FAQs
Questions we are asked most often.
Straight answers about scope, authorization and how an engagement actually runs. If your question is not here, call and ask.
- 01Is GB Aerotech an FAA-certificated repair station?
- No. GB Aerotech is not certificated under 14 C.F.R. Part 145 and is not an FAA-certificated Aviation Maintenance Technician School under Part 147. Regulated maintenance, inspection, alteration and approval for return to service are carried out by appropriately certificated personnel and organizations, or under the procedures of an authorized certificate holder. We are explicit about this because knowing exactly who holds which authorization is part of running a clean maintenance program.
- 02So what does GB Aerotech actually do?
- We do the engineering work around the maintenance: reviewing maintenance history and recurring discrepancies, finding root causes, writing a project-specific optimization protocol, establishing baseline indicators, measuring the outcome against them, and turning what worked into a repeatable procedure. Where the work is regulated, we coordinate delivery through partners who hold the applicable authorization.
- 03Which aircraft do you work on?
- Airbus A320 family and A330. The focus is deliberate. Our founder spent his career on those types, including C and D checks, hydraulic and fuel systems, structural inspection and landing-gear removal and installation, and a narrow focus is what makes the diagnostic review worth anything.
- 04What does a first engagement look like?
- It starts with a technical conversation about a specific recurring problem. If there is a fit, we scope a pilot: document the baseline, run the diagnostic review, agree the protocol, implement through the authorized path, then measure the result against the baseline. You get the measured outcome and the written procedure either way.
- 05Do you have an AI predictive-maintenance platform?
- Not today, and we will not claim otherwise. Predictive capability needs usable data first. Early engagements use existing maintenance records, recurring-discrepancy information, engineering diagnostics and commercially available monitoring tools, while building the structured data any future model would need. Predictive models get tested with qualified technology partners and validated against real maintenance outcomes before we would offer them.
- 06What does the bilingual training program cover?
- FAA regulatory terminology and documentation, technical English, A320 and A330 systems, hydraulic and fuel systems, structural-inspection fundamentals, landing-gear procedures, safety and human factors, logbook practice, diagnostic reasoning, and quality control. It is FAA-aligned training built to support the applicable certification pathways. We do not issue FAA mechanic certificates or Part 147 credentials, and where Part 147 authorization is required, delivery happens through a certificated school.
- 07Who is the training for?
- Experienced Spanish-speaking maintenance professionals and candidates who need the regulatory vocabulary and technical English that U.S. environments assume, and organizations that want to bring a bilingual workforce up to a documented standard. Participants complete pre- and post-training assessments so progress is evidenced.
- 08How do you price work?
- By scope. There is no published rate card, because a landing-gear coordination on one aircraft and a fleet-wide recurring-discrepancy review are not the same job. Tell us the aircraft, the systems and the problem, and you get a scoped proposal.
- 09Where do you operate?
- We are based in Florida and work with operators, repair stations and training institutions across the United States. Additional locations are evaluated only once repeat demand, regulatory readiness and comparable results across engagements support it.
Bring us a recurring problem.
If an A320 or A330 system keeps coming back, that is the engagement worth scoping first.