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Thread: FAA and EASA personnel maintenance licensing

  1. #1
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    Default FAA and EASA personnel maintenance licensing

    Im a doing a dissertation on the FAA and EASA maintenance personnel. I would like to know which one between the two license is better for modern day aircraft in terms of more electric architecture of the 787 and A380 and also more composite aircraft. Which license helps more about these modern technology in terms of training they offers to keep currency with new technology. Also what are they doing to improve their specific license categories to go towards the maintenance of new technology.

  2. #2
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    Default Re: FAA and EASA personnel maintenance licensing

    Quote Originally Posted by ziyad11 View Post
    Im a doing a dissertation on the FAA and EASA maintenance personnel. I would like to know which one between the two license is better for modern day aircraft in terms of more electric architecture of the 787 and A380 and also more composite aircraft. Which license helps more about these modern technology in terms of training they offers to keep currency with new technology. Also what are they doing to improve their specific license categories to go towards the maintenance of new technology.
    Welcome to Airmech, ziyad11.

    I don't expect either the FAA or EASA not to be equal to each other in the certification requirements for maintenance personnel, whether on old or new technology aircraft.

    Both authorities are involved in reviewing the design specifications of aircraft presented by the manufacturers around the world. The Specification Requirements themselves are produced by the authorities, so it is easy for them to update the Training Syllabus to contain new developments as they get implemented in aircraft designs.

    Regarding composites, the inspection techniques fall more into the remit of specialist Non-Destructive Inspectors [NDI] who tend to work in NDI organisations to provide a buy-in service for airlines and maintenance bases.
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  3. #3
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    Default Re: FAA and EASA personnel maintenance licensing

    I hold B1, B2 and an A&P with IA.

    I'm a liney at heart, ever since I was in the RAF. I don't like working in hangars, I prefer live aircraft that break down and you have to think on your feet. It can be stressful, but rewarding.

    I left the RAF as an electrician and chose the BCAR Multi-X route. Then came *****. I had to do a helicopter module in order to get an unrestricted B2 licence. And to my surprise when I got my new ***** licence I also had a limited B1, because in their wisdom the authorities took the electrician and moved them away from the avionics trade and moved them into the mechanical trade. In my opinion, this devalued the avionics trade.

    When I first joined civil aviation my first company had a ratio of equal A&C, Multi-X and mechanics. Even after ***** my shift comprised of 4 B1s, 4 B2s and 4 mechs for around 15 based aircraft, A320, B757 and DC10. As the years have progressed I have seen the numbers of B2 guys on the line in decline whereas the numbers of B1 and mechs have gone up by comparison.

    I decided to make a move and become an overseas engineer. So I went back to school and removed the limitations on my B1 licence and did some type rating courses to remove the limitations from most of my type ratings. My daily job now involves transits of A330, B767 and B777 aircraft. I can categorically state that the majority of defects I see on an almost daily basis are electrical by system. Most are resolved by a simple reset of a computer or using by doing a BITE test. That and fixing seats, galleys and IFE.

    I also have an A&P which I did when I did a temporary seasonal detachment in the States. I had the opportunity to do the laser grade tests and find a DME to do my oral and practical. I self-studied and passed the whole lot within three weeks. Using their system i am technically qualified to sign off work on a Cessna 172 to a B787!

    Compare that to time required to study take the modular exams, satisfy the minimum experience requirements and then do a full level 3 type rating course and practical training required by EASA. Having said that, one thing missing from the EASA system is the requirement to have an experienced human evaluate you. I had it with my initial BCAR exams and with my A&P oral and practical, but it is not longer required with the newcomers into the EASA system. They are judged by the ability of their short term memory to pass a modular exam.

    I work for two companies at the moment. One is EASA part 145 and the other is a a contractor for American Airlines. The differences between the two work ethos's are huge, but they both work. I think the statistics will prove that very few aircraft have recently fallen from the sky from maintenance errors from either side.
    God created aircraft mechanics so that pilots can have heroes too.

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    Default Re: FAA and EASA personnel maintenance licensing

    Replace the asterisks with J A R sixty six. No idea why it was censored!
    God created aircraft mechanics so that pilots can have heroes too.

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    Default Re: FAA and EASA personnel maintenance licensing

    Im a doing a dissertation on the FAA and EASA maintenance personnel.
    Why not write one on why the Degree you are working towards will not forward your career in Aviation?


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    Default Re: FAA and EASA personnel maintenance licensing

    Bit harsh....
    Dip me in chocolate and throw me to the lesbians....



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    Default Re: FAA and EASA personnel maintenance licensing

    Quote Originally Posted by winglit View Post
    Replace the asterisks with J A R sixty six. No idea why it was censored!
    That was due to a "Club" set-up with that name yonks back. Let me see if JAR~66 will be zapped..
    Eez kut, yez..

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    Default Re: FAA and EASA personnel maintenance licensing

    That worked OK..

    Quote Originally Posted by winglit
    I also have an A&P which I did when I did a temporary seasonal detachment in the States. I had the opportunity to do the laser grade tests and find a DME to do my oral and practical. I self-studied and passed the whole lot within three weeks. Using their system i am technically qualified to sign off work on a Cessna 172 to a B787!
    Wouldn't you agree that the comparative ease with which you passed the FAA A&P was due to your thorough RAF and BCAR trainings?
    Eez kut, yez..

  9. #9
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    Default Re: FAA and EASA personnel maintenance licensing

    Quote Originally Posted by Defense La Fumer View Post
    That worked OK..



    Wouldn't you agree that the comparative ease with which you passed the FAA A&P was due to your thorough RAF and BCAR trainings?
    A little, but there was a lot of material that was new to me, which also was not applicable to working on the big jets. Subjects such as wooden structures, dope and fabric and piston (recip) engines. The A&P theory tests are very much out-of-date. They don't go anywhere near the level of technology incorporated into modern jets.

    Personally I would feel very unprepared if I was to go straight into the airlines as a new A&P. But many US airlines account for that and their mechanics are constantly undergoing training. AA for example have quite a good internet based training system.

    My own observation between the FAA and the CAA is that most Americans are very fearful of the FAA. They call them 'The Feds" and wish to have as minimal contact with them as possible. No one would ever dream of ringing up the FAA for advice. Whereas I have found the CAA to be very different. They are staffed by approachable people who have predominantly done their time in the industry and know the score. I myself have quite a few friends and ex colleagues who now work for either CAA or EASA. I know I could ask them for advice at any time.
    God created aircraft mechanics so that pilots can have heroes too.

  10. #10
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    Default Re: FAA and EASA personnel maintenance licensing

    Quote Originally Posted by winglit
    Subjects such as wooden structures, dope and fabric and piston (recip) engines. The A&P theory tests are very much out-of-date. They don't go anywhere near the level of technology incorporated into modern jets.
    The FAA A&P syllabus resembled the ICAO Type II Basic AME Training. Text books produced by the Northrop Institute of Technology covered those subjects, as well as other Aircraft Systems like Electrics, Hydraulics, Pneumatics, Structures and Landing Gears. At my College we had a non-flying Chipmunk aircraft to perfect our Dope and Fabric practicals and piston engine Troubleshooting. A US Navy Training manual was great for sheet metal repairs. We had British authors Kermode for Aerodynamics and Pallett for Instruments. And, of course, the almighty UK CAA CAIP.

    A College Diploma at the end of 2yrs confirms a successful completion of the ICAO Type II Basic AME Training with a minimum of 70% achieved in the written and practical exams. Preparation for UK CAA Licences would then be embarked upon, either in a College setting with live aircraft or whilst working as a grease-monkey at an airline or MRO.
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