From quick fixes on the apron to complex inspections in a hangar, aircraft mechanics ensure that every aircraft remains airworthy. But depending on where you are in the world, the path to becoming a certified aircraft mechanic looks different.
In this article, we break down the main EASA aircraft maintenance skill categories and compare them with equivalents under the FAA in the United States and the SACAA in South Africa.
EASA: Europe’s Structured Licensing System
The European Union Aviation Safety Agency (EASA) sets out clear categories for maintenance personnel under Part-66. Each category defines what types of tasks a technician can perform and certify:
· Category A – Line maintenance, simple defect rectification
· Category B1 – Mechanical systems (engine, airframe, electrics)
· Category B2 – Avionics systems (com/nav, autopilot, instruments)
· Category B3/B2L – Limited or light aircraft specialization
· Category C – Base maintenance certifying staff
Each category has subtypes based on aircraft (e.g., turbine, piston, helicopters).
What About the FAA (Federal Aviation Administration)
The FAA takes a simpler route with two primary mechanic certifications:
· Airframe (A)
· Powerplant (P)
Most mechanics are dual-certified as A&P mechanics.
For deeper authority, such as major inspections or approving return-to-service, an Inspection Authorization (IA) is needed.
Avionics? The FAA doesn’t have a standalone avionics license. Instead, tasks are performed by repairmen or A&P mechanics with training.
What about the SACAA (South African Civil Aviation Authority)
SACAA licenses Aircraft Maintenance Engineers (AMEs) with ratings across:
· Airframe
· Powerplant
· Avionics
Like EASA, SACAA often requires type ratings, approvals specific to aircraft models and Inspection Authorizations for those certifying major work.
Let’s see how EASA licenses compare to the systems used by the FAA (United States) and SACAA (South Africa):
License Comparison Table
| EASA Category | Scope | FAA Equivalent | SACAA Equivalent |
|---|---|---|---|
| A | Minor scheduled line maintenance and simple defect rectification | No direct equivalent; limited tasks under A&P supervision | AME (Apprentice or Technician) under supervision or limited sign-off authority |
| B1.1 / B1.2 | Airframe, engine, and mechanical systems | A&P Mechanic Certificate (Airframe & Powerplant) | AME – Airframe & Powerplant (with applicable type ratings) |
| B1.3 / B1.4 | Helicopter maintenance (turbine/piston) | A&P Mechanic Certificate with helicopter experience | AME – Airframe & Engine (Helicopter type ratings required) |
| B1.1 / B1.2 | Airframe, engine, and mechanical systems | A&P Mechanic Certificate (Airframe & Powerplant) | AME – Airframe & Powerplant (with applicable type ratings) |
| B2 | Electrical, avionics, flight instruments, autopilot systems | No dedicated FAA license; typically Repairman Certificate or A&P with avionics training | AME – Avionics, Instruments, Radio (may require multiple discipline ratings) |
| B3 | Non-pressurized aeroplanes under 2000 kg | A&P Certificate applicable to light aircraft | AME – Light Aircraft (Airframe & Engine, non-type certified) |
| B2L | Limited avionics license (specific systems only) | Repairman Certificate with limited scope | AME – Specific avionics systems or limited category ratings |
| C | Base maintenance certification (team-level authority) | A&P + Inspection Authorization (IA) | AME with Inspection Authorization (IA) and relevant experience |
Key Differences to Know
EASA
· Highly structured and modular.
· Requires formal Part-147 training and exams.
· Subcategories tied to aircraft type and system complexity.
FAA
· Two core certifications: Airframe and Powerplant.
· Avionics handled via Repairman or manufacturer training.
· More flexible path, but less granular categorization.
SACAA
· Based on multiple discipline ratings (e.g., Airframe, Engine, Avionics).
· Type ratings are required for most work on specific aircraft.
· Strong alignment with ICAO and EASA standards in structure.
Why This Matters for Operators and MROs
If you’re managing an international fleet, MRO operation, or maintenance scheduling platform, understanding these differences isn’t just a compliance issue—it’s operationally critical.
That’s where ASA Software steps in.
We support multi-jurisdiction license tracking, allowing you to assign tasks based on qualifications from EASA, FAA, SACAA, or any other authority.
Our platform adapts to local certification structures while maintaining a global view of compliance and staff capability.
Conclusion
Aircraft maintenance licenses vary across continents—but their purpose is the same: ensuring safe skies.
Whether you’re dealing with a B2 engineer in Berlin, an A&P mechanic in Boston, or an AME in Cape Town, ASA Software helps you align skills, systems, and standards no matter where your fleet is grounded.
Fun Fact
The “66” in EASA Part 66 isn’t random. It was inherited from the original JAR-66 (Joint Aviation Requirements), a pan-European initiative that laid the groundwork for aircraft maintenance licenses long before EASA even existed.
So, when you hear “Part 66,” you’re tapping into decades of collaborative aviation safety history across Europe.
