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Aircraft Structures
How much can a Trainee Aircraft Engineer expect to earn in Ireland? Is there a fixed pay structure?
It depends how you define "trainee".
If you are an apprentice, you can expect to earn around 14k for the first year rising around 1k per year on a 4 year apprentice scheme. This is if you get no licenses or approvals during the 4 years of your apprenticeship. I expect, if you were on such a scheme, that during the apprenticeship you'd be working through exams in order to gain your license. A basic A license (with 2 years experience) would net you around 24k per annum, not including shift pay, approval pay etc. A B licence (with 5 years experience) would earn you closer to 40k.
If you are joining the company as fitter (with previous engineering background) you'd earn around 25k, 26k during which time you could work toward gaining a B licence.
These are just ball park figures but I hope they help!
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DESIGN OF WOOD AIRCRAFT STRUCTURES -- ANC-18 ON CD !! |  |
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US $7.99 | 9d 5h 50m |
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AIRCRAFT RADIO, NAV AND COMM STRUCTURE PANEL | |
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US $75.00 | 18d 11h 53m |
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Aircraft Structures $23.38 No Synopsis Available |
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Aircraft Structures for Engineering Students (Paperback) $231.49 Aircraft Structures for Engineering Students is the leading self contained aircraft structures course text. It covers all fundamental subjects, including elasticity, structural analysis, airworthiness and aeroelasticity. Now in its fifth edition, the author has revised and updated the text throughout and added new examples and exercises using Matlab(c). Additional worked examples make the text even more accessible by showing application of concepts to airframe structures. Includes a Solutions Manual available to all adopting teachers. * New worked examples throughout the text aid understanding and relate concepts to real world applications * Matlab examples and exercises added throughout to support use of computational tools in analysis and design * An extensive aircraft design project case study shows the application of the major techniques in the book * More end of chapter exercises, with an accompanying Solutions Manual (for instructors only) at http://textbooks.elsevier.com |
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Aircraft Structures for Engineering Students $118.13 No Synopsis Available |
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Aircraft Materials, Hardware and Structures $58.45 No Synopsis Available |
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Mechanics of Aircraft Structures $107.25 No Synopsis Available |
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Bonded Repair of Aircraft Structures $281.78 No Synopsis Available |
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Analysis of Aircraft Structures $151.13 No Synopsis Available |
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Virtual Principles in Aircraft Structures $671.78 No Synopsis Available |
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Aircraft Structures for Engineering Students, 5th Edition $120 Aircraft Structures for Engineering Students is the leading self contained aircraft structures course text. It covers all fundamental subjects, including elasticity, structural analysis, airworthiness and aeroelasticity. Now in its fifth edition, the author has revised and updated the text throughout and added new examples and exercises using Matlab(c). Additional worked examples make the text even more accessible by showing application of concepts to airframe structures. Includes a Solutions Manual available to all adopting teachers. * New worked examples throughout the text aid understanding and relate concepts to real world applications * Matlab examples and exercises added throughout to support use of computational tools in analysis and design * An extensive aircraft design project case study shows the application of the major techniques in the book * More end of chapter exercises, with an accompanying Solutions Manual (for instructors only) at http://textbooks.elsevier.com |
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Mechanics of Aircraft Structures, 2nd Edition $40 No Synopsis Available |
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Understanding Aircraft Structures , 4th Edition $6 No Synopsis Available |
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Aircraft Structures Technician - Working in Canada
Where can I buy 3/16 in. wire rope aircraft type for the manufacture of tie down of structures in the open?
I will need 50 fi lemgths of wire roap with clevis hitch on each end. My demand for this material will be 7,000 pieces per year or more.
Try industrial supply house.Depends where you are from, but here in mid west (USA) we have " Grainger" and others. Look in your local phone book.
Tags: aircraft, aircraft structures, aircraft structures for engineering students, aircraft structures inc, aircraft structures international corp, aircraft structures mechanic, blueprints, design, reference, tension
December 4th, 2010 at 7:54 pm
Fasteners are directly related to this issue.
Fasteners make 787 commercially possible.
Let me explain:
As you may well know, carbon reinforced stuctural components are are made up of many layers of carbon fiber tape. Within the tape itself, the fibers are linear, and run longitudinally.
When a high energy electrical pulse strikes the fibers, the current travels to the end of the fiber, where it can jump any gap to the end of the next nearest fiber. The ends of the fibers in the gaps may get hot or even burn.
This includes the gap created by every single fastener hole.
This is overcome by an interferance press fit of each fasttener, and perhaps an adjunct of carbon bearing sealant.
In the past, each hole was a close tolerance fit, requiring extreme care in the drilling of each hole. The hole must be straight, concentric, and of precise diameter.
Boeing chose to overcome this with a new fastener design, that expands to fill the hole, provide the neccessary interferance fit (and thus electrical path)without crushing or deforming the composite, and without some (not all by any means) of the drilling/installation fuss. Without these, Boeing would be looking at production costs that would sink the program.
Nevertheless, you still have to ensure that each of the thousands of these fasteners are installed with great care and precision, and that's the rub. That's why you need multiple systems for dealing with lightning strike.
Fuel cell inerting is a system.
Mechanical devices (ground jumpers, electrical bonding techniques) are a system.
And these fastteners are a system as well.
You have the additional problem of increased static build up and discharge in the largly resin/graphite structure.
The you add the engineering problem of ensuring electical continuity between plastics and metal components.
So what do you have? FAA engineers being overridden by FAA beaurocrats apparantly. With a great deal of weight from the party of interest, namely Boeing.
Who do YOU trust?
And it's been asserted in other venues a number of times that FAA 'cooperation' in regards Boeing is quite lavish, lavish enough to raise questions.
In Boeing's favor, it probably has the greatest amount of experience in the world with large, carbon fiber/resin aircraft structures of anyone.
But it all comes back to those FAA engineers…….