removing hydraulic pumps like porters, if you like to dive into the engine, we will switch to mechanics. An aircraft maintenance technician according to the shy-66 regulation:

* category a
* category b1
* category b2
* category b3
* category c

Unless he gets one of the 5 basic sub-languages, he cannot start work. They also have sub-licenses according to the type of aircraft in the company to be studied, and they are as follows:

- a1 and b1.1 turbine aircraft
- a2 and b1.2 piston aircraft
- a3 and b1.3 turbine helicopters
- a4 and b1.4 piston helicopters
- unpressurized aircrafts with a piston engine of category b3 maximum take-off weight of 2,000 kg or less

this means that if you want to work as an avionics aircraft maintenance technician for the boeing 737-800, you must first obtain a b1.1 license.

License a is the flattest license, you can only do work under the supervision of a licensed technician and you can do pre-flight line maintenance with very simple repairs. intent for simple repairs, such as replacing the overhead locker, completing a missing screw in the cabin, or pressing the lowered tire. To get this license, you need to pass a certain amount of experience and a total of 10 modules. If you are out of shgm approved high schools and universities, it is assumed that you take 9 of the 10 modules from the school and you will receive a immediately after 1 year by giving only 1 module.

The license c is the most open and is taken in 2 ways. first of all, if you take b1 and / or b2 license, you actually perform aircraft maintenance technician for a certain period of time and pass the required module exams or get a c or a course on top of a certain study program in a maintenance company for 3 years by completing a 4 year engineering in an academic way You have c. c is the most important license and you have the right to sign the crs (certificate of release to service) document, which is the license to allow aircraft to fly after maintenance.
2. How do we get these licenses? So can I go directly and buy b1.1 and get on the plane the next day?
reply; of course not. Let's say you want to enter thy and become a boeing 737-800 technician. There are 2 ways you can roughly follow:

a. You will enter a shgm-approved educational institution (high school or university), finish there, go through courses that are not exempted and go through modules called, then do a certain experience period and do the maintenance work called task that you must actually work and fill (as of course) you will apply to shgm to get the "license". blank license is the first 5 licenses I give. So I just go and throw it away. You get a B1 aircraft technician license. If you get b1 without type here, you will only have the right to sign simple pre-flight maintenance operations called the aircraft's line operations, but without the type course, you cannot sign and close the periodic maintenance process that will require a certain type of aircraft under that license to be called the task and base maintenance. that is, you cannot confirm that the task has been done in accordance with the rules. You can not intervene in the malfunction anyway and you can not sign under it because I made the malfunction legally. and of course you can not cut crs or something if you only have a license. No misunderstanding, someone with a blank license can actually work on the plane during line or base maintenance, but when any signature event gets involved, restrictions begin.

yes, we got a blank license and then we also got the basic plane training in the USA, about the plane to be studied and called type course. (This training is usually met by companies, and the return of training requires you to sign a commitment and require you to work in the company for a certain period of time. your winning period has started. When this type is operated on your license, you can now perform all maintenance of that type and sign all works (line or base). but you can't cut crs again. because you haven't taken c license yet.

The best element for the aircraft maintenance industry is the element that can sign and approve maintenance. so you have a blank license, but you don't have a type course. You will work for a fee that is not too much for the past. but when you take the type course, you have the authority to sign and you really start making money.

C license is the highest level since it is the highest level and you have now approved the maintenance of the aircraft and signed it for flight. Of course, you come to this level after a certain time, so this year I bought a b1 license, I bought a type next year, and I'm getting a third year. each phase has a specific year of work to be filled. but if you go from technician origin, you will reach c at best in 6-8 years.

yes, we said the actual working year. this actual working year is a very important point and if you have missing work even for 1 day, you cannot get that license. There is a certain year of working time for each level, and when that period expires and other conditions are met, you apply to shgm to obtain the license.
3. There are many schools, private high schools, private universities. Can't we become technicians when we get in here?
Now the goose's foot is not like that. I sometimes see man x has set up a private aviation school and says "come to us, you have a job guaranteed job that you will start a salary." look wrong and lie. the market does not work immediately for high school graduates with 8k-10k liras. they give so much money to the man who is at least 3-4 types, who can be called a veteran now, 10-15 years experienced man. He is someone who works his head, works like a monster in English and does not harm the company. Otherwise, there are some of them, the license is full, but he does not speak English, he came and went. There are only one type, but like a porter, he does everything from running to work. He has English but he has no type and cannot sign. There is no English, there is a type, but the man is trained with a master-apprentice relationship, he solves a malfunction but cannot go deep or something. that is, since the sector consists of those who know each other, everyone knows what level, what skill, and prices are drawn accordingly.

First of all, there is "shgm approved high schools and universities" on shgm's website. look at these very important shgm approved schools. If you enter here, you will be exempted from most of the modules required to obtain a blank license and you will start the event more advantageously. If you do not attend a shgm approved school, then you will not be exempt from those modules and you will study module while folks take the exam from several modules. shgm approved high schools are also here. I think I will add to high schools, ankara gazi is a shgm approved high school in vocational and technical anatolian high school, but its name is not mentioned in the pdf that I give link on sghm page, to call and make sure shgm.
this is roughly the legal infrastructure behind the business.

shgm boss. whatever he says I said at first, if there are obviously justified points, defend your own right, but if you have the slightest suspicion, do not assert about it, then the subject may grow like gum. for example, actual working times are very important. For example, graduation places, courses taken are very important. Sometime the nation was starting to pass modules from schools in foreign places, just because it was approved. shgm canceled such modules with a very good decision, and only modules from certain foreign locations were considered valid. Thus, a certain order was held in the market. otherwise there were some strange modules from greece or bulgaria that they voted vote vote vote.

the profession is a difficult profession and there is no day and night. They do business because of zart, you go to mardin on the plane, you go to bosnia, you collect planes from there. his conscientious responsibility is high because the slightest neglect can cause an accident and kill dozens of people. money, boss, time pressure is high. If you work in small companies, the issue of cost always comes up, and there may be problems in salaries. Salary is not a problem if working in large companies, but overwork and overtime can destroy your family life. In fact, this is entirely up to you, the better you are a technician, the more solid you will win, but you will get just as tired.

English is a must. Unfortunately, those coming from the military are mostly in a bad situation. Except for the minority who can raise themselves, technicians of military origin have difficulty in language. those with a civil background are more comfortable, but those with less professional discipline shake the language business, and as a result, overtime work takes place with master-apprentice relations. In other words, a technician who is a 10-15-year-old technician who does not speak the language and who looks for a 3-year-old man who knows English when the malfunction occurs during the night shift, does not like it. or it's hard to be a technician who can't tell the boss about a malfunction, "it could be here or here because it says so in the technical book." Also, since the aircraft maintenance area is very connected with abroad, you have to be in contact with foreigners all the time. so it is not a good thing to not be able to write an e-mail or to stand by when the man comes, and to ask someone for help.
There is also the malfunction dimension of the job. when you do not speak the language, technical books and other technical documents are not read. In this case, there is a master-apprentice relationship in the intervention of malfunctions, "we have passed the trial-and-error event, such as our brother has dismantled here, let's look at it first" but the material is disassembled and installed, but the person who knows the work and reads the book, "look what you have done before. Did you take the measurement mentioned in that first step? " When one of them asks, they are stumbling and there is no need to spend hundreds of dollars, just to tell you why you paid so much money in front of the boss when it was seen that the fault would go away with a small cable change. so that situation is not nice. Also, some bosses know and understand the job seriously, and they let it work 1-2 times at most, then they just dismiss it.

I just explained how to get a license. Of course, the real responsibility is when you get a license. you sign because the maintenance work. When you get c license, you give the plane to the flight. God does not show, in an opposite situation, since all the maintenance files are opened backwards, you will testify to the prosecutor in your slightest mistake and no one will stand by you. because this is written in the book of the work, the responsibility is yours as soon as the signature is signed. If you have a serious mistake, you will burn yourself first and then other men who are responsible for controlling you, but this is the rule. this is the legal responsibility part. and there is a conscientious responsibility that is worse. God forbid, if anything, you will feel like a murderer, and you will be beaten by saying "why didn't I see that problem?"

yes, this is the rough summary
There are more fine details, of course, but I did not enter. I wrote the most important points. if you are enthusiastic about this, be careful what i wrote. Open the smallest question stuck in your head and ask shgm directly. because they're the boss. Schools don't call here. especially private schools will necessarily draw you a pink painting. skip them. speak to a technician if possible. they tell the details of the work, the working order, etc.

The question may be asked from engineer friends, whether we can get a c license directly. Let me explain again, no, you can not get a direct call. First of all, you will actually work in a maintenance facility for 3 years, then you will give the modules and if you want, you will get a type (called famization). If there is a licensed technician at your workplace, then there is no need to buy a type. after that you will have the signature authorization and you can apply for c. but in this case, there is an event like signing the work done by others. I mean, I don't know how much you trust people.
only those who graduate from aviation high schools or universities have to become technician assistants until they do not have a license. the money they receive is also less than the minimum or minimum wage. never tear, don't say we were going to start 5k-6k money. it starts from less then the money you get increases according to your effort. Do not worry about money, we are the ones who get scared in this business, no matter who is new to work, we give our 99% correct grade when you get the key in your door, sitting at the cafeteria or crashing by the computer. With the note, the boss is already starting to press this on this "do not miss the man, raise his salary" or "shake it". The only thing you will do is to learn English at least to understand what you are reading and to express yourself and to leave the cocky attitudes aside, not to dislike money, hug the profession with four hands and improve yourself constantly.

engineer crew is a bit more problematic. First of all, why is it unknown? In recent years, new graduates have the mood of "I know everything, who are you?" the man is coming, zero km, here is the maintenance, we are telling that aaa look at the staff the next day, the 30-year-old technician is giving the mind "sir, wouldn't it be like this". or the job is heavy, "I can't do it, he said it to me, he did this to me, and the 3 cents of money would be withdrawn by the nation."

Look, my dear engineer brothers. In aircraft maintenance, kings are technicians. a good technician takes more than engineer. This is the racon of this job. If you want to buy more, then you will know the plane better than that technician, comment on the fault, your human relations will be good, you will not think of being a dog to the nation, you will respect everyone's profession. After that, you will only earn money properly after taking the c license and taking the type. You do not buy, you press English, you play as technical manager, but you will know a plane like crazy, you will know the law and regulations. .

I wish success to all aircraft technician candidates.

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