Aircraft Mechanic (A&P)

Physical demands

• Working at height inside hangars (lifts, stands)
• Working in confined wing and fuselage compartments
• Precise hand work on fasteners and safety wire
• Exposure to jet fuel, hydraulic fluid, solvents
• Shift work at 24-hour airline operations

Common tools

• Torque wrenches in inch-pound and foot-pound
• Safety-wire pliers
• Multimeter and bonding/resistance meter
• Calibrated precision measuring tools
• Engine-specific tooling (per manufacturer)
• Inspection mirrors and borescope

Airframe (A) Only

Holds the Airframe certificate under 14 CFR Part 65 Subpart D but not Powerplant. Works on structures, flight controls, hydraulics, landing gear, pneumatics, fuel systems, and sheet-metal repair. Cannot sign off powerplant maintenance.

Typical scope

• Sheet-metal and composite structural repair
• Flight-control rigging and cable tension
• Landing-gear and hydraulic system work
• Fuel-system and pneumatic-system maintenance

Entry: Part 147 AMTS airframe curriculum, or 18 months documented airframe experience under 14 CFR 65.77, plus FAA written, oral, and practical tests for the A certificate.

Wage note: A-only mechanics are less common in airline work than A&P combined holders; MRO structural shops and sheet-metal shops are the typical employers. Pay schedules vary by employer.

Powerplant (P) Only

Holds the Powerplant certificate under 14 CFR Part 65 Subpart D but not Airframe. Works on reciprocating and turbine engines, propellers, engine accessories, and engine-related fuel and ignition systems. Cannot sign off airframe maintenance.

Typical scope

• Reciprocating and turbine engine teardown and overhaul
• Propeller inspection and dressing
• Engine-accessory troubleshooting
• Engine-fuel-system and ignition-system work

Entry: Part 147 AMTS powerplant curriculum, or 18 months documented powerplant experience under 14 CFR 65.77, plus FAA written, oral, and practical tests for the P certificate.

Wage note: Engine overhaul shops and turbine MROs commonly hire P-only holders. Pay schedules vary by employer and engine family.

A&P Combined

The most common certification track. Holds both Airframe and Powerplant certificates under 14 CFR Part 65. Can sign off the full range of aircraft maintenance covered by Part 43 except those items reserved for IA or Part 145 repair stations.

Typical scope

• Line maintenance and scheduled inspections on commercial aircraft
• 100-hour inspections on GA aircraft (with a certificated A&P signature)
• Return-to-service authority on the full range of airframe and powerplant items
• A/B/C/D-check support at airline and MRO bases

Entry: Part 147 AMTS full curriculum (typically 18 to 24 months), or 30 months documented A and P experience under 14 CFR 65.77, plus FAA written, oral, and practical tests for both certificates.

Wage note: Airline, MRO, and corporate-aviation schedules are public in union shops and set per employer in non-union shops. A&P combined is the baseline credential for most airline hiring.

Inspection Authorization (IA), Senior Track

An FAA authorization under 14 CFR 65.91 issued to A&Ps who meet the experience and testing requirements. IAs can perform annual inspections on GA aircraft, approve major repairs and major alterations (Form 337), and perform progressive inspections. Senior-credential track, not an entry role.

Typical scope

• Signing off annual inspections on GA aircraft
• Approving major repairs and major alterations on FAA Form 337
• Progressive inspection programs for GA operators
• Consulting with owners and DERs on field-approval packages

Entry: Under 14 CFR 65.91, the applicant must hold an A&P for at least 3 years, have been actively engaged for at least 2 years immediately preceding application, maintain a fixed base of operations, and pass the IA knowledge test. Renewed every 2 years with recency-of-experience requirements.

Wage note: IA is commonly an independent or shop-principal credential in GA work. Billing is typically per-annual-inspection or hourly at a premium over journey A&P rates.

Avionics (Separate Track)

Avionics technicians install, troubleshoot, and repair aircraft electronic systems: navigation, communication, autopilot, flight-management, and electrical. This is a separate career track from A&P; avionics work does not require an A&P certificate, and A&P does not by itself authorize all avionics work. Many shops prefer technicians who hold both A&P and FCC GROL.

Typical scope

• Navigation, communication, and autopilot installation
• Transponder, ADS-B, and EFIS troubleshooting
• Wire harness and connector repair to Part 43 and manufacturer data
• Bench repair of line-replaceable units at a Part 145 avionics repair station

Entry: FAA Part 147 avionics electives, manufacturer training, or military avionics MOS experience. FCC General Radiotelephone Operator License (GROL) is commonly required for work on radio transmitters. Avionics work on certified aircraft is generally performed under a Part 145 repair station certificate.

Wage note: Avionics pay schedules run parallel to A&P schedules and are commonly higher in shops doing complex retrofits. Ask for the schedule in writing.

Repairman (14 CFR 65.101), Employer-Tied

A Repairman Certificate under 14 CFR Part 65 Subpart E is issued to a person recommended by their employer (typically a Part 121, 135, or 145 certificate holder) to perform specific maintenance tasks for that employer. The certificate is tied to the employer and is not portable; it lapses when employment ends.

Typical scope

• Specialty tasks defined in the employer's repair station operations specifications
• Bench-repair scope limited to specific components or systems
• Experimental-aircraft builder repairman for LSA under Part 65 Subpart E

Entry: Employer recommendation under 14 CFR 65.101, plus at least 18 months of practical experience in the procedures the certificate authorizes, or completion of an employer-approved formal training program. FAA issues the certificate for that employer only.

Wage note: Repairman pay is set by the employer. Because the certificate is not portable, negotiation leverage depends on the local market for the same specialty.

FAA Airframe & Powerplant Certificate (14 CFR Part 65) ↗

The baseline FAA credential for return-to-service authority on certified aircraft maintenance. Required for most airline, MRO, and corporate-aviation mechanic roles. Issued for life, though recency-of-experience requirements apply to exercise the privileges.

Issuer: Federal Aviation Administration

FAA Inspection Authorization (14 CFR 65.91) ↗

Senior endorsement on top of an A&P that authorizes annual inspections of GA aircraft and approval of major repairs and major alterations on FAA Form 337. Renewed every 2 years. Commonly held by shop principals and independent GA mechanics.

Issuer: Federal Aviation Administration

FCC General Radiotelephone Operator License (GROL) ↗

Required by FCC rules for technicians who install, service, or maintain radio transmitters in aircraft. Commonly requested or required for avionics technician roles at Part 145 repair stations doing radio work.

Issuer: Federal Communications Commission

OEM Type / Fleet Certifications (Boeing, Airbus, Embraer families) ↗

Airlines and MROs typically require manufacturer-specific type training for heavy-maintenance work on a given fleet (for example, Boeing 737 or Airbus A320 family). Training is delivered by the OEM, by contracted Part 147 AMTS, or by the employer's approved training program.

Issuer: Boeing, Airbus, Embraer, and other OEM training organizations

NDT Level II (Nondestructive Testing) ↗

Per SNT-TC-1A or NAS 410, NDT Level II qualifies a technician to set up and calibrate equipment, interpret and evaluate indications, and perform inspections in a given NDT method (ultrasonic, eddy current, liquid penetrant, magnetic particle, radiographic). Commonly required for structural inspection roles at MROs and airline bases.

Issuer: American Society for Nondestructive Testing (ASNT) / employer-administered under NAS 410

FAA Part 147 AMTS Graduate ↗

Completion of an FAA-approved Aviation Maintenance Technician School under 14 CFR Part 147 satisfies the experience requirement to test for the A&P under 14 CFR 65.77. Many airlines and MROs prefer Part 147 graduates for structured-training reasons.

Issuer: FAA-approved Part 147 AMTS institutions

Apprentice, year 1

$3,000 to $8,000 for a personal hand-tool box, calibrated torque wrenches (inch-pound and foot-pound), calibrated precision measuring tools, safety-wire pliers, and basic meters. Aviation tooling is calibrated and traceable; cheap tools are rarely acceptable in an airline or MRO environment.

Journey level

Expanded personal tool box, specialty engine or airframe tools as dictated by the assigned fleet, personal reference set (14 CFR Part 43, manufacturer maintenance manuals, AC 43.13-1B/2B), and Part 21 airworthiness resources. Heavy specialty tooling (jacks, stands, engine stands, borescopes) is typically shop-supplied.

Going independent

Aircraft mechanics generally do not 'go independent' the way auto mechanics do. The most common owner path is holding IA and working on GA aircraft at a leased hangar, or buying into a Part 145 repair station. Most work on certified aircraft is performed under a Part 145 repair station certificate or at an air-carrier or air-operator maintenance base.

National median

$78,680

annual, all workers

National mean

$80,780

annual, all workers