My tech school had one class dedicated to getting the GROL. Once you passed you didn't have to come to class anymore. Best incentive ever! I remember using some practice website that was for free to help study. This was about 5 years ago.
Great explanation I’ve I’ve worked as a aircraft hydraulic technician in the Air Force AD and a aircraft mechanic civil service for the navy have been looking at pursuing the FCC GROL to expand my skill set
If you want to be a really effective technician, you need both the A&P and the FCC GROL. I got my A&P in 1965 and added the FCC First Class in 1980 after a couple of years of studying on my own time. I think everybody knows by now that maintaining modern airplanes requires a blurring of the lines separating the mechanic from the electronic technician. Also, wiring and connector maintenance have become critical as computers have replaced control cables.
Getting any additional certification can help. I even suggest, if someone wants to get into avionics as a system technician that they consider earning the NCATT Add-on ratings. These certifications are aircraft system specific.
Some airlines pay aircraft mechanics License pay for 2 licenses. This could include Airframe, Powerplant Mechanic (maximum of 2 licenses). Some airlines can pay a Machinist with an Airframe license and FCC GROL license, 2 licenses. Some airlines pay mechanics over $10 for each license.
FCC- GROL can be used for R.E.I avionics backshop ,short sign aircraft component repair installed to a/c and most of allcan not be used to certify and release Aircraft AIRWORTHINESS RELEASE .
Actually the FCC GROL is not aviation specific, if you are working on any transmitter where you could affect the output, you are required to have the license.
Hello Sir, My late father had previously worked as a special grade technician (Naviaids/Leased & Service Channel) at Radio department at Malaysia on early 1970's. Is him needs or had the GROL. Thanks in advance.
OK! So where did I go wrong. Let's start with 2nd and 1st class Radiotelephone with broadcast endorsement converted to GROL in 1985. Amateur Radio Extra Class with 20 wpm 1991. Radar endorsement 1994, because you couldn't have both radar and broadcast endorsements or hold a radiotelephone and a radiotelegraph license at the same time back in the early 1980's. GMDSS Operator/Maintainer 2005. Took me that long to find somebody that knew what it was. Restricted Radiotelephone License 2005, because somebody at the FCC said I need one to go along with all the rest of them. Why, I don't know, I had to pass a test on element 1 for everything else, why not just give me the RR. It all makes for pretty targets for my dart board.
I feel your pain. Even though I took my FCC GROL way back in the day, the rules have changed since then. I plan to produce an online training course and have been carefully looking at the current rules.
@@AvionicsEducation Something I thought about while browsing thru the GMDSS videos. I know most of the physics and a lot of the radio systems have stayed the same , the CONTROL parts of the things have gone bonkers. Something that I found out when I took the GMDSS OP/MAINT tests that the operator tests were harder than the maintainer tests because they were changing the way things were controlled. With menus to get to sub-menus to get to lists of contacts and what groups are in your IMARSAT area. Which coast station were you SUPPOSED to be talking to. And a whole lot of other nice little items that you're supposed to keep up with. I live in South central Oklahoma, 90 miles se of OKC. Unless I'm thinking about moving to Tulsa or Muscogee there's not much call for GMDSS around here. The Airport that's local ( Ada, Ok. ) is non-controlled and haven't heard much about avionics here at all. Might do an update on the control systems.
Both are similar in that they test basic radio principles. the difference is whom the audience the test where created. The FCC GROL was created as a certification for those who both operate and repair radio equipment. The test was originally for Ship to shore communication and was created in the 1950s. The NCATT RCS test is a add on test created for aviation centered subjects. I was created to mimic the FAA Airframe and Powerplant certificate in that there is a generals test (NCATT AET) and a series of add on ratings. For FAA Airframe and Powerplant are the only two ratings. However the NCATT has four add-on ratings (Radio Communications systems (DCS), Dependent Navigation Systems (DNS), Autonomus Navigation Systems (ANS), Onboard Safety and Communications Systems (OCS),
Please help if possibly any feedback would be great. Im looking to get my GROL to help me possibly get a position with the company I'm with currently. I've ordered a couple of books. One book titled GROL Plus has all the answers and gives a detailed explanation for that answer below it. I just need element 1 and 3. Here's the hard part I'm sure some of you know 24 questions are choosen out of 170 question pool that's element 1. Element 3 is 76 out of a 916 question pool. That's insane so I ordered another book for a study guide to help me. Do they really choose those questions at random? Is there some more important questions I can focus on? It says in the book that the test will be administered by a Commercial Operator License Examination Manager and he/she will select the questions out of the pool. Do I really need to know the answers to 1086 questions?
Great question. Originally when I took the exam in 1989 we had to know all of the material to a level that we could take the question and compile an answer based on electrical and radio principle concepts. Back then the questions and answers were not publically published. Since then someone sued the government through FOIA and now the test is nothing more than someone's ability to memorize questions. Thank seems to be a big problem with all aviation-related testing required today. So to answer your question yes the questions are selected at random by the computer. I did teach the FCC, NCATT, and FAA test subjects when I taught my College Avionics Program. Since the cancellation of my program, there has been no other avionics program that just did not teach the test. All of those class materials have been put into textbooks and can be found on my website. www.avionicseducation.com. But that information still needs to be taught in a classroom and I think those days are over.
Great question because the aviation industry doesn't know that answer either. In America, the FAA has still refused to create a minimum performance standard for avionics technicians like every other modern country in the rest of the world. What they have in place is a requirement that the maintenance providers have FAA-approved training programs for repair stations and airlines. The reasoning that the airlines and repair stations are free to customize curriculum based on their ratings. And that means that these companies are responsible as to what minimum performance will be for their new hire employees. And that is where the FCC and the NCATT AET come into play. As I stated in the video the FCC license is a radio certification curriculum and not exclusively aviation. But what these certifications offer is a baseline knowledge standard that employers can use to validate an employee has an aptitude for the subject. This is what the FAA Airframe and Powerplant certificate provides. A minimum knowledge and skills evaluation. When an employer hires an A&P mechanic they know somewhat what this person is capable of doing. Then the rest is left up to the airline or repair station. Avionics technicians are a little more difficult to hire because there is no FAA minimum performance standard. This puts the burden on the employer to determine if this technician being let loos e on their multimillion-dollar aircraft is not going to cause way more amount of damage versus what the investment was in hiring and training them. At least with the FCC and the NCATT AET, the individual can at least have a book understanding of the subject. In answer to your question Dra, I suggest looking for a school that has both FAA and Avionics training. Sadly the program I created had a full-function avionics program based on the NCATT AET. The program included the training a technician needed to start working as an avionics technician the day they showed up (after indoc training). If the A&P is a license to learn, my program created working technicians with the background needed to be great avionics technicians. So I cannot recommend any one school, you would need to go to the locations and see first hand what each program offers and more importantly if they have hands-on training on avionics equipment. Some day I would love to restart the program but right now I am planning to offer an FCC online course after I complete my NCATT AET certification course. You can find that course at: avionics-education.thinkific.com/ Good luck
My tech school had one class dedicated to getting the GROL. Once you passed you didn't have to come to class anymore. Best incentive ever! I remember using some practice website that was for free to help study. This was about 5 years ago.
Thanks for sharing!
When I worked as an Avionics Tech for Continental Express Airlines in Denver in the 1990's, there was no Avionics license. They required the GROL.
Great explanation I’ve I’ve worked as a aircraft hydraulic technician in the Air Force AD and a aircraft mechanic civil service for the navy have been looking at pursuing the FCC GROL to expand my skill set
Hi dear
If you want to be a really effective technician, you need both the A&P and the FCC GROL. I got my A&P in 1965 and added the FCC First Class in 1980 after a couple of years of studying on my own time. I think everybody knows by now that maintaining modern airplanes requires a blurring of the lines separating the mechanic from the electronic technician. Also, wiring and connector maintenance have become critical as computers have replaced control cables.
Getting any additional certification can help. I even suggest, if someone wants to get into avionics as a system technician that they consider earning the NCATT Add-on ratings. These certifications are aircraft system specific.
Some airlines pay aircraft mechanics License pay for 2 licenses. This could include Airframe, Powerplant Mechanic (maximum of 2 licenses). Some airlines can pay a Machinist with an Airframe license and FCC GROL license, 2 licenses. Some airlines pay mechanics over $10 for each license.
Thank you for an excellent, concise explanation.
You are welcome!
FCC- GROL can be used for R.E.I avionics backshop ,short sign aircraft component repair installed to a/c and most of allcan not be used to certify and release Aircraft AIRWORTHINESS RELEASE .
Actually the FCC GROL is not aviation specific, if you are working on any transmitter where you could affect the output, you are required to have the license.
I forgot to add if you are returning to service a Type Certificated or TSO qualified product, you will need to be certificated under FAR part 65.
Hello Sir, My late father had previously worked as a special grade technician (Naviaids/Leased & Service Channel) at Radio department at Malaysia on early 1970's.
Is him needs or had the GROL.
Thanks in advance.
Yes yes it’s required
You are correct. That's why I plan to present an FCC GROL test review course in the near future.
Hey, thanks man! This was quite informative.
Glad it was helpful!
OK! So where did I go wrong. Let's start with 2nd and 1st class Radiotelephone with broadcast endorsement converted to GROL in 1985. Amateur Radio Extra Class with 20 wpm 1991. Radar endorsement 1994, because you couldn't have both radar and broadcast endorsements or hold a radiotelephone and a radiotelegraph license at the same time back in the early 1980's. GMDSS Operator/Maintainer 2005. Took me that long to find somebody that knew what it was. Restricted Radiotelephone License 2005, because somebody at the FCC said I need one to go along with all the rest of them. Why, I don't know, I had to pass a test on element 1 for everything else, why not just give me the RR.
It all makes for pretty targets for my dart board.
I feel your pain. Even though I took my FCC GROL way back in the day, the rules have changed since then. I plan to produce an online training course and have been carefully looking at the current rules.
@@AvionicsEducation Something I thought about while browsing thru the GMDSS videos. I know most of the physics and a lot of the radio systems have stayed the same , the CONTROL parts of the things have gone bonkers. Something that I found out when I took the GMDSS OP/MAINT tests that the operator tests were harder than the maintainer tests because they were changing the way things were controlled. With menus to get to sub-menus to get to lists of contacts and what groups are in your IMARSAT area. Which coast station were you SUPPOSED to be talking to. And a whole lot of other nice little items that you're supposed to keep up with. I live in South central Oklahoma, 90 miles se of OKC. Unless I'm thinking about moving to Tulsa or Muscogee there's not much call for GMDSS around here. The Airport that's local ( Ada, Ok. ) is non-controlled and haven't heard much about avionics here at all. Might do an update on the control systems.
KC7WGB agrees with you!
@@AvionicsEducation any update on that training course?
What is the difference between the FCC GROL and the NCATT RCS endorsement?
Both are similar in that they test basic radio principles. the difference is whom the audience the test where created. The FCC GROL was created as a certification for those who both operate and repair radio equipment. The test was originally for Ship to shore communication and was created in the 1950s. The NCATT RCS test is a add on test created for aviation centered subjects. I was created to mimic the FAA Airframe and Powerplant certificate in that there is a generals test (NCATT AET) and a series of add on ratings. For FAA Airframe and Powerplant are the only two ratings. However the NCATT has four add-on ratings (Radio Communications systems (DCS), Dependent Navigation Systems (DNS), Autonomus Navigation Systems (ANS), Onboard Safety and Communications Systems (OCS),
Please help if possibly any feedback would be great. Im looking to get my GROL to help me possibly get a position with the company I'm with currently. I've ordered a couple of books. One book titled GROL Plus has all the answers and gives a detailed explanation for that answer below it. I just need element 1 and 3. Here's the hard part I'm sure some of you know 24 questions are choosen out of 170 question pool that's element 1. Element 3 is 76 out of a 916 question pool. That's insane so I ordered another book for a study guide to help me. Do they really choose those questions at random? Is there some more important questions I can focus on? It says in the book that the test will be administered by a Commercial Operator License Examination Manager and he/she will select the questions out of the pool. Do I really need to know the answers to 1086 questions?
Great question. Originally when I took the exam in 1989 we had to know all of the material to a level that we could take the question and compile an answer based on electrical and radio principle concepts. Back then the questions and answers were not publically published. Since then someone sued the government through FOIA and now the test is nothing more than someone's ability to memorize questions. Thank seems to be a big problem with all aviation-related testing required today. So to answer your question yes the questions are selected at random by the computer.
I did teach the FCC, NCATT, and FAA test subjects when I taught my College Avionics Program. Since the cancellation of my program, there has been no other avionics program that just did not teach the test. All of those class materials have been put into textbooks and can be found on my website. www.avionicseducation.com. But that information still needs to be taught in a classroom and I think those days are over.
Hello I’m interested in buying some of your books
Hello my books can be found on
www.avionicseducation.com and on amazon under Bessette avionics in the search
how to become an fcc licensed avionics technician. how much?
Great question because the aviation industry doesn't know that answer either. In America, the FAA has still refused to create a minimum performance standard for avionics technicians like every other modern country in the rest of the world. What they have in place is a requirement that the maintenance providers have FAA-approved training programs for repair stations and airlines.
The reasoning that the airlines and repair stations are free to customize curriculum based on their ratings. And that means that these companies are responsible as to what minimum performance will be for their new hire employees. And that is where the FCC and the NCATT AET come into play.
As I stated in the video the FCC license is a radio certification curriculum and not exclusively aviation. But what these certifications offer is a baseline knowledge standard that employers can use to validate an employee has an aptitude for the subject. This is what the FAA Airframe and Powerplant certificate provides. A minimum knowledge and skills evaluation. When an employer hires an A&P mechanic they know somewhat what this person is capable of doing. Then the rest is left up to the airline or repair station.
Avionics technicians are a little more difficult to hire because there is no FAA minimum performance standard. This puts the burden on the employer to determine if this technician being let loos e on their multimillion-dollar aircraft is not going to cause way more amount of damage versus what the investment was in hiring and training them. At least with the FCC and the NCATT AET, the individual can at least have a book understanding of the subject.
In answer to your question Dra, I suggest looking for a school that has both FAA and Avionics training. Sadly the program I created had a full-function avionics program based on the NCATT AET. The program included the training a technician needed to start working as an avionics technician the day they showed up (after indoc training). If the A&P is a license to learn, my program created working technicians with the background needed to be great avionics technicians. So I cannot recommend any one school, you would need to go to the locations and see first hand what each program offers and more importantly if they have hands-on training on avionics equipment.
Some day I would love to restart the program but right now I am planning to offer an FCC online course after I complete my NCATT AET certification course. You can find that course at:
avionics-education.thinkific.com/
Good luck
@@AvionicsEducation thanks!