Air Force Aircraft Engineer

Air Force Aircraft Engineer - There are many ways to build your skills and earn while you serve in the U.S. Air Force. We offer top-of-the-line career options and opportunities for growth to set you up for success and bring out the best in all of our Airmen.

E-7 comes with an Agile software design and open systems architecture to facilitate the integration of new capabilities and serves as an integrated command-and-control node to provide warfighters with multidomain awareness in complex operational environments, Boeing said Tuesday.

Air Force Aircraft Engineer

“It is the only advanced aircraft that is capable of meeting the U.S. Air Force's near-term Airborne Early Warning & Control requirement while enabling integration across the joint force," said Stu Voboril, E-7 program vice president and general manager at Boeing.

Interested In Joining The Military?

Jobs in the Air Force are called Air Force Specialty Code (AFSC). To find what jobs you qualify for, the Air Force breaks down your ASVAB subtest scores into groups known as qualification areas. Those subtests are general science (GS), arithmetic reasoning (AR), word knowledge (WK), paragraph comprehension (PC), mathematics knowledge (MK), electronics information (EI), auto and shop information (AS), and mechanical comprehension

(MC). The premier source of breaking business news for the government contracting industry, GovCon Wire provides informative, to-the-point stories of the most significant contract awards, top-level executive moves, M&A activities and financial results of the sector’s most notable players.

We can put you in touch with recruiters from the various military branches. Learn about the benefits of serving your country, paying for school, military career paths, and more: sign up now and hear from a recruiter near you.

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Air Force Remotely Piloted Aircraft

Air Force Remotely Piloted Aircraft - FTU training takes place over a 3-month period at Beale AFB, California for RQ-4 Global Hawk drone pilots and over a 4 ½ – month period at various locations (Creech AFB, Nevada; Holloman AFB, New Mexico; March ARB, California ; and in Syracuse, New York) for MQ-9 Reaper drone pilots.

One of the most interesting facets to being an Air Force Drone Pilot is that even though the drone aircraft you fly may be based in a location such as Afghanistan, you will most likely operate it from a base somewhere stateside.

Air Force Remotely Piloted Aircraft

In a very interesting side note; drone operators not only get flight pay while their feet are firmly planted on the ground but their flight pay averages $150 more per month than manned aircraft pilots get (Currently around $1000/Month).

Formal Training Unit Ftu

As our country's preeminent air defense, a lot of what we do, from surveillance to weapons, happens in the skies. Providing our forces with the intelligence they need, Remotely Piloted Aircraft (RPA) Sensor Operators play an integral role in helping forces know what actions to take.

Utilizing state-of-the-art equipment, these highly trained experts perform surveillance and reconnaissance and provide close-air support and real-time battle damage assessment, playing a vital role in ensuring our missions succeed.

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Ai In Aircraft Maintenance

Ai In Aircraft Maintenance - Today, 85 years after its founding, Bell Flight is still positioned on the leading edge of aviation through its development of tiltrotor aircraft. Owing to their versatility—combining the vertical-lift benefits of helicopters and the speed of fixed-wing planes—the US Department of Defense has fielded tiltrotor aircraft and is evaluating further application as the US Army prepares to replace the Black Hawk.

"The aviation industry has started to exploit the potential of machine learning algorithms on non-safety critical applications," adds EUROCONTROL head of infrastructure division Paul Bosman. "Recently, significant effort has been put on adapting the current certification framework to the specific characteristics of AI applications.

Ai In Aircraft Maintenance

With AI, the industry's focus on cybersecurity has also increased.” Within the group I manage in Bell Flight's Future Vertical Lift program, called Digital Systems, we have a team focused on using aircraft sensor data to fundamentally change how the US military keeps its aircraft fleet at maximum readiness.

Flight Health Checks And Maintenance

From the perspective that counts the most—that of military leaders sending aircraft with soldiers into forward operating areas—readiness means that when the chips are down, the equipment will perform. Anything else puts the mission and lives at risk.

Recently Rolls Royce (premium manufacturer of aircraft engines) has partnered with Azure IoT Solutions to find and develop the power of AI and IoT to accumulate data and find the best predictive maintenance. IoT devices with sensors are being used in aircraft engines to check the health of the engines and monitor all the components in real-time.

"That data really is the key to our awareness of what's happening in the environment, and what's happening in the broader enterprise, to include at home and the depots and the broader supply system," he said.

The first is 3D Spatial Mapping. By streaming raw camera data including RGB color data and, where available, depth data from the device to the GridRaster server we achieve high fidelity 3D scene reconstruction, scene segmentation and 3D object recognition using 3D vision and deep learning-based AI.

Innovative Product Designs

In my previous Nextgov column, I got to interview the general manager of a company that is using artificial intelligence to help the military plan out its maintenance schedules. That program uses AI in a really good way that plays to its strengths, namely its ability to consider thousands of data points, much more than a human ever could, to come up with an action plan for maintenance that maximizes both efficiency and safety.

However, when it comes time to actually perform the maintenance, those tasks must be delegated back to a human. But what happens if those physical tasks are also extremely complicated? Berry said that there are a number of other changes to how the Air Force does logistics that will require future focus, especially the question of how best to preposition supplies in the European and Pacific theaters.

He noted that the Pacific region presents particular problems because of the wide geographic dispersion of allies there. AI is providing new ways to design and develop lighter, more efficient parts for the aerospace industry. Efficient and lighter components are one of the most sought after things in aerospace.

Design algorithms based on AI such as Generative enable engineers to encompass a set of tools and techniques for creating intricate product designs from the data. It allows engineers to view multiple design options and features in less time to find the best designs.

Augmented Reality

This approach helps develop new products with more functionality, making aircraft more sustainable and lighter in weight. AI and augmented reality go hand in hand. With the latest advancements, augmented reality on smart glasses is changing the perspective of aircraft maintenance.

With the technology in testing, now the AR glasses enable mechanics to see hands-free and with interactive 3D wiring diagrams, rather than viewing things on 2D, 20-ft.-long drawings. It also helps users retain the information more efficiently while doing repair work.

According to the developers, this technology already shows a 90% improvement in first-time fixes and a 30% reduction in repair time. Berry noted that the Air Force is "talking to" the Joint Artificial Intelligence Center (JAIC) about best practices and lessons learned as it pushes ahead with its two key predictive maintenance initiatives: "condition-based maintenance plus (CBM+) and "enhanced reliability

centered maintenance (ERCM). AI based technology is rapidly increasing the conditional awareness of military commanders, as well as pilots flying the military aircraft. This technology helps control large laser-based equipment and works as another set of eyes and ears for military pilots.

Ai In Military Aircraft

AI technology driven and regulated by the US defense department is changing the course of action and use of AI in warfare. ERCM, he explained, "is really laying that artificial intelligence and machine learning on top of the information systems that we have, the maintenance information system data, that we have today, and understanding failure rates and understanding mission characteristics of the aircraft and how they

fail," he said. While he said he didn't have the list at his fingertips, Berry said the dozen weapon systems being integrated would come under the ERCM effort by the end of the year. The second part is the 3D AI computer vision.

That is where semantic segmentation and object identification is performed on the reconstructed 3D world, and objects of interest are registered against the database of 3D models and digital twins. The first step will be developing a "federated data foundation and AI-infrastructure" that will grant access to data and enable the creation of an AI aviation partnership.

In addition, the European Aviation High Level Group on AI suggests launching specific aviation/ATM training, reskilling/upskilling programs, change management, a knowledge-based toolbox, and European AI aviation/ATM master classes to share best practices. Awareness and demystification campaigns should also be included.

A New Dimension Of Aircraft Performance

Then, by feeding a wide range of technical manuals into that pool of data, the system was able to tie each failure prediction back to a root cause, down to the part or component level. That made it possible to automatically formulate detailed recommendations for Army aircraft maintainers to follow.

One powerful benefit illustrated by the exercise was how predicting the failure of a relatively low-cost part can avoid the need to replace an entire system—such as an engine—saving well over US$12 million. Panigrahi: The complexity of aircraft wiring for the CV-22 Osprey continues to increase with the fielding and deployment of advanced communications, integrated aircraft survivability systems and aircraft data collection systems.

Maintenance professionals are required to know all variants of the systems. Technicians must maintain extraordinarily complex wiring installations, routing, clamp and abatement placements. Even the slightest mistake comes with extreme safety risk and the potential loss of the aircraft.

John Breeden II is an award-winning journalist and reviewer with over 20 years of experience covering technology. He is the CEO of the Tech Writers Bureau, a group that creates technological thought leadership content for organizations of all sizes.

Predicting Problems Proposing Solutions In Aircraft Life Cycles

Twitter: @LabGuys I was able to interview GridRaster Co-Founder and COO Dijam Panigrahi about bringing technologies like AR and VR, which are most often used in video games like "Pokemon" or "The Witcher" these days, into the practical world of aircraft maintenance.

This involves moving to replace old IT systems with modern capabilities, including cloud storage and data fusion from multiple sensors — whether those be onboard an aircraft such as the F-35 or from a machine doing specific maintenance.

So where does data come in? Even though a piece of military hardware can appear combat ready, there may be parts or components on the verge of failure, and that means risk hiding in plain sight.

The core of our vision is that artificial intelligence (AI) technologies like deep learning can find—in fact predict—those risks before they affect performance and combat readiness. There's a common understanding among all defense contractors that the future will bring a new kind of warfare, one that requires a new generation of weapons that are smarter, more mobile and more autonomous.

Smart Maintenance

But there's also another dimension of weapons performance that we see playing a stealthier role on the battlefield: using advanced analytics to improve readiness. Also critical are the costs of supporting the next generation of combat aircraft, some of which are expected to be in service for more than 50 years.

We recognized that with operations and support accounting for some 70 percent of a fleet's total product life cycle costs, the ability to use data to predict problems has the potential to drastically lower those costs.

Panigrahi: Yes, our platform can support both AR and VR applications. We achieve it by providing a unified API. In VR, we are able to stream experiences at ultra-low latency over the network in very high fidelity, ensuring the realism.

For AR, we also utilize the camera feeds and provide a high precision alignment of virtual objects in the physical world. "I think we need to fundamentally change how we think about prepositioning our assets," he said.

Bonus Ai Leading To Develop Self-Healing Airplanes

"And that really does require partners and allies, in not just prepositioning the material and equipment, but prepositioning capacity and capability — whether that's through operational contracting support or whether that's through things that are actually on the installation that we can take advantage of."

Nextgov: The military version of the maintenance program is still being tested and evaluated, but you have a civilian version being used right now. In that system, maintenance crews are able to see proper wiring configurations rendered on their devices and then line them up over the real thing using onboard cameras to check their work and get assistance when needed.

Has this improved the accuracy of technicians? Predictive analytics by AI work through maintenance data. AI can interpret and organize data from sensors and send the data in a report which can be easily understood. This algorithm also identifies and reports on potential failures in real-time and arranges proper timelines for repairs.

Companies like Airbus are already using and implementing smart AI-based maintenance solutions for their aircraft, based on data from different types of sensors. Bell Flight is the company behind some of the most iconic and groundbreaking aircraft of the 20th century.

Use Of Iot

As depicted in the film, "The Right Stuff," US Air Force test pilot Chuck Yeager was the first to break the sound barrier in the Bell X-1. And Bell Flight also designed and built the world's first commercial helicopter, the military medivac version of which is seen in the opening sequence of the hit TV show M*A*S*H.

On the other hand, EUROCONTROL has acted as leader of the project under the European Aviation High Level Group on AI. The group was formed during EUROCONTROL's inaugural conference on AI that took place in May last year.

Nextgov: Most VR platforms require a headset and lots of other special gear, while AR is able to run on a smartphone or a tablet. But you have found a way to support both technologies through one platform?

"I continue to believe that predictive maintenance is a real game changer for us as an Air Force," he told the Mitchell Institute today. "There's a lot of power in moving unscheduled maintenance into scheduled maintenance, and we're firmly convinced that it will improve our readiness and improve our combat capabilities by doing so."

Fly Ai The Role Of Artificial Intelligence In Aviation

The service has been using CBM+, which involves monitoring platforms on three aircraft: the C-5, the KC-135 and the B-1. "They've been doing it for about 18 to 24 months now, and we're starting to get some real return on what it is that the CBM+ is offering us," he said.

"We have long been a fly-to-fail force," he explained, simply waiting for aircraft to quit working and then trying to fix them by moving parts to wherever the planes were grounded. But today's unpredictable and relatively slow approach to getting fighters and bombers back in the air simply won't be possible in future conflicts, as Russia and China seek to degrade US communications including via cyber attacks and attacks on US bases.

Decades later, AI and its subsets – machine learning and deep learning – are set to influence the future of many sectors, including aviation. Over the last few years, AI has found a wide array of applications in the industry – from ground handling services to airport security and air traffic management (ATM) – and there is now scope for more.

Within this framework, the FLY AI report identified four areas where AI can help tackle current and future challenges. These are airspace capacity, which is rapidly running out in Europe, the climate change crisis, digital transformation and new levels of complexity in the integration of unmanned aircraft in an already overcrowded airspace.

The Importance Of Demystifying Artificial Intelligence

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Air Force Aircraft Mechanic Training

Air Force Aircraft Mechanic Training - Join Epic's Aircraft Mechanics Forum to share thoughts, ask questions, and connect with others who are interested in this career. The Forum is a great place to exchange ideas and share information! You can also check out our Frequently Asked Questions regarding our Aircraft Mechanic program.

The cost for tuition is $30,000 ($6,000 per course), which includes books, materials, tool set and tool box, and 3 FAA written exams. There is a $145 application fee once you are approved. Upon completion of the program, there is an FAA oral exam and an FAA practical exam.

Air Force Aircraft Mechanic Training

These cost a total of $1,050. Above all, we disclose all costs upfront so you can plan accordingly. Total cost is: $31,195. Starting pay for aircraft mechanics is in the neighborhood of $60,000, but this will vary depending on which company you choose for your employer.

Do You Have More Questions?

The pay per hour ranges from $20 to $50 depending on multiple factors. So, we encourage you to research further details about aircraft mechanic salaries and wages including starting, average, and top pay. There is currently an aircraft mechanic shortage, so many companies are offering signing bonuses and excellent benefits.

Yes, aircraft mechanics are in high demand, so we frequently host airlines and other businesses that are looking to hire Epic graduates. Our students learn about salaries, signing bonuses, and benefits. We host such seminars at multiple times throughout the year.

An aircraft mechanic school is where students train to become an Aircraft Maintenance Technician (AMT), the FAA title applied to aircraft mechanics. Another common name for an aircraft mechanic is Airframe & Powerplant (A&P). These technicians are trained to maintain and repair airplanes and jets to meet FAA standards.

Furthermore, they are authorized to inspect aircraft, supervise maintenance, perform preventive maintenance, and alter aircraft and aircraft systems. Epic is proud to be selected by the FAA to offer an aircraft mechanic school at our flight school location at the New Smyrna Beach Airport.

What Is The Cost For Training?

Each course is approximately 4 months in length, so the entire aircraft mechanic program takes about 19 months to complete. This requires you to attend school 4 days per week (Monday through Thursday), 8:00 am to 3:00 pm.

Each course requires 450 hours of class time. Epic Flight Academy is located at the New Smyrna Beach Municipal Airport in beautiful New Smyrna Beach, Florida. Our flight school has successfully trained thousands of airline pilots, and we value our sterling reputation in the aviation industry.

Similarly, we apply the same values ​​to our Part 147 aircraft mechanic school by providing highly-credentialed instructors. In other words, training at the airport means you'll learn in a hands-on environment. Therefore, you can observe our A&Ps conduct inspections, make repairs, and do preventive maintenance.

And, just as we hire our flight school graduates to become instructors in the flight school, we also hire graduates from our aircraft maintenance school to work on our planes and teach in our school. Why?

How Much Is The Average Aircraft Mechanic Salary?

Because we know they will be trained to the highest standards and meet all FAA requirements! Epic offers an FAA Part 147 program. This means that instead of serving as an apprentice for several years, you can go straight into the program and earn your FAA certification.

The requirements to enroll in our program are as follows: Yes. Once you have ensured you are eligible to train at Epic, you will submit your visa processing fee. This covers your SEVIS I-901 government fee, I-20 processing, incoming student package, and English Assessment.

Remember to prepare well for your visa interview. Epic Flight Academy's Aircraft Mechanic Program opens the door for you to have an amazing career in aviation or related industries. By earning your Airframe & Powerplant (A&P), you'll be on a pathway to your choice of financially rewarding aircraft mechanic jobs.

This training allows you to work on everything from hot air balloons in Albuquerque to jumbo jets at United, UPS or FedEx. You will be qualified to work for commercial airlines, aircraft manufacturers, Space X, private jet owners, government agencies, and even companies like Disney World.

How Long Does The Program Take?

Whether a Boeing or Airbus, you can even freelance and work for individual airplane owners. Epic maintains partnerships to provide interview opportunities for its graduates. Yes! Thanks to our partnership with Polk State College, your FAA AMT/A&P certificate can transfer towards an associate's degree.

PSC will award 30 credit hours, and you'll be halfway to your AS degree in Aviation Maintenance Administration. Your resume is looking better all the time! Yes. Under benefits provided by the GI Bill®, veterans can attend Epic's aircraft mechanic program.

This includes Army, Navy, Air Force, and all military service members deemed eligible for GI Bill® benefits. Now that you're a civilian, why not take advantage of those benefits? (Note: GI Bill® is a registered trademark of the U.S. Department of Veterans Affairs (VA).)

There are two ways of recognizing the student's ability to demonstrate the necessary knowledge and skills for aircraft mechanics: practical experience or completion of a training program at a school certified under Part 147 of the FARs.

Can International Students Train As Aircraft Mechanics?

Epic's program is Part 147, which is approved by the FAA. You do not pay the full tuition price upfront. Rather, you pay $6,000 per course as you progress through the program. The first semester's payment is due when you sign your enrollment documents.

After that, you will be invoiced one week prior to the first day of class during subsequent semesters. These payments are due upon receipt. Furthermore, financing is available through student loans. Upon completion of the program, you will possess the license and qualifications so you can be hired immediately.

The demand is so high today that many airlines provide signing bonuses of up to $15,000 and relocation incentives. Whether you're just starting in aviation or already established, the A&P license offers a fulfilling career. And, with more than 670,000 new jobs opening over the next 10 years, you will have many options.

The cost of your educational investment will pay off in a field that offers numerous careers. Whether you find employment with Delta or Disney or decide to work at a great flight school like Epic, we know you will find the career path that fits you best because the options are endless.

What Types Of Jobs Are Available With This Training?

You will gain knowledge, develop skills, and foster a disposition of safety and care in this program. The majority of your learning experiences will be hands-on (60% labs, 40% lectures). You will work on actual aircraft with other students, and we pride ourselves on keeping our class size small.

Training begins with an introduction and orientation. Below is a partial list of skills you acquire in our program. Here is a brief description of the curriculum: Want to peek under the hood of a plane?

Epic Flight Academy in New Smyrna Beach, Florida invites you to enroll in our FAA Part 147 aircraft mechanic program. Did you know that aircraft mechanic jobs are on the rise? So that's the pay! If training to become an FAA-certified airframe and powerplant (A&P) aviation mechanic (also known as an AMT - aviation maintenance technician) in the aerospace industry is something you've been thinking about, we invite you to read on, and check out

our video! Become trained to repair helicopter and plane equipment, troubleshoot engine problems, and more. There are thousands of entry level positions in this industry. So, if you are thinking about a career change, consider becoming an aircraft mechanic.

Can My Training Transfer As College Credit?

We are frequently asked by teachers for information they can share with their students. If you teach aviation topics or mechanical courses, you can download and print our poster for your classroom. Feel free to reach out if you have specific questions.

When you apply for Aircraft Mechanic training, your Epic recruiter will help you apply for any scholarships available to help offset tuition. Furthermore, we offer two annual scholarships for high school seniors. Most importantly, you will have the potential to earn a generous aircraft mechanic salary that will quickly offset your initial investment. covers the full tuition of the Aircraft Mechanic Program.

Also, numerous organizations offer aviation scholarships. Additionally, Women in Aviation International awards a $20,000 Epic scholarship annually as do the Latino Pilots Association, the National Gay Pilots Association, and the Organization of Black Aerospace Professionals. The Association for Women in Aviation Maintenance (AWAM) also offers scholarships.

Yes, as the pilot shortage continues, flight schools around the world must purchase more training aircraft, which requires them to hire more aircraft mechanics. Additionally, as air travel continues to increase worldwide each year, airlines are expanding their fleets.

Is This Program Approved For Veterans Training?

Aircraft maintenance technicians continue to be in high demand. Due in part to a lack of trade schools, there is a critical shortage of vocational and technical skills in today's marketplace, and we provide training to help address that shortage.

In fact, GE Electric recently contacted Epic to recruit mechanics at the starting salary of $31 per hour. Additionally, FEAM Maintenance / Engineering offers both employment and $15,000 in tuition support for Epic students.

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Air Force Aircraft Maintenance Afsc

Air Force Aircraft Maintenance Afsc - 2A852 (Old Codes 2A553, 2A154, 2A157, 2A451, 2A452, 2A453, 32152, 32351, 32352, 32353, 32550, 32551, 32554, 32850, 32851, 32852, 32853, 32854, 45351, 45352, 45551, 45552, 45554, 45651, 45753) -- Mobility Air Forces Integrated Instrument and Flight Control Systems Journeyman -- Airframe

2A553 (old codes 2154, 2157, 2552, 2252, 32551, 32552, 45552, 45554, 45655, 45554, 45655, 45554, 45655, 45554, 45655, 45554, 45655, 45554, 45655, 45554, 45655, 45554, 45655, 45554, 45655, 45554, 45655, 45555, 45555, 45555, 45655, 45554, 45655,

Air Force Aircraft Maintenance Afsc

45753) -- Mobility Air Forces Electronic Warfare Systems Journeyman -- Airframe Work Ethic: Work while you're at work! Do not spend an extended amount of time on your phone at work, and if there is any maintenance going on, be a part of it.

Professionalism Tactical Aircraft Maintenance

ESPECIALLY, if you have never done the task before. Become an expert Airman by learning how to do your job better than anyone else. If there is down time, study technical data to increase your system knowledge.

As a new Airman, there are a few different career paths that you could take. The most common one is a flight line crew chief. That is what I described above. This is what people think of when they hear of crew chiefs.

Education: Pursuing an educational goal while you're working on the flight line will set you apart from your peers when it comes to performance reports. Consider a degree path that relates to the job you're doing.

Most Aircraft Maintenance Units will go on multiple TDYs every year. This stands for temporary duty. These typically include trips to other Air Force Bases throughout the world, and they are a great opportunity to travel.

Job Description Tactical Aircraft Maintenance

Crash Recovery/Wheel and Tire: Crash Recovery duties require technicians to be available to respond to any in flight emergencies or crashes. Most of the time, they tow the aircraft back up to the flight line from the end of the runway.

These technicians also replace and rig crucial safety of flight components like flight controls, air inlet ramps, landing gear, canopies, and other cable systems like nose wheel steering or start handles. They come to work to do just that… work.

If there isn't any work to be done or there is down time while their jet is in the air, they'll study technical data to increase their system knowledge of their assigned airframe. 2A872 (Old Ceses 2A573, 2a177, 22372, 323721, 32572, 32572, 45572, 45572, 45572,

45671, 45773) -- Mobility Air Forces Integrated Instrument and Flight Control Systems Craftsman -- Airframe 1430 – Your turnover shows up to relieve you. You give him any details about the jet he needs to know about and any hip pocket items that you found on your inspection that need to be addressed.

Civilian Careers Related To Tactical Aircraft Maintenance

You push your tools into support. Also, do not feel limited to aircraft maintenance when you decide to pursue a civilian career. You are a marketable veteran that can use your leadership, time management, attention to detail, production processes skills to land a good job.

Maintenance Support Functions: Maintenance Support Technicians work in the support section. They maintain support equipment, perform tool inventories, inspect consolidated tool kits, deal with disposal of hazardous waste, and pack up cargo for TDY's and Deployments.

If you read the section before this, you could guess that the maintenance career field is not the most professional out there. Follow these tips to make yourself stand out from your peers and get yourself promoted.

2A972 (Vedd Codes 2A573, 2a174, 2nd271, 323721, 32572, 32872, 32572, 45572, 45572, 45574, 45671, 45773) -- Bomber/Special Integrated Instrument and Flight Control Systems Craftsman -- Airframe 0800 – You got your tool box pushed out to your jet.

Deployments/Tdys Tactical Aircraft Maintenance

You start to look it over, review the forms and hope you don't find anything messed up before the fly day. You remove the covers and set it up for a launch. If you have time, you spend a good amount of time cleaning it.

Along with the more non-traditional ways of teaching, correcting, and training, you'll be expected to do your job correctly all the time with little to no recognition. However, you'll be made an example out of whenever you make a mistake.

That's just how it is. Do enjoy your time in Texas. Use the weekend to go out with friends or classmates to do something fun. I recommend going to Wichita Mountains for a day trip or going to Dallas for a sports event.

2A871 (old Codes 2A573, 2a174, 2nd272, 223721, 32572, 32872, 42572, 45572, 45572, 45572, 45671, 45773) -- Mobility Air Forces Integrated Communication, Navigation, and Mission Systems Craftsman -- Airframe Do take notes and outline the material in a notebook the day before it is covered in a lecture.

Interested In Joining The Military?

They forced us to do this when I was coming through and it honestly helped me a lot. You get exposed to the material 3x. (Reading it, writing it, and hearing it) 1000 – STEPS! You're notified that your pilot has stepped.

You finish breaking the jet down, unpin the ejection seat. The pilot shows up, you greet him and hand him the forms. He's pretty chill but he's too cool for small talk. If you are single, volunteer to go on every deployment that you can.

Sometimes they can come up at a moment's notice. Your pay is tax free, you could earn danger zone pay, and you can spend the time deployed to improve yourself by hitting the gym hard, hitting college hard, and you'll make lifelong friends in the process.

0700 – Roll call. Your bitter flight chief will call out training that everyone has gone overdue on and your 7 levels will give out assignments for the day. You get assigned to a "flyer" and are expecting 1000 steps.

1230 – You marshal your jet into the spot, secure it up, and tell the pilot he is clear to shut down. You do some documentation forms with the pilot, greet him, and send him off.

Culturally, the maintenance career field is full of "blue collar" workers who pride themselves in working harder than anyone else in the Air Force. That is true to an extent. The good maintainers out there will always find something to do when they are at work.

2A851 (Old Codes 2A553, 2A154, 2A157, 2A451, 2A452, 2A453, 32152, 32351, 32352, 32353, 32550, 32551, 32554, 32850, 32851, 32852, 32853, 32854, 45351, 45352, 45551, 45552, 45554, 45651, 45753) -- Mobility Air Forces Integrated Communication, Navigation, and Mission Systems Journeyman -- Airframe

Don't get cocky because you did well in Tech School. The real flight line is a lot different. There is a difference between someone who is smart on paper and someone who can turn a wrench.

2A573 (Old Codes 2A174, 2A177, 2A471, 2A472, 2A473, 32172, 32371, 32372, 32373, 32570, 32571, 32574, 32870, 32871, 32872, 32873, 32874, 45371, 45372, 45571, 45572, 45574, 45671, 45773) -- Mobility Air Forces Electronic Warfare Systems Craftsman -- Airframe

Tactical Aircraft Maintenance Technicians are referred to as a “crew chief.” As things need to be addressed, the crew chief leads a crew of other AFSC's to get the job done if it is outside of his or her specialty.

They may get their name on the side of their assigned aircraft as an assistant dedicated crew chief and eventually as a dedicated crew chief. Tactical Aircraft Maintenance Technicians are the first ones in, and last ones out in every maintenance unit.

They are responsible for the overall care of aircraft, documentation, inspections of aircraft structures, preventive maintenance, and scheduled inspections of their assigned aircraft. 2A951 (Old Codes 2A553, 2A154, 2A157, 2A451, 2A452, 2A453, 32152, 32351, 32352, 32353, 32550, 32551, 32554, 32850, 32851, 32852, 32853, 32854, 45351, 45352, 45551, 45552, 45554,

45651, 45753) -- Bomber/Special Integrated Communication, Navigation, and Mission Systems Journeyman -- Airframe Phase Technician: Phase Technicians do in depth special inspections of the airframe as they approach their scheduled down time. These inspections occur every 400 flying hours and they spend about a week on each aircraft as they come up.

Disclaimer to the list above, you will be subject to doing your core job until the rank of MSgt. However, if you get picked up for the jobs through the ranks as you go up, they will be 2-3 year breaks from your core job.

1245 – Now it's go time. You must get your aircraft turned for the next go. You perform a thruflight inspection which includes, oil and hydraulic servicing, tire changes if needed, refuel, and any major safety of flight conditions that may need to be addressed.

You'll see your fair share of maintainers pounding energy drinks, dipping, smoking, vaping, and when they're off work, drinking. I don't recommend doing any of these things, but you should be aware of possible peer pressure to fit in.

The cool thing about this career field is that it is specialized to the point that you get to maintain military fighter aircraft, but you are still maintaining aircraft. Every major city in the world has an airport, and they need people to work on airplanes.

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Air Force Aircraft Hydraulic Systems

Air Force Aircraft Hydraulic Systems - Every part of our planes must be in perfect working order before we let them fly. Responsible for maintaining fluid-, air- or gas-pressured devices on aircraft, Aircraft Hydraulic Systems specialists ensure the hydraulic and pneumatic systems work as quickly and as efficiently as intended.

Everything from landing gear and breaks to weapons and flight controls depends on the proper care and repair performed by these specialists.

Air Force Aircraft Hydraulic Systems

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Age Aircraft Ground Equipment

Age Aircraft Ground Equipment - On Oct. 5, 1993, the FAA published Notice No. 93-14, “Aging Airplane Safety” (58 FR 51944). The proposals contained in that notice would have required operator certification of aging airplane maintenance actions and would have established a framework for the Administrator to impose operational limits on certain airplanes.

Overall Evaluation of Bonded Boron-Epoxy Composite Doublers: By combining the residual strength results with the crack mitigation results, it is possible to truly assess the capabilities and damage tolerance of bonded Boron-Epoxy composite doublers. In this test series, relatively severe installation flaws were engineered into the test specimens in order to evaluate Boron-Epoxy doubler performance under worst-case, off-design conditions.

Age Aircraft Ground Equipment

The engineered flaws were at least two times larger than those which can be detected by NDI. It was demonstrated that even in the presence of extensive damage in the original structure (cracks, material loss) and in spite of nonoptimum installations (adhesive disbonds), the composite doubler allowed the structure to survive more than four design lifetimes of fatigue loading.

Background

Since the tests were conducted using extreme combinations of flaw scenarios (sizes and collocation) and excessive fatigue load spectrums, the performance parameters were arrived at in a conservative manner. To address aging aircraft concerns, in October 1991, the U.S.

Congress enacted Title IV of Public Law 102-143, known as the 'Aging Aircraft Safety Act of 1991'. The law instructed the Administrator to prescribe regulations that would ensure the continuing airworthiness of aging aircraft. The law also instructed the Administrator to conduct inspections and review the maintenance and other records of each aircraft, which an air carrier uses to provide air transportation.

These inspections and record reviews were intended to enable the Administrator to decide whether aging aircraft are in a safe condition and properly maintained for air transportation operation. The law also requires the Administrator to establish procedures to be followed to perform such inspections.

Adhesive Layer Performance Indicates Critical Need for Proper Surface Preparation: Previous analyzes of bonded doublers have demonstrated that the most critical part of the repair installation is the adhesive. It must transfer the load to the composite doubler and hold up under many load cycles.

Aerospace Alloy Corrosion

The adhesive must also resist moisture and other environmental effects. In order to obtain the optimal adhesive strength and ensure a satisfactory performance over time, it is essential to strictly comply with the installation process. Surface preparation is one of the key steps in the installation process.

This study demonstrated the ability of the accepted adhesives to transfer loads over multiple fatigue lifetimes of a commercial aircraft. Strain field analyzes and fatigue tests showed that large disbonds—in excess of those which will be detected by NDI—and Boron-Epoxy water absorption did not affect the performance of the adhesive layer.

Because of the wide ranging effects that this rule will have on aircraft maintenance, AMT magazine brings you portions of the new proposed rule, which offers a historical perspective on aging aircraft, as well as a summary of what is being proposed.

The following are selections from the NPRM: Residual Strength: Postfatigue load-to-failure tests produced residual strength values ​​for the composite-aluminium specimens. Even the existence of disbonds and fatigue cracks did not prevent the doubler-reinforced plates from achieving static ultimate tensile strengths in excess of the 70 ksi Mil-Hndb-5 listing for 2024-T3 material.

Nondestructive Evaluation

Thus, a properly designed and installed composite doubler is able to restore the structure to its original load-carrying capability. The structural integrity of aging aircraft structures can be directly related to corrosion. As the service life of aircraft increases, eventually there will be a growing probability of corrosion formation, along with other forms of damage such as fatigue cracks, stress–corrosion cracking and other local or global damage.11 In addition, aging aircraft can accumulate residual

structural stresses in their structures, or on the rivets and around rivet holes, decreasing the mechanical properties of Al alloys and reducing the lifetimes of these highly expensive pieces of equipment.12 For NDT of airframe structures such as lap joints and wing skins, a two-step approach may be the most feasible.

A number of organizations (NATIBO, 1998, Alcott et al., 1995, Forsyth et al., 1998) have independently suggested the use of an enhanced visual method as a fast, first-pass inspection to identify suspect areas. This large-area inspection would be followed by a second inspection by eddy current and/or ultrasonic to verify the visual inspections and quantify the detected discontinuities.

The increasing availability of robotic scanners and array sensors may improve the speed of acquisition of the more sensitive NDT techniques enough so they can be used on much wider areas and eliminate the proposed 'triage' inspection stage.

Introduction

Historical perspective The continued airworthiness of aircraft structure is significantly affected by age-related fatigue damage. Evidence to date suggests that when all critical structure are included, damage-tolerance-based inspections and procedures provide the best approach to address aircraft fatigue.

An underlying principle of damage tolerance is that the initiation and growth of structural fatigue damage can be anticipated with sufficient precision to allow damage-tolerance-based inspections and procedures to detect damage before it reaches a size that affects an airplane's airworthiness.

In this chapter, a series of experimental results showing the influence of existing corrosion on the mechanical behavior of aircraft aluminum alloys is presented. In the first part, the static as well as fatigue and damage-tolerance behavior of the corroded material is examined and, in the second part, analytical models are proposed, which take into account the effect of corrosion for the prediction of the fatigue and damage

- tolerance behavior of corrosion-damaged components. Firstly, a brief literature review was performed on the corrosion susceptibility of aircraft aluminum alloys.3 One of the concerns surrounding composite doubler technology pertains to long-term survivability, especially in the presence of nonoptimum installations.

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This test program demonstrated the damage tolerance capabilities of bonded composite doublers. The fatigue and strength tests quantified the structural response and crack abatement capabilities of Boron-Epoxy doublers in the presence of worst-case flaw scenarios. The engineered flaws include cracks in the parent material, disbonds in the adhesive layer and impact damage to the composite laminate.

Congress also instructed the Administrator to encourage governments of foreign countries and relevant international organizations to develop programs addressing aging aircraft concerns. Most foreign air carriers and foreign persons engaged in common-carriage operations have maintenance program requirements adopted by their governments.

The FAA issues the airworthiness certificates for U.S.-registered airplanes. By including part 129 in this proposed rule, foreign air carriers and foreign persons operating U.S.-registered multiengine aircraft within or outside the United States would be required to include damage-tolerance-based inspections and procedures in their maintenance programs and be subject to aging aircraft

records reviews and inspections. Due to the aging aircraft and other strategic structures, nondestructive evaluation (NDE) is needed to monitor the condition of the structures. Because of the wide use of continuous carbon fiber polymer-matrix composites in structures, NDE of this material is particularly needed.

The S To The Present

The electrical resistance technique described in Section 5.2.3 provides a method of NDE. Other methods include infrared (IR) thermography (Pawar and Peters, 2013) and ultrasonic inspection. Eddy current inspection is limited in its effectiveness, due to the fact that the electrical conductivity of carbon fiber composites is low compared to that of metals.

Intergranular corrosion is another type of localized corrosion, whereby the grain boundaries (or crystallites) of metals are selectively dissolved and visible boundary lines are created.19 Grain boundaries are the precipitated and segregated sites of the metals, which makes them physically and chemically different from

the remaining matrix. Here, the bulk grains are not usually attacked by the corrosion species and the depth of corrosion is often shallow.1 All alloys are very rich in corrosion-resistant elements such as titanium, chromium, copper and nickel, and these alloying elements can be depleted

in the grain boundaries. The depleted zones on the grain boundaries are electrochemically active, and this activity is based on the alloy composition and thermo-mechanical processing.17 These zones can also exhibit local galvanic coupling, resulting in galvanic corrosion of the Al alloys.

Monitoring Of Composite Patch Repairs

Usually, Al-based alloys are sensitive to intergranular corrosion and can be weakened over time. In formulating this proposal, the FAA considered options for setting repeat intervals. Among those considered were the heavy maintenance check interval, heavy maintenance visit interval, or the "letter check" (e.g., 'C', 'D', or 'E') interval or other equivalent check interval an operator may use.

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Contact us today to learn more about our expansive offerings and robust solutions. Selective leaching (or de-alloying) is the leaching process of a less noble metal from alloys in a suitable condition. This is a localized corrosion process.

The most common elements typically undergoing selective removal include zinc, aluminium, nickel, iron, chromium and cobalt. What remains is a mechanically weak, porous structure with very low ductility.24 Aluminum metal can preferentially dissolve from an Al alloy in a de-aluminification process.

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Severe marine environments and acidity accelerate the Al depletion process from the alloys. Selective leaching can be prevented by oxygen removal from the solution, cathodic protection, selection of alloying elements and grain-size reduction.25 In October 1991, Congress enacted Title IV of Public Law 102-143, the "Aging Aircraft Safety Act of 1991" (AASA), to address aging aircraft concerns.

The AASA was subsequently codified as section 447717 of Title 49, United States Code (49 U.S.C.). Section 44717 or 49 U.S.C. instructs the Administrator to "prescribe regulations that ensure the continuing airworthiness of aging aircraft." The AgileAir expands support capabilities while dramatically reducing unnecessary waste in terms of space and energy.

Efficiency is at the core of AgileAir's capabilities. This unit consumes less than one-fifth of the fuel required to operate traditional equipment, saving you money, time, and resources. It also has a smaller transportation footprint than older equipment such as the Dash 60 and C-10 carts.

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Subsequently, the FAA issued AC 91-56A, 'Continuing Structural Integrity Program for Large Transport Category Airplanes' applicable to airplanes with a gross weight more than 75,000 lb and certified under fail-safe and fatigue requirements prior to Amendment 25–45 of FAR 25

. Damage-tolerance-based inspections and procedures would be required on all affected airplanes no later than December 20, 2010. The airplanes affected by this proposed rule transport a significant proportion of those passengers carried in scheduled passenger service and are the most prevalent airplanes operating in

such service. This notice does not propose requirements for rotorcraft or single-engine airplanes, nor does it propose requirements for on-demand passenger- or cargo-carrying operations under 14 CFR Part 135. The scope of this proposal includes the preponderance of aircraft the Congress intended to

cover under the AASA. In a future notice, the FAA will propose aging aircraft requirements necessary to cover the operation of all the other aircraft used by air carriers to provide air transportation. A hydrogen atom-rich solution provides an aggressive environment for Al alloys.

Share Gm

Many Al alloy-based aging aircraft have corrosion damage during their service life because of corrosion-induced hydrogen embrittlement mechanisms.21−23 More specifically, hydrogen atoms cause lattice defects (e.g. vacancies, dislocations, grain boundaries) and distortions on Al alloys and make

them extremely brittle. The Aloha Airlines accident in 1988 is considered to have had this type of mechanism failure as well as other environmentally induced cracking.11 These inspection requirements have little impact on new air carrier equipment as manufacturers saw long ago the need to include these inspection programs with the new aircraft.

So, in effect, the airlines have already been conducting damage tolerance inspections on their fleet. But for older aircraft without inspection programs, and for the majority of regional carriers, a new requirement to engineer inspection programs will be in place.

Furthermore, the FAA promises to apply these programs to "on demand" operators in the near future. Although the FAA and the industry have been dealing with aging aircraft regulation for years in the form of numerous ADs and inspection requirements, no rule has yet been passed which requires a specific "inspection program" for older aircraft.

Beginning in 1984, the FAA issued a series of airworthiness directives (ADs) requiring the operators of those airplanes to incorporate the SIPs into their maintenance programs. SIPs provide inspections and procedures that are based on damage-tolerance principles.

Section 44717 or 49 U.S.C. specifies that these inspections and reviews must be carried out as part of each aircraft's heavy maintenance check conducted "after the 14th year in which the aircraft has been in service."

It also states that the air carrier must "demonstrate to the Administrator, as part of the inspection, that maintenance of the aircraft's age-sensitive parts and components has been adequate and timely enough to ensure the highest degree of safety."

Section 44717 or 49 U.S.C. further states that the rule issued by the Administrator must require an air carrier to make its aircraft, as well as any records about the aircraft that the Administrator may require to carry out the review, available for inspection as necessary to comply with the rule.

It also states that the Administrator must establish procedures to be followed for carrying out such an inspection. These airplanes fall into four basic categories: (1) Airplanes with non-damage-tolerance-based SIPs, based solely on service history, as prescribed in AC No.

91-60, "The Continued Airworthiness of Older Airplanes;" (2) airplanes that were certified with design-life limits on the entire airplane or on major components such as the wing, empennage, or fuselage; (3) airplanes that were designed to "fail-safe" criteria to comply with fatigue requirements;

and (4) airplanes that were certified with limited consideration being given to metal fatigue. There is a great need for cost-effective and reliable NDT techniques that can be used to ensure the safe operation of aging aircraft.

A large number of NDT techniques have been applied to the detection and characterization of corrosion in simulated or real aircraft parts. Table 5.2 summarizes the application areas, capabilities, limitations and metrics for each technique. However, there has been relatively little effort by independent parties to measure the sensitivity and reliability of these techniques under realistic conditions.

Therefore, the NDT metrics quoted here are best estimates under the most favorable conditions. Each NDT method has certain capabilities and limitations and often more than one technique is needed to cover the various components and corrosion types encountered in aging aircraft.

Airbus provided another driver in the 1990s when they decided to proceed with the design of the A380. The large size of this plane demanded materials with high strength, fracture toughness and corrosion resistance in massive sections.

On August 6, 1993, the FAA revised the airworthiness standards for small metallic airplanes to incorporate Amendment No. 23-45 (58 FR 42163) into 14 CFR Part 23. Those revisions provided an option to use damage-tolerance-based inspections and procedures as a means for achieving continued airworthiness of newly certified normal, utility, acrobatic, and commuter category airplanes.

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The rule also prohibits operation of those airplanes after specified deadlines unless damage-tolerance-based inspections and procedures are included in the maintenance or inspection programs under which the airplanes are maintained. This requirement was implemented to ensure the continuing airworthiness of aging airplanes operated in air transportation by assessing the damage-tolerance of older airplane structures.

In the early 1990s the reality associated with an aging aircraft fleet resulted in a technical focus on improved damage tolerance and improved corrosion resistance. Later in the 1990s and into the twenty-first century there has also been a major focus on the cost of doing business, i.e.

acquisition cost, which includes the cost of manufacturing and having environmentally compliant processes, and maintenance cost, which is impacted by material variations, defects, etc. In addition to having high specific strength, damage tolerance and corrosion resistance, new materials must be amenable to new manufacturing methods and be cost effective.

Consequently, the current challenge is to develop materials with improvements in both structural performance and life cycle cost. This requires close cooperation between material producers and the airframe's design, analysis, manufacturing and cost experts, so that the material properties can be tailored to the intended application (Liu, 2006).

On May 6, 1981, the FAA published Advisory Circular (AC) 91-56, "Supplemental Structural Inspection Program for Large Transport Category Airplanes," guidance material based on the amended rule for existing designs. Using the guidance provided in AC 91-56, many manufacturers of large transport category airplanes (airplanes of more than 75,000 pounds) developed Supplemental Inspection Programs (SIPs) for their existing models.

The proposals contained in this NPA are intended to achieve a common approach to the continued airworthiness of (aging) aircraft structure requirements of JAR and FAR to maintain the safety provided by the regulations, without reducing it below a level that is acceptable to both authorities and

industry.

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