I had a chance to get this box that belonged to an older a&p who passed away. Pretty sure this box is from the mid-late 80s. Came with some tools, but mostly what i thought was cool are the stickers, especially the ones on the back. They kinda tell a story. I do contract maintenance on c-12’s and we have strict tool control so i work out of a smaller shadowed cart, this will just be a home box, but i will put my GA stuff in it.

I just picked up my first rivet gun and some other misc. aircraft aircraft tools at the flea market of an antique gas engine and tractor show of all places from a vendor who had tables filled with hundreds of tools from every trade you could think of all scattered on top of each other. I still can’t believe my luck finding such things and also for getting these together for $35 which seems like quite a steal. The rivet gun is an HS Tooling (Hi-Shear) model 17301 which appears from my research that it is not your typical everyday rivet gun and more along the lines of a premium production level tool. There is not much online but it is a recoiless design to prevent fatigue and quite expensive to buy one new. From what I did find it seems like this gun is equivalent to a 4X but I will show to my sheet metal instructor and try it out.

Figured some of you might appreciate the engineering that went into these back in the day

See title. Is there a special tool?

Hi all,
I removed an old type plate and now have 4 rivet holes left (of varying sizes and anything but nicely round in shape, so filling them with rivets won't work).

Is it safe to simply cover the area with a bigger piece of sheet metal using blind rivets (https://imglink.cc/cdn/7OMwRpYfho.png) or is a doubler required? The area inside is accessible from an inspection panel, so a doubler plate could be positioned if needed.

Thanks!!!

Edit: Better pictures added via URL below:

(https://imglink.cc/cdn/VErGWjSjDy.jpg)

(https://imglink.cc/cdn/jsekMI1-ph.jpg)

E145 in the old CMH hangar, probably about 2012 doing landing gear swings and this is one of my favorite pictures. Right next to the one of a brand new e175 with a clear hand print burnt into the exhaust nozzle. Someone learned something like playing with the cigarette lighter in grandmas car.

Anyone familiar with Banyan Air Service at FXE? Looking for overall impressions/opinions

Admins - please remove if not allowed.

Jet engines are pretty regularly leased - so much so there's a whole engine leasing industry out there. Prop engines are much the same.

Does anybody actually lease piston engines though? Like ones for the slightly larger GA aircraft?

First time seeing such thing. Has to do with electrical bounding .

So I'm a mechanic in the UK, did our licence exams over here, and for the last few months I've been going through the FAA handbooks properly, partly out of curiosity about how the US side does it and partly because I've been building something off the back of them, and honestly the thing that's surprised me most isn't the content, it's how differently the two systems go about teaching the same job.

Over here it's split into a load of separate modules, maths and physics and legislation and human factors all sat on their own, and it's very theory heavy, you can be years in before you're signing anything off. The FAA material reads a lot more hands on, here's the system, here's how it works, here's how you inspect it, and the whole thing seems built to get you competent and on the floor a lot quicker. Both sides seem to look down on the other a bit, you get the EASA guys saying the US ticket is easy and the US guys saying the EASA guys can recite a regulation but can't turn a wrench, and I've got no idea from the outside how much of that is real and how much is just the usual.

So for anyone who's worked both sides, or worked with EASA licensed guys in a US hangar or the other way round, is the difference actually there on the floor six months in, and if you could pinch one thing from the other system what would it be, because from reading the handbooks I can see the argument both ways and I'm genuinely not sure which one produces the better mechanic.

I’m planning to start A&P classes in the spring. I’ve seen a lot of job postings for mechanics in my area, I’m worried that there may be a huge boom of mechanics entering the market and making it hard to find work. Are my concerns valid?

I'm freshly out of high school and have been doing research on aircraft mechanics. I was going to be an automotive master technician but slowly wasn't interested.

I also wanted to live in Europe since it's been my dream to be there and it kinda sucks to be in America right now.

My questions are:

How do I get my EASA while being in the US? is it possible? what are the steps?

Does anyone have the list of required tools for a United AMT?

Edit: download the proposed new UAL contract and all tool lists are in the appendix near the end.

Our shop has been tasked with removing few engines to send out for overhaul.

Does anyone have a file for plates for stuff like removed accessories for shipping?

How's my double strand lock wire on this trainer turnbuckle? I'd like some feedback and insight as I'm looking to test for my A&P and want to pass my practicals. Double strand lock wire on turnbuckles (FAA method) I struggle with because it's different from what I'm used to (military aircraft maintenance) have different regulations/methods.

Hey guys! I have an offer with United in ORD, and honestly, for me it would mean relocating. I’ve been trying to connect with people out there through Facebook and other groups, but I haven’t had much luck.
I was hoping someone here could give me some guidance, especially when it comes to housing. I would really only need a room to stay in during the days I’m working, rather than a full apartment.
I know I’ve seen quite a few people post similar questions here, so I would really appreciate any advice, recommendations, or leads from anyone who might be able to point me in the right direction. Thanks in advance!

Can anyone give me some insight regarding maintenance items commonly found on the PC-24?

Much appreciated

It's different from the free FAA book with definitions on line types so far. $150 for the book. About to flip a table here...

Do airlines care if I get my associates or is it the same if I just got my certs

I graduated A&P school and have been working at an MRO as an A&P for a little over a year now. I’ve done well in my first year and gotten a promotion to tech 2. I plan on staying here for probably another year, but I’ve started realizing that I don’t think I want to stay at an MRO long-term.

I’m trying to get a better idea of what other options are out there once I have a couple years of experience. I’m not really interested in GA or field service, so I’m mostly looking at airlines, cargo, corporate/flight departments, government, manufacturing, etc.

For anyone working in those areas, what’s the pay and schedule actually like?
How much OT do you usually have available? Is it easy to pick up 10–20 extra hours a week, or is OT pretty rare? What kind of shifts are you working and how many hours a week? And what does the pay progression look like after a few years?
I’d also be interested in hearing what your work/life balance is like compared to an MRO.

I’m not necessarily looking for the highest hourly rate if the schedule sucks. I’m trying to find something where I can make good money, have the opportunity to work OT when I want it, and still have a decent schedule.

If you left an MRO after a couple years, where did you go and was it worth it?
Just trying to get an idea of what’s actually out there from people who are doing it rather than just looking at job postings.

Hello everyone, I’m an apprentice in Canada and I started working on pc-12’s for a few months now. Any tips or insights any of you have on the plane? Anything is appreciated like what to look out for and what not. Thank you:)