| | | | | | Owner / Director of Maintenance Bio | | | | | | | | Career History and Experience
Angelo Conti:
I began my career in the aviation industry in 1966 when I joined the United States Air Force. My tour of duty during the Vietnam War lasted almost four years and gave me hands on experience maintaining B 52’s and KC 135 jets. My first civilian job took me to Gates Learjet in Tucson, Arizona. I started as a Learjet mechanic and worked my way up to Crew Chief at the customer service facility. I wanted to learn more about TFE 731 engines so I went to Air Research in Phoenix where I went from engine assembly to engine test cell. I transferred to Long Beach California to work at the maintenance facility on corporate jets. I started in the engine shop then moved to the maintenance floor working on various corporate aircraft. I realized then I wanted to have a career in corporate aviation.
My first corporate position was a line mechanic on a fleet of Learjets and MU 2’s in San Diego, California. I held this position a year or two and was offered a Director of Maintenance position on a Lockheed Jetstar 731. From there, I went to Director of Maintenance over a Gulfstream II and two Learjets—Lear 35 and Lear 25. Later I moved to Miami, Florida as a Director of Maintenance over a Lockheed Dash 8 Jetstar and a Gulfstream II. I traveled extensively with the aircraft mostly to South American and Latin countries. I moved back to Phoenix as Crew Chief on a Sabreliner 75, Gulfstream II, and BAC 1-11. I continued to travel as Flight Engineer with the aircraft on mostly international trips.
I moved to Atlanta, Georgia, my wife’s hometown, as Director of Maintenance at a repair facility for various corporate jets. When that position expired, I went to another repair facility as a mechanic performing heavy maintenance on Gulfstream II, III, and IV. I left that repair station for a position with a major Atlanta corporation maintaining a Falcon 50, Falcon 900, and Global Express. I then went to a Part 135 operation in North Georgia as Project Manager for all maintenance on a fleet of Gulfstream II and Gulfstream III aircraft. I was responsible for performing heavy maintenance and training crew members. | | | | | | | | Career Highlights In 1985, I accompanied a pilot and buyer to assess a Lockheed Jetstar Dash 8 that had sat for six weeks in the Bahamas. Upon arrival, we discovered that it had been there for six months, fees were due, and it had a lot of other issues that had not been disclosed. With limited supplies and extreme ingenuity, I was able to get the buses powered and engines started. It took about 24 hours, but I was able to make it operational enough to get us back to Miami where I then performed all due maintenance for the customer. In 1989, I went to Colorado to evaluate an aircraft that had been involved in an accident at the Aspen airport. I had to dismantle the Lockheed Jetstar II and ship it back to our repair facility in Atlanta. I contacted Lockheed Tech Support requesting information on dismantling both pylons on the fuselage. They advised that it had never been done in the field before. They sent me drawings and we dismantled the aircraft and the pylons. It was loaded on three tractor trailer trucks which had to be able to pass through the Eisenhower Tunnel. I reassembled the aircraft and it continued to fly at least through 2006 when I last saw it. In 1993, I was commissioned by an insurance company to evaluate a Lockheed Jetstar that had crashed in London, England. I was recognized by Lockheed as a reputable advisor to assess the situation for repair recommendations. In 1994, after being frustrated with current systems on the market, I developed my own software program for tracking progressive aircraft maintenance. | | | | | | | | Career Goals With 40 years of experience in the industry, I have realized a need to provide qualified maintenance and avionics repairs in the field. I put together a team of experts who can travel to an aircraft rather than have the aircraft flown to a specific repair destination. With today’s economy and high cost of fuel, this is a cost effective alternative to having maintenance performed at a repair facility. We will also travel internationally to perform maintenance on grounded aircraft to minimize travel disruptions. | | | | | |
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