Aircraft Structural Components
The major aircraft structures are wings, fuselage, and empennage. The primary flight control surfaces, located on the wings and empennage, are ailerons, elevators, and rudder. These parts are connected by seams, called joints.
All joints constructed using rivets, bolts, or special fasteners are lap joints. Fasteners cannot be used on joints in which the materials to be joined do not overlap – for example, butt, tee and edge joints. A fayed edge is a type of lap joint made when two metal surfaces are butted up against one another in such a way as to overlap.
Internal aircraft parts are manufactured in four ways: Milling, stamping, bending, and extruding. The metal of a milled part is transformed from cast to wrought by first shaping and then either chemically etching or grinding it. A stamped part is annealed, placed in a forming press, and then re-heat treated.
Bent parts are made by sheet metal mechanics using the bend allowance and layout procedures. An extrusion is an aircraft part which is formed by forcing metal through a preshaped die. The resulting wrought forms are used as spars, stringers, longerons, or channels. In order for metal to be extruded, bent, or formed, it must first be made malleable and ductile by annealing. After the forming operation, the metal is re-heat treated and age hardened.
Aircraft Empennage Section
The empennage is the tail section of an aircraft. It consists of a horizontal stabilizer, elevator, vertical stabilizer and rudder. The conventional empennage section contains the same kind of parts used in the construction of a wing. The internal parts of the stabilizers and their flight controls are made with spars, ribs, stringers and skins.
Also, tail sections, like wings, can be externally or internally braced.
Here in the UK and in particular at the Airbus facility in North Wales, our expertise is in the manufacture of aircraft wings. Aircraft wings have to be strong enough to withstand the positive forces of flight as well as the negative forces of landing. Metal wings are of two types: Semicantilever and full cantilever. Semicantilever, or braced, wings are used on light aircraft.
They are externally supported by struts or flying wires which connect the wing spar to the fuselage. A full cantilever wing is usually made of stronger metal. It requires no external bracing or support. The skin carries part of the wing stress. Parts common to both wing designs are spars, compression ribs, former ribs, stringers, stress plates, gussets. wing tips and wing skins.
Airbus at Broughton employs more than 5,000 people, mostly in manufacturing, but also in engineering and support functions such as procurement and finance.
Two or more spars are used in the construction of a wing. They carry the main longitudinal -butt to tip – load of the wing. Both the spar and a compression rib connect the wing to the fuselage.
Compression ribs carry the main load in the direction of flight, from leading edge to trailing edge. On some aircraft the compression rib is a structural piece of tubing separating two main spars. The main function of the compression rib is to absorb the force applied to the spar when the aircraft is in flight.
A former rib, which is made from light metal, attaches to the stringers and wing skins to give the wing its aerodynamic shape. Former ribs can be classified as nose ribs, trailing edge ribs, and mid ribs running fore and aft between the front and rear spar on the wing. Formers are not considered primary structural members.
Stringers are made of thin sheets of preformed extruded or hand-formed aluminum alloy. They run front to back along the fuselage and from wing butt to wing tip. Riveting the wing skin to both the stringer and the ribs gives the wing additional strength.
Stress plates are used on wings to support the weight of the fuel tank. Some stress plates are made of thick metal and some are of thin metal corrugated for strength. Stress plates are usually held in place by long rows of machine screws, with self-locking nuts, that thread into specially mounted channels. The stress-plate channeling is riveted to the spars and compression ribs.
Gussets, or gusset plates, are used on aircraft to join and reinforce intersecting structural members. Gussets are used to transfer stresses from one member to another at the point where the members join.
The wing tip, the outboard end of the wing, has two purposes: To aerodynamically smooth out the wing tip air flow and to give the wing a finished look.
Wing skins cover the internal parts and provide for a smooth air flow over the surface of the wing. On full cantilever wings, the skins carry stress. However, all wing skins are to be treated as primary structures whether they are on braced or full cantilever surfaces.
The largest of the aircraft structural components, there are two types of metal aircraft fuselages: Full monocoque and semimonocoque. The full monocoque fuselage has fewer internal parts and a more highly stressed skin than the semimonocoque fuselage, which uses internal bracing to obtain its strength.
The full monocoque fuselage is generally used on smaller aircraft, because the stressed skin eliminates the need for stringers, former rings, and other types of internal bracing, thus lightening the aircraft structure.
The semimonocoque fuselage derives its strength from the following internal parts: Bulkheads, longerons, keel beams, drag struts, body supports, former rings, and stringers.
A bulkhead is a structural partition, usually located in the fuselage, which normally runs perpendicular to the keel beam or longerons. A few examples of bulkhead locations are where the wing spars connect into the fuselage, where the cabin pressurization domes are secured to the fuselage structure, and at cockpit passenger or cargo entry doors.
Longerons And Keel Beams
Longerons and keel beams perform the same function in an aircraft fuselage. They both carry the bulk of the load traveling fore and aft. The keel beam and longerons, the strongest sections of the airframe, tie its weight to other aircraft parts, such as powerplants, fuel cells, and the landing gears.
Drag Struts And Other Fittings
Drag struts and body support fittings are other primary structural members. Drag struts are used on large jet aircraft to tie the wing to the fuselage center section. Body support fittings are used to support the structures which make up bulkhead or floor truss sections.
Former rings and fuselage stringers are not primary structural members. Former rings are used to give shape to the fuselage. Fuselage stringers running fore and aft are used to tie in the bulkheads and former rings.
Horizontal Stabilizer And Elevator
The horizontal stabilizer is connected to a primary control surface, i.e., the elevator. The elevator causes the nose of the aircraft to pitch up or down. Together, the horizontal stabilizer and elevator provide stability about the horizontal axis of the aircraft. On some aircraft the horizontal stabilizer is made movable by a screw jack assembly which allows the pilot to trim the aircraft during flight.
Vertical Stabilizer And Rudder
The vertical stabilizer is connected to the aft end of the fuselage and gives the aircraft stability about the vertical axis. Connected to the vertical stabilizer is the rudder, the purpose of which is to turn the aircraft about its vertical axis.
Elevators and rudders are primary flight controls in the tail section. Ailerons are primary flight controls connected to the wings. Located on the outboard portion of the wing, they allow the aircraft to turn about the longitudinal axis.
When the right aileron is moved upward, the left one goes down, thus causing the aircraft to roll to the right. Because this action creates a tremendous force, the ailerons must be constructed in such a way as to withstand it.
Flight controls other than the three primary ones are needed on high-performance aircraft. On the wings of a wide-body jet, for example, there are as many as thirteen flight controls, including high and low-speed ailerons, flaps, and spoilers.
Flaps And Spoilers
Wing flaps increase the lift for take-off and landing. Inboard and outboard flaps, on the trailing edge of the wing, travel from full up, which is neutral aerodynamic flow position, to full down, causing air to pile up and create lift. Leading edge flaps – Krueger flaps and variable-camber flaps – increase the wing chord size and thus allow the aircraft to take off or land on a shorter runway.
Spoilers, located in the center section span-wise, serve two purposes. They assist the high-speed ailerons in turning the aircraft during flight, and they are used to kill the aerodynamic lift during landing by spreading open on touchdown.
Connected to the primary flight controls are devices called trim tabs. They are used to make fine adjustments to the flight path of an aircraft. Trim tabs are constructed like wings or ailerons, but are considerably smaller.
Aircraft tugs are not the most exciting thing to read about. However, if you are considering the purchase of an aircraft, it’s important to plan how you will move the aircraft in and out of your hangar. Ideally, this decision is made before your aircraft arrives. So, this article will offer a little advice on the subject of aircraft tugs.
Most airports have multi-tenant and or community hangars. Some airports will offer – through an FBO (fixed based operator) services to reposition your aircraft in and out of the community hangar. Some will even allow the aircraft owners to keep their personal tugs on site to move their own aircraft. However, most aircraft owners (individual & small business) will prefer their very own private facility – either a tee hangar or a free standing private hangar.
There are many reasons to consider having an aircraft tug as an alternative to physically pushing or pulling the aircraft by yourself or with the help of others. The single biggest reason is to prevent damage to the aircraft let alone one’s self. I learned this lesson the hard way while accepting help to move a Stearman.
Inevitably, with or without help, you stand the risk of damaging your aircraft when moving it without a tug. Why? Because you or the person helping may end up pushing and pulling at different points on the aircraft not intended for that type of force. The subsequent repairs can easily exceed the investment of an aircraft tug.
Typically, you have three choices of operation when considering the purchase of a tug for your aircraft. You may choose between manual, electric and gasoline powered tugs. For this article I am referring to the type of aircraft tug you walk behind.
Manual tugs are used for very light aircraft on smooth surfaces that have minimal incline. This is a very cost effective way to move your aircraft and negates the help of others. Electric tugs range in size and horsepower and will move most aircraft up to 16,000lbs.
Gasoline powered tugs range in size and horsepower as well and offer a nice alternative to electric when a power source is not available to keep an electric tug charged. Both will offer the ability of forward and reverse operation. My own experience says it comes down to merely personal preference between electric or gasoline tugs.
However, if your hangar is not climate controlled and or you’re located in the colder parts of the country, a gasoline tug may be the better choice as battery operated aircraft tugs tend to lose performance in extended cold environments.
All aircraft tugs manufactured in the market place will not fit all aircraft. It’s important to confirm compatibility before purchasing a tug including but not limited to the aircraft model, weight, nose wheel (with or without a fairing), tail wheel size as well as the specific dimensions under your aircraft from the nose and the tail of the aircraft to the center point of the gear.
This will aid in determining the fit and confirming the necessary clearance to successfully operate a tug with your aircraft.
The aircraft tug is the most important compliment to your hangar not to mention your aircraft of course.
Aircraft Brake System Overview
The way an aircraft’s brake system is assembled is necessary to the passenger’s safety as it is responsible for safe take-off and landing. Learning about the assembly, system and other safety notes is important to prevent personal injuries as well as aircraft damage. Below is an overview of an aircraft’s brake system and composition.
Like a vehicle’s brake system, the aircraft’s system also makes use of the standard parts including steel rotors, housings and aluminum pistons. These are made of aluminum, magnesium and other materials that can withstand heavy pressure. Often smaller aircraft have simpler assembly including a fluid reservoir, master cylinders and the brake itself whereas huge aircraft have more complex assemblies as they need to withstand stronger pressure due to the aircraft’s size.
Large aircraft like military planes and commercial airlines use power brake metering valves, anti-skid, isolation valves, pressure transducers and anti-spin transducers in their braking system to ensure that the plane will take off and land safely.
Types of Systems
The system type depends on the size of the aircraft. Commercial airliners, military jets or business planes often utilize the power brake system as it requires substantial power to handle the pressure that the weight it carries to be able to land or take-off safely. Larger planes also have an emergency backup system in place in the rare instances that the primary system fails.
Another type would be the hydraulic system which is used by many companies in the industry as it provides reliability and redundancy. The system works by using the isolation, shuttle and selector valves which are three of the power sources for brakes.
Since rubber hoses often fail when used regularly, shuttle valves and fuses are used because they are more resistant and reliable. The shuttle valves separate the flow of pressure whereas the fuses measure the flow volume and shut it off automatically when the determined volume is reached.
An anti-skid system is also an integral part of the brake system as it is used to ensure safe take-off and landing. The system allows the pilot to apply maximum force for safe take-off or landing. Wheel speed detectors, anti-skid valves, processor and fault indication are some components of the anti-skid system as well as different modes for protection including locked wheel, touchdown and pressure dump. These modes ensure that the different types of protection are in place when needed.
An aircraft’s brake system depends on its own weight and as such, the bigger the aircraft is, the more complex the system is. Huge airline companies install a backup braking system to their aircraft to ensure that additional pressure sources are handled accordingly. Regular maintenance is also in place to ensure that the system is working properly.
The Advantages Of A Steel Aircraft Hangar
Our company has been in steady development in the past thirty years. Our main focus of business interest is aerial photography, but we also provide air tours for our guests over the neighboring mountain range and national park. The latter have been becoming more and more lucrative so we started to think about expanding.
The company needs to consider all aspects of a prospective expansion in order to minimize the risks. The first idea was the expansion of our existing location. The company called for the services of a surveying company and resulting data showed that our airfield has reached its boundaries and there is technically no more space left for us to use.
This led to our second plan. Expansion can mean relocation, too. But our company intended to keep our main site, so the solution will be finding and designing Site B. The surrounding area did not pose any particular challenges so the suitable location was easily found and purchased.
The answer for adequate design and construction questions was imperative. The size and implementation of our hangar provided the final decision: we are going to use steel parts.
Steel building components are highly specialized to provide maximum strength and with the highest quality materials used it can serve a 40 year warranty. A rigid frame system offers incredible strength, durability and versatility while filling ordinary clear span building requirements at an economical price.
Metal building companies also offer the use of their in-house engineering staff with wide ranging experience so any special needs can be fulfilled without further time delay or problems with construction and building.
In all practicality design, construction and maintenance are at their optimum with metal buildings. With prefabricated, pre-drilled, pre-punched parts erecting the building is a breeze. Metal buildings are much less susceptible to fire, resist rain, extreme weather conditions and heavy snow loads. Strength is accompanied with flexibility and if necessary, extensions can be added quickly.
On the other hand, steel is a 100% recyclable material, an eco-friendly choice. It will not pollute the planet in the future either as it decomposes as rust, a non-toxic material. We can also get Energy Star approved panel coatings that can also save up to 40% in your energy costs and may even be eligible for tax rebate in our state.
Aircraft Line Maintenance
Successful aircraft maintenance depends on experienced extensively qualified employees, devoted to problem solving. Every aircraft requires maintenance checks from light, regular maintenance checks, to heavy periodical maintenance checks. Full technical support is what the operators seek.
Full technical support covers engines, airframes and modifications, components, landing gear changes and engineering. Modification, aircraft dismantling and storage can be included alongside aircraft maintenance.
Aircraft modification is primarily to improve older aircraft models through cost effective alteration works,including design and cabin furnishings & layout alterations. When offered as aircraft line maintenance it is part and parcel of supporting a fleet.
Approved line maintenance organisations
Any such work at outstations of an air carrier must be performed by approved maintenance organisations. A carrier is encouraged to apply for outstation line maintenance approval based on management by its main base. Equally, the maintenance organisation of a carrier is regarded as an independent organisation when it performs this work on aircraft that are not its own.
General servicing work is not regarded as line maintenance. Self-handling or entrusting to another company by agreement, the carrier submits application to its local civil aviation management organisation for line maintenance approval at outstations for specific aircraft under its maintenance agreement. A carrier’s maintenance organisation takes full responsibility for compliance between maintenance at outstations and 145 requirements to the approved standards.
Airworthiness documentation provided by the aircraft manufacturer must be available onsite at outstations.
Line Maintenance agreements
If a carrier’s maintenance organisation entrusts other companies to perform such work or release at an outstation, it has to sign a clear maintenance agreement with the contracted company. The maintenance agreement must include the following:
- Technical documentation, material, management procedures provided by the carrier
- Training instructions provided by the carrier;
- Work scope entrusted by the carrier and authorization instructions;
- Maintenance records and reporting methods.
A copy of all these must be kept at the outstation. A line maintenance organisation has full responsibility for compliance to 145 requirements and never performs work at locations out of maintenance certificate approval.
Organisations must have the tools & equipment necessary to perform work at locations listed in maintenance certificates, and special equipment belonging to the carrier by means of agreements.
The benefits of Line Maintenance Outsourcing
Line maintenance is seeing growth as more airlines, struggling with high fuel prices, see this as another area they no longer need in-house. New generation aircraft need outside maintenance specialists who can focus on high-tech entertainment systems, seating, galleys and lavatories.
The one qualification to this is the retirement of older aircraft, with replacement models that have longer specified intervals between inspections. As well as the high tech end, outsourced work will include cabin interiors, which is comparatively low-tech. When you consider repairing an armrest on a seat, for example, that is better outsourced, freeing up skilled mechanics for skilled activities.
Long-haul, widebody aircraft, operators offering a high degree of premium class services,legacy carriers, which typically operate large aircraft on long international flights, will start to shift more of their line work to third-party vendors. Line work has not been heavily outsourced to date, but overnight checks can be economically attractive offering efficiencies, without sacrificing operational performance.
Reciprocal carrier line maintenance contracts may be a casualty of these developments. High tech tasks will require additional training for people who work on some of the in-cabin systems, such as in-flight entertainment, galleys, lavatories and seating.
So, aircraft maintenance, including a comprehensive range of services from A checks and scheduled engine changes, through cabin cleaning and servicing, AOG service and total care programmes relating to cabin maintenance, particularly with respect to in-flight entertainment systems, on-wing engine support, LRU exchange programs and overnight checks with an efficient use of ground time, is the future. This future will be evolutionary, dictated by economics.
Hangar Door – Aircraft Hangar Doors Construction Manual
Hangar Doors Construction Guide
Before building a hangar door, first a pole evaluate the current state of airport or fleet, its operation and the feasibility of building a new hangar door. This includes the qualification of demand and requirements for aircraft hangars, assessment of the environment in which the project is carried out and assistance to key decision-makers & familiarize with the requirements of the FAA and the regulations governing the development of the airport and the construction of aircraft hangars.
Before going any further, identify the key persons who can help. These people could include:
- airport managers
- Representatives of the city
- Airport engineers
- airport consultants
- the local organization of the EAA
- other hangars owner
Research is the key
Start with an inspection of the waiting list of the aircraft hangar. If an airport does not have one, determine hangar space needed. Connect with those who show interest, learn about their commitment and plans for the future, and how much they are willing to spend. This is market research. Is customer interested in other places? Some people have their names on multiple waiting lists throughout the state. Does customer own a plane right now? decide this first to qualify these people, it must be verified.
Another way to gauge people’s interest in a hangar waiting list is to request a financial contribution for each listing.
The type of hangar depends on tenants and what is best in the airport. For example, interlocking T-sheds attract tenants because they offer the best weather protection for the least possible return. Coffered sheds generally attract owners with more money and bigger planes. These sheds are often more expensive to build, but they also generate significant revenue and should take much longer. Box sheds can also provide car washes, a conference room or a room for repairs and revisions of Hangar doors construction.
Planning is the key
Hangar doors construction Make sure to speak with local tenants, the airport manager, local EAA, etc.
Elements to consider
The search for the environment in which one wants to build is probably the most important element that can be overlooked. Airport supporters often believe that development will be easy and successful when the demand for space in aircraft hangars is high. Not always! Before looking for financing search for all the items at the airport. These elements include:
Support for airport owners: Whether it’s a private or public airport, help, and support needed to succeed. Key people to reach the airport manager, planning department, and city or county members. If an airport commission exists, please contact them!
Community Supporters: If the community does not support the project, it will be much more difficult. If the airport was good for the community in the past, feel comfortable with them. Do not accept it simply because ideas do not contain any complaints from the community & get support. Check with online forums, local newspapers and local residents to find out what people think about plans.
The Airport Master Plan: The airport should have a current FAA approved master plan, and show the airport’s ability to develop and plans for completion. It also shows an airport layout scheme. It is important that aircraft hangar project is highlighted in this management plan during the planning phase.
Zoning or land usage: The airport or city will have a plan from which to develop its own airport. Some areas will be available for aircraft hangars, others for commercial development, gas, combinations, etc. Some should be listed as permissions and should be free of any development or design. If there is not yet an area to develop a hangar, contact the airport manager. AOPA will also be a useful contact – Talk to Noise and Land Department.
Design Standards: Design standards do not apply to any airport. Some airports will have preferred architects and engineering offices for aircraft hangar projects. These companies will know the size, shape, design, door styles, etc. Get contact information from AeroDoors at a very early stage to make sure the right door choice is made. The airport manager may have a list of “favorite design agencies”.
Tenant Support: Although the waiting list in the hangar of the aircraft can wait to finish development, others may not show the same enthusiasm. For example, an existing hangar developer at the airport can see one as a threat. It is important that, determine the competition and ask for the opinion of others. first, a pole know what support is needed to overcome the competition.
Availability of funding: Existing airport revenues will be the main source of funding. Examples include state aviation, municipal bonds or private loans. Take a look at the FAA Airport Improvement Program.
All About FBO And Aircraft Handling Services
The aviation industry is served by many service companies, but Fixed Base Operators or FBOs are of particular importance for private and commercial carriers. In this post, we will talk about FBOs in detail and understand some of their services and roles in the current industry.
The essential services
As the name suggests, FBOs and aircraft handling services offer fixed infrastructure and a wide range of different facilities at an airport. These facilities can be really diverse, from managing terminals and passenger services to immigration, aircraft fueling and maintenance services. The range of services offered by these companies depends largely on the size and location. In places like the Middle East, India and China these services are still developing at a rapid rate, while in Europe and North America FBOs already do prominent jobs at most airports.
Understanding aircraft handling services
Some FBOs do offer aircraft handling services, although such services can be provided by third parties as well. A ground handler usually has a direct license from the airport from which to offer these services. This may include both above and below wing services (discussed further in this post). Airport handling services are critical because these offer help and assistance with ground support equipment. Ground handlers must carry significant liability insurance and must have proper safety training in the field. In most countries they also need additional certification from different authorities.
Above and below wing services
“Above Wing” services are all about assisting the crew and passengers to and from the aircraft. This may include handling passengers at the airport, along with other services like transportation to the aircraft, in-flight catering and managing accommodation at hotels if needed. FBOs also manage concierge services to serve the passenger requirements of those using private aircraft.
On the other hand, “Below Wing” services involve actual ground handling work, including baggage handling, towing, and coordinating with other parties for fueling, hangar and other services. Many of the companies also offer additional essential services, such as the supply of certain equipment such as tugs, ground power units and other equipment.
Other important areas
If you are a private aircraft owner and require FBO services, you need to find a company that has extensive experience in the field. You need to know the depth of experience they have providing FBO services and their current capabilities and capacities. For FBO services, it’s important to have a company that specializes in the field and has worked at major airports in America. You might also want to know their experience in the international arena, especially when you need to specifically plan for international operations.
Over the years, the demand for FBOs has increased considerably, although the roles can differ in different countries. These companies perform the technical requirements and handle other issues at major airports and streamline the work in a professional way, both for flight crews and passengers. Some of the FBOs even work with airport sponsors and other parties to manage and handle specific projects.
Train For A Career In Avionics And Aircraft Maintenance
It’s hard to believe that the Wright Brothers took the first powered aircraft flight in 1903 – a little more than one hundred years ago. Since then, airplanes have become a part of everyday life. From small single-engine private planes to huge jets that can carry heavy cargo, aircraft are in use in every part of the globe. They all have something in common: they require regular maintenance and repair.
When aircraft are concerned, safety is critical. If you are driving your car and your engine quits, you can pull over to the side of the road. But if your engine quits when you are flying a small plane at ten thousand feet, you have a much more serious problem! Aircraft mechanics and avionics technicians must keep planes flying safely – it can be a matter of life or death.
Aviation technicians are highly skilled and maintain aircraft to standards set by the U.S. Federal Aviation Administration (FAA). Within the industry there are different areas of specialization.
Many aircraft mechanics specialize in preventive maintenance. They inspect landing gear, pressurized sections, aircraft engines, instruments, brakes, valves, pumps, and other parts of the aircraft. They carry out necessary maintenance and parts replacement, and keep records of the maintenance performed on the aircraft.
Other mechanics specialize in repairs. They find and fix problems that are identified by pilots or inspectors. Mechanics often must work quickly so that the aircraft can be put back into service.
Mechanics generally specialize in one type of aircraft, such as jets, propeller-driven airplanes, or helicopters. Others may specialize in one section of a particular type of aircraft, such as the electrical system, engine, or hydraulics. Airframe mechanics work on any part of the aircraft except the instruments, power plants, and propellers, while powerplant mechanics work only on engines. Combination airframe-and-powerplant mechanics (A&P mechanics) work on all parts of the plane except the instruments.
Avionics technicians repair and maintain electronic and navigation systems. They may require additional licenses, such as a radiotelephone license issued by the U.S. Federal Communications Commission (FCC).
Most aircraft mechanics and avionics technicians receive training at one of the many technical schools certified by the FAA. About one-third of these schools award two-year and four-year degrees in aviation technology, avionics, or aviation maintenance management. Most mechanics who work on civilian aircraft are certified by the FAA as either a powerplant mechanic or an airframe mechanic.
FAA standards require that certified mechanic schools must offer students a minimum of 1,900 class hours of instruction. Programs normally last from 18 to 24 months, and provide training with the tools and equipment used on the job. After graduation, mechanics and technicians must pass an exam for certification, and take at least 16 hours of training every 24 months to keep their certificate current. The FAA also offers the A&P certificate, a combined certificate that allows for certification as both an airframe and a powerplant mechanic.
The Job Prospects Are Good
According to the U.S. Government’s Bureau of Labor Statistics, during the decade between 2008 and 2018 the field of aircraft and avionics equipment mechanics and service technicians will add 9,800 new jobs. With the right training and certification, one of those new jobs could be yours.
But how do you get started? The best way is to research career colleges. Log onto a reputable online college directory. Search for aviation mechanics or avionics programs. Compare colleges and what they have to offer, including financial aid and career services. Then contact the schools that offer what you need. In less time than you think, you could be training for a rewarding career or expanding your existing training to qualify for a better job.