Is there really a shortage of Mechanics too?

[wuberoo]

Is there really a shortage of airline mechanics too? Also, what is the typical payscale for a mechanic?

 

[jmreii]

Is there really a shortage of airline mechanics too? Also, what is the typical payscale for a mechanic?

Many airlines are contracting out their maintenance in-order to cut costs, I have no Idea what the current payscales are because I never once considering working for an airline as a AMT because there are too many other industries that pay better. Examples manufacturing, shipbuilding, railroads, high-end automobiles.

 

[bizicmo]

what do you mean is there a shortage of mechanics TOO? what else is there a shortage of?

 

[avbug]

He is probably referring to the mythical pilot shortage, which has never existed.

Finding work as a mechanic is generally easier than finding work as a pilot.

Good mechanics are always in demand.

Of course, pilots don't need to maintain their own fifty thousand dollar tool set, and don't have the liability or equivalent training of the mechanic, yet make considerably more than most mechanics, on the whole.

There is no shortage of pilots, nor a shortage of mechanics. There is always a need for good examples, however, of either set. Pilots tend to be a dime a dozen. Mechanics, perhaps two bits a dozen, but still common and certainly there is no shortage.

 

[jmreii]

He is probably referring to the mythical pilot shortage, which has never existed.

Finding work as a mechanic is generally easier than finding work as a pilot.

Good mechanics are always in demand.

Of course, pilots don't need to maintain their own fifty thousand dollar tool set, and don't have the liability or equivalent training of the mechanic, yet make considerably more than most mechanics, on the whole.

There is no shortage of pilots, nor a shortage of mechanics. There is always a need for good examples, however, of either set. Pilots tend to be a dime a dozen. Mechanics, perhaps two bits a dozen, but still common and certainly there is no shortage.

Mechanics are able to transfer their skills successfully into other or any fields of trouble shooting, changing parts/components, and repairing as many industries have proven when its time to recruit applicants from trade schools or colleges. Moral of the story is make yourself versatile!

The only industry I know of that cares anything about piloting skills is the aviation industry, unfortunately non-aviation industries could care less about those skills because they measure candidates for those jobs on a completely different scale whereas they consider pilots over qualified even if those positions pay more than a pilot position.

 

[Pasturepilot]

Agreed with the gist of other posts: There is no real "shortage" but a good mechanic will always find himself employed. My airline hired me as a mechanic the day after I was furloughed as a pilot. When I got recalled to flying, my boss made it clear the door was still open for me. Most of the mechanics we're hiring are fresh out of A&P school; that I came into the job with a working knowledge of the jet and a strong work ethic made me stand out. If you have experience... any experience... you're good to go as a regional airline mechanic. As for majors, I donnno

As far as contracting work out, my airline contracts out for C-Checks and the occasional fleetwide AD that puts a temporary rush on maintenance. There's still plenty of work done by company mechanics.

And 50,000 tool kits? SRSLY? Are you buying a Snap-On aircraft carrier to house your tools in or something?

 

[rbadkins]

It seems that the pattern of regional airline mechanics are fairly risky. They are all based on contracts and I have met soo many that have moved every 3 years and risked layoff's. (I was recently laid off) The mainline route is typically the safest route and regionals tend to be a stepping stone to the majors. However, this doesnt mean job securtiy. Major airlines also have huge seniority lists and layoffs could come even after 5 years. Not to mention being at the bottom of the todem pole can mean you work graveyard shifts for years to come.

As far as tools go.. I think the Chinese tools (Harbor Frieght, Northern Tool) are getting better and cheaper. I buy the typical brands of Gear Wrench and Cobalt. Even though they are about 75% cheaper than Snap-On they not 75% less awesome.

 

[IndyGTP]

There's definatly not a shortage in the Midwest with United and ATA pulling the plug in Indianapolis putting 2,500+ out of work, and then there's Delta reducing the Cincinatti hub to a ghost town in one concourse. USAir pulling out of Pittsburgh took 1,000 mechs out of work.

Next Midwest city to take a hit... Cleveland; with the proposed merger of UAL and Continental theres no longer a need for CLE when they have Chicago nearby.

I've been at RJET for the past 7 yrs. I've had to relocate one time due to base closure because your flights are at the mercy of your contract carrier you are flying for. The pay is not great but not bad. The pay definatly beats the MROs around here. Expect 15% - 25% better pay then regionals if you are lucky enough to be hired by a major.

 

[avbug]

And 50,000 tool kits? SRSLY? Are you buying a Snap-On aircraft carrier to house your tools in or something?

I use craftsman for roll-a-ways. I have seven. Fifty thousand on tools is easy to spend on tools, especially after several decades of buying them, and working on airplanes.

I've spent seven hundred fifty on a single wrench set, and yes, I do use Mac and Snap-on, along with Craftsman and other good tools.

 

[75 Driver]

30 to 50 grand is probably a good average for most mechanics. Add a speciality like say metal work and it could go up real fast. I do a bunch of Dope and Fabric and I bet I have over 3 grand in tools that I only use for that.

 

[jmreii]

I agree with many of the post here but was encourage by other industries while working on my A&P to see them first before looking at any airline if I decided to make a career in maintenance or management.

 

[glasspilot]

Of course, pilots don't need to maintain their own fifty thousand dollar tool set, and don't have the liability or equivalent training of the mechanic, yet make considerably more than most mechanics, on the whole.

Pilots make more because we're way more awesome. Ask any chick who she'd rather date!

Seriously, pilots don't have "equivalent" training? Four year degree, a year to learn the basics, two years to get experience, another year or two at the bottom of some crappy regional to upgrade, another three or four at said crappy regional to get more experience for a major and then more time in the right seat to get, you guessed it, experience.

All that assuming you are the worlds luckiest pilot and don't get furloughed, downgraded, lost medical, violated, failed check ride, terminated, or killed by yourself, co-pilot, another pilot or...what's left? ...oh yeah, mechanic.

I'd say we have the "equivalent" training and a ton more risk to justify the pay.

 

[avbug]

A four year degree is irrelevant, and is inconsequential to pilot training. A four year degree has no more bearing on obtaining an FAA certificate for a pilot than it does to a mechanic obtaining FAA certification.

The degree of complexity and the amount of material necessary for one to become a pilot and remain a pilot is considerably less than that necessary to succeed as a mechanic. Furthermore, the scope of privilege for the mechanic is much farther reaching than that of a pilot.

A pilot may fly one type of large, complex airplane, with a type rating, whereas a mechanic may work on dozens without any such restrictions...and is expected to be capable and able. A pilot is relieved of this expectation with the simple requisite that he or she must first obtain type specific training. From the day a mechanic is certificated, he or she is expected (and certificated) to be capable of work ranging from electrical to fiberglass to cloth to metal, from trimming a turbine engine to timing a magneto...and is certificated not for working on one type of airplane, but is legal to work on balloons, helicopters, airplanes, etc. Anything.

A pilot, when flying an airplane, is not responsible for the flights performed by other pilots on previous flights. A mechanic performing an inspection, however, buys the entire history of the airplane with his or her signature. That includes the responsibility for certifying that all previous work is in order and correct.

Pilots incur considerably less liability. Insofar as risk, it's very relative. Whether it's the risk of a wheel exploding during inflation or a pressure test on a hose, exposure to machinery and tools, chemicals such as MEK or working in a flammable and toxic environment. ample hazard exists.

I've been working commercially as a pilot since I was a teenager, which was some time ago, now. I've been working longer as an aircraft mechanic. Much of the flying I do is often termed "high risk," and some of it is done is some "high risk" environments. I'm not talking about mere approaches to minimums, but low-altitude flight in low visibility in mountainous terrain, flight in combat zones, etc. I've been through furloughs, downsizing, and all the other aspects of the business we all know...probably more than most. I've also been injured on the job and faced more pressure, more times, as a mechanic and inspector, than as a pilot.

Pilots are a dime a dozen. No shortage. Mechanics, no shortage either, but more in demand. Only about 10% of the pilots out there are worth their weight in salt. By percentage more mechanics. I'd rather spend my time with a group of mechanics, than pilots, given the choice. I've done both fairly extensively. The requirements to be a pilot tend to pale overall in comparison to that of a mechanic.

All that assuming you are the worlds luckiest pilot and don't get furloughed, downgraded, lost medical, violated, failed check ride, terminated, or killed by yourself, co-pilot, another pilot or...what's left? ...oh yeah, mechanic.

Cute, but nonsensical. What's left, you ask? Do you mean to say that a pilot who has been furloughed, downgraded, lost his medical, violated, failed a check ride, terminated, or killed can turn to being a mechanic? Not without taking considerably more training than it took to be the pilot, and not without a considerably greater investment in effort and time than it took to learn to fly.

 

[glasspilot]

Let me see if I follow your logic;

A pilot has to be trained on each and every type in order to be certified to fly it. A mechanic is expected to work on all tyes with a single certification so therefore the mechanic bears more responsibility?

So by that logic the guy who is trained to swing by the hangar and pick up the trash to take it to the landfill has us both beat. He can pick up trash from airports, fire houses, residential homes, comercial offices, police departments, heck...everywhere. He must have buckets of "equivalent training"!

...of course that's silly and we both know it.

The truth is that the more complex the job the more regulation is imposed.

A high pressure hose breaking can physically harm you? Okay, you pay me $1 for every pilot who's died at the hands of a mechanic and I'll pay you $100 for every mechanic who's died at the hands of a pilot. Who do you think will come out ahead?

Better yet, I'll give you 100 to 1 on mechanics vs. Pilots dying from work related causes. Nevermind pilots dying from mechanics...just dying in general. We have way more risk and liability and you know it. What can happen to you? Lose your job if you screw up? Me too, but I can kill myself and hundreds with me along the way. Not to mention, the same can happen to ME and the hundreds if YOU screw up. I carry the real risk for BOTH of us.

My point here is not to start a fight. I treasure every mechanic that keeps my ass safe in well maintained equipment. My only point is to addess the silliness you said about pilots not having "equivalent" training (we have more) and less liability (we have much more).

I respect the work you do. I do. Just remember why you do it...to provide me a safe plane to fly.

 

[avbug]

A high pressure hose breaking can physically harm you? Okay, you pay me $1 for every pilot who's died at the hands of a mechanic and I'll pay you $100 for every mechanic who's died at the hands of a pilot. Who do you think will come out ahead?

You and I both know that most pilot fatalities are at the hands of pilots themselves. Pilot error remains the primary cause of fatalities in aircraft of all types. The most dangerous thing in the airplane continues to be the pilot.

As for some idiotic argument about who dies at who's hands...pilots killing mechanics and mechanics killing pilots, I'll leave that to the mentality of a fourteen year old mind to sort out. It's stupidity, and you know it.

If you want an apples to apples comparison, and it appears you do, then look at how many mechanics are injured on the job, and how many pilots are injured on the job.

I happen to come from a background that sees far, far more pilots injured or killed on the job than you'll likely ever know or see in your lifetime; a disproportionate number of the working community than nearly any other (including pilots in combat). I've had two airplanes I flew lose wings in flight, killing all on board, in fact. I wasn't on board either at the time, obviously, but neither were pilots dying at the hands of pilots. Both were losses of pilots under unfortunate circumstances. I ended up on a hillside in the middle of an active wildfire myself, following an engine failure. I certainly know and comprehend the hazards.

Conversely, I've been cut, burned, broken, drilled, poisoned, and otherwise injured on the job while working on airplanes.

Then again, I've had to actively restrain pilots in flight when they attempted to shut down the wrong powerplant and other occasions involving poor judgement or inaction. Pilots attempting to kill pilots. Go figure. I've caught mechanics in errors, as well, and I've seen mechanics make errors that could have killed other mechanics.

None of your diatribe here addresses the fact that there's no pilot shortage, and no mechanic shortage.

Better yet, I'll give you 100 to 1 on mechanics vs. Pilots dying from work related causes. Nevermind pilots dying from mechanics...just dying in general. We have way more risk and liability and you know it. What can happen to you? Lose your job if you screw up? Me too, but I can kill myself and hundreds with me along the way. Not to mention, the same can happen to ME and the hundreds if YOU screw up. I carry the real risk for BOTH of us.

Not at all.

You fly an airplane, you sign for what you do and what you get in real time, as it happens, and nothing more. I work on an airplane and sign it off as airworthy, especially regarding an inspection, and I take responsibility for everything that's been done to that airplane since it was built. The liability in maintenance is substantially greater than in flying.

Remember, I do both. I've been flying professionally for a lifetime, as well as working on aircraft professionally for the same. I've got a fairly good perspective on both, and flying is kids play compared to maintenance. It really is.

Most pilots wouldn't agree, but most pilots don't have any concept about the "other side of the coin." It would appear that you're one of them.

Just remember why you do it...to provide me a safe plane to fly.

That's a fairly arrogant viewpoint, and an incorrect one, as well.

When I work on an airplane, I have no concern whether you ever get in it, much less fly it. I work on it because I'm paid to do so, and I do it to the standards provided by the FAA, the manufacturer, and industry standards, without any concern for you. None at all.

A pilot has to be trained on each and every type in order to be certified to fly it. A mechanic is expected to work on all tyes with a single certification so therefore the mechanic bears more responsibility?

Yes. Let's say you're type rated in one airplane. Your scope of capability and responsibility extends to that one airplane. Let's say you hold a commercial airplane single engine land, with an ATP multi engine land and that one type. You can fly lots of little single and multi engine small airplanes, and have a single privilege in one large airplane. That's it. That's the scope of your usefulness.

The mechanic, on the other hand, is useful for, and able to legally work on any aircraft; any balloon, any helicopter, any glider, any airplane.

The mechanic isn't at all like the garbageman, who doesn't have to sign for his garbage, doesn't have to take the responsibility or liability for it, and who isn't federally certified to take that responsibility. Moreover, the garbageman isn't qualified to fly, or work on aircraft, and therefore the example is pointless and irrelevant.

As the pilot with that one type, you're very limited in your qualification and capability. As the mechanic with the most basic certification and two ratings...airframe and powerplant, working on any aircraft is a possibility. Not worrying about working on one single type...but all, everything. Translated in comparison to pilot certification, being a mechanic is equivilent to being a pilot certified to fly everything...all type ratings, all categories, all classes, all certifications.

Flying is a simple endeavor in comparison to maintaining an aircraft.