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Universal Avionics
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 MGL TP-1 Universal Temperature/Pressure Gauge  US $205.00
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 MGL TP-2 Universal Temperature/Pressure Gauge US $220.00
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 Universal Avionics CDU control display unit 1016-1-110 US $17,000.00
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Success is all about faith and determination, believing that you can do anything you decide in your mind that you truly want to do, and giving yourself the promise to keep on keeping on until you do that thing. Faith... Persistence... and when you need something -- ask!
As a Fire Control Technician in the Navy, I maintained the equipment that told the big guns where to point, and what to shoot at. That equipment included computers, and gyros -- stuff that worked by electronic and mechanical technology.
I had to know how to maintain, troubleshoot, and repair that stuff.
Near my discharge from service I looked through some career possibilities in the Navy's "employment office" where I found a file from Naval Avionics Facility Indianapolis (NAFI). That file described a position called Fire Control Mechanic. It was about electrical and mechanical work like I did in the Navy. I sent NAFI a resume, and applied for a job as Fire Control Mechanic.
A couple of months later I got paperwork (a lot of it) from NAFI and I thought, "That's a lot of writing to fill out all those forms," but I did it anyway, and mailed it back to them.
After I got out of the Navy I started work at a printing company in Crawfordsville, Indiana. Two of my uncles worked there, and told me that Donnelley always needed help.
That was in February of 1974, and my starting pay was $2.65 an hour. At least my memory tells me I started at that pay level. Been a long time.
Later that month I got another package from NAFI with a whole lot more forms to fill out, and I remember thinking at the time that I didn't want to do all that writing again. (Although they weren't exactly the same forms as before, they were similar). Besides, I had a job making a little money, why bother? Then I thought, NAFI won't hire me if I don't fill out the forms, so I did and sent them in.
In March I got another package of forms from NAFI, and by that time I'd made my mind up to send them whatever information they wanted. Obviously they had some kind of interest in hiring me so I started believing that I'd get that job. Besides, all it cost me was a little writer's cramp and a stamp.
After 30 days at Donnelley I got a raise to $3.00 an hour. Prospects beyond that didn't look good because after 17-years there a coworker, doing the same job as I, only made $6.50 an hour. Not much room for advancement there, huh?
In April I got still another package from NAFI, sat down that evening, filled out the forms, and mailed them back the next day.
In June I got a call from NAFI's employment office inviting me to Indianapolis for an interview. We set up an appointment and I kept it. Actually, three different people interviewed me that day. I got the feeling that they were definitely interested in hiring me.
The next week NAFI called and offered me the job. They wanted me to start right away. I asked for two weeks to give notice to the printing company, and they said okay.
Two weeks later I started working for NAFI for $5.45 and hour, a good starting pay for that time.
I promoted to a number of different career levels at NAFI, and I retired in 1997 at the age of 46, with a monthly retirement check for the rest of my life.
All because somewhere deep inside I had faith that I could do the job NAFI needed done, because I believed that I was the one they wanted to do that work, and because I was persistent in filling out all the paperwork they wanted before they hired me -- and I asked for the job.
Think how powerful these tools of faith, persistence, and the willingness to ask are for the person who recognizes them early in life, and uses them to walk his chosen path toward a life of success.
Joseph Jackson retired at the early age of 46, and now travels in his recreational vehicle, hitting scuba, camping, and kayaking destinations for playtime. He enjoys writing reports and books to pass on his experience and knowledge to help others succeed. He also searches for, and makes available, products that improve the enjoyment of his playtime activities.
For more thoughts on using persistence to succeed in life visit: Never Give Up. To learn how to measure, and track, your life's successes see: Life's A Process.
What is Arinc 429?
ARINC 429 is a standardized data-bus protocol designed specifically for use in aircraft cockpits. Modern aircraft are extremely complex machines and cockpits often contain several different computerized systems. ARINC429 makes it possible for sophisticated avionics systems of different types and from different manufacturers to coexist and work together as a single cohesive unit in the aircraft cockpit setting.
From autopilot systems to navigation computers and GPS systems, from fuel management systems to cabin oxygen and climate controls, there are many different computer systems in the instrument panel and many of these must interface with each other in order to perform their functions.
Like a home or office network, ARINC 429 allows digital components to intercommunicate with each other via a standardized physical interface and data structure. To start with the ARINC standard describes specific universal connections for both power and data. This allows avionics and aircraft designers much more freedom to create new and innovative concepts for aircraft control systems. Furthermore, it allows new technologies in navigation and aircraft management to be easily retro-fitted into existing aircraft. The duties of aircraft maintenance and repair personnel are simplified from this "one size fits all" standardized interface as it removes any guesswork when installing such avionics devices.
ARINC 429 increases the safety of aircraft by reducing pilot workload. The system allows flight information to be used and displayed in many different ways. Airspeed information for example, is required by the autopilot system the flight navigation computer and the fuel management system. ARINC429 allows this information to be automatically transmitted from the sensor system to these control systems without requiring any input from the pilot. Furthermore the system is also used to monitor flight information to detect dangerous situations and the aircraft may be equipped to automatically respond to emergency situations. The autopilot for example, may be programmed to pitch forward if the aircraft appears to be entering a stall.
Like all aircraft systems, AIRINC 429 is also designed to be as robust and dependable as possible. With this in mind ARINC 429 cabling is shielded 78 ohm twisted-pair to reduce RF signal interference. A 10 volt allowable differential in signal communication allows reliable data transmission even with up to a plus or minus 5 volt over or under volt. This allows the system to continue operation in emergency situations and in the presence of extreme environmental conditions.
Our modern high-capacity high-efficiency airliners and cargo haulers would not be possible without the advanced avionics made possible by the ARINC 429 system .
About the Author
Excalibur Systems' line of products provides support for MIL-STD-1553, ARINC-429 and other military and commercial avionics specifications.
Wyotech/Universal Technical Institute Questions.?
I am interested in attending UTI and possibly get into the Porsche, Mercedes-Benz, or Volvo programs. How difficult is it for a graduate to get into these elite training programs once they have completed the base programs at UTI? Is the selection process for the elite programs only based on how well a graduate did at UTI or do they consider past experience such as College and Military Service? I currently have ten years active duty service (6 years as an Avionics Technician), and I also have completed a Bachelors Degree in Business Administration. I would work in the corporate world, but I love working with my hands.
Mevadus:
As a former shop owner I had the opportunity to hire Wyotech graduates to perform smog and electrical work. They were well trained and had a good understanding of automotive theory.
I specialized in smog, electrical and air conditioning. I did not do 'heavy duty' work (engines/transmissions/suspension).
This type work requires a good understanding of electricity, some physics and chemistry to have a perspective on trouble shooting. Wyotech is not academic, but rather vocational, but again, the guys were pretty good.
You first need to determine what type of work you really want to do. Swapping engines is very different from diagnosing smog or electrical problems.
I also think your idea to work on specific cars is good. It is difficult to work on every car that comes in the door. Dealerships work or a limited type of cars, and you can get to know them well.
Expect to spend plenty of money on basic and special tools. I would budget, say, $8-10K to get started. A scanner is also required and these are very expensive - typically around $4-5K.
You can receive training at a dealership, but you will first need to prove yourself. They have a set goal for billable hours. If you consistently meet this goal, you will be promoted and receive additional training.
Your background is good, but what really counts is making money for the shop or dealership. Ask them the same questions you are posing here.
Take care,
Marc
Aurora Flight Sciences Conducts Flight Tests for CENTAUR Optionally Piloted Aircraft
MANASSAS, VA--(Marketwire - July 14, 2010) - Aurora Flight Sciences has started flight testing for a new version of aircraft. By combining Aurora's experience in aeronautical engineering, unmanned aerial vehicles (UAVs), advanced payload engineering, and a previous Optionally Piloted Aircraft (OPA) prototype, Aurora is bringing its Centaur OPA to the market. Centaur is based on the highly ...
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