how much does a Aircraft mechanic make for a starting salary?

Barton Morfee: What....about this question don't you understand?I simply asked asked about what the speed of an aircraft is befor it "lifts" off the runway--a non military aircraft

Marcellus Exler: For a light, single-engine piston aircraft, it would likely be around 70-110 miles per hour. For a large commercial jumbo jet, more like 150-180 miles per hour. The Concorde's takeoff speed is over 200 miles per hour!

Serita Hefferon: At most US carriers, seniority drives all schedule awards. If you are a new First Officer, you will be assigned to a base and likely get a reserve line with 8-10 days off. On the assigned Reserve days, you are "on call" to cover pilots who call in sick, are on vacation, or in training.At most carriers, you will have little control over the schedule as a newhire, because you bid on them, and they are awarded in seniority order. Once the lines are awarded, most carriers allow pilots to "trip drop" or "trip trade" to improve their sche! dules.As you gain seniority in your base, the number of schedule lines you need to bid decreases until you are Numero Uno, when you choose your line for the month. Then you upgrade and go to the bottom of the Captain's bid list... Most F/Os take the first upgrade they are offered, but some folks wait to take an upgrade to keep their good schedules.

Ramona Pago: $50000

Stormy Beliard: I think so

Kaley Lappas: When I take off I rotate at 64 MPH IAS and climb out at 86 MPH IAS, best rate of climb speed.There are enormous variations in speeds - even for airliners - which is why your question cannot be answered as well as you would apparently like.

Lu Tiner: This Site Might Help You.RE:how much does a Aircraft mechanic make for a starting salary?im just wondering what a aircraft mechanic makes at a starting salary. and what is the maximum they could make?...Show more

Donny Bankson: Yes.

Luke Gacusan: Short answer: yes, it's mandatory.Long an! swer: technically you may find a company that will hire you wi! thout one, if they think your flight training was exemplary. However, as many people have pointed out on this site before, most companies use it as an exclusion criteria, meaning that they take a look at all the resumes they've received, and they immediately toss out the ones without a bachelor's degree. Save yourself the trouble of finding out the hard way and get a degree in your second choice for a career in case something bad happens, or get a degree in engineering or meteorology.

Ignacio Imbier: anywhere between 50 and 180 knots depending on the type of civilian plane

Hyo Hardell: Aircraft Mechanic Salary

Tobie Oshea: The rotation speed (the speed at which the aircraft leaves the runway at takeoff) varies very widely with the type and model of aircraft, and the exact conditions of takeoff (wind, aircraft weight, etc.).For a typical modern airliner, the rotation speed may be from 150 to 210 mph, roughly. For a small private plane, it may be closer to 9! 0-120 mph. For very small planes, it may be only 60 mph or so.In general, the larger the airplane, the faster the rotation/takeoff speed in absolute terms, although the speed may actually be slower in comparison to the size of the airplane (which is why a 747 or A380 may look like it's moving very slowly at takeoff, compared to a tiny Cessna).

Queenie Ruthers: When you first start out, you have virtually no say in what your schedule is. They will put you where they need you. Plan on being based in a city that you don't live in and on reserve.Unless you are based in a crappy city that no one wants to live in, only senior pilots get day trips. Plan on being gone for several days at time, over the weekends and holidays.Bidding works by bidding for what you want to fly. Once all the bids are in, the most senior person gets their schedule first, then the 2nd most senior person and so on. By the time the new people get their schedules, all the good stuff is usually gon! e. Some airlines have you bid on entire month "lines" and others use a! "preferential bidding" system. The latter means you tell a computer "I only want to fly day trips, I want every Friday off" etc. It's a system that works very well for senior people and very poorly for new people, but you have to pay your dues in order to get the good schedules.You go through this anytime you start out at a new airline, not necessarily your first. That's why pilots don't like to hop from one airline to the next. Even if you make the jump to a good major airline, you will still start out at the bottom and get garbage schedules for a while.It's a constant cycle of good and bad schedules:New F/O: garbage schedulesWork your way up to senior F/O: you get to pick your schedules.Upgrade to Captain: You go back to being on reserve and gone every weekend and holidayMove on to a major airline: back to crap schedulesSenior major airline F/O: great schedulesUpgrade to major airline captain: back to the bottometc, etc.

Terrell Lawman: For the best answers, se! arch on this site https://shorturl.im/9Lgn2Skipper is right, it's the same with any career, you start low and work your way up. But to correct your question, you would most likely be payed hourly not salary, with that said, overtime at most places is open-ended for extended periods of time so you can basically work as much as you want within FAR's. I personally started out making $10 an hour and for now I've settled at $25/hr after close to 10 years experience. Not to say you can't make more, you definitely can, but you have to be willing to relocate. I have seen the high end on contracts to be as much as $38/hr but you have to have the time in. Hope this helped....Show more

Donovan Stallons: Feels pretty cool to go that fast before you lift off...it's a rush!

Refugio Gastineau: I want to know if you can choose to be on day flights when you first start out, or if the company will make you go where they need you to go. And if any of you know how the "bidding" on ! flights and the "seniority" system thing works, if you could explain it! to me that would be great to. Thanks for your guys' time!

Granville Stray: If you are worrying about schedules, you are going to have a long hard time in the airline industry. They are going to use you like a rented mule, and squeeze every minute out of your duty time possible, that way they keep the number of pilots to a minimum. See, each month the corporate bean counters are just eaten alive, when they see that they needed X amount of pilots to fly the trips, but they have 30% more pilots sitting around doing nothing... nothing equals.. sitting on Reserve, training, or heaven forbid.. days off.Working the bidding system becomes an artform for some pilots, they spend hours and hours pouring over the lines, trying to find overlaps, or days off that line up from last month to next month, and believe me.. there is a LOT of money to be made doing that... if that is what you are after. Learning to "work the system" so that you are in the right place at the right ti! me means the company will have to pay you extra to complete a trip because of duty time conflicts, or training schedules etc. If you are a new hire, bottom of the list for a major at a large hub... say AA at DFW... you might be looking at 250-300 schedules... that is why they have the computer software so you can punch in what you want, and it will show you what comes closest. You will be making decisions based on money vs. quality of life. Would you rather have the time off??? or make the money?SouthWest has a unique approach, the more you fly, the more you make. If you want the time off... don't fly... but you don't get paid. See.. the first rule for these schedule beaters is they spend the first half of their life trying to get the job, and then they spend the 2nd half of their life trying to not DO their job.Say you have been online a couple of years, you are at a base that has 60 pilots on your seat and a/c. You are # 35 on the list. You would bid the 35 lines (in ! order of preference) that you want... if NO one above you wanted your ! first choice... you would get it... but.. imagine if you were standing in a sporting goods store and they were giving away 60 items, and you got to pick at #35... the really good stuff would be pretty well gone by the time it got to you... and the poor guy down at #60... doesn't even get a choice.. he gets the LAST item, regardless of what it is. Still if you liked canoe paddles, and no one above you wanted one... you could get what you wanted... but that was because you liked something that no one else did. Same thing.This is why seniority is so critical, and it affects your vacation, training, and upgrade as well... and can even affect if you get the jumpseat to go home... This is why you see guys NOT take the upgrade to Captain, because they would rather be a f/o with a GREAT schedule, than a Captain with a lousy one. Because of this, some airlines will only allow you to "pass" your upgrade for a small period of time, then they force you to take it. Most carriers wo! uld have guys that were WAY senior, sitting in the f/o seat, because they had the # 1 schedule EVERY month... and it really po's the junior guys... BUT... he didn't take the Captain upgrade.

Natalya Sydney: It is the first measure used to cull out the applicants. So, as has been said ad nauseum, the degree is almost a requirement.That said, it is all about supply and demand. At the wrong time, and PhD in Aeronautical Engineering, 3 moon landing, and 10,000 hours of high performance jet time will not even get an interview. At the right time, warm blood in the veins, and the smarts to find the hiring office will get you a job in the right seat.I'm guessing here, but I'd bet dollars to doughnuts that since 1990, it is about 98% 4-year degrees in the classes at the majors.

Hyo Hardell: I'm curious for the answer to this as well

Rona Espalin: I am not an airline pilot, but can answer this: you are less likely to get a route you want when you first start off.! The more seniority you have, the more of a chance you have of getting ! the route you want. So no, you probably won't get your first pick. The senior guys will choose the flights where they will be able to be home with their family more, and at better times. You might get the red eye for a while. I can't answer your question on route bidding, sorryThe seniority system works by how many years you have been with the airline. Also, the type of aircraft you fly. A 1 year F/O of a Boeing 757 will make around the same as a 1 year Captain of a 737

Bryant Chaudhry: It is virtually mandatory. While not all airlines technically require, just about the only way you will get hired at a respectable airline without a college degree is if you have some really good contacts (e.g. your parents are check airmen or your uncle is the chief pilot). So yes, it is necessary especially considering that almost every person you will be competing against, for the same jobs, will have a college degree.Yes, there are lots of airline pilots who do not have college d! egrees. They have either been in the business forever or got hired in the post-9/11 regional airline hiring boom (which has stopped). The latter will most likely never move on to a major... unless they really know the right people.As for hours... Contrary to popular belief, hours mean little in this business. Yes, you need a certain amount in order to get started in the business, but after your first couple thousand, it doesn't matter anymore. After that, it's all about who you know. Hours alone will rarely get you an interview.

Jesse Japak: Ive been in a different field and just make under 40k a yr and when you figure out what I do you could throw something... Im a lifeguard , thats it and ive been doing it on and off for 12 yrs... Refuse salary and except hrly and you make more than ppl I work with I could be salary but I hate what the higher ups do so I had a meeting with higher ups I told them why I refused a generiously declined a higher position. I am curre! ntly the highest paid lifeguard in the world currently next yr im getti! ng a raise and I make more then a supervisor in three propertys of the co I work for which is 42k a yrplus benefits but at the same time I went to school for emt and since there was no openings I went back as a lifeguard its easy money so I took it with previos exp and added training gave me the option to get more you know...Show more

Zulema Baccam: This is the year 2010, not 1970 like some of the other answers seem to think. At God forsaken chop shops where the aircraft "workers" have no self respect whatsoever, they make around $20 bucks per hour. At a major airline ...like where I work, we also have no pride whatsoever, and settle for $31 dollars per hour. At places like FedEx, UPS, and Southwest Airlines....they make $45 dollars per hour, but good luck trying to get a job at one of those places.....or ANY airline right now because they are outsourcing the work outside the country and also shrinking the size of their fleets which means they don't need as many mecha! nics. Airlines are also starting to replace their older aircraft and the new aircraft they are getting will come with "Power by the Hour" maintenance agreements with the factory. In other words, airlines are getting OUT of the aircraft maintenance business and in the near future they will let the Original Equipment Manufacturer do the maintenance. Bottom line, aircraft mechanic is NOT a good career choice....Show more

Angel Klym: Aviation Mechanic Salary

Karey Dunken: 45.00 PER HOUR FOR FED EX WOULD BE NICE.

Ramon Dahlheimer: What i mean by that is, if it's very important to hold a college degree or just make the hours necessary to be hired in an airline... Does is matter a lot, in time of being hired without this requisite ??

Jannette Kotz: I disagree with JetMech on a couple levels... First of all, as long as there are aircraft flying in America, there will be aircraft mechanics working in America. Granted, many heavy check jobs are being outsource! d, which is sad and pathetic, but there will always be at least line ma! intenance jobs in America, including RON (repair overnight) maintenance. I also disagree with his statement that aircraft mechanics making $20/hr are not self-respecting. I've got news for you, this entire industry has collapsed post-9/11, and now $20/hr or less is becoming commonplace, especially for new-hires, even at "respectable" airlines like your major/legacy carriers. Fact of the matter is that airlines everywhere are trying to save money, and there are many A&Ps out there that need a job. Supply and demand.Now, to answer the OP's question, as a licensed A&P mechanic starting out, you can expect to make around $25,000-40,000 yearly. Mechanics with 10+ years experience with a high-paying company can make around $90,000 yearly. Highest paying companies are UPS and FedEx, and are considered the "pinnacle" of an aircraft mechanic's career, and are thus hard to get into....Show more

Adelle Weight: ive flown both props and jets in the military, usually lift off, depe! nding on aircraft between 100-125 knots. At the end of a cat stroke off the boat airspeed is increasing through 120 knots .

Jacinta Moitoso: i dunno,what is a normal speed for a car??? Every aircraft is different...

Jackson Esmiol: If you are just starting,you make as much as a car mechanic.If you have been with the company like 5 or 10 years you could be making 40K every year.It also depends what kind of mechanic skills you have.If you have skills in Engines,electrical systems,or radio systems but it all depends.