A and P License

[coldsolderjoint]

The cheif flight instructor at my FBO said that if your going to go the corporate route, having an A+P would be very beneficial to you.

Ive read some articles on the nbaa website that referenced this, but how many corporate pilots actually have an a+P?

It seems like alot of work, because being a pilot takes alot of time and being a mechanic takes alot of time. how are you going to do both?

[Looking4Lower]

I've met a number of corporate (and charter, too) A&P pilots. Those that I've met don't work on the plane ALL the time like the average "line" mechanic. They might do the routine light stuff like service checks, preventative maintenance tasks and handling certain squawks. You usually won't find these guys doing engine changes and heavy checks...

[USMCmech]

That's one of the reasons I decided to get my A&P.

It isn't really required, but it does help.

Being able to fix something in the middle of nowhere and get the boss home is a deffinate "attaboy" moment.

[CFICANFLY]

I am a CFI with my A&P. I earned my pilot ratings first, then went to A&P school. I did the A&P for several reasons, one of which was to make me more marketable for a flying job. The others were to understand the systems better (hence make me a better pilot) & to also give me a fall-back postion in aviation, if needed.

The biggest drawback to being a pilot/mechanic, & I've already experienced this once, is sometimes the "pilot" part of the job seems to evaporate. I've been cautioned about this by others, & like I said it happened to me once already. I applied for a CFI job, & by the end of the interview I was told that they didn't really need a CFI, but that they could sure use an A&P.

Also, you will get those who will tell you that you can't be both, that you have to choose one or the other. I have chosen to be a pilot first, mechanic second. I make that clear to everyone, my current job is only as a CFI. I have great admiration & respect for the mechanics who pursue maintenance full-time.

As another poster said, many pilot/mechs do the line mx on the aircraft only, & all the heavy mx is farmed out. That's true, & is the type of gig that I would enjoy. Don't get me wrong, I enjoy "turning wrenches", but enjoy turning props (or fans) more. There is as much of a pride in doing something right mechanically as there is piloting.

Going back over your original post, you mentioned that it seems like a lot of work to get your A&P. You are right about that. It is not easy, whether you go through the experience route or the school route. I went to a Part 147 mx school, as it was shorter than by doing it OJT. In the time I was in school, I found very little time to go flying. So don't look at earning your A&P as a small commitment, because it isn't.

Finally, USMCmech, where were you stationed? I was a grunt, but stationed out of MCAS Kaneohe, 89-93. Semper Fi!

'canfly

[mtsu_av8er]

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I was a grunt, but stationed out of MCAS Kaneohe, 89-93.

[/ QUOTE ]

Oohrah, Hardcore. MOS?

[CFICANFLY]

[ QUOTE ]
Oohrah, Hardcore. MOS?


[/ QUOTE ]

0331 & also a HRST Master.

'canfly

[mtsu_av8er]

Sweet. 0311/0331 here.

[USMCmech]

[ QUOTE ]
They might do the routine light stuff like service checks, preventative maintenance tasks and handling certain squawks.

[/ QUOTE ]

You don't need and A&P to do any of that stuff. Your pilots liscense allows you to do anything listed as preventative maintence and a lot of other stuff as well. Check out Pt 43


I was stationed at Quantico with HMX-1 97-01.

6092/6044 I paid attention to the ASVAB


Runing for cover as the grunts reach for their guns.

[Looking4Lower]

[ QUOTE ]
[ QUOTE ]
They might do the routine light stuff like service checks, preventative maintenance tasks and handling certain squawks.

[/ QUOTE ]

You don't need and A&P to do any of that stuff. Your pilots liscense allows you to do anything listed as preventative maintence and a lot of other stuff as well. Check out Pt 43


[/ QUOTE ]

I'm aware of the stuff listed in 43; I've done many of the things on that list. My point was that the corporate pilot/A&P guys I have met seem to do the more routine things, whether they be tasks that meet the technical definition of "preventive maintenance" in the FARs or whether they are tasks that are slightly outside of that realm. Again, they aren't doing engine changes and heavy checks but they are definitely using their A&P privilages.

I highly doubt that a corporate flight department would allow one of its non-mechanic line pilots to go out and change a tire on a brand-new multimillion-dollar Gulfstream just because he's technically allowed to do so.

[CFICANFLY]

[ QUOTE ]
6092/6044 I paid attention to the ASVAB


Runing for cover as the grunts reach for their guns.

[/ QUOTE ]
"Running" has two "n's" ASVAB boy!

Actually my recruiter was an avionics guy, tried to get me to "swing with the wing." I was too caught up in the whole idea that if you're going to be a Marine, then you've got to be an 03!

'canfly

Oh, & 43 Appendix "A"does not allow for pilots to sign off on required checks as part of a camp. 43 is very limited in scope, & does not allow for any "complex disassembly."

[mtsu_av8er]

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I was too caught up in the whole idea that if you're going to be a Marine, then you've got to be an 03!

[/ QUOTE ]

And an '03 you were!!! My recruiter tried to get me to go F/A-18 Avi...but it wasn't happening. I needed to get hard!

[GregCollins2]

Avionics Tech here - 6482 - Deceptive electronic countermeasures. '84 to '88, MCAS EL Toro. I'm finishing up my A&P right now at Georgia Aviation and Technical College. I still manage to get about 10 hours of flying in a week doing tailwheel endorsements. I plan to go back to flying full time but I will still turn wrenches on the side and take care of my own airplanes. I don't think it can hurt when it comes to job searches.