This is more for retired maintainers (military). How many have ended up getting skin cancer from not being able to wear head covers then fighting the VA for service coverage. I’ve been told with more letters from others in the field it’s possible, I’ve been told by my dermatologist it can take 20,30 even 40 years for skin cancer to show up which for me coincides with my service, I’ve had 18 surgeries just on my head and neck to get areas removed and the VA still says nope.

I came across a Facebook page called “Aviation Review Materials” that appears to be reposting content from this subreddit.

They copied one of my posts—including the photo, title and full caption—without asking permission. Although they credited my Reddit username, they also copied comments from the original thread and posted them as replies from their own page.

I saw some other familiar-looking content there as well, so you may want to check whether any of your posts have been copied. Mods, if this doesn't fit the rules, it can be removed.

Ok all you GA guys, our flight school received these mufflers? Heat exchangers? from the company that sends us our 172 and Seminole mufflers, but we think they just got the contents mixed up. It was addressed to us and had no paperwork with them other than the tag saying the PN is 576. We’re just curious what the heck these go on?

it’s a everyday thing!

Preface: not a mechanic, just a curious pilot. I keep hearing about parts shortages when our plane can’t be fixed and got curious how 91/135 operators and 145 shops actually source parts. Other than just calling the parts desk like my mechanic lol

Is it mostly tribal knowledge, PartsBase, google, OEMs, all of the above just by calling around?

How are the dedicated marketplaces such as PartsBase? Are they useful day to day or as a last resort option? And are the parts that show in stock are they actually there, or do they have wild lead times?

Thanks!

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 have a 1959 Piper apache with dual caliper brakes.
No b-screw at the bottom of the caliper- just a pipe plug.
Any one have experience with piper apaches with dual calipers? We’ve been working on it for a few days and we’re having a hard time.

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.

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.

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?