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  #21  
Old 09-26-2012, 09:13 PM
nharwood nharwood is offline
 
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Quote:
Originally Posted by PCHunt View Post
In New Zealand and Australia, and probably other countries, the title is Licensed Aircraft Maintenance Engineer. The short title is "Engineer". Unfortunately, the abbreviation is L.A.M.E.
L.A.M.E. Now that was funny!

So what exactly would you call an engineer? (That's rhetorical)
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  #22  
Old 09-26-2012, 09:29 PM
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GAHco GAHco is offline
 
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Thumbs up Old Timers

My Grandfather, Art Brink was an A & E

He was also a pilot and his licence was signed by one of the Wright brothers!

Whatever proficiency you have, be proud, you had to earn it.
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  #23  
Old 09-26-2012, 09:39 PM
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comfortcat comfortcat is offline
 
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Default Get back to the message...

I guess I believe folks use the term A&P deliberately, meaning:

1. "My Pilot buddy said I should use that in the fuel system."
2. "My Mechanic says it is OK to use that in a fuel system."
3. "My A&P said never use that in a fuel system."

So, do you use it or not?

Dkb
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  #24  
Old 09-27-2012, 07:30 AM
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Sam Buchanan Sam Buchanan is offline
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Location: North Alabama
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Quote:
Originally Posted by comfortcat View Post
I guess I believe folks use the term A&P deliberately, meaning:

1. "My Pilot buddy said I should use that in the fuel system."
2. "My Mechanic says it is OK to use that in a fuel system."
3. "My A&P said never use that in a fuel system."

So, do you use it or not?

Dkb
Case closed.
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  #25  
Old 09-27-2012, 07:35 AM
bkthomps bkthomps is offline
 
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okay, maybe i'm missing something, do people use mechanics that aren't a&p rated?

that's a foreign concept to me
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  #26  
Old 09-27-2012, 07:47 AM
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Walt Walt is offline
 
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You'd probably be surprised how many aircraft (small GA) are "owner" maintained by non-mechanics and "friends".

"Owner assisted" annuals are pretty common for these "tinkerers", and the reason I won't do them is that they never document what they do.

If something happens the last guy that worked on it (the guy whose name is in the log) will be left holding the bag during the investigation.
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  #27  
Old 09-27-2012, 07:55 AM
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RVbySDI RVbySDI is offline
 
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Quote:
Originally Posted by bkthomps View Post
okay, maybe i'm missing something, do people use mechanics that aren't a&p rated?

that's a foreign concept to me
Well, if you are referring to experimental aircraft the answer can be yes. It is not a requirement that one have an A&P certificate to be able to legally work on an experimental. Anyone can do so. On the other hand, getting an airworthiness sign off in the logbook after the work is completed requires either a signature from an A&P or an owner/builder who holds a repairman certificate for that aircraft.
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  #28  
Old 09-27-2012, 08:06 AM
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rocketbob rocketbob is offline
 
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Quote:
Originally Posted by bkthomps View Post
okay, maybe i'm missing something, do people use mechanics that aren't a&p rated?

that's a foreign concept to me
Sure, why not? Here's a good advertisement for one:

http://www.comanchegear.com/cheap%20annual.jpg
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  #29  
Old 09-27-2012, 08:12 AM
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Ironflight Ironflight is offline
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Quote:
Originally Posted by RVbySDI View Post
On the other hand, getting an airworthiness sign off in the logbook after the work is completed requires either a signature from an A&P or an owner/builder who holds a repairman certificate for that aircraft.
Oh dear....once again, we have a misconception. There is only one thing that is required to be in an Experimental Aircraft's maintenance records (it doesn't need to be a logbook) - that is the annual "I Certify that this aircraft has been inspected......and is found to be in a condition for safe operation" sign-off - and that must be by the person holding the Repairman's Certificate for that airplane, or a licensed A&P. No other records are required (although as an engineer, I certainly do much more), and no "sign-offs" are required by anyone. If you DO keep detailed records along the way, of things that you do (good for you!), anyone can sign them off, since the signature dosen't really mean anything.

This stuff drives A&P's nuts BTW (and rightfully so) - the rules for Experimentals are totally different than the certified birds that they have been tried to maintain "by the book".

Paul
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  #30  
Old 09-27-2012, 08:24 AM
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RVbySDI RVbySDI is offline
 
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Quote:
Originally Posted by Ironflight View Post
Oh dear....once again, we have a misconception. There is only one thing that is required to be in an Experimental Aircraft's maintenance records (it doesn't need to be a logbook) - that is the annual "I Certify that this aircraft has been inspected......and is found to be in a condition for safe operation" sign-off - and that must be by the person holding the Repairman's Certificate for that airplane, or a licensed A&P. No other records are required (although as an engineer, I certainly do much more), and no "sign-offs" are required by anyone. If you DO keep detailed records along the way, of things that you do (good for you!), anyone can sign them off, since the signature dosen't really mean anything.

This stuff drives A&P's nuts BTW (and rightfully so) - the rules for Experimentals are totally different than the certified birds that they have been tried to maintain "by the book".

Paul
Ok, Paul, I stand corrected. Airworthiness is only signed off during the Conditional Inspection. Although, having the repairman certificate, I do sign the "maintenance records" in a logbook after any maintenance work I perform. As Walt eluded to, I feel it important that the record be preserved for future reference if needed. A prime example is the recent directive from Vans that we check for missing spar bolts at the wing attachment. I have made an entry in the records to reflect that the plane has been inspected and the bolts were installed. Signed and dated with my repairman certificate information in the record. That way if Walt, or anyone else, has to deal with the airplane he can see the history. Now whether Walt would want to trust the information is surely his call to make. But it is there none the less.
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