Subject: OVERVIEW OF THE AVIATION
MAINTENANCE PROFESSION Date: 11/09/01 Initiated By: AFS-305 AC No: 65-30A Change:
1. PURPOSE. This advisory circular (AC) was prepared by the Federal Aviation Administration (FAA) Flight Standards Service to provide information to prospective airframe and powerplant mechanics and other persons interested in the certification of mechanics. It contains information about the certificate requirements, application procedures, and the mechanic written, oral, and practical tests.
2. CANCELLATION. AC 65-30, Overview of the Aviation Maintenance Profession, dated June 27, 2000, and AC 65-11B, Airframe and Power Plant Mechanics Certification Information, revised in 1987, are canceled.
3. RELATED 14 CFR REFERENCES. Title 14 of the Code of Federal Regulations (14 CFR).
a. Part 65, Certification: Airmen other than Flight Crewmembers.
b. Part 145, Repair Stations.
c. Part 147, Aviation Maintenance Technician Schools.
d. Part 187, Fees.
4. RELATED READING MATERIAL.
a. To obtain a directory of names and school locations that are FAA certified under the provision of 14 CFR part 147, write to: U.S. Department of Transportation; Subsequent Distribution Office; Ardmore East Business Center; 3341 Q. 75th Ave.; Landover, MD 20785.
Request AC 147-2EE, Directory of FAA Certificated Aviation Maintenance Technician Schools.
This AC is a free publication.
b. For educational assistance, contact the Department of Education, Office of Student Financial Assistance, 400 Maryland Ave, S.W., Washington D.C. 20202.
c. A comprehensive list of all airlines, repair stations, manufacturers, and fixed base operators (FBO) can be found in the World Aviation Directory at the reference section of your local library.
This resource document will provide you with a number of job contacts in the location and maintenance field in which you wish to work.
d. Federal aviation regulations, other related ACs, FAA Inspectors' Handbooks, and additional aviation subjects are available on the FAA website at http://www.mmac.jccbi.gov/afs/afs600/.
5. BACKGROUND.
a. Aviation maintenance personnel work in a number of highly technical specialty occupations such as airframe and powerplants, maintenance, avionics (e.g., navigation, communication, and other electronic based or depended systems), and instrument repair (e.g., navigation, flight, and engine).
These individuals hold the very important responsibility of keeping our fleet of U.S.-registered aircraft operating safely and efficiently. To accomplish this goal of a 100% reliability that aviation industry and the flying public demands, these maintenance professionals maintain, service, repair, and overhaul aircraft components and systems.
b. Aviation maintenance is a dynamic career field. It has changed a great deal since Charles Taylor, the first aircraft mechanic, helped design, build, and maintain the engine for the 1903 Wright Brothers’ Flyer. Now and in the future, aircraft maintenance will continue to change. This is due to the introduction of new designs and materials in aircraft construction and the interface between complex space-age systems, such as navigation computers, fly-by-wire and solid state fuel controls, and improvements in the time proven systems such as hydraulics, flight controls, and propellers.
6. OUTLOOK FOR THE FUTURE. The long-term employment picture for aviation maintenance is bright. A well-trained, certificated individual with a strong background in technical subjects will have little trouble finding a life-time career in aviation.
7. WHERE THE JOBS ARE. The scheduled airlines employ approximately 50,000 mechanics at terminals and overhaul bases throughout the United States and overseas. The major overhaul facilities are in New York, NY; Los Angeles, CA; San Francisco, CA; Denver, CO; Atlanta, GA;
Kansas City, MO; Tulsa, OK; and Minneapolis, MN. When you enter this career field most likely you will start at a major overhaul center to learn the aircraft and the airline’s maintenance procedures. Once you have acquired enough seniority, you can “bid out” to work at the line station of your choice. These line stations are located at every airport the airline services.
a. Approximately 37,000 mechanics are employed in general aviation. These mechanics work in the large metropolitan cities on 35 million dollar plus corporate jets to radial engine powered agricultural aircraft operating from grass strips. FAA part 145 repair stations are another segment of the aviation maintenance industry that hires mechanics. These repair stations (approximately Par 4 Page 2
4,600) perform maintenance on aircraft from those as small and simple as the two-place, Piper J3 cub to major overhauls on air carrier aircraft of 400 seats or more.
b. The U.S. Government also employs many civilian aircraft mechanics and avionics technicians to work on military aircraft at Army, Navy, Marine Corps, and Air Force installations in the states and overseas. Another government employer is the FAA. Most of the FAA maintenance personnel work on flight inspection aircraft at the FAA main overhaul base in Oklahoma City, OK. State and local governments also employ mechanics to maintain and service aircraft used for government, emergency medical, or police activities.
8. WORKING CONDITIONS. The majority of mechanics and avionics technicians work in hangars, on flight lines, or repair stations located on or near large airports. They use hand and power tools as well as sophisticated test equipment. The noise level both indoors and on the flight line can be very high. Those mechanics and technicians performing flight line maintenance often work in all kinds of weather and temperatures.
a. All aircraft mechanics and technicians must perform moderate to heavy physical activity, from climbing ladders to crawling under wings, the physical demands can be arduous. Frequent lifts or pulls of up to 50 pounds in weight are not uncommon.
b. Stress is another factor that aircraft mechanics and technicians must deal with. Working for a scheduled airline, the pressure to meet a gate time, or to meet a deadline for a corporation aircraft can be high. However, a mechanic or a technician must never sacrifice the high standards of workmanship and public trust just to meet a schedule.
9. WAGES AND BENEFITS. The aviation maintenance industry is broken down into two separate areas: Air Carrier and General Aviation.
a. Air Carriers.
(1) Air Carriers offer mechanics and technicians a starting yearly salary between $20,000 and $27,000 for a 40-hour week. Mechanics with a strong avionics background usually start between $25,000 and $30,000 a year. Maintenance is performed around the clock, seven days a week. New mechanics and technicians should expect to work nights and weekends. Within five years the salary for a mechanic with an Airframe and Powerplant Rating (A & P), should be between $35,000 and $45,000 a year. An avionics technician should earn between $38,000 and $48,000 a year.
(2) Air carriers offer paid holidays, vacations, insurance plans, retirement programs, sick leave, and free or reduced cost air travel within the airline’s route structure. There are also opportunities to bid for maintenance positions at other locations the airline serves. With a larger work force, the opportunities for advancement may be greater with an air carrier than with other segments of the aviation maintenance industry, because of the high numbers of aircraft in the air carrier’s fleet and the large number of cities served.
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b. General Aviation.
(1) General Aviation is composed of many different types of organizations. These organizations are involved in all kinds of aviation activities from corporate transportation to agricultural application. Many aviation mechanics and technicians work for small FBOs or FAA part 145 Repair Stations that service and maintain the private/corporate aircraft fleet. The starting salary for these mechanics range between $18,000 and $24,000 a year. For avionics technicians the starting salary is between $22,000 and $28,000 a year. After 5 years a mechanic’s salary range is between $25,000 and $30,000 a year. An avionics technicians salary is between $28,000 and $35,000 a year.
(2) Normal general aviation working hours are weekdays from 8:00 a.m. to 4:30 p.m.
However, working nights, weekends, or working overtime is not uncommon in this industry.
(3) General Aviation benefits packages vary greatly, depending on the organization that one works for. Many general aviation corporations’ operations rival the compensation packages of large air carriers, while other general aviation maintenance operations offer little in the way of health or retirement benefits.
(4) Some individuals are drawn to general aviation despite a lower pay scale and less generous benefits package because most of the general aviation jobs are found at the local airport or in smaller cities, where the quality of life is less hectic and the cost of living is less than working at the large hub airports.
10. MAINTENANCE OCCUPATIONS. There are two types of maintenance technicians:
non-certificated mechanics and FAA-certificated mechanics.
a. Non-Certificated.
(1) A non-certificated mechanic can work only under the supervision of a certificated person. Non-certificated mechanics work in manufacturing, FAA Repair Stations, Air Carriers, and FBOs.
(2) Since these mechanics are not certificated by the FAA, there are no Federal certification requirements to meet. However, a job applicant must still meet the employer’s requirements. As a non-certificated mechanic, he or she cannot sign off a maintenance record “approving the aircraft or component for return to service.” Because of this limitation, a noncertificated mechanic is restricted in the scope, function, and duties he or she can perform. This limited level of ability also reduces the chances of advancement in the maintenance career field.
b. FAA-Certificated Mechanics and Repairmen. The FAA certificates aviation maintenance personnel in two ways: a mechanic certificate and a repairman certificate.
(1) Certificated Mechanic Requirements.
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(a) The vast majority of technicians are certificated as FAA mechanics. Under an FAA mechanic’s certificate there are two ratings: Airframe and Powerplant. Although most certificated mechanics hold both ratings and are referred to in the industry as an “A & P,” there are many mechanics certificated only with an airframe (A) rating, or only a powerplant (P) rating.
(b) To become an FAA-certificated mechanic an applicant must:
1. Be 18 years of age or older.
2. Be able to read, write, and understand English.
3. Document 18 months of practical experience in either one of the ratings sought, or 30 months of practical experience working concurrently on airframes and power plants, or graduate from an FAA-approved part 147 Aviation Maintenance Technician School.
4. Must pass a written examination, an oral test, and a practical test for each rating.
5. Pass all the prescribed tests within 24 months.
(c) Additional certification requirements for foreign applicants located outside of the United States at the time of the examination:
1. The applicant must demonstrate that a mechanic certificate is needed to maintain U.S.-registered civil aircraft and that the applicant is neither a U.S. citizen or a resident alien.
2. Positive identification of the applicant must be established. (i.e., passport).
3. Applicant must provide a signed and detailed statement (original copy only, no duplicate copies will be accepted) from their employer substantiating specific type and duration of maintenance performed on each aircraft.
4. The applicant must provide a letter obtained from the foreign airworthiness authority of the country in which the experience was gained or from an advisor of the International Civil Aviation Organization (ICAO) that will validate their maintenance experience.
5. All documents must be signed, dated originals, and traceable to the initiator.
6. A fee for the document review will be charged in accordance with 14 CFR part 187.
7. Applicants who do not meet the English requirements of 14 CFR part 65, section 65.71(a)(2) will have their certificates endorsed: “Valid only outside of the U.S.”
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(2) Repairman Requirements.
(a) Repairman are maintenance technicians that are certificated by the FAA for only one or two specific tasks. Because they are limited by function, they can only exercise the privileges of the repairman certificate by being under the supervision of FAA-approved Repair Stations, commercial operators, or air carriers where these specific tasks are routinely accomplished on a daily basis. It is the repair station, commercial operator, or air carrier who recommend an individual to be a repairman. The individual must meet the following requirements.
(b) To be eligible for a repairman certificate an applicant must be:
1. At least 18 years of age.
2. Able to read, write, and understand the English language.
NOTE: This may be waived for a repairman living outside the United States.
3. Specially qualified to perform maintenance on aircraft or components.
4. Employed for a specific job requiring the special qualifications by an FAA-certificated Repair Station, or a certificated commercial operator, or a certificated air carrier.
5. Recommended for the repairman certificate by his or her employer.
6. Have either 18 months practical experience in the specific job function
(i.e., Industry X-Ray technician) or complete a formal training course acceptable to the FAA.
c. Avionics Occupations. Avionics technicians work on some of the most advanced electronic equipment outside of an electronic research and development laboratory. It is not uncommon for the avionics bay of an air carrier aircraft to hold eight to ten million dollars worth of “black boxes” all of which need a highly qualified person to maintain them.
(1) An individual who holds an FAA mechanic certificate with an airframe rating is authorized under his rating to maintain avionics equipment. But this privilege is allowed only if that individual is properly trained, qualified, and has the proper tools and equipment to perform the work.
(2) There are also un-certificated 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, working for avionics manufacturers, and other related industries.
11. PRACTICAL EXPERIENCE QUALIFICATION REQUIREMENTS. Individuals who wish to become FAA-certificated aircraft mechanics can choose one of three paths to meet the experience requirements for the FAA Airframe and Power Plant Certificate.
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a. An individual can work for an FAA Repair Station or FBO under the supervision of an A & P mechanic for 18 months, for each individual airframe or powerplant rating, or 30 months for both ratings. The FAA considers a “month of practical experience” to contain at least 160 hours. This practical experience must be documented. Some acceptable forms of documentation are: Pay receipts, a record of work (log book) signed by the supervising mechanic, a notarized statement stating that the applicant has at least the required number of hours for the rating(s) requested from a certificated air carrier, repair station, or a certificated mechanic or repairman who supervised the work.
b. An individual can join one of the armed services and obtain valuable training and experience in aircraft maintenance. Care must be taken that an individual enters a military occupational specialty (MOS) that is one the FAA credits for practical experience for the mechanics certificate. A list of these acceptable MOS positions that was current as of March 2001 can be found in Appendix A.
NOTE: Before requesting credit for a specific MOS or before joining the military, the individual should get a current list of the acceptable MOS codes from the local FAA Flight Standards District Office (FSDO) and compare it against the MOS that he or she has or is applying for (see Appendix B for a list of the FSDOs).
When the 18/30 month requirement is satisfied the applicant should ensure that the MOS code is properly identified on his or her DD-214 Form, Certificate of Release or Discharge from Active Duty.
(1) In addition to the MOS code on the DD-214 form the applicant must have a letter from the applicant’s executive officer, maintenance officer, or classification officer that certifies the applicant’s length of military service, the amount of time the applicant worked in each MOS, the make and model of the aircraft and/or engine on which the applicant acquired the practical experience, and where the experience was obtained.
(2) Time spent in training for the MOS is NOT credited toward the 18/30 month practical experience requirement. As with experience obtained from civilian employment the applicant that is using military experience to qualify must set aside additional study time to prepare for the written and oral/practical tests. Having an acceptable MOS does not mean the applicant will get the credit for practical experience. Only after a complete review of the applicant’s paperwork, and a satisfactory interview with an FAA Airworthiness inspector to ensure that the applicant did satisfy part 65, subpart D, will the authorization be granted.
c. An individual can attend one of the 170 FAA 14 CFR part 147 Aviation Maintenance Technician Schools nationwide. These schools offer training for one mechanic’s rating or both.
Many schools offer avionics courses that cover electronics and instrumentation.
(1) A high school diploma or a General Education Diploma (GED) is usually an entrance requirement for most schools. The length of the FAA-approved course varies between 12 months and 24 months, but the period of training is normally shorter than the FAA requirements for on-the-job training.
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(2) Upon graduation from the school, the individual is qualified to take the FAA exams. A positive benefit of attending a part 147 school is that the starting salary is sometimes higher for a graduate than for an individual who earns his certification strictly on military or civilian experience.
d. To apply to take the mechanic written test, the applicant must first present his or her part 147 certificate of graduation or completion, or proof of civilian or military practical experience, to an FAA inspector at the local FSDO.
(1) Once the FAA inspector is satisfied that the applicant is eligible for the rating(s) requested, the inspector signs FAA Form 8610-2, Airman Certificate and/or Rating Application.
There are three kinds of written tests: Aviation Mechanic General (AMG), Aviation Mechanic Airframe (AMA), and Aviation Mechanic Powerplant (AMP).
(2) The applicant must then make an appointment for testing at one of the many computer testing facilities world-wide. Contact the nearest FSDO for the nearest computer testing facility. The tests are provided on a cost basis but test results are immediate. If an applicant fails a test, then he or she must wait 30 days to either retake the test or provide the testing facility with documentation from a certificated person that the applicant has received instruction in each of the subject areas previously failed, or have the bottom portion of AC Form 8080-2, Airman Written Test Report, properly filled out and signed. The retest covers all subject areas in the failed section. All written tests must be completed within a 24-month period.
(3) For a list of computer testing locations contact the nearest FSDO or access the internet at http://www.fedworld.gov. A list of sample general airframe and powerplant test questions are also available at the same internet site.
e. Oral and Practical Skill Test Requirements. These tests are given on a fee for services basis by a Designated Mechanic Examiner (DME). A list of the DMEs is available at the local FSDO. The oral and practical tests cover all 43 technical and regulatory subject areas and combine oral questions with demonstration of technical skill. A test for a single rating (airframe or powerplant) commonly requires 8 hours to complete.
(1) If a portion of the test is failed, he or she will have to wait 30 days to retest.
However, the applicant can be retested in less than 30 days if the applicant presents a letter to the DME showing that the applicant has received additional instruction in the areas that he or she has failed, a retest can be administered covering only the subject(s) failed in the original test.
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(2) When all tests are satisfactorily completed within a 24-month period, the successful applicant receives a copy of FAA Form 8060-4, Temporary Airman Certificate, which is valid for 120 days or until the FAA Airmen Certification Branch in Oklahoma issues the mechanic a permanent certificate.
/s/ Louis C. Cusimano for Ava L. Mims Acting Director, Flight Standards Service Par 11 Page 9
AC 65-30A 11/09/01 Appendix A APPENDIX A.
MILITARY OCCUPATIONAL SPECIALTY CODES
Following are both the updated, new, and the older MOS codes for the U.S. Army, Air Force, Navy, Marine Corps, and Coast Guard dated March 2001. The new codes are used for active duty time after January 1990. The older codes are still valid for persons wishing to credit their military aviation maintenance experience toward meeting the requirements of the FAA airframe and powerplant mechanic certificate.
U.S. ARMY CODES
Updated MOS Codes New MOS Codes Title Creditable Experience 67G 10/20/30/40 Utility Aircraft Repairer Airframe & Powerplant 67H 10/20/30/40 Observation Aircraft Repairer Airframe & Powerplant 67N 10/20/30/40 Utility Helicopter Repairer Airframe & Powerplant 67R 10/20/30/40 AH-64 Helicopter Repairer Airframe & Powerplant 67S 10/20/30/40 Scout Helicopter Repairer Airframe & Powerplant 67T 10/20/30/40 Tact/Transport Helicopter Repairer Airframe & Powerplant 67U 10/20/30/40 Medium Helicopter Repairer Airframe & Powerplant 67V 10/20/30/40 Observe/Scout Helicopter Repairer Airframe & Powerplant 67X 10/20/30/40 Heavy Lift Helicopter Repairer Airframe & Powerplant 67Y 10/20/30/40 AH-1 Helicopter Repairer Airframe & Powerplant 67Z 50 Aircraft Maintenance Sr. Sergeant Airframe & Powerplant 68B 10/20/30 Aircraft Powerplant Repairer Powerplant 68D 10/20/30 Aircraft Powertrain Repairer Powerplant 68G 10/20/30 Aircraft Structural Repairer Airframe 68K 40 Aircraft Components Repair Supervision Airframe & Powerplant Page 1
AC 65-30A Appendix A 11/09/01
U.S. AIR FORCE CODES
Current MOS Codes 1992-MOS Codes Prior to 1992 MOS Code Title Creditable Experience 2A333 45234 43131 Tactical Aircraft Main. Apprentice Airframe 2A353 45254 43151 Tactical Aircraft Main. Journeyman Airframe & Powerplant 2A373 45274 43171 Tactical Aircraft Main. Craftsman Airframe & Powerplant 2A390 45299 43191, 43199 Tactical Aircraft Main. Superintendent Airframe & Powerplant 2A531 45730, 45732 43131, 43132, 43133, 45333 Aerospace Maintenance Apprentice Airframe 2A551 45750, 45752 43151, 43152, 43153, 45353 Aerospace Maintenance Journeyman Airframe & Powerplant 2A571 45770, 45772 43171, 43172, 43173, 45373 Aerospace Maintenance Craftsman Airframe & Powerplant 2A590 45799 43191, 43199 Aerospace Maintenance Superintendent Airframe & Powerplant
2A532 45731 43130 Helicopter Maintenance Apprentice Airframe 2A552 45751 43150 Helicopter Maintenance Journeyman Airframe & Powerplant 2A572 45771 43170 Helicopter Maintenance Craftsman Airframe & Powerplant 2A590 45791 43190, 43199 Helicopter Maintenance Superintendent Airframe & Powerplant
2A631 45430 42632, 42644, 43132 Aerospace Propulsion Apprentice Powerplant 2A651 45450 42652, 42653, 43152 Aerospace Propulsion Journeyman Powerplant 2A671 45470 42672, 42673, 43172 Aerospace Propulsion Craftsman Powerplant 2A690 45490 42692, 42693, 43192 Aerospace Propulsion Superintendent Powerplant
2A635 45434 42334 AC Pneudraulic System Maintenance Apprentice Airframe 2A655 45454 42354 AC Pneudraulic System Maintenance Journeyman Airframe 2A675 45474 42374 AC Pneudraulic System Maintenance Craftsman Airframe 2A690 45494 42396 AC Pneudraulic System Maintenance Superintendent Airframe Page 2