M1 vs. M2

[planeguy]

I don't get it. Just over 96% of aircraft in Canada are commercially operated which means that they must be maintained by an AMO. Since an AMO must provide an ACA for release of an aircraft after maintenance, why would there be a seperation between M1 and M2 category licenses. I think that it would be less complicated with just one license covering all aircraft.

Let's say for example I obtain my M2 license working on Beech 1900Cs only; what does that have to do with being able to signout an Airbus 330, or a King Air 90, or a Metro, or a Citation. If ACA is what matters whether one is in an M1 or M2 shop, who cares what license you have. Having an M2 or M1 does not allow you to sign a maintenance release if you don't have an ACA in an AMO.

Another example; let's say I obtained my M1 license working on Cessna 150's only; what does that have to do with being able to sign out 1900Ds which are totally different aircraft but under a specific weight. Once again, ACA is necessary for both. An M1 and an M2 are equally useless in the commercial side of aviation unless an ACA is granted so what's the use in splitting the license? A King Air (M1) might be just under 5700kg while a DC3 (M2) is over. Which is closer to a modern M2 aircraft like an A380 and which is closer to a modern M1 aircraft like a piper navajo.

A King Air (M1) might be just under 5700kg while a DC3 (M2) is over. Which is closer to a modern M2 aircraft like an A380 and which is closer to a modern M1 aircraft like a piper navajo? I think the M1 and M2 system is useless and weight of a product should not seperate the licensing. Obtaining a license on a 150 has nothing to do with a 1900D, and a 1900C has nothing to do with a 747... It all depends on post-license training and authorization.

[yok driver]

Yer right planeguy. I see no difference whether a M1 or M2 engineer cleans my plane. The main thing I have to emphasize is that they do a good job, including seat backs.
Did I ever tell you about that time in Angola?
Cheers, The Driver

[Pat Richard]

AME cleaning the inside of the airplane? Maybe I've just been lucky, but I've never cleaned the inside of airplanes, even as a apprentice.
The only exception being the immediate area around where I was working.

I've had some slob pilots try to tell me to clean the cockpit up, even though they knew it was their job, which was responded with a laugh(or worse), and pointed directions to vacum and window cleaner. I did'nt go to school to be a maid for pigs in uniform.

As for the m1/m2 thing, I can't say I care either way, I have both, and am no longer wrenching, so whatever.

[195psi]

If snything there should be more license separation for diffrent a/c types. I see what your saying, but some separation is warranted.
The other way would be like the U.S.A A and P system where an AME can sign off a 747 and a C-152 in the same day. If you look at an M1 guy who has worked on a Caravan his whole carrer would you feel safe having him take an 8 wek course on a 777 and be able to sign it off. I would prefer he get's the relevantlarge a/c experience, write his M2 and then be able to sign it off.
I will agree ther system is far from prefect, as I said I think it needs more regulation in the area of a/c type but it's better than none.
As for the cleaning comment I would suggest someone is trying to get us going, so please move to another thread to stir the shit and the leave the qualified personnel to the technical topics.

[Nightshiftzombie]

The only way to clean garbage from the inside of a plane is to gather it up in a plastic bag, wait till the captain leaves his car at the hanger, break into it and strew the garbage around inside it.

As to the M1 - M2 thing the only reason I see is the whole type course thing. I mean who is gonna set up a type course on a Navajo or a Cessna Single. They just aren't that complicated. Plus it is probably not cost effective if you are only gonna kill 7 or 8 people.

[Pat Richard]

As for the cleaning comment I would suggest someone is trying to get us going, so please move to another thread to stir the shit and the leave the qualified personnel to the technical topics.

Yeah, you're right. I should probably count to ten next time before posting. But the shit of it is, I had actually ran into to attitude before, so it was more of a reflex reply.


Cheers'


Pat

[yok driver]

Sorry guys you are right . I made the cleaning comment just to see who would bite. I have to say that the majority of engineers I have worked with have been excellent people and very good at their jobs. Nice to have piece of mind when in the wild blue yonder. Thanks guys for keeping us in the air.
Cheers, The Driver

[som'Beech]

Even with M2 on your license you still need to be endorsed on a specific aircraft in that catagory. Also now TC want to see a ACA exam given to the AME by the AMO for each specific aircraft in order to show compotence on that specific aircraft. If all you have worked on is 172's and you come into a shop with B-200's they are not the same at all. They have spit them up into two catagories for ease of keeping the more complex aircraft in one catagory so you have to go to the manufacture to learn the aircraft systems. Were the M1 catagory is less complex and does not take much time to gain experiece so then the AMO can determine if you can sign off the aircraft.

[rhumrunner]

the only garbage i see in an a/c are the pilots,shut up and fly.

[aero-singidunum]

M1 is a passion, hobby, love, but does not pay bills,
M2 is shift work, skydrol, lavs, MEK and better pay.
(I do push paperwork, AD's and i do not like skydrol at all)
(or fuel tank entry)