Aircraft Sales and Parts

The technologically advanced equipment that provides the capability for modern warfare demands that people responsible for its maintenance are much more technology literate than any previous generation.

New high performance, fast jet, aircraft systems, such as EFA Typhoon and Joint Strike Fighter (JSF), are defined as half jet, half computer. The maintenance crews of these aircraft will be working with sophisticated computer systems unheard of with today’s legacy aircraft. This, by its very nature, redefines the required maintenance skills and offers new opportunities in the way knowledge is acquired.

Additionally, as the military strives to operate within ever tightening defence budgets, there is less likely to be money available to fund additional pieces of equipment for strictly training purposes. All equipment procured must be available for operations, and it is becoming increasingly common for maintenance technicians to only interact with and gain system knowledge when the new equipment is already in service.

To address these issues, the construct of the maintenance classroom is changing. Where students were primarily taught using text books, wiring diagrams and old or out of service physical equipment, today’s computer literate students utilise Commercial Off The Shelf (COTS) computer-based training devices that provide a desktop ’virtual system’ that looks, feels and reacts exactly like the real system.

Properly managed and modelled virtual maintenance training systems can recreate any complex system, to any level of detail. This is then dependent on a system creating a truly virtual free-play environment that allows the student to view and interact with the system in any way they want, and be confident that the consequences of their actions replicate precisely any interactions with the real equipment.

The real value of such a virtual free-play environment comes when an instructor has the ability to inject faults, the effects of which propagate through the equipment and result in symptoms which can be observed and then diagnosed by the student. This enables students to learn maintenance tasks such as fault isolation/detection, remove/replace procedures, operational/functional check, and maintenance task rehearsals.

This learning experience can be further enhanced by students’ ability to interface real or modelled equipment, such as test sets and prognostic systems, directly with the virtual system. This furthers the learning experience by allowing the maintenance technicians to learn how to operate the tools that they will go on to use in the operational role.

The main benefits of this approach over using real equipment can be summarised as:

1. Increased student throughput - The system is always available to the student. There is no requirement for the real system to be available, enabling maintenance procedures to be replicated many times on many single ‘virtual’ systems, such as high performance, fast jet aircraft.

2. Lower costs - providing real equipment requires a higher initial cost and incurs a high budget to support the in-service life span in terms of spares and repairs to frequently used equipment.

3. Safe training environment - students can not damage the equipment and can learn a job in a potentially harmful working environment without risk to themselves.

4. Ability to inject more realistic faults - Instructors can inject faults with ease and then immediately reset the system for the next task. The faults include diagnostic procedures that would be hard to replicate on real equipment without causing it serious damage.

5. Ability to aid instructor functionality - Instructors can monitor students as they undertake tasks; demonstrate particularly complex procedures for the students on their PC; record student performance and playback for debrief as well as evaluate and store student progress through an integrated learning management system.

6. Team Training Tasks - Many maintenance training tasks require maintenance technicians to work in teams. The virtual maintenance system allows students on individual computers to interact with each other and simultaneously undertake a team training task.

7. Multi-Configuration Scenarios - The majority of new military equipment now requires simultaneous training on a range of variants. An example of this is the JSF which comprises conventional takeoff and landing (CTOL), short takeoff vertical landing (STOVL) and carrier suitable (CV) variants. Systems such as the JSF are also likely to be in service for at least the next 30 years and there will be a requirement to upgrade component systems of the aircraft as technology continues to advance. Using a virtual maintenance training system, the instructor is able to quickly reconfigure the training simulation to any number of concurrent operational builds.

The economic and operational benefits that virtual maintenance training systems can deliver are well proven. However, some – such as VEGA group - believes it is the extent to which these maintenance training systems are now deployed that will determine the level of improved performance in front line equipment.

By: Martin Mcallister

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Knowing what you want to do in life before you start any educational program is very important. For example, someone with a degree in math has the option to go into teaching, accounting, or even the NASA program. In the same way, someone having a desire to become an aircraft mechanic must know what types of airplanes they wish to work on as well as which licenses are most highly coveted. Becoming an aircraft mechanic involves much more complexity than becoming an automotive mechanic, so here are some of the basic facts on the different types of aircraft mechanics.

An FAA licensed mechanic may opt to get an airframe or a powerplant grade license. An airframe rating is concerned with the overall composition of the aircraft, encompassing everything from the smallest to the largest parts of the structure. The powerplant rating only looks at the engine. To earn either one of these certifications, you have to fulfill an 18-month, hands-on maintenance requirement before you can apply for the examinations. You need to have your work time confirmed by your supervisor or you will have to provide a notarized certification from your employer. This maintenance work only comes about after you have satisfactorily completed a certified education program at an aircraft maintenance school.

You can obtain both certificates by working for two and a half years, and passing a different exam. You will become an A&P mechanic, and you will be approved to work on the whole plane with the exception of the instrumental panel (this is called avionics). Most mechanics in the field hold the A&P certificate; this is fairly common for a standard mechanic.

Avionics repair is a specialized area that is worth getting into. The focus of avionics is the airplane's electronics and instruments, and the majority of aircraft mechanics aren't trained to work on these specialized parts. Avionics technicians perform repairs and maintenance services on aircraft navigation, communications, and weather radar systems, plus computers and other instruments that are used to control flight, engine, and other basic functions. These responsibilities demand supplemental licenses.

The future of aviation -- even general aviation -- rests in avionics, and experts anticipate that the job market will have a high demand for avionics mechanics for many years to come. If you have the capacity to work on both avionics and engines, employers will value you. After all, they won’t have to employ two individuals to work on the engine and the instruments. Avionics requires you to have an understanding of the most current technology, as well as the ability to apply this knowledge to your work as a mechanic.

Every aircraft mechanic has the option of specializing in one particular area. You might seek employment with an aircraft manufacturer, at an airfield that houses several planes, or working for the military and helping to ensure the safety of our servicemen and women. The majority of aircraft mechanics choose to work on many different types of aircraft and mechanical systems, but there are some mechanics who specialize in fixing only certain parts of the plane, like the instruments and the hydraulic systems.

Select your career wisely, as maintenance work is performed all day every day. FAA licensing standards also make ongoing training obligatory, particularly if you hold an A&P certificate. Be certain that you've logged at least 1,000 hours of mechanical work over 24 months, otherwise you will be required to take a refresher course.

Here you can see the options you will have to choose from if you're thinking of becoming an aircraft mechanic. The particular area of study you select, combined with the type of aircraft you wish to work on, will directly influence the amount of education and certifications you will require. Think it over, and then go into your field with the knowledge that you've chosen your career path carefully.

By: James Bunter

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For an aircraft to function properly, all instruments must be in working order. Working as an aircraft technician or mechanic can be a very difficult job. For certification, it is necessary to join a school that teaches avionics. It is required that the person be a graduate from a college or school with a two or four year program. They also may take part in the opportunity for an apprenticeship program that extends over approximately four years. On-the-job training is a must before you can step foot on an aircraft to do repair work.

On the electrical side, completion of an electronic technician program and a few years of on-the-job-training may lead to a position as an electrical mechanic or technician. It's their responsibility to ensure the proper operation of all equipment and instruments before an aircraft takes flight.

Technicians and mechanics make sure the pilots crew and passengers are safe. They have to be very thorough with every single thing they do. A problem can take several iterations of testing to be replaced or corrected. Every aspect should be completed correctly. For some intermittent problems, one will need to go to an expert with lots of experience to make a proper judgment on where the trouble really is.

Taking shortcuts isn't an option for a technician. If a corner is cut anywhere, the aircraft's safety is endangered. They will risk the grumbling from others over safety any day, even if it means the plane has to leave late. Sometimes, it could possibly mean grounding the aircraft if it is determined that an instrument needs replacing.

The technicians can often be found in a repair facility or assembly area. It is dependant on when the job needs to me completed. Technicians and mechanics perform best in the evenings. This is due to the fact that heaviest air traffic is during the day.

In order to minimize chances of serious injury, technicians must wear safety equipment. It is necessary to squeeze their way into some extremely small areas when checking for maintenance and repairs on aircraft. The job is tailored for someone who has attention to details. Everything has to be examined, from the first to the last piece.

Above all else, airplanes must be fully examined without overlooking any elements. Leaving aircraft instruments not repaired is not a choice. The safety of a lot of people is dependent on this.

By: James Bunter

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