Becoming an AMT through the Air Force

To start, let me tell you a little about me. I grew up in West Harrison, NY, and like most teenagers, I had absolutely no idea what I wanted to do. To be completely honest, I had never thought about a career in aviation. When I met my recruiter, he asked me what I wanted to do in the Air Force. If I recall correctly, I told him I wanted to be Security Forces. At that point, he started to tell me about what he did before he became a recruiter, and that was a Jet engine mechanic. If you aren’t aware, the Air Force likes to break the AMT field into specialized sections, so his primary job was just to fix aircraft engines. Once he explained the basics, I decided that it was for me. Little did I know that on that February night in 2003, I would have stumbled into one of the greatest little-known careers that existed.

Once I graduated from Basic Training and Tech school, I was off to my first base in sunny northern California. I was lucky enough to be a crew chief also known as APG (Airframe Powerplant General) on KC-10s, a modified DC-10-30. As a crew chief, we do basic maintenance and servicing. You also have the ability to travel with the aircraft as a flying crew chief. I then made my way to the KC-135s, which is the precursor to the 707. I credit my time in Kansas to really helping me build a better skill set. I was Aero Repair on the KC-135, and anyone that knows that airplane knows that you are always working. Once I made my way back to KC-10s, I became a flying crew chief, and in my opinion, that’s what put me over the top for the experience requirements that the FAA has. During my FCC (Flying Crew Chief) time, I was the one who would troubleshoot any issues and call back home when I needed parts. This time forced me to learn as much as I could about the aircraft. Being an FCC is a sink or swim, and if you sink, you won’t be an FCC for long. I like to think I swam more than I sank. But being able to troubleshoot and replace LRUs (line replaceable units) is what the DME liked the most because he knew that I was acting more like an AMT, and I credit this time with helping me get my 8610-2s signed.

Now on to the important stuff!

Going to FSDO and understanding what is involved.

The FAA requires you to have a minimum of 30 months of experience before you go to the FSDO and ask to have your 8610-2s signed. The big part to remember is that the 30-month time frame doesn’t start until you have met your basic qualifications. The FAA does not count the time it took you to earn your qualification. Once you earned your qualifications, set by your branch or MAJCOM, your clock starts.

The next important thing to remember is that you have to prove with your training records that you have both Airframe and Powerplant experience and that you have met at a minimum half of what a part 147 school will teach.  You will need a letter signed by your Maintenance Officer certifying length of service, amount of time worked in AFSC, the make and model of the aircraft and the engine, and how you obtained your experience.  Lastly, remember when you are at the FSDO, you will be asked maintenance questions and that this is an interview, and it shouldn’t be taken lightly! I have seen many people come back from FSDO with only one 8610-2 signed or at times told to come back because they aren’t ready.

Assuming you get your paperwork signed, it’s now time to start the test process. There are many ways to complete this process, but you must remember that you have two years to finish the process once you take your first test. Now you can go to one of the two-week schools, or you can break it up and focus on one test at a time. That’s the method I took; I had friends that went to a two-week school, and they did earn their A&P, but they told me it was one of the most challenging things they have ever done. I decided that I would focus on one test at a time and take the test on base since the base is a testing facility. Once I passed all three written tests, I called a school close to me and signed up for the O&P course. They sent me the material to study with, and I then began that process. Word of advice, have someone read the oral questions to you and make sure you answer them out loud, so you get used to that process. Also, youtube was my friend. There are a ton of videos of the practical tasks. I had never done some of the tasks like pipe flaring and some like turnbuckle safety wiring; I just needed a refresher.  I tell everyone that this was the most stressful process I have ever gone through in my life!

But it is very doable!

I hope this was able to help answer any questions and to make the process a bit easier. As I said, it was the most stressful thing I have ever done. But it was also one of the most rewarding things I have ever done. Also, it’s important to remember this is just my story. There are other ways to get your A&P. I have friends that went through a program offered by the Air Force, and I know of people that go to a 147 school after they separated and used the GI Bill. Just remember, this is a very fun and rewarding career. You could be working the airlines helping people get home for the holidays or working GA getting planes ready for the next generation of pilots, or you could be in the military helping move relief cargo after a major natural disaster.

-James