(i.e., § 65.91(c)(1)–(4)), the mechanic will receive a test endorsement in block 14 on FAA Form 8610-1, which is valid for 30 days. Once all five of the IA requirements listed below are met, the mechanic is entitled to an IA, per § 65.91.
1. Hold a currently effective Mechanic Certificate with both an Airframe rating and a Powerplant rating, each of which is currently effective and has been in effect for a total of at least 3 years;
2. Have been actively engaged, for at least the 2-year period before the date the applicant applies, in maintaining aircraft certificated and maintained in accordance with 14 CFR Chapter I;
3. Have a fixed base of operations at which the applicant may be located in person or by telephone during a normal working week, but it need not be the place where the applicant will exercise the applicant’s inspection authority;
4. Have available to the applicant the equipment, facilities, and inspection data necessary to properly inspect airframes, powerplants, propellers, or any related part or appliance; and
5. Pass a written test on the applicant’s ability to inspect according to safety standards for returning aircraft to service after major repairs and major alterations and annual and progressive inspections performed under part 43.
14.2 The IA Test. Prior to taking the IAR, the mechanic must be signed up with IACRA at https://iacra.faa.gov/IACRA/Default.aspx. The IAR is comprehensive and tests the applicant’s knowledge in many subject areas.
1. The knowledge test requirements consist of 50 multiple-ch oice questions.
2. Each question has only one correct answer and is independent of the rest of the questions.
3. Occasionally, applicants may actually see 51 to 53 questions. The one to three additional questions are sample questions that the FAA utilizes to assess possible future questions and will not count against the applicant if answered incorrectly.
Extra time is allotted for completion of such additional questions.
14.3 Retest Requirement. An applicant who fails the IAR prescribed in § 65.91(c)(5) may not apply for retesting until at least 90 days after the date the applicant failed the test.
14.4 Required Form. The application for an IA must be made on FAA Form 8610-1. The form can be found at https://www.faa.gov/forms/index.cfm/go/document.information/doc umentID/1035448.
14.5 Further Information. For further information on the IAR, obtaining an IA, and the requirements of an IA, refer to FAA-G-8082-19 at https://www.faa.gov/training_testing/t esting/ia_info_guide.pdf.
13 15 REPAIRMAN CERTIFICATE. A repairman is a maintenance technician certificated by the FAA for specific tasks. Differing from other certificated maintenance technicians, the repairman can only exercise the privileges of the Repairman Certificate in the employment of a certificated repair station, a certificated commercial operator, or a certificated air carrier. This oversight requires a commercial operator or Air Carrier Operating Certificate or approved operations specifications (OpSpecs) to provide a CAMP according to its maintenance manuals.
15.1 Eligibility. The eligibility requirements for a Repairman Certificate are set forth in § 65.101(a). Specifically, an applicant must:
1. Be at least 18 years of age;
2. Be specially qualified to perform maintenance on aircraft or components thereof, appropriate to the job for which the applicant is employed;
3. Be employed for a specific job requiring those special qualifications by a certificated repair station, or by a certificated commercial operator or certificated air carrier, that is required by its operating certificate or approved OpSpecs to provide a CAMP according to its maintenance manuals;
4. Be recommended for certification by the applicant’s employer, to the satisfaction of the Administrator, as able to satisfactorily maintain aircraft or components, appropriate to the job for which the applicant is employed;
5. Have either:
a. At least 18 months of practical experience in the procedures, practices, inspection methods, materials, tools, machine tools, and equipment generally used in the maintenance duties of the specific job for which the person is to be employed and certificated; or
b. Completed formal training that is acceptable to the Administrator and is specifically designed to qualify the applicant for the job on which the applicant is to be employed; and
6. Be able to read, write, speak, and understand the English language, or, in the case of an applicant who does not meet this requirement and who is employed outside the United States by a certificated repair station, a certificated U.S. commercial operator, or a certificated U.S. air carrier, as described in item 3, have this certificate endorsed “Valid only outside the United States.”
Note: Under 14 CFR part 145, § 145.153, supervisors for repair stations located outside the United States are not required to hold a Repairman Certificate but must have either (1) a minimum of 18 months of practical experience in the work being performed or (2) be trained in or thoroughly familiar with the methods, techniques, practices, aids, equipment, and tools used to perform the maintenance, preventive maintenance, or alterations. Additionally, a certificated repair station must ensure its supervisors understand, read, and write English, regardless of the physical location of the part 145 certificated repair station.
15.2 Required Form. The application for a Repairman Certificate is accompanied by a recommendation from the employer of the repairman applicant, to the satisfaction of the Administrator. The form used for applying for a Repairman Certificate is FAA Form 8610-3, Airman Certificate and/or Rating Application – Repairman (14 CFR Part 65), and can be found at https://www.faa.gov/forms/.
15.3 Further Information. For further information on becoming a repairman, refer to AC 65-24 at https://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/d ocument.information/documentID/99865.
16 REPAIRMAN CERTIFICATE FOR LSA. The holder of a Repairman Certificate (LSA) with a maintenance rating may work as a professional and approve and return to service an aircraft that has been issued a Special Airworthiness Certificate in the light-sport category under 14 CFR part 21, § 21.190 or any part thereof in the class in which the repairman is rated. The experience gained as an appropriately rated LSA repairman may be used towards eligibility requirements for an FAA Mechanic Certificate.
16.1 T he Aircraft. LSA means an aircraft, other than a helicopter or powered-lift, that since its original certification has continued to meet the following, per 14 CFR part 1, § 1.1:
1. A maximum takeoff weight of not more than 1,320 pounds (600 kilograms) for aircraft not intended for operation on water or 1,430 pounds (650 kilograms) for an aircraft intended for operation on water.
2. A maximum airspeed in level flight with maximum continuous power (VH) of not more than 120 knots Calibrated Airspeed (CAS) under standard atmospheric conditions at sea level.
3. A maximum never-exceed speed (VNE) of not more than 120 knots CAS for a glider.
4. A maximum stalling speed or minimum steady flight speed without lift-enhancing devices (VS1) of not more than 45 knots CAS at the aircraft’s maximum certificated takeoff weight and most critical center of gravity.
5. A maximum seating capacity of no more than two persons, including the pilot.
6. A single, reciprocating engine, if powered.
7. A fixed or ground-adjustable propeller if a powered aircraft other than a powered glider.
8. A fixed or feathering propeller system if a powered glider.
9. A fixed-pitch, semi-rigid, teetering, two-blade rotor system, if a gyroplane.
10. A nonpressurized cabin, if equipped with a cabin.
11. Fixed landing gear, except for an aircraft intended for operation on water or a glider.
12. Fixed or retractable landing gear, or a hull, for an aircraft intended for operation on water.
13. Fixed or retractable landing gear for a glider.
16.2 Eligibility. To be eligible for a Repairman Certificate (LSA) with a maintenance rating, per § 65.107(a), an applicant must:
1. Be at least 18 years of age;
2. Be able to read, write, speak, and understand the English language;
3. Demonstrate the requisite skill to determine whether an LSA is in a condition for safe operation;
4. Be a citizen of the United States or a citizen of a foreign country who has been lawfully admitted for permanent residence in the United States; and
5. Complete a training course acceptable to the FAA on maintaining the particular class of LSA for which you intend to exercise the privileges of this rating.
Note: Applicants with a foreign address for official record purposes must comply with the U.S. agent for service requirements in part 3 subpart C, which require any individual who has a foreign address and no U.S. physical address of record on file with the FAA to designate a U.S. agent for service if they apply for a certificate, rating, or authorization issued under 14 CFR part 47, 61, 63, 65, 67, or 107 or hold a certificate, rating, or authorization issued under any of these parts. Refer to AC 3-1 for information on designating a U.S. agent for service.
16.3 LSA Classes. All repairmen for certification for a maintenance rating in light-sport are required to attend mandatory training for classes of LSAs, pursuant to § 65.107. The training courses are broken up into eight modules. The class of LSA the repairman is going to be trained on will dictate what modules the future LSA repairman will have to take. For more information on the LSA Maintenance Rating Maintenance Rating Modules, refer to AC 65-32 at https://www.faa.gov/regulations_policies/advisory_circula rs/. Currently, the five classes of LSA that a repairman may receive training to acquire a maintenance rating on are:
1. Airplane,
2.
Glider,
3. Lighter-than-air,
4. Powered parachute, and
5. Weight-shift-control aircraft.
16.4 Required Form. The application for a Repairman Certificate (LSA) with a maintenance rating is FAA Form 8610-3 and can be found at https://www.faa.gov/forms.
16.5 Further Information. For further information on obtaining a Repairman Certificate (LSA) with a maintenance rating, refer to AC 65-32 at https://www.faa.gov/regulations_p olicies/advisory_circulars/index.cfm/go/document.information/documentID/1020758.
16 17 NONCERTIFICATED PROFESSIONS. There are two major types of noncertificated aviation maintenance professions: the noncertificated mechanic and the technician not holding FAA certification.
17.1 Noncertificated Mechanic. Sometimes called a “mechanic’s helper” and works only under the supervision of an FAA-certificated mechanic to gain experience. Since the FAA does not certificate these mechanics, there are no Federal certification requirements to meet. Individuals can work under the supervision of an A&P mechanic to gain the practical experience required towards receiving authorization to test for an FAA Mechanic Certificate. A noncertificated mechanic cannot sign off a maintenance record approving the aircraft or component for return to service.
17.2 Technician Not Holding FAA Certification. Technicians who do not hold an FAA certificate or that have specialized skills for which an FAA certificate does not exist may perform maintenance for an operator but cannot return the item to service for the maintenance performed. Noncertificated technicians commonly perform maintenance requiring specialized skill in avionics, composite maintenance, and NDI. However, specialized skills are not limited to these areas and may include any maintenance activity.
17.2.1 A vionics Occupations . Avionics technicians work on electronic equipment and aircraft systems that require specialized technical skills. Technicians may or may not hold an FAA Mechanic Certificate or Repairman Certificate.
17.2.1.1 A n individual who holds an FAA Mechanic Certificate or Repairman Certificate with an Airframe rating is authorized under the rating to maintain avionics equipment; however, this privilege is allowed only if that individual is properly trained, qualified, and has the proper tools and equipment to perform the work.
17.2.1.2 There are also noncertificated individuals working for air carrier avionics departments or FAA-certificated avionics repair stations. These individuals have gained experience in avionics repairs from serving in the military and working for avionics manufacturers, non-FAA-recognized certification entities, and other related industries.
17.2.2 C omposite Maintenance . The maintenance and repair of composites is complex and requires knowledge and skills to assure the continued airworthiness of these products.
Practical experience is also vital for proper processing and repair of composite structures.
For more information on the type of training for qualification and certification of composite technicians, refer to AC 65-33 at https://www.faa.gov/regulations_policies/adv isory_circulars/index.cfm/go/document.information/documentID/1031508.
17.2.3 Nondestructive Inspection (NDI). NDI is a method of inspection of aircraft, engines, propellers, accessories, and other aviation components that entails more than a visual inspection using specialized equipment. Common types of NDI methods include radiographic, magnetic particle, ultrasonic, liquid penetrant, eddy current, and thermography/infrared. Due to the hazards, liabilities, and complexity involved in using
17 such things as x ray equipment, ultrasonic equipment, and corrosive chemicals, training for these activities is usually specialized. The FAA has developed training guidance in AC 65-31 for repairman training, qualification, and certification of NDI personnel. For further information pertaining to this training, refer to AC 65-31 at https://www.faa.gov/r egulations_policies/advisory_circulars/index.cfm/go/document.information/documentID/ 1023552.
18 EMPLOYMENT FOR AVIATION MECHANICS. Industries with the highest levels of employment for aviation mechanics are:
• Support activities for air transportation (repair stations),
• Scheduled air transportation (air carriers),
• Aerospace product and parts manufacturing, and
• Nonscheduled air transportation (corporate and charter airlines).
18.1 Employment for Avionics Technicians. Industries with the highest levels of employment for avionics technicians are:
• Aerospace product and parts manufacturing,
• Support activities for air transportation (repair stations),
• Scheduled air transportation (air carrier),
• Federal executive branch (FAA, National Transportation Safety Board (NTSB), Federal Emergency Management Agency (FEMA), etc.), and
• Electronic and precision equipment repair and maintenance.
Note: For current and further statistical information relating to these occupations, refer to the U.S. Bureau of Labor Statistics’ (BLS) Aircraft and Avionics Equipment Mechanics and Technicians web page at https://www.bls.gov/ooh/inst allation-maintenance-and-repair/aircraft-and-avionics-equipment-mechanics-andtechnicians.htm.
19 WORKING CONDITIONS. The majority of mechanics and avionics technicians work in hangars, on flight lines, or in repair stations on or near large airports. They use hand and power tools to conduct maintenance. They also may use traditional hand instruments as well as computer test equipment to conduct troubleshooting. The noise level, both indoors and on the flight line, can be very high. Mechanics and technicians performing flight line maintenance often work in all kinds of weather and temperatures.
19.1 Physical Activity. Aircraft mechanics and technicians will perform moderate to heavy physical activity, from climbing ladders to crawling under wings. Physical demands can be arduous, and frequent lifts or pulls of up to 50 pounds are routine.
19.2 Stress. When working for a scheduled airline, the pressure to meet a gate time or deadline for a corporate aircraft can be high. However, a mechanic or technician must never sacrifice the high standards of workmanship and public trust to meet a schedule.
20 BENEFITS. The aviation maintenance industry is broken down into two areas: Air Carriers and General Aviation.
20.1 Air Carriers.
20.1.1 Air carrier maintenance may be performed subject to any day and time. New mechanics and technicians may be required to work nights and weekends. For current information relating to salary ranges by occupations, location, and industry, refer to the BLS Occupational Employment and Wages web page at https://www.bls.gov/oes/current/oes4 93011.htm.
20.1.2 Some benefits that air carriers have traditionally offered include paid holidays, vacations, insurance plans, retirement programs, sick leave, and free or reduced-cost air travel within the airline’s route structure. These benefits vary dependent on the air carrier.
There may also be opportunities to bid for maintenance positions at other locations the airline serves. With a larger workforce, the opportunities for advancement may be greater with an air carrier than with other segments of the aviation maintenance industry.
20.2 General Aviation.
20.2.1 General Aviation is composed of many different types of organizations. These organizations are involved in various aviation activities from corporate transportation to agricultural application. Many aviation mechanics and technicians work for small FBOs or part 145 repair stations that service and maintain a private/corporate aircraft fleet. For current information relating to salary ranges by occupations, location, and industry, refer to the BLS Occupational Employment and Wages web page at https://www.bls.gov/oes/c urrent/oes493011.htm.
20.2.2 Traditionally, General Aviation operates during business hours on weekdays. However, working nights, overtime, or weekends is not uncommon in this industry.
20.2.3 General Aviation benefit packages may vary greatly depending on the organization that one works for. Many General Aviation corporation operations rival the compensation packages of large air carriers while other General Aviation maintenance operations offer less competitive benefits.
20.2.4 Some individuals are drawn to General Aviation despite less competitive benefits because most of the Genera Aviation jobs are found at the local airport or in smaller cities where the cost of living may be less than working at the large hub airports.
20.3 Conclusion. FAA-issued Mechanic Certificate or Repairman Certificate requirements are regulated by the FAA to ensure the continuation of the safest aviation system in the world. These certificates offer highly technical job opportunities that do not require a
19 college degree for those individuals that prefer to diagnose and fix aircraft in the technical field of aviation maintenance.
21 AC FEEDBACK FORM. For your convenience, the AC Feedback Form is the last page of this AC. Note any deficiencies found, clarifications needed, or suggested improvements regarding the contents of this AC on the Feedback Form.
Appendix A A-1 APPENDIX A. MILITARY OCCUPATIONAL SPECIALTY CODES A.1 Following are the updated, new, and older occupational specialty codes for U.S. military enlisted personnel in the:
• U.S. Air Force – Table A-1.
• Army – Table A-2.
• Navy – Table A-3.
• Marine Corps – Table A-4.
• Coast Guard – Table A-5.
Note: The codes in this appendix are current as of 10/30/24.
A.2 Aviation maintenance experience does not expire; therefore, the codes in the “Previous Codes” column are still valid for persons wishing to credit their military aviation maintenance experience toward meeting the requirements of an FAA Mechanic Certificate. Additionally, when codes appear in both the “current” and “previous” columns, the codes are no longer active, but remain listed and creditable.
A.3 Aviation safety inspectors (ASI) are not to accept specialty codes “carte blanche” as qualifications for experience per Title 14 of the Code of Federal Regulations (14 CFR) part 65, § 65.77. The ASI will only endorse FAA Form 8610-2 after ensuring, by a thorough review of the documentary evidence of experience, and if necessary, a discussion with the applicant, that the applicant spent the requisite time obtaining practical aviation maintenance experience in the duties appropriate to the rating sought.
A.4 Time spent in training, or in a specialty code for supervision and/or inspection, does not count tow ard the 18 or 30 months of practical experience required in § 65.77.
Table A-1. U.S. Air Force Specialty Codes (AFSC) U.S. AIR FORCE Note 1: ASI evaluation is required to determine if the applicant has experience relative to the rating(s) applied for.
Note 2: Codes that are the same in both the “Current Code” and “Previous Code” columns are no longer active but remain listed, since experience does not expire.
Note 3: Some AFSCs may have an alphabetical suffix known as “shredout.” The shredout identifies specialization in a specific aircraft or system (e.g., 2A353M). The shredout has no bearing toward creditable experience.
Current Code (AFSC) Previous Code (AFSC) Title Possible Creditable Experience 2A051 Avionics Test Station and Components Airframe 2A071 Avionics Test Station and Components Airframe 2A090 Avionics Superintendent Airframe
Appendix A A-2 U.S. AIR FORCE Note 1: ASI evaluation is required to determine if the applicant has experience relative to the rating(s) applied for.
Note 2: Codes that are the same in both the “Current Code” and “Previous Code” columns are no longer active but remain listed, since experience does not expire.
Note 3: Some AFSCs may have an alphabetical suffix known as “shredout.” The shredout identifies specialization in a specific aircraft or system (e.g., 2A353M). The shredout has no bearing toward creditable experience.
Current Code (AFSC) Previous Code (AFSC) Title Possible Creditable Experience 2A251 2A354, 2A351, 32656, 32657, 32658, 45251, 45253 Special Operations Forces/Personnel Recovery (SOF/PR) Integrated Communication, Navigation, and Mission Systems Journeyman Airframe 2A252 2A354, 2A351, 32656, 32657, 32658, 45251, 45253 Special Operations Forces/Personnel Recovery (SOF/PR) Integrated Instrument and Flight Control Systems Journeyman Airframe 2A253 2A354, 2A351, 32656, 32657, 32658, 45251, 45253 Special Operations Forces/Personnel Recovery (SOF/PR) Integrated Electronic Warfare Systems Journeyman Airframe 2A271 2A374, 2A371, 32676, 32677, 32678, 45271, 45273 Special Operations Forces/Personnel Recovery (SOF/PR) Integrated Communication, Navigation, and Mission Systems Journeyman Airframe 2A272 2A374, 2A371, 32676, 32677, 32678, 45271, 45273 Special Operations Forces/Personnel Recovery (SOF/PR) Integrated Instrument and Flight Control Systems Craftsman Airframe 2A273 2A374, 2A371, 32676, 32677, 32678, 45271, 45273 Special Operations Forces/Personnel Recovery (SOF/PR) Integrated Electronic Warfare Systems Craftsman Airframe 2A300 32900, 43200, 45100, 45200, 45400 Fighter/Remotely Piloted Aircraft Chief Enlisted Manager Airframe and/or Powerplant, see Note 1 2A353 43151, 45254 Tactical Aircraft Maintenance Journeyman Airframe and Powerplant 2A354 2A351, 32656, 32657, 32658, 45251, 45253 Fighter Aircraft Integrated Avionics Journeyman Airframe 2A355 2A352, 32656, 32657, 32658, 45252 Advanced Fighter Aircraft Integrated Avionics Journeyman Airframe 2A353, 43151, 45254 Tactical Aircraft Maintenance (5th Generation) Journeyman Airframe and Powerplant 2A358 2A353, 43151, 45254 Remotely Piloted Aircraft Maintenance Journeyman Airframe and Powerplant
Appendix A A-3 U.S. AIR FORCE Note 1: ASI evaluation is required to determine if the applicant has experience relative to the rating(s) applied for.
Note 2: Codes that are the same in both the “Current Code” and “Previous Code” columns are no longer active but remain listed, since experience does not expire.
Note 3: Some AFSCs may have an alphabetical suffix known as “shredout.” The shredout identifies specialization in a specific aircraft or system (e.g., 2A353M). The shredout has no bearing toward creditable experience.
Current Code (AFSC) Previous Code (AFSC) Title Possible Creditable Experience 2A373 43171, 45274 Tactical Aircraft Maintenance Craftsman Airframe and Powerplant 2A374 2A371, 32676, 32677, 32678, 45271, 45273 Fighter Aircraft Integrated Avionics Craftsman Airframe 2A375 2A372, 32676, 32677, 32678, 45272 Advanced Fighter Aircraft Integrated Avionics Craftsman Airframe 2A377 2A373, 43171, 45274 Tactical Aircraft Maintenance (5th Generation) Craftsman Airframe and Powerplant 2A358 2A353, 43151, 45254 Remotely Piloted Aircraft Maintenance Journeyman Airframe and Powerplant 2A378 2A373, 43171, 45274 Remotely Piloted Aircraft Maintenance Craftsman Airframe and Powerplant 2A390 32690, 32691, 32692, 32699, 43191, 43199, 45292, 45299 Fighter/Remotely Piloted Tactical Aircraft Superintendent Airframe and/or Powerplant, see Note 1 2A500 2A300, 32900, 43200, 45100, 45200, 45400 Airlift/Special Mission Aircraft Maintenance Chief Enlisted Manager Airframe and/or Powerplant, see Note 1 2A551 43151, 43152, 43153, 45353, 45750, 45752 Airlift/Special Mission Aircraft Maintenance Journeyman Airframe and Powerplant 2A552 43150, 45751 Helicopter/Tiltrotor Aircraft Maintenance Journeyman Airframe and Powerplant 2A553 2A154, 2A157, 2A451, 2A452, 2A453, 32152, 32351, 32352, 32353, 32550, 32551, 32554, 32850, 32851, 32852, 32853, 32854, 45351, 45352, 45551, 45552, 45554, 45651, 45753 Mobility Air Forces Electronic Warfare Systems Journeyman Airframe 2A554 2A551, 43151, 43152, 43153, 45353, 45750, 45752 Refuel/Bomber Aircraft Maintenance Journeyman Airframe and Powerplant 2A571 43171, 43172, 43173, 45373, 45770, 45772 Airlift/Special Mission Aircraft Maintenance Craftsman Airframe and Powerplant 2A572 43170, 45771 Helicopter/Tiltrotor Aircraft Maintenance Craftsman Airframe and Powerplant
Appendix A A-4 U.S. AIR FORCE Note 1: ASI evaluation is required to determine if the applicant has experience relative to the rating(s) applied for.
Note 2: Codes that are the same in both the “Current Code” and “Previous Code” columns are no longer active but remain listed, since experience does not expire.
Note 3: Some AFSCs may have an alphabetical suffix known as “shredout.” The shredout identifies specialization in a specific aircraft or system (e.g., 2A353M). The shredout has no bearing toward creditable experience.
Current Code (AFSC) Previous Code (AFSC) Title Possible Creditable Experience 2A573 2A174, 2A177, 2A471, 2A472, 2A473, 32172, 32371, 32372, 32373, 32570, 32571, 32574, 32870, 32871, 32872, 32873, 32874, 45371, 45372, 45571, 45572, 45574, 45671, 45773 Mobility Air Forces Electronic Warfare Systems Craftsman Airframe 2A574 2A571, 43171, 43172, 43173, 45373, 45770, 45772 Refuel/Bomber Aircraft Maintenance Craftsman Airframe and Powerplant 2A590 2A490, 32390, 32391, 32591, 32894, 32899, 32900, 43190, 43191, 43199, 45390, 45599, 45791, 45793, 45799 Airlift/Special Mission Aircraft Maintenance Superintendent Airframe and/or Powerplant, see Note 1 2A600 32900, 43200, 45200, 45400 Aircraft Systems Chief Enlisted Manager Airframe and/or Powerplant, see Note 1 2A651 42652, 42653, 43152, 45450 Aerospace Propulsion Journeyman Powerplant 2A654 42353, 45453 Aircraft Fuel Systems Journeyman Airframe 2A655 42354, 45454 Aircraft Hydraulic Systems Journeyman Airframe 2A656 42350, 42351, 45255, 45455, 45456 Aircraft Electrical & Environmental Systems Journeyman Airframe 2A671 42672, 42673, 43172, 45470 Aerospace Propulsion Craftsman Powerplant 2A674 42373, 45473 Aircraft Fuel Systems Craftsman Airframe 2A675 42374, 45474 Aircraft Hydraulic Systems Craftsman Airframe 2A676 42370, 42371, 45275, 45475, 45476 Aircraft Electrical & Environmental Systems Craftsman Airframe 2A690 42390, 45295, 42396, 45492, 45493, 45494, 45495, 45496 Aircraft Systems Superintendent Airframe, see Note 1 2A691 42692, 42693, 43192, 45490 Aerospace Propulsion Superintendent Powerplant 2A6X3 Aircrew Egress Systems Airframe 2A751 Aircraft Metals Technology Airframe