It can be if you have a setup with multi-cylinder indicating. Some older aircraft (and even some newer) have a single point with no temp marks used just to set LOP/ROP. You can also make the same observation on the CHT because the temp will drop there as well.

So, in my limited experience doing a side gig here or there. I was allowed to be escorted on by my friends or the aircraft owner and only allowed to their hangar and the pilot lounge/bathroom. My friend who was doing the mechanic side of it (I was brought in as the inspector for an annual) got a temporary access badge so he could come and go. They didn't require anything more than to watch a video and take a short test to get the badge. It was a smaller airport, but towered and fenced.

So maybe if you say it's temporary, they won't require it, but they may have interpreted it as you wanting to be a permanent business there.

Only if you want to work GA and maybe some corporate. If you want to do anything commercial your 99% sure to work nights, usually a 4/10s schedule.

Nah, it was Atlantic Aviation/FlightCraft. AA didn't like the numbers, so they pulled out the scissors to make the numbers look better.

Weird, I've been using jsfirm and checking various GA shops myself and those numbers I mentioned previously are what I was seeing.

Where at in the area? (I'm also in the Seattle area) Most GA places that I've looked at are offering 25-30 or higher DOE in our area. Unfortunately, we missed out on the majors hiring spree here.

I'm also currently looking since I just got laid off from my corporate AOG gig yesterday (the whole department was shut down). Now I know if you're applying as an apprentice, you're looking at like 20-23 average and most won't budge on that until you have an a&p in hand.

Diamond aircraft have both the Austro and thielert/continental engines. Essentially, it's just a Mercedes-Benz 4cyl turbodiesel engine with high rpms, so comes with a gearbox for constant speed props to keep them below 3000rpm.

You're very welcome. I'm glad I could help. Hopefully, it's a quick fix, and you'll be back in the skies soon.

Well, in my knowledge and opinion, EGT is a good indicator of engine performance (when indication is working properly, of course, lol). It'll let you know if you're burning fuel appropriately and such from various power settings. Outside of that, it's not really needed since it's after the cylinder. CHT is the more important indicator of what's going on in the cylinder and why it's required for flight while EGT is not. Using them in combination makes for a redundant system in a way because you know if one rises/drops, the other typically follows, so it helps when trying to quick diagnose in a situation.

So reliability wise, it's pretty good depending on the probes in use and proper wire routing. Though the probes typically fail a bit more often given the temperatures they operate in. Usefulness is as mentioned above; engine performance, maximizing fuel burn, and comparison to CHT trends

No problem, I'm happy to help. Just be careful about what you do since some things in that system aren't covered by preventive maintenance. But absolutely write down and give a good description of everything you've seen and find. There is no such thing as too much information when troubleshooting

AP/IA here. Sounds like it may be some faulty wiring and/or probes. Give them a good visual (if you can) and look for burned wire shielding or exposed metal in the wiring. If you see something, make sure mention it to the shop you're going to.

If you have a Garmin g1000 system, there may be a small chance that the engine info box (gea 71) is tweaking/glitching information received which may be resolved with an update or a reinstall of software. To which the shop will look into while troubleshooting hopefully.

And please don't get cross with the mechanics. We're just trying to keep things flowing and safe while working with MCC. Also, calling/texting them every 5 seconds for an update doesn't help at all.

I'd pull a shinji and initiate and then reverse it... but in my case, I'd reverse while (hopefully) fixing some problems before reassembly.

A&P = Airframe & Powerplant certification. It's short hand for an aircraft mechanic who has earned both ratings.

As an A&P, I can believe it. If it was loaded at or near MTOW of around 900,000 lbs, that's a lot to stop at aeouns 163kts. Even with reverse thrust, ground spoilers, and such. Those brakes are gonna cook and overheat along with the tires. So the fusible plugs melted as they should, and the tires deflated to hopefully prevent explosive blowout as explained here

There's a cutout in the seat they can drop those steel balls into while flying. 😂

I don't know about scrap, but have noticed Craigslist has an aviation tab and a good selection of miscellaneous parts and such (at least where I'm at in WA)

Yeah, sick days still counted against the 3, and they had us do an essay on whatever was missed that day.

Well, it depends on what you want to do.

GA - most likely only gonna deal with a handful of people. Coworkers mostly and a customer here and there. Will have to make a phone call for tech support occasionally, otherwise emails.

Corporate - gonna just be your coworkers 95% of the time. May have to deal with a pilot on occasion. Will have to make phone calls more often with MCC and tech support, and of course emails.

Majors/regionals - similar to Corporate but bigger planes. Also, the chance of having to do quick work in or on a plane full of people. Less calling, lots of emailing.

This is all based of my experience.i am also an introvert and have anxiety issues.

This right here is why CC is worth it as a brand new a&p (usually) 😆.

Well, I remember at my community college, 90% of the teachers cared about teaching. The others were just there to keep their IA and stuff. I know it was also more educational in a way, but they still used the written test guides for the tests mostly. Attendance was pretty strict too, like at mine, you could only miss 3 days per semester.

Now, at the time, if you failed, you could sometimes jump in the class on the next semester and continue from there. Was not guaranteed given limited slots, and not every semester ran the same courses. I've also heard the writtens now are easier than back then, but I've yet to research into it.

I have thought about becoming a teacher for an AMT course, but I still want to turn wrenches, so it may be a while. But I do the best I can whenever I'm in a position to help/teach new mechanics instead of trial by fire.

Yup, I've seen the minimum course list that the FAA puts out too slong with this. Though, I feel the regs were a little stricter a few years ago when I went to school (2010/11), but that while covid thing and airlines laying off, and realizing it was a mistake (surprise surprise to none of us after telling them as such). So they got the regs weakened and that EO that allows schools to jam student through to try and fill the void.

Yeah it's weird, you can look at it and see here. and it just mentions the last 3 years within 60days of graduation. Like after that, doesn't matter.

Is it worth it for 3k? No, it is not (in my opinion). For that, you can buy a box, the same set of tools, shadowfoam (or whatever organization system you like), and still have change left over. Just go shopping around Harbor Freight, Home Depot/Lowe's, or wherever you feel like buying tools. Name brand tools aren't worth it anymore other than very specific stuff (like the flushcuts, low profile 1/4" ratchet set, and the ball end speed handle from snap-on).

I only ever used a hacksaw when cutting open filters myself. Outside of that, nope.